2 of 39
3 of 39
Zero pitch occurs when = 0, i.e. when the term in square brackets is zero. anti-squat and anti-pitch performance depends on the following vehicle properties
suspension geometry, suspension stiffnesses (front and rear) and Tractive force distribution.
4 of 39
5 of 39
6 of 39
Tf and Tr are the front and rear track widths of the vehicle
7 of 39
8 of 39
9 of 39
Suspension components
Need for compliance between unsprung and sprung mass. Requirements: Good isolation of the body(Good ride) Soft response
Inconsistent with roll resistance in cornering Roll stiffening using ant-roll bars Spring can hit limits Additional springs as bump stops
10 of 39
Steel springs
Semi-elliptic springs earliest developments in motor vehicle Robust and simple used for heavy applications Hotchkiss type- to provide both vertical compliance and lateral constraint for the wheel travel change in length of the spring produced by bump loading is accommodated by the swinging shackle
11 of 39
12 of 39
Coil springs
Light and compact form of compliance for weight and packaging constraints Little maintenance and provides Opportunity for co-axial mounting with a damper Variable rate springs produced either by varying the coil diameter and/or pitch of the coils along its length Disadvantages: Low levels of structural damping, there is a possibility of surging (resonance along the length of coils) Spring as a whole does not provide any lateral support for guiding the wheel motion.
13 of 39
Torsion bars
Very simple form of spring and consequently very cheap The principle of operation is to convert the applied load FW into a torque FW R producing twist in the bar Stiffness related to diameter, length of the torsion bar and the torsion modulus of the material
Figure from Smith,2002
14 of 39
Hydro-pneumatic springs
Spring is produced by a constant mass of gas (typically nitrogen) in a variable volume enclosure As the wheel deflects in bump, the piston moves upwards transmitting the motion to the fluid and compressing the gas via the flexible diaphragm The gas pressure increases as its volume decreases to produce a hardening spring characteristic Systems are complex (and expensive) and maintenance
Figure from Smith,2002 Basic diaphragm accumulator spring
15 of 39
16 of 39
17 of 39
Damper types, (a) dual tube damper, (b) free-piston monotube damper
18 of 39
Damper characteristics
19 of 39
20 of 39
21 of 39
Substituting
The variation of S( f ) for a vehicle traversing a poor minor road at 20 m/s is shown
Figure from Smith,2002
22 of 39
Perception of vibration motions diminishes above 25 Hz and emerges as audible sound. Dual perception (vibration and sound) up to several hundred Hz is related to the term harshness
23 of 39
24 of 39
Whole-body RCB vibration criteria, (a) RCB for vertical (z-axis) vibration (b) RCB for lateral (x and y axis vibration)
25 of 39
26 of 39
Half and quarter vehicle models, (a) half vehicle model, (b) quarter vehicle model
27 of 39
28 of 39
If B=0 the equations are uncoupled On a bump only pitching occurs not desired
n ,bounce A n , pitch C
29 of 39
30 of 39
(0.8 for sports cars ,1.2 for some front If w < w , T > T drive and on a cars) bump
nf nr nf nr
one gets a feeling of in phase motion rear suspensions and minimal pitching better ride
<
31 of 39
Suspension designer has selection of characteristics and parameter values for suspension springs and dampers to achieve the desired suspension performance
32 of 39
(a) ride Effect of suspension stiffness on sprung and unsprung mass transmissibilities, (a) sprung mass transmissibility, (b) unsprung mass transmissibility
33 of 39
Control of the sprung mass resonance requires high levels of damping, but results in poor isolation in the mid-frequency Wheel-hop resonance also requires high levels of damping for its control, but with the same penalties in the mid-frequency range 0.3 used for passenger cars
Figure from Smith,2002
34 of 39
37 of 39
Controllable suspensions
Hydraulic Control Speed of response, high bandwidth, up to 60 Hz Actuator is driven by an on-board pump controlled by signals derived from transducers fitted to the sprung and unsprung masses. Signals are processed in a controller according to some control law to produce a controlled force at the actuator With practical limitations taken into account, ride can be improved by 2030% for the same wheel travel and dynamic tire load when compared with a passive suspension
Figure from Smith,2002
38 of 39
39 of 39
Semi-active suspension