Automobile Suspension

Systems

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Basic Terminology
 Sprung Mass
 Mass of all
components that do
not move much
when suspension is
displaced. (given
the frame as a fixed
reference)
 (Frame, engine,
passengers, etc,)
 Some suspension
components are
actually partially
sprung mass
Basic Terminology
 Unsprung Mass
 Mass of
components that
move when
suspension is
displaced

 Minimizing the
unsprung mass
allows for more
optimal suspension
operation
Basic Terminology
 Bump
 Vertical displacement of entire sprung mass
Basic Terminology
 Roll
 Front View angular
rotation of the
sprung vehicle
mass
Basic Terminology
 Pitch
 Side View angular rotation of the
sprung vehicle mass
 Basic Terminology
 Roll Center
 Center at which the
sprung mass pivots about
during a roll situation
(lateral acceleration)
 This is a dynamic point:
moves around
throughout suspension
travel
 Basic Terminology
 Pitch Center
 Center at which the sprung mass pivots about
during a Pitch situation (fore/aft acceleration)
 This is a dynamic point: moves around
throughout suspension travel
 Basic Terminology
Camber
Front View tilt of the
tire.
Leaning the top of
the tire inboard adds
negative camber
 Basic Terminology
Toe
Top view angle of the
tire in a static
situation
Turning the front of
the tire in is referred
to as adding “toe in”
Important for both
front and rear tires
 Basic Terminology
Steering Axis
Axis about which
the wheel/Tire
rotate about
during steering
inputs
Also known as
“King Pin Axis”
 Basic Terminology
Caster Angle
Side view tilt of the
steering axis.
Creates camber
change with
steering input
Creates a restoring
force for centering
steering wheel
 Basic Terminology
Caster Trail
Side view distance from
the steering axis
ground plain
intersection and the
contact patch center
point
Creates a restoring
force for centering
steering wheel
 Basic Terminology
Scrub Radius
Distance From which
the ground plain
intersection of the
Steering axis and the
center of the tire
contact patch
Large effect on
drivers feel and
steering effort
 Basic Terminology
Steering Arm
Line between the
steering axis and
there steering linkage
“tie rod”
 Basic Terminology
Bump Travel
Vertical distance wheel is
able to move up from
static position, with
reference to vehicles
sprung mass
Droop Travel
Vertical distance wheel is
able to move down from
static position with
reference to vehicles
sprung mass
Passenger Comfort
The perception of vehicle comfort is
very subjective. Much depends on
the cabin conditions. The main
objective of the designer is to
minimize the rate of change of
acceleration (jerk).
Simplified Quarter Car
Model
 Two Degree-of-
Freedom System
 However the
longitudinal and
lateral stiffness of
most suspension
cannot be totally
disregarded
Components of Suspension
 Tire
 Linkage
 Bearings, Bushings
 Springs
 Dampers
 Sprung / Unsprung
Mass
 What is suspension system

 Suspension is the term given to the

system of springs, shock absorbers
and linkages that connects a vehicle
to its wheels
 Serve a dual purpose – contributing to
the car's handling and braking.
 Protects the vehicle itself and any
cargo or luggage from damage and
wear
Suspension system perform 6
basic functions:
1. Maintain correct vehicle ride height
2. Reduce the effect of shock forces
3. Maintain correct wheel alignment
4. Support vehicle weight
5. Keep the tires in contact with the road
6. Control the vehicle's direction of travel

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Different suspension
systems

 Conventional suspension system

 Independent suspension system
 Air suspension system
 Hydro elastic suspension system
 Conventional suspension
system
 Two wheels are mounted on either
side of the rigid axle
 When one wheel encounters the
bump, both the wheel do not execute
parallel up and down motion
 So it gives rise to gyroscopic effect
and wheel wobble
 Rear driving wheels mounted on live
axle suspended by laminated leaf
springs and shock absorbers
 Independent suspension
system
 Both the front and the rear wheel are
utilized
 Design incorporated in the front wheels
 One wheel goes down ,the other wheel
does not have much effect
 Basic classification of the design
1. MacPherson Strut
2. Double Wishbone
3. Multi link
Common types seen from
behind; in order:
Live axle with Watt bar

