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AUTOMOBILE SUSPENSION SYSTEM PDF

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To ensure that the vehicle responds favorably to control forces produced by the this requires the suspension geometry to be designed to resist squat, dive and. The suspension system of a vehicle refers to the group of mechanical components The early automobiles used the one-piece axle design but instead of. This makes it very important for a car to keep the tyres in optimal contact with the road at all times. That is the task of the suspension system. In case of a race car.


Automobile Suspension System Pdf

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Chapter • Vehicle Suspension System. • Dependent and Independent Suspensions in. Vehicles. • Semi Active and Active Suspension. Technologies. Suspension System. Non-linear Asymmetrical shock. Absorber. Vehicle Dynamics Term Project. Advisor: Dr. Ashok Kumar Pandey. 1. Sai. ME11BO Bala. and anyone with an interest in design and analysis of suspension systems. The book begins with the introduction of the role of suspensions in cars and a.

A control arm is attached to the front of the vehicle near the center at one end of the arm and the steering knuckle at the other. A wishbone does the same thing except it attaches to the frame at two points, causing the piece to resemble a wishbone. The movement at connection points is softened and absorbed by bushings. The positioning of every component in independent front suspension systems is very important as the front wheels have to steer and maintain consistent alignment to provide safe vehicle operation.

An independent rear suspension uses the same technology as the front without consideration taken for steering dynamics, as the rear wheels usually do not steer.

Rear-wheel and all-wheel drive vehicles have a differential mounted to the frame in the middle of the control arms or wishbones, while front-wheel drive vehicles have a very simple rear suspension, needing only springs and shock absorbers.

Shock absorbers and springs provide all the cushioning and compressing when the suspension moves. Springs provide force to hold the sprung weight up off the wheels and to resist compressing. When the ride of a vehicle is comfortable, it means the suspension has good road isolation. The suspension is able to move up and down when needed without excessively jarring the vehicle. Just enough feeling from the road reaches the driver, so they will know of any alarming road conditions and feel a rumble strip if they enter the shoulder of a high-speed road.

The feeling of the road is essential to keeping situational awareness while driving. Body roll occurs when the body of the vehicle leans to the outside too much when cornering. All vehicles have some body roll when going around a corner, but if the body rolls too much, the shift in weight can cause the vehicle to lose traction on one or more wheels, steer out of the turn prematurely, or the vehicle to spin out of control. If the body begins to roll too much when cornering, the handling will be negatively affected resulting in a shift of the traction to one side of the vehicle more than the other.

Rough Ride | Automobile Suspension System Troubleshooting

This causes the inside tires to lose traction and possibly leave the road surface. Suspensions that provide good road holding will, for the most part, help prevent this. Bottoming out happens when the tires hit the body of the vehicle when the suspension is compressed. This happens when the vehicle doesn't have enough suspension to absorb the force of the bump it is traveling over.

Rubber bump-stops can prevent this by providing a cushion between the suspension and the frame that prevents the tire from moving up high enough to strike the body of the vehicle, but if the bump-stops are inadequate or missing, then this problem can occur.

Bottoming out can easily damage the body or suspension system. A vehicle's road holding ability is measured by how well the vehicle can maintain good traction and even weight distribution when different forces are involved.

To feel stable when stopping, a vehicle needs a suspension that will not let the front dive down when the brake pedal is depressed. For smooth acceleration, a suspension that prevents the vehicle from squatting down in back when accelerating is required. Shifting weight gives half of the wheels most of the traction, wastes power, and results in poor and inconsistent handling characteristics.

A traction problem called bump steer occurs when hitting a bump causes the vehicle to turn left or right without the driver turning the wheel. Poor alignment of the suspension can cause the wheels to be angled in a way that causes this issue.

A traction problem called oversteer occurs when the rear of the vehicle loses traction when rounding a corner. This makes it very important for a car to keep the tyres in optimal contact with the road at all times. That is the task of the suspension system. The wheel and brake disc are connected to the upright by bearings. One of these six rods the inclined one is not mounted to the chassis, but to a rocker.

If the wheel moves up with respect to the vehicle body, the upright pulls on the rod, which in turn causes the rocker to rotate about its pivot point. A spring- damper is connected to the bell crank on one end, and to the chassis on the other. So by rotating the rocker, the spring-damper is compressed. The coil spring absorbs the energy from a bump by compressing, and releases it again at an uncontrolled rate.

The spring will continue to bounce until all of the energy originally put into it is dissipated.

Suspension (vehicle)

Dampers are used to control this energy dissipation. They slow down and reduce the amplitude of the wheel motion by converting kinetic energy into heat. The anti-roll system consists of a torsion bar with a lever on each end. If the movements on each end of the bar are not exactly the same, it will be twisted. This results in a reaction force.

Elements of the Automobile Suspension System:

The main rocker connects the pull rod to the two subsystems. The geometry of this rocker determines the movement of the spring-damper and the anti-roll bar as a result of the movement of the pullrod. Two operating conditions will be explained to show how the subsystems work to control the movements of the suspension. This results in the same angular rotation of the left and right main rocker.

