SUSPENSION SYSTEM

1 suspension system
Suspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle
to its wheels. It is located between the wheel axles and the vehicle body or frame.

1.1 Purpose
1. To support the weight of the vehicle.
2. To cushion bumps and holes in the road.
3. To maintain traction between the tires and the road.
4. To hold the wheels in alignment.

1.2 Requirements of suspension system:

1. There should be minimum deflection.

2. It should be of low initial cost.
3. It should be of minimum weight.
4. It should have low maintenance and low operating cost
5. It should have minimum tyre wear.

1.3 Suspension System Terms

• Camber: Looking directly at the front of the vehicle, camber refers to the tilt in (+) or out (‐) of the bottom
half of the tire.
• Caster: Looking directly at the side of the vehicle, caster refers to the tilt rearward (+) of the bottom half
of the tire.
• Toe: Looking directly at the top of the vehicle, toe refers to the slant in (+) or out (‐) of the front half of
the tire.
• Jounce: Jounce refers to the bounce or vertical movement of the vehicle suspension upward when it
contacts a bump in the road.
• Rebound: Rebound refers to the movement of the vehicle suspension in the opposite direction of jounce.
• Shimmy: Shimmy is an uncontrollable oscillation of the steering system experienced by two opposing
wheels.
• Knuckle: The knuckle is the suspension component that incorporates the spindle or hub that the wheel
bearings and wheels mount on.
• King Pin: The king pin is the vertical component in the knuckle that the wheels turn on when the vehicle
is steered.
• Spindle: The spindle is the long-tapered bar‐shaped piece that is fitted to the knuckle on which the wheel
bearings and wheels are mounted.
• Hub: The hub is the hollow part of the knuckle that replaces the spindle in mounting the bearings that
support the wheel.
• Ball Joint: A ball joint is a fastener or connector that allows movement in all directions.
• Tie Rod: A tie rod is a component that firmly connects one wheel of a vehicle to the wheel on the opposite
end to provide steering.
• Track Bar: A track bar is a rod that connects a suspension beam to the frame to give lateral support.
• Unsprung Weight: Unsprung weight is the total weight of all components in a vehicle that are not
dampened by the springs and shocks like the wheels and other closely associated equipment.
• Scrub: Scrub is the lateral movement of a tire against the pavement due to suspension system camber
changes during jounce and rebound.
 2 Types of Suspension system
Following are the types of the suspension system:

• Front End Suspension System

• Rigid axle front suspension.
• Independent front suspension
• Twin I-Beam Suspension System
• Single I-Beam Front Suspension System
• Independent Front End Suspension Using Torsion Bar
• Parallelogram Type Independent Front Suspension
• Struck and Link Type Suspension System
• Trailing Arm Independent Front Suspension
• Sliding Types Suspension System
• Vertical Guide Suspension System
• Rear End Suspension System
• Longitudinal leaf spring rear end suspension
• Transverse leaf spring rear end suspension
• Coil spring rear end suspension

3 Types of Front-End Suspensions System

The Front-End Suspensions May Be of Two Types
1. Rigid axle front suspension.
2. Independent front suspension

1. Rigid Axle Front Suspension

This type of suspension was universally used before the introduction of independent front wheel
suspension. It may use either two longitudinal leaf spring, as shown in the figure, or on transverse spring,
usually in conjunction with shock absorbers. These assemblies are mounted similar to rear leaf spring
suspensions.

In this type of suspension, the front wheel hubs rotate on antifriction bearings on steering spindle which
are attached to the steering knuckles. To permit the wheels to be turned by the steering gear, the steering
spindle and steering knuckle assemblies are hinged on the axle ends.
The pin that forms the pivot of this hinge is usually referred to as the kingpin or steering knuckle pin. Where
the forked portion is integral with the steering knuckle and fits over the end of the axle, the construction is
known as Reverse Elliot. In Elliot type construction, the ends of the axle are forked to hold the steering
knuckle extension between the ends.
 3. Independent Front Suspension

In this type of suspension, each front wheel is independently supported by a coil, torsion bar, or leaf spring.
Most of the passenger cars now use the independent front suspension in which the coil spring system is the
most common.

Types of Independent Front Suspension

1. Twin I-Beam Suspension System

Different types of front suspension, besides coil spring type, are also in use. The twin I-beam construction
is another type, used on some models of Ford trucks. Each front wheel is supported at the end by a separate
I beam.

The ends of the I-beams are attached to the frame by pivots. The wheel ends of the two I-beams are attached
to the frame by radius arms, which prevent backward or forward movement of the wheels. This type of
suspension provides more flexibility.

2. Single I-Beam Front Suspension System

Single I-beam front suspension is employed in larger vehicles. The I-beam has a hole in each end through
which a kingpin is assembled to hold the steering knuckle in place. Each end of the I-beam is supported by
a leaf spring.

3. Independent Front-End Suspension Using Torsion Bar

This type of suspension system, a steel rod, known as a torsion bar, act as a spring to hold the upper and
lower control arms parallel under load. The front end of the rod is of hexagonal shape to fit tightly into an
opening in the lower control arm.
Its rear reaction is also the hexagonal shape to fit tightly into an opening in an anchor attached to the frame
cross member. A seal hides the hexagonally shaped end of the torsion bar.
The torsion bar gets twisted due to the forces on the wheel assembly outer end of the lower control arm.
The torsion bar is designed to balance these forces so that the lower arm is kept at a designated height.

The height can be adjusted by a tightening mechanism at the anchor end which twists the rod by means of
an adjusting bolt and swivel. A strut rod is used to keep the suspension in alignment.
This suspension is able to protect road shock causing the lower arm to twist the torsion bar. When the
wheels are no longer under stress, the arm returns to normal.

4. Parallelogram Type Independent Front Suspension

The figure shows the simplified diagrams of the independent front suspensions using a coil, torsion bar and
leaf spring. Basically, the system is known as parallelogram type independent front suspension. It consists
of an upper and lower link connected by stub axle carrier.
In general, the lower link is larger than the upper and they may not be parallel. This arrangement maintains
the track width as the wheels rise and fall and so minimize tyre wear caused by the wheel scrubbing
sideways.

5. Struck and Link Type Suspension System

This type of suspension system is unusually for integral body construction because the loading points are
widely spaced. The normal top link is replaced by a flexible, mounting and the telescopic damper acts as
the kingpin. This suspension system known as the Mac Pherson System has slight rolling action and absorbs
shocks easily.

6. Trailing Arm Independent Front Suspension

Trailing arm independent front suspension maintains constant track and wheel attitude with a slight change
in wheelbase and caster angle. A coil spring is attached to the trailing arm which itself is attached to the
shaft carrying the wheel hub. When the wheel moves up and down, it winds and unwinds the spring. A
torsion bar has also been used in certain designs in place of the coil springs.

7. Sliding Types Suspension System

In this type suspension system, the stub axle can move up and down as well as rotate in the frame members.
Track, wheel attitude and wheelbase remain unchanged throughout the rise and fall of the wheel.

8. Vertical Guide Suspension System

In the vertical guide suspension system, the kingpin is attached directly to the cross member of the frame.
It can slide up and down, thus compressing and expanding springs.
Coil Spring Front Suspension.
There are 3 types of coil spring front suspension.
1. In the first type, the coil spring is located between the upper and lower control arms. The lower control
arm has one point of attachment to the car frame.

2. In the second type, the coil spring is located between the upper and lower control arms. The lower control
arms have two points to the attachment to the car frame.

3. In the third type, the coil spring is between the upper control arm and spring tower or housing that is part
of front-end sheet metal work.
4 Rear End Suspension System
Following are three types of rear-end suspensions generally found in vehicles.
1. Longitudinal leaf spring rear end suspension
2. Transverse leaf spring rear end suspension
3. Coil spring rear end suspension

1. Longitudinal and Transverse Leaf Spring Rear End Suspension

Longitudinal leaf spring and coil spring rear end suspensions are widely used in modern vehicles.
Transverse leaf spring rear end suspension is used in conjunction with the Hotchkiss drive, the leaf springs
must be made strong and resilient enough to transmit the driving thrust and torque to resist sideways, in
addition, to hold the spring weight of the body.

The spring weight is kept as less as possible, in order to improve the side of the vehicle. Because the springs
do not generally support the wheels, rims, tyres, brakes and rear axles, the weight of these parts is called
the spring weight. The spring is clamped the rear-axle housing by U-bolts, its every end is pivoted to the
frame, by means of eyes formed in the ends of the longest leaf.

One end of the long leaf is secured to the front hanger by a bolt and the other end to the rear hanger by
spring shackles. Both the hangers are bolted to the frame. The spring elongates in compression and shortens
in expansion. This change in length of the spring is compensated by a shackle.
At the middle position of the spring length, the rebound clips are placed. They are loose enough to permit
the leaves to slide on the other, and yet tight enough to permit the leaves together when the spring rebounds.
The spring eyes are usually provided with bushings or some anti-friction material, such as bronze or rubber.
The figure shows a heavy-duty truck rear end suspension with leaf type auxiliary springs and torque rods.
This type of suspension is used in truck intended for more severe operations and with rear axle loading
exceeding 10000 kg. The figure shows rear-end suspension of a car with Hotchkiss drive.

2. Coil Spring Rear End Suspension

The figure shows coil spring rear end suspension. This type of suspension is always used in conjunction
with torque tube, torque reaction link, or torque rod drive. Therefore, the coil springs are not subjected to
driving thrust or twist.

Stabilizers and radius rods are also used which relieve the coil springs of all stresses except those acting in
a vertical direction. The stabilizer prevents excessive roll or sideways when the car is concerning.
The radius rod keeps the rear axle and frame in lateral alignment. The coil springs are seated in pan-shaped
brackets spring seats attached to the rear axle.

5 SHOCK ABSORBER
A shock absorber is a tubular hydraulic device placed near each wheel to control or dampen spring
oscillations. One end of the shock absorber attaches to the vehicle body or frame. The other end attaches to
a moving suspension part such as the axle housing or a control arm. Movement of the spring then causes
the shock absorber to lengthen and shorten.

5.1 Types of Shock Absorbers

Mainly the shock absorbers are of two types:
1. Mechanical
2. Hydraulic
Various types of shock absorbers are used in modern vehicles are:
1. Hydraulic type shock absorbers
2. Double acting shock absorbers
3. Single acting shock absorber
4. Friction type shock absorber
5. Lever type shock absorber
6. Telescopic type shock absorber

1. Hydraulic type shock absorbers

Hydraulic type shock absorbers are now used on all passenger cars. They increase resistance to the spring
action by forcing a fluid through check valves and small holes.
2. Double acting shock absorbers
Double acting shock absorbers offer resistance both during compression and rebound of the springs.

3. Single acting shock absorber

Single acting shock absorber offers resistance only on the rebound.

4. Friction type shock absorber

The friction type shock absorbers have almost become obsolete due to their non-predictable damping
characteristics.

5. Lever type shock absorber

Lever type shock absorber is of indirect acting type. It is bolted to the chassis through a lever and link. As
the axle moves up and down, a double piston arrangement forces the oil through a valve.

6. Telescopic type shock absorber

Telescopic type shock absorber is of direct acting type. It is mounted between the axle and the frame.

A simplified diagram of the telescopic shock absorber is shown in Figure. Its upper eye is attached to the
axle and the lower eye to the chassis frame. A two-way valve A is attached to a rod G. Another two-way
valve B is connected to the lower end of cylinder C.
The fluid is in the space above and below the valve A, and also in the annular space between the cylinder
C and tube D, which is connected to the space below the valve B. The head J has a gland H. Any fluid
scrapped off by the rod G is brought down into the annular space through the inclined passage.

5.2 Working of Shock Absorbers

The shock absorber works as follows when the vehicle comes across a bump the lower eye moves up.
Therefore, the fluid passes from the lower side of valve A to its upper side. But since the volume of the
space above valve A is less than the volume of the rod G, the fluid exerts pressure on the valve B.

This pressure of the fluid through the valve openings gives the damping force. Thus, when the lower eye E
moves down, the fluid passes from the upper side of the valve A to the lower side, and also from the lower
side of the valve B to its upper side.
The shock absorber must be filled with shock absorber fluid at regular intervals as recommended by the
manufacturer or when required by its condition. The modern telescopic shock absorbers are no longer
serviced. If they leak or do not offer proper resistance to push and pull they should be replaced.

6 Spring
Following are the five different types of Suspension springs used in automobile vehicles:
1. Leaf springs
2. Coil spring
3. Torsion spring
4. Air bags
5. Rubber spring

1. Leaf Spring
Leaf spring consists of a number of leaves, made of steel plates, of increasing lengths from the centre. All
the leaves are clamped by a centre bolt at the centre and side almost at the sides so that the leaves are in
position.

The main leaf is the longer one having bent ends, called the spring eyes. The spring eye is connected to the
frame by a shackle. The centre portion of the spring is connected to the front axle by U-bolt.

Types of Leaf springs

Following are the different types of leaf springs.
a) Semi-elliptical spring
b) Quarter-elliptical spring
 c) Three-quarter elliptical spring
d) Transverse spring
e) Full elliptical spring
f) Platform type spring

a) Semi-elliptical Springs
Semi-elliptical springs are usually used in all the vehicle. Particularly in trucks, semi-elliptical springs are
fitted in front and rear axles.

But in cars, they are fitted on the rear axle only and the independent suspension is fitted on the front axle.
Semi-elliptical springs are cheaper and require less repairing. They increase the range of spring action and
last for a long time.

b) Quarter-elliptical Spring

Quarter-elliptical springs were used in old small cars, like Chrysler cars. This type of spring consists only
a quarter portion of the full elliptical spring and fitted with the frame by the bolt.

c) Three quarter elliptical Spring

Three quarter elliptical spring is the combination of semi-elliptical and quarter elliptical springs. This type
of springs was used in old cars.

d) Transverse Spring

transverse spring in just like the semi-elliptical spring but inverted in shape. One end of the spring in joined
with chassis frame by shackle, and the other end with the axle. It is also fixed with frame by the bolts at the
centre.
 e) Full-elliptical Spring

Full elliptical springs are consisting of two semi-elliptical springs joined together oppositely. This type of
spring was used in old cars. They do not maintain correct axle alignment.

f) Platform Type Spring

Platform type springs consist of two semi-elliptical springs. They are fitted with chassis frame by shackle
at one side and the other side is fitted with an inverted semi-elliptical spring. In this arrangement, the weight
of the car is divided into three points.

Note: Helper Spring

Helper spring is just like a semi-elliptical spring but without eyes at the ends. It is fitted with the main
springs particularly on the rear axle of the truck to carry the heavy load. The ends of the helper spring touch
the brackets fitted on the frame when the truck is heavily loaded.

2. Coil Springs
Coil springs are made of spring steel. These are described with the independent suspension system.
While providing a wide variety of spring rates, they can be accommodated in all type of confined spaces.
As compared to leaf springs they weigh only half the weight required for doing the same job.

They can also store twice the energy per unit volume in comparison to leaf springs but to control the
accelerating, braking and cornering, anti-roll bars or radius roads should be provided. The pan-shaped
brackets or spring seats attached to the rear axles are used to seat the coil spring. Spring seats incorporated
into the frame are similarly used for compressing springs against them.
The suspension is also used in combination with torque tube or torque rod drive. As regards energy storage
i.e., energy stored in a given weight of spring, coil and torsion bar springs are superior to the leaf springs.

3. Torsion Spring
A torsion spring is also used in an independent suspension system. Torsion suspension spring has a rod
which acting under the torsion by taking shear stresses.

One end of the bar is connected to the frame and another end is connected to the wheel arm and supported
in the bearing. The end of the wheel arm is connected to the wheel hub. When the wheel hits a bump, it
starts vibrating up and down, thus a torque on the torsion bar start acting as a spring.

5. Air Bags
The airbags and rubber springs are used in foreign cars. Air suspension, hydraulic suspension and
hydrogen gas suspension systems are also used in foreign vehicles.

6. Rubber Springs
The rubber springs are used in suspension because it saves greater energy per unit weight than the steel.

So, rubber springs are more compact than other springs. The main advantage of using rubber spring is that
it does not suddenly fail like steel so there is less risk. And also has excellent vibration damping property.

7 Types of Axles
Following are the three different types of axles
1. Rear Axles
2. Front Axle
3. Stub Axle

1. Rear Axle
In between the differential and the driving wheels is the rear axle to transmit power from the differential to
the driving wheels. It is clear from the construction of the differential, that the rear axle is not a single piece,
but it is in two halves connected by the differential, one part is known as the half shaft.
The inner end of the half shaft is connected to the sun gear of the differential. and the outer end of the
driving wheel. In rear-wheel-drive vehicles, the rear wheels are the driving wheels. Whereas, in front-wheel
drive vehicles, the front wheels are the driving wheels. Almost all rear axles on modern passenger cars are
live axles, that is, they revolve with the wheels.
Dead axles simply remain stationary, do not move with the wheels. A housing completely encloses the rear
axles and the differential, protecting them from water, dust and injury, in addition to mounting their inner
bearings and providing a container of the lubricant.
Types of Rear axles
Depending upon the methods of supporting the rear axles and mounting the rear wheels, the three types of
rear axles are as follows:
a) Semi-floating axle
b) Full-floating axle
c) Three quarter floating axle
Semi-Floating Axle

A semi-floating axle has a bearing located on the axle and inside the axle casing. It has to support
all the loads as listed above. Therefore, it needs to be of a larger size, for the same torque output, than any
other type. The inner end of the axle is supported by the differential side gear.

It is thus relieved of the job of carrying the weight of the car by the axle housing. The outer end has to
support the weight of the car and take end thrust. The inner end of the axle is splined to the differential side
gear.
The outer end is flanged so that the wheel can be bolted directly to it. In some design, the hub of the wheel
is keyed to the outer end of the axle. The vehicle load is transmitted to the axle through the casing and the
bearing, which causes the bending or shearing of the axle. The semi-floating axle is the simplest and
cheapest of all other types and widely used on cars.
Full-Floating Axle
A full floating axle has two deep groove ball or taper roller bearings, located between the axle casing and
wheel hub. The outer of an axle is made flanged to which the wheel hub is bolted. The axle is not supported
by bearing at either end, and its position is maintained by the way that it is supported at both ends.

Thus, the axle is relieved of all strain caused by the weight of the vehicle on the end thrust. It transmits only
the driving torque. For this reason, it is called full floating. The axle may be removed from the housing
without distributing the wheel by removing the nuts.
An additional advantage of this design is the ability to the vehicle even if it has a broken axle. This type of
axle is more, expensive and heavier than the other axle. It is usually fitted on commercial vehicles.

Three-Quarter Floating Axle

This type of axle has a bearing placed between the hub and the axle casing. Thus, the weight of the vehicle
is transferred to the axle casing, and only the side thrust and driving torque are taken by the axle.
The axle is keyed rigidly to the hub, thus proving the driving connection and maintaining the alignment of
the wheel. The inner end of this axle has the same construction as that of the semi-floating axle. Although
the three-quarter floating axle is more reliable it is not as simple as the semi-floating axle.

2. Front Axle
The front axle is used to carry the weight of the front part of the vehicle as well as to facilitate steering and
absorb shocks due to road surface variations. It must be right and robust in construction.

The front axle is usually a steel drop forging having 0.4% carbon steel or 1-3% nickel steel. It is made of
I-section in the centre portion, while the ends are made either circular or elliptical.

With this construction, it takes bending loads due to the load of the vehicle. Also, the torque centre portion
is given a downward sweep. The different components of the front axle are the beam, stub axle, swivel pin
and track rod.

Types of Front Axles

Usually, there are two main types of the front axle:
1. Live front axle.
2. Dead front axle.
The front axles are usually dead axles because they do not rotate, in contrast to the live axles that they are
used in the rear axle to transmit power to the rear wheels. A live front axle, as compared to the dead axle,
has the additional function of transmitting the driving power taken from a transfer gearbox to the front
wheels having a different swivelling mechanism.
The live front axles although resembling the gear axles have some difference at the axle half shafts end
where the wheels are mounted. A dead front axle has enough rigidity and strength to carry the weight of
the vehicle from the springs to the front wheels.
The ends of the axle beam are formed suitably to assemble the stub axle. In order to accommodate a swivel
pin connecting the sub axle portion of the assembly, the ends of the beam are usually shaped either as a
yoke or plain surface with drilled hole.

The figure shows front axle components with the steering linkage. The wheels are fixed on the stub axles
which are usually pivoted. From the stub axle, the inclined steering arms are connected to the track rod
ends, and a third steering arm is attached to the drag link.
Some vehicles have the drag link placed transversely instead of in the fore and at the position in order to
allow a more compact vehicle design. It is often used in independent wheel suspension systems. The drag
link connects the steering linkage to the drop arm of the steering box.

3. Stub Axle
The front wheels are mounted on the stub axles, which are connected to the front axle by means of kingpins.
The stub axles are the forging of 3% nickel steel and alloy steels containing chromium and molybdenum.

The stub axle turns on the pink pin which is a light drive fit in the axle beam eye placed and locked by a
taper cotter pin. Phosphor bronze bushes are fitted into the forked ends of the axle to provide a bearing
surface for the kingpin.
Vertical load are taken by a steel washer or a thrust bearing located either on the top fork of the stub axle
or between the lower fork and the underside of the axle beam.

Types of Stub Axle

Following are the four types of the stub axle:
1. Elliot.
2. Reverse Elliot.
3. Lamoine.
4. Reversed Lamoine.
The Elliot stub axle is attached to the front axle by placing in the yoke end with a kingpin and cotter to join
the two together.

In Reversed Elliot type stub axle, the arrangement is reversed. In Lamoine type stub axle, instead of yoke
type hinge, an L-shaped spindle is used as shown in the figure.

8 Automobile Suspension System Troubleshooting

1. Rough Ride:
Reasons and Remedies
• The pivots on the suspension arms may be seized. The remedy is the immediate lubrication.
• In the case of torsion bars; their adjustment may not be correct, which should be adjusted properly.
• shock absorbers may be defective, which must be replaced.
• Lubricating pads at the ends of leaves may be worn. They should be replaced.
2. Suspension too flexible
The following are the main possible causes of this trouble:
• The manufacturer might have specified that the springs should not be lubricated, which precaution
might have been violated thus decreasing friction. The remedy is to clean the springs thoroughly.
• Due to constant use, the springs may have become weak. The only remedy in this case is the
replacements.
• Some of the leaves of the springs may be broken which must be replaced.
• The shock absorber might have developed some defects.
•
3. Sagging Springs

With the sagging springs the vehicle sags on one side. The following are the possible causes:
• The spring on the sagging side may have become weak due to constant use.
• Any or more leaves of the sagging spring may be broken.
• In case of independent systems, the coil spring may be incorrectly adjusted.

4. Vehicle bouncing after crossing bump

Following are the probable causes and remedies:
• Worn out shock absorbers, which must be replaced.
• Damaged or slipped leaf springs, which have to be checked, repaired or replaced.
•
5. Knocking during crossing of bump
In case of knocking or clunking when going over a bump, the main causes are:
• The shock absorbers or the struts may have worn out. In such a situation, shock absorbers and/or
strut bearings have to be replaced.
• Ball joints may be loose or worn out, which may be checked and serviced or replaced as required.

6. Noises
The noises produced in case there is any trouble in the suspension system are generally squeaking or
rattling. These may be due to any of the following reasons:
• Lack of lubrication may result in spring noise.
• U-bolts may be loose.
• There may be a side play in shackles.
• The shackle pins and bushes may be loose.
• There may be some defect in the shock absorbers.