Suspension like on a bike fork

Swing axle

Double wishbone suspension

MacPherson

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Suspension Types: MacPherson
Strut
 Invented by Earl S.
MacPherson
 First used on the
1951 Ford Consul
 Ford held the
patent for the
Macpherson strut
system by many
rival companies
invented similar
systems to avoid
Ford royalties
 the most widely used front MACPHERSON
suspension system in cars STRUT
 comprises of a strut-type spring
and shock absorber combo, which
pivots on a ball joint on the single,
lower arm.
 The steering gear is either
connected directly to the lower
shock absorber housing, or to an
arm from the front or back of the
spindle (in this case
 When you steer, it physically twists
the strut and shock absorber
housing (and consequently the
spring) to turn the wheel
Suspension Types: MacPherson
Strut
Advantages
 Low production costs
• Stamped construction
 Preassembled
• Strut body carries spring
assembly
 Compact
• Simple mounting and no
need for an upper control
arm
 Simplicity
• Reduction in fasteners and
alignment of vehicle
suspension components.
Suspension Types: McPherson
Strut
Disadvantages
 Large camber variation
• Body roll and wheel
movement contribute to
camber attitude
 Vertically tall mounting
position
• This compromises vehicle
styling
 Rough ride
• Some ride comfort may
be lost, as it is hard to
move smoothly because
of bending input force
 Dangerous replacement
• The spring must be
compressed and
assembled on the strut
body, this causes the
handling of a charged
spring.
Adjustment of MacPherson
Strut
 Since the strut
governs the King pin
axis as well as the
camber of the tire,
these two parameters
are linked
 The adjustability of
the MacPherson strut
is limited, due to its
simplicity
 Most adjustability of
the suspension is
achieved by modifying
the location of the
upper strut mounting
location.
Suspension Types: MacPherson
Strut
 MacPherson
Struts are widely
used on a variety
of cars today
from the
everyday road car
to world class
race cars
Front Suspension
 Dependent
 Independent

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Dependent Front Suspension
 Dependent front suspension uses a solid
axle. Uses one steel or aluminum beam
extending the width of the vehicle. The
beam is held in place by leaf springs.
solid axle is only
used on heavy
trucks, and off-road
vehicles

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 Independent Front
Suspension
 Developed in the 1930's to improve vehicle ride
control and riding comfort
 wheels to respond individually to road
conditions
 sprung weight is reduced, creating a smoother
ride.
 Twin I-Beam, Type 1 Coil Spring, Type 2
Coil Spring, Torsion Bar, Double Wishbone,
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 Twin I-Beam
 similar to the solid
axle
 improves ride and
handling
 load carrying ability
 used on pickups,
vans and four-wheel
drive vehicles.

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 Type 1 Coil Spring
 2 upper control arms
 2 lower control arms
 2 steering knuckles
 2 spindles
 2 upper ball joints
 2 lower ball joints
 bushings
 coil springs
 Shock Absorbers
 short-arm/long-arm,
or the parallel arm
design 42
 Type 2 Coil Spring
 coil spring is mounted
on the upper control
arm
 top of the spring is
attached to the frame.
 upper ball joint
receives the weight of
the vehicle
 and the force of the
coil spring
 makes it the load
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carrier
 Torsion Bar
 no coil or leaf springs
 supports the vehicle
weight and absorbs
the road shock
 performs the same
function as a coil
spring:
 supports the vehicle's
weight

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 Double Wishbone
Suspension
With Unequal Length Upper and Lower
Arms
Found On:
-Stock Cars
(Front)
-Corvettes (C5
&C6) (Front and
Rear)
-Honda Civics
(‘88-’00) (Front)
-Most Modern
Sports Cars
 Double Wishbone
 type of strut
suspension
 space saving benefits
of a strut
 of the parallel arm
suspension
 more aerodynamic
hoodline
 portion of the strut
forms a wishbone
shape
 does not rotate when
the wheels turn
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Advantages
 Arguably the best handling suspension design
 Wheel gains negative camber in bump
 Low Unsprung Weight
 Packaging does not compromise styling
 Low Height
 Many different geometry characteristics possible
 Designer can design suspension with minimal
compromises
 Infinite adjustability, with the most ease
 Vehicles roll centers can be placed almost
anywhere
 Disadvantages
 More expensive
 More components to make and assemble
 Alignment and fitment are critical to vehicle
performance, large area of adjustment
 Tolerance of parts must be smaller
 Requires constant alignment checks for
optimum performance
 More complex
 Design often becomes more complex because all
suspension parameters are variable
 Frame has to be able to pick up a-arm inboard
points
 Tire scrub occurs with vertical wheel displacement
 However this can be minimized during design
Double Wishbone Tuning
 The double wishbones
complexity enables it to be
adjusted quite readily
 The suspension geometry
can be adjusted in two
distinct ways
 Move the location of the
inner Chassis attachment
points
 Adjust the inclination of
the upright and the pick-
up locations on the upright
 The camber, castor, roll
center, etc…. can all be
individually adjusted on
this type of suspension
relatively easily.
Formula 1 Application
Suspension Components
 Springs
 Coil
 Leaf

 Torsion bar

 Torsion Bar
Suspension
Systems*

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 3 types of springs used on
coil automobile suspensions

Lower Control
Arm w/Strut
rod
leaf
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 Suspension Components II
 Shock Absorbers purpose ***
 Dampen spring oscillation
 Types
 Direct acting
 Dual action

 telescopic

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Components
Spring Shock

Stabilizer

Control Arm
Bushing
Control Arm Ball
Joint
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 •Components
 Upper Control
Arm Bushing •Upper Ball Joint

•Upper Control Arm •Spindle/Knuckle

•Lower Control Arm
•Lower Control Arm
Bushing
•Stabilizer
•Strut Rod •Lower Ball Joint

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Springs
 Leaf

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Leaf Springs

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Springs
 Torsion Bars

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 Springs
 Transverse
Torsion Bar

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Shock Absorbers
 Should not leak oil
 Stop bouncing
quickly
 SLA- Short Long
Arm

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Shock
Absorbers
 Shock Assist
 Gas Charged
 Air Shocks
 Shock Absorber
Ratio
 Electronically
Controlled Shocks

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Shocks

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 Springs
 Spring Rate
 Rebound
 Sprung Weight
 Un-sprung Weight
 Coil Springs*
 Leaf Springs*
 Air Springs

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MacPherson Struts
 NO upper control Arm!
 Spring around a shock absorber

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Strut
Construction
 Rod Nut
 Bearing Plate
 Upper Spring
Seat
 Dust Shield
 Strut Shaft
 Lower Spring
Seat
 Strut Body
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Control Arms

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Ball Joints

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Rear Suspension Systems
 Rear Suspension System
 Live Axle
 Semi-
Independent
 Independent

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Live-Axle
 Live-Axle with Leaf Springs
(Hotchkiss)

 Leaf springs control side sway

 A large amount of un-sprung weight
 Take up a lot of space
Rear Axle Torque Reaction

 Axle Wind-up
 Note:
The axle is mounted off center on the
spring
Helps prevent axle wind-up
Also…….
Mounting one rear shock in
the front of the axle and
one behind the axle helps
to reduce wind up and
axle tramp
OFF-SET SHOCK DESIGN
 Live-Axle with Coil Springs

 The upper control arms control lateral

movement (side movement)
 The lower control arms control
differential torque (wind up)
Solid Axle, Coil Spring
Suspension (live)

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Solid Axle Suspensions

Applications:
-Pick Up Trucks
(Rear)
-Stock Cars (Rear)
-Rock Crawlers
(Front & Rear)
Advantages
 Fewer Individual
Components
 Easier to cheaply
manufacture and
assemble
 Simplified drivetrain
layout
 High Load Capacity
 Axle Components are
protected
 Can use leaf or coil springs
 Also can accept many
different types of linkages
to gain desired geometry
 Solid wheel attachment
 Minimal alignment
Disadvantages
Disadvantages:
 Higher Unsprung
Weight
 Can lead to “wheel hop”
 Axle wrap when in a
leaf spring
configuration
 High Roll Center
Height
 Not an Independent
Design
 Corners are coupled
 Fixed Camber Angles
Modified Beam Axle

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Trailing Arm
 “A” shaped control arms mounted
at an angle, called semi-trailing
control arms

Used on
many sports
cars.
Handles
cornering
loads better
Independent Rear
Suspension

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Semi-Independent
 Semi-Independent Service

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Live-Axle Rear Suspension
System
 Leaf Spring
 Coil Spring
 Live Axle Servicing

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Solid (Dummy) Axle

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Electronically Controlled
Suspension
 Adaptive Suspension
 System Components

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Multilink Independent Rear
Suspension

Note
Hydraulic
mount

Superior
noise and
vibration
dampenin
g
Multi-link suspension

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Multi-link suspension
 It's currently being used in the Audi A8 and
A4 amongst other cars.
 The basic principle of it is the same, but
instead of solid upper and lower wishbones,
each 'arm' of the wishbone is a separate item.
 These are joined at the top and bottom of the
spindle thus forming the wishbone shape.
 The super-weird thing about this is that as
the spindle turns for steering, it alters the
geometry of the suspension by torquing all
four suspension arms.
 Spring is separate from the shock absorber.
 Advantages ( independent
front )
 Bigger deflection of front wheels, no reaction on
steering
 Greater distance for resisting rolling action
 Front axle (small-stub), improves road holding
tendency of tyres.
 Minimum vibrations

DISADVANTAGES

 Better shock absorber required.

 Expensive
 Tyre wear increases due to transmission of torque.
Rear Suspension Systems
On FWD Vehicles
 Semi-Independent
 The axle assemble twists, gives semi-
independent effect
 The axle assembly acts as a sway bar
 Track bar controls side movement
Beam Axle, for FWD

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Tracking Bar with Diagonal Brace
 Both prevent lateral (side) axle movement.
 Independent Rear with MacPherson
Struts

 Caster &
Toe
adjustable
 Improved
ride
quality,
steering
control, tire
life, &
traction
 Lighter
 Independent Rear with
Shocks

 Toe is
adjustable
 Camber is
not
Advantages ( independent rear suspension)
 Lesser unsprung weight –
improves ride , reduces tyre
wear.
 Increased passenger space
 Rear wheels remain stable ..

DISADVANTAGES
 Increased cost
 Complicated design
 Steering action is not proper
Traverse suspension system
 Normally find on the rear
suspension
 Combines independent double
wishbone suspension with a leaf
spring.
 It involves one leaf spring
mounted across the vehicle,
connected at each end to the
lower wishbone.
 The centre of the spring is
connected to the front subframe
in the middle of the car.
 Air suspension
 Comprises of compressor , suppling air to air
tank
 Pressure maintained – 5.6 to 7 kg/sq.m
 Air bags – on each wheel
 As load applied , air bags compressed
actuating the levelling valve .
 Air from the tank fills the compressrd air bag
& hence raise the level of the frame.
 Air from air bag gets released as load on
chassis decreases .
Air suspension layout
Advantages of air suspension
 These maintain a constant frequency of
vibration whether the vehicle is laden or
unladen.
 Constant frame height is maintained.
 It helps to reduce the load while the
vehicle in motion i.e. the dynamic loading
as the spring rate variation between laden
and unladen weight is much less.
 It gives smooth and comfort ride of the
vehicle.
 The stiffness of the system increases with
the increase of the deflection.
Common Air Suspension
Problems
 Air bag or air strut failure
- due to old age, or moisture within the air
system that damages them from the inside.
 Compressor failure
- Primarily due to leaking air springs or air struts
- Compressor burnout may also be caused by
moisture from within the air system coming into
contact with its electronic parts.
 Dryer failure
- which functions to remove moisture from the
air system eventually becomes saturated and
unable to perform that function
 Hydrolastic Suspension

 a system where the front and rear suspension

systems were connected together in order to
better level the car when driving.
 The front and rear suspension units have
Hydrolastic displacers, one per side.
 These are interconnected by a small bore pipe.
Each displacer incorporates a rubber spring
 Damping of the system is achieved by rubber
valves.
 when the front wheel encounter bumps
,the piston moves upwards pressurising
the fluid to enter into the rear unit.
 Hydroelastic was eventually refined into
Hydragas suspension.......
 Hydrogas suspension
 Known as hydro-pneumatic suspension.
 The difference is in the displacer unit itself.
 In the older systems, fluid was used in the
displacer units with a rubber spring cushion
built-in.
 With Hydragas, the rubber spring is removed
completely.
 The fluid still exists but above the fluid there
is now a separating membrane or diaphragm,
and above that is a cylinder or sphere which is
charged with nitrogen gas.
 The nitrogen section is what has become the
spring and damping unit whilst the fluid is still
free to run from the front to the rear units and
back.
Difference …
 HELPER SPRING

 DIRECTLY MOUNTED ON MAIN SPRINGS

 TAKE CARE OF LARGE VARIATION IN SPRING LOAD
 DURING LIGHT LOADS ,ONLY MAIN SPIRNG IS
ACTIVE , AS LOAD INCREASE TO A PARTICULAR
FIXED VALUE , BOTH THE SPRINGS ARE ACTIVE
 LEAF HELPER SPRING

AIR ASSISTED HELPER SPRING

Suspension Problems
 Toe
 Camber
 Caster

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Toe

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Camber

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Caster

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Camber & Toe Adjustments
 Transverse Mono Leaf
Spring
 Fiberglass
 Lightweigh
t
 Compact
 High
tension
Transverse Mono Leaf Spring

Tie Rods

Trailing Arm
 Double Wishbone
 Torque loads
create bushing
and control arm
deflection during
braking, corning,
acceleration and
deceleration.
 This causes a toe
change to enhance
straight line
stability
 Toe change during
corning leads to
quicker and more
responsive
steering