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The spring-dampers are therefore actuated equally. Since left and right levers of the anti-roll bar are rotated to the same angle in the same direction, it will not create a reaction moment. As a result, the outer wheel moves up with respect to the chassis, and the inner wheel will move down.

This means the main rockers are rotated in opposite directions. The load on the outside spring will become higher, while the inside spring will be partially unloaded. The anti-roll bar will be twisted, which results in an opposing moment that tries to keep the vehicle body level. It takes the form of a slender arc-shaped length of spring steel of rectangular cross-section. The centre of the arc provides location for the axle, while tie holes are provided at either end for attaching to the vehicle body.

For very heavy vehicles, a leaf spring can be made from several leaves stacked on top of each other in several layers, often with progressively shorter leaves. Leaf springs can serve locating and to some extent damping as well as springing functions. The upper part of the hub is rigidly fixed to the inner part of the strut proper, the outer part of which extends upwards directly to a mounting in the body shell of the vehicle.

To be really successful, the MacPherson strut required the introduction of unibody construction, because it needs a substantial vertical space and a strong top mount, which unibodies can provide, while benefiting them by distributing stresses. The strut also usually has a steering arm built into the lower inner portion. The whole assembly is very simple and can be preassembled into a unit; also by eliminating the upper control arm, it allows for more width in the engine compartment, which is useful for smaller cars, particularly with transverse-mounted engines such as most front wheel drive vehicles have.

Simple design with wide placed anchor points providing good transverse rotational stiffness good for isolating chassis against acceleration and braking torques. Each wishbone or arm has two mounting points to the chassis and one joint at the knuckle.

The shock absorber and coil spring mount to the wishbones to control vertical movement. Double wishbone designs allow the engineer to carefully control the motion of the wheel throughout suspension travel, controlling such parameters as angle, caster, toe pattern, roll centre height, scrub radius, scuff and more. Generally a pushrod suspension at the front and a pullrod suspension at the rear is used in almost all the racing cars. The orientation of this rocker can be adjusted to mount the damper vertical as in the figure, or horizontally in x-direction as used for the front suspension system.

Other orientations are off course possible, but these are the two most common ones. The main advantage of a horizontally mounted damper is height of the centre of gravity. Secondly, a pullrod is in tension, so it can be lighter than an equivalent pushrod that might fail due to buckling. The damper can be mounted vertically as in the figure, or in a different orientation.

To make matters worse, the lower connection rods of the multilink system are longer than the upper ones to achieve the desired camber gain, which makes them even more prone to fail. Therefore, the toe link is placed on the same level as the lower connection rods to reduce the load per rod.

Automotive Suspension and Steering Classroom Manual by Don Knowles

This load per rod can be reduced even further by choosing a pushrod configuration. In case of a pullrod system, the upper connection rods gain an extra compressive load due to the pullrod. In case of a pushrod configuration, the lower connection rods gain an extra tensile load. These two cases can off course also be combined: Then, the upper connection rods, which are under tension from the lateral tyre forces, are partially unloaded, or even change to a push rod.

The compressive cornering force on the lower ones will also be reduced or switched to tensile. Vehicle suspension serves as the basic function of isolating passengers and the chassis from the roughness of the road to provide a more comfortable ride.

In other words, a very important role of the suspension system is the ride control. Due to developments in the control technology, electronically controlled suspensions have gained more interest. These suspensions have active components controlled by a microprocessor.

By using this arrangement, significant achievements in vehicle response can be carried out. Selection of the control method is also important during the design process. The present work aims at developing an active suspension for the quarter car model of a passenger car to improve its performance by using a proportional integral derivative PID controller.

The controller design deals with the selection of proportional, derivative gain and integral gain parameters kp, ki, and kd. The results show that the active suspension system has reduced the peak overshoot of sprung mass displacement, sprung mass acceleration, suspension travel and tire deflection compared to passive suspension system.

It is the portion of the vehicle's total mass that is supported above the suspension, including in most applications approximately half of the weight of the suspension itself. It is the mass of the suspension, wheels or tracks as applicable , and other components directly connected to them, rather than supported by the suspension.

The mass of the body and other components supported by the suspension is the sprung mass. Unsprung weight includes the mass of components such as the wheel axles, wheel bearings, wheel hubs, tires, and a portion of the weight of driveshaft, springs, shock absorbers, and suspension links. Even if the vehicle's brakes are mounted outboard i. M1 Quarter car sprung mass , Kg Applying Laplace transform: There are several method to solve the above equation but one of the most efficient being using the Laplace transform.

Therefore switching from time domain to operational domain gives: Putting this in above equation 2, we have:By Khisbullah Hudha. The compressive cornering force on the lower ones will also be reduced or switched to tensile. Since left and right levers of the anti-roll bar are rotated to the same angle in the same direction, it will not create a reaction moment.

It is best described as a shock absorber built inside a coil spring to function as a single cohesive unit.

The task of the damper is the damping of the body and wheel oscillations. The anti-roll bar will be twisted, which results in an opposing moment that tries to keep the vehicle body level.

When the ride of a vehicle is comfortable, it means the suspension has good road isolation. The spring-damper system consists of two subsystems: