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ABSTRACT
Suspension system is the necessary part in the automobile vehicle. Suspension
system provide comfort ride to the passengers. Suspension system absorbs the
unnecessary vibration which applied on the upward from road irregularities. Here in this
paper we will find deflection of existing car with the existing suspension system and
going to modified suspension system and find deflection for modified design. Also, we
are going to compare deflection for existing and modified design.
Most of automobiles these days are using two suspension systems namely: double
wishbone suspension system and McPherson suspension due to their good dynamic
performance and higher passenger comfort. The Macpherson strut setup is still being used
on high performance cars such as the Porsche 911, several Mercedes-Benz models and
lower BMW models due to its light weight, design simplicity and low manufacturing
cost. This paper proposes a systematic and comprehensive development of a twodimensional mathematical model of a McPherson suspension. The model considers not
only the vertical motion of the chassis (sprung mass) but also rotation and translation for
unsprung mass (wheel assembly). Furthermore, this model includes wheel mass and its
moment of inertia about the longitudinal axis. The paper offers an implementation of the
model using Matlab- Simulink, whose dynamics have been validated against a realistic
two dimensional model developed with the Ansys software.

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1. INTRODUCTION
Some common types of independent suspensions are: Swing axle, Sliding pair,
McPherson strut, Upper and lower A-arm (double wishbone), Multi-link suspension,
Semi-trailing arm suspension, Swinging arm, Leaf springs. The McPherson strut is a type
of car suspension system which uses the axis of a telescopic damper as the upper steering
pivot. It is widely used in modern vehicles and named after Earlie S. MacPherson, who
developed the design. MacPherson struts consist of a wishbone or a substantial
compression link stabilized by a secondary link which provides a bottom mounting point
for the hub or axle of the wheel. This lower arm system provides both lateral and
longitudinal location of the wheel. 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.

Fig.1. Macpherson Suspension System

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To be really successful, the MacPherson strut required the introduction of unibody (or
monologue) 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 will usually carry both the coil spring on which the body is suspended and the shock
absorber, which is usually in the form of a cartridge mounted within the strut. 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. It can be further simplified, if needed, by substituting an anti-roll bar (torsion bar)
for the radius arm. For those reasons, it has become almost ubiquitous with low cost
manufacturers. Furthermore, it offers an easy method to set suspension geometry.
The McPherson suspension is widely used in small and medium size vehicles due to its
light weight, compact size and low cost. Fig 1.1 shows a McPherson suspension system
which consists of a suspension arm or control arm plus a spring-damper assembly (strut)
firmly attached to the wheel assembly. Large and systematic changes in kinematic
parameters, such as camber angle and track width are a major problem in modeling and
controlling this type of suspension. The quarter-car linear model is commonly used to
analyze the suspension dynamic behavior. However, this model does not

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2. SUSPENSION SYSTEM
Suspension system is the term given to the system of springs, shock absorbers and
linkages that connects a vehicle to its wheels. Suspension systems serve a dual purpose
contributing to the vehicle's road holding/handling and braking for good active safety and
driving pleasure, and keeping vehicle occupants comfortable and reasonably well isolated
from road noise, bumps, and vibrations etc. These goals are generally at odds, so the
tuning of suspensions involves finding the right compromise. It is important for the
suspension to keep the road wheel in contact with the road surface as much as possible,
because all the forces acting on the vehicle do so through the contact patches of the tires.
The suspension also protects the vehicle itself and any cargo or luggage from damage and
wear. The design of front and rear suspension of a car may be different.
2.1 Types of suspension suspension :

Swing axle

Sliding pillar

MacPherson strut/Chapman strut

Upper and lower A-arm (double wishbone)

Semi-trailing arm suspension

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3. MACPHERSON SUSPENSION SYSTEM:

The Macpherson suspension was made in the Ford Motor Company by Earl S.
Macpherson for the first time in 1949. This kind of suspension (Figure 1) is widely
employed in many modern vehicles because of its light weight, compact size and simple
structure. Although it can be used for both front and rear suspensions, it is usually found
in the front of the vehicle. The main functions of suspension systems are to adequately
support the vehicle weight, to provide effective isolation of the chassis against road
excitations, to maintain the wheels in appropriate position on the road surface and to keep
tire contact with the ground. Hence, the wheel suspension characteristics are important to
enhance the handling performance and ride quality of the car, to minimize the forces
transmitted to the body and also to reduce the noise. Conventionally, suspension
designers encounter conflicting requirements of the road holding and passenger comfort.
While in primary vehicle suspensions, the geometric and dynamical properties of the
suspension structure would be chosen by compromising some of those criteria, in modern
suspension structures, a fully active or semi-active device is incorporated to meet these
conflicting requirements.

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Fig.2.Macpherson Suspension Component

MacPherson struts consist of a wishbone or a substantial compression link
stabilized by a secondary link which provides a bottom mounting point for the hub
or axle of the wheel. This lower arm system provides both lateral and longitudinal
location of the wheel. 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
The MacPherson strut required the introduction of unibody (or monocoque)
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 will
usually carry both the coil spring on which the body is suspended and the shock absorber,
which is usually in the form of a cartridge mounted within the strut. 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 bay, which is useful for smaller cars, particularly with
transverse-mounted engines such as most front wheel drive vehicles have. It can be
further simplified, if needed, by substituting an anti-roll bar (torsion bar) for the radius

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arm. For those reasons, it has become almost ubiquitous with low cost manufacturers.
Furthermore, it offers an easy method to set suspension geometry.

Fig.3.Modified Macpherson Suspansion

3.1 Why Macpherson Suspension Systems?

Most of the economy cars have MacPherson strut suspension system.

Much number of problems is produced in suspension.

It is a basic independent type suspension system.

It is easy

to construct and

working

simple.

The

system can be

easily

optimized.

4.PARTS OF

MCPHERSO

N SUSPENSI

ON SYSTEM

In
Suspension

McPherson
System

apart

from the linkages, the basic components of any suspension are springs, dampers and

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stabilizer also called anti-roll bars. For un sprung masses such as knuckles and control
arms, light weight presents additional advantages. Thus a reduction of the weight of the
un sprung masses will also remain a most important phenomenon for future
developments in suspension system. As the car maneuvers over terrain, such as bumps,
the front suspension allows the Wheel and tire to move up and down with respect to the
frame of the truck. The specific direction of this movement is controlled through the
geometry an mounting points of the upper control arm, lower control arm, and tie rod.

Fig.4 Geometry of Macpherson Suspension

5. WHAT IS A MACPHERSON STRUT?

The term Macpherson strut can refer to both a type of strut and the suspension
systems that use them. This type of suspension system uses a single component (the
eponymous Macpherson strut) to replace two components that were present in earlier
systems: a suspension mount for a wheel and a pivot for the steering. Earlier systems had
typically used a spring, shock absorber, or other component for the suspension
requirement and a component like a kingpin to serve as the steering pivot. This
simplification results In Macpherson strut systems being less expensive to produce than
other systems, although there are also some drawbacks.

5.1 History Of The Macpherson Strut

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The history of the MacPherson strut can be traced back to an earlier system that
was originally used by Fiat. This system, which dates to the 1920s, and another similar
leaf spring-based design that was employed by French automaker Cottin-Desgouttes, are
early examples of designs that unified the steering pivot and suspension into a single
component.
Building on these earlier ideas, Earle MacPherson first began to develop his own
system that utilized a unified coil spring and shock aborber assembly in the 1940s. His
initial work on this new type of suspension system was done while he was working at
General Motors, where he was the head engineer of their light car project. The idea was
to engineer a car that was lighter, more manueverable, and cheaper than anything on the
market and Macphersons suspension system was instrumental in that design. However,
General Motors ended up canning the project before it could come to fruition.
After General Motors discontinued its light car project, MacPherson left the
company and went to work with Ford. He took his ideas with him, and in 1949, Ford was
granted a patent (for which MacPherson received credit as the inventor) for Macphersons
design. This patent specified that the anti-roll bar doubles as a tension rod. This system
first appeared on the Ford Vedette for the 1949 model year, and other Fords (in England
and France) also used it in the 1950s and 1960s. However, a number of factors conspired
to prevent the immediate, widespread adoption of this technology.
When unibody construction started to gain popularity in the 1960s, automakers
took a second look at the MacPherson strut suspension. Due to the way that MacPherson
strut suspensions are set up, they are better suited to monologue designs, which unibody
is a modified form of. This is due to the fact that the top mounting point of each strut
needs to be located significantly higher than the frame in body-on-frame construction.
Since the entire body of the vehicle provides structural support in monocoque
construction, the widespread adoption of the unibody also resulted in a widespread
adoption of MacPherson strut suspension systems.

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Although modern MacPherson struts still bear Earle Macphersons name, most of
them dont fall under the aegis of his patent. This is due to the fact that automakers
typically utilize an a-arm for a lower control arm, which effectively removes the need for
an anti-roll bar/tension rod.

5.2 How Does A Macpherson Strut Suspension Work?

MacPherson strut suspension systems typically utilize either a steering knuckle or

a hub carrier that has two mounting points that attach it to the body of the vehicle. The
lower mounting point attaches to a track control arm or lower control arm, and it is this
connection that dictates both the longitudinal and lateral orientation of the wheel
assembly.
In turn, the upper mounting point of the knuckle or hub is attached in some way to
an assembly that contains a coil spring and a shock absorber. It is this combination of
housing, spring, and dampener that is referred to as a strut or, more properly, as a
MacPherson Strut. It typically extends upward into the unibody shell and bolts to a
location that is referred to as a strut tower.

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Fig.5.Principle of Macpherson suspension system.

The

other

main

defining

factor

in

MacPherson strut

suspension is the
way

that the axis of the strut itself also

serves as the upper steering pivot (the lower pivot is the mounting point between the
knuckle and control or track arm.) This upper pivot point is attached to a tie rod end that,
in turn, is attached to the steering gear.

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6. ADVANTAGES AND DISADVANTAGES OF MACPHERSON STRUT

SUSPENSIONS

The net effect is that MacPherson strut suspensions are typically The main
advantages of MacPherson struts are related to the relative simplicity of these systems.
Since the upper control arm is entirely limited, MacPherson strut suspensions require less
components, which means that they are less expensive to produce than other types of
suspension systems. This simplicity also means that they take up less space, which is a
huge benefit for smaller vehicles. Since less space is taken up to either side of the engine
compartment, there is more room for the engine and other components.
Of course, the overall simplicity of MacPherson strut suspensions also leads to a
handful of disadvantages. Although it makes it easier to set the suspension geometry
when performing repairs (i.e. if nothing is bent, and you bolt everything in place, then the
caster and camber will both be correct), that same simplicity means that the camber angle
necessarily changes when the vertical position of the wheel changes seen as possessing
inferior handling characteristics to other suspension systems (i.e. double wishbone, etc.)
The other main issue with MacPherson struts is related to the way that the mount
to the body of vehicles. Since the top of the strut is typically mounted high up in a strut
tower, and its axis extends straight down to the wheel, vibrations from the wheel are
transmitted directly into the body of the vehicle. That can result in excessive road noise
and vibration, which is mitigated somewhat by bushings and other components and
mechanisms.

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7. OPERATION AND COMPONENTS OF MCPHERSON

SUSPENSION SYSTEM
The most unique feature of a MacPherson strut suspension is that all of the
components are contained in a single assembly. Based on a triangle design, a typical
MacPherson strut assembly includes a coil spring, upper suspension locator, and shock
absorber and is mounted between the top arm of the steering knuckle and the inner fender
panel. When the spring is not on the strut itself, but is instead located between the lower
control arm and the frame, this is known as a Chapman strut and a modified MacPherson
suspension; the advantage is that minor road vibrations are absorbed through the chassis
rather than being fed to the driver through the steering system. Following is a closer look
at MacPherson strut components.

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Fig.6.Components.

Struts:
The strut is the heart of the MacPherson suspension system. Not only do struts
look like conventional shock absorbers, they also perform the same shock-dampening
function. They reduce suspension space and weight requirements as well; by mounting
the strut assembly to the steering knuckle, the need for an upper control arm and ball joint
is eliminated. The upper mount is the load-carrying component on MacPherson
suspensions. There are two types of struts: serviceable and sealed. Serviceable struts are
designed with a threaded body nut, thus enabling the shock-absorbing cartridge to be
replaced. Sealed struts, on the other hand, permanently retain the cartridge by means of a
cap. Since there is no way of replacing the cartridge on a sealed strut, the entire strut unit
must be replaced. The majority of original equipment domestic struts are sealed.

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Coil Springs:
Coil springs are found on all MacPherson strut suspensions. A mounting plate
welded to the strut acts as the lower spring seat, while the upper seat is bolted to the strut
piston rod. The coil spring and strut turn with the motion of the steering wheel by means
of a bearing or rubber bushing in the upper mount. As mentioned earlier, modified
MacPherson suspensions do not have the coil spring mounted on the strut. While this
feature does provide a smoother ride under normal driving conditions, the regular
MacPherson suspension (in which the spring is positioned on the strut) provides a
smoother, more responsive ride over a wide range of driving conditions. The higher and
wider spring placement also provides superior roll resistance.
Lower Suspension Components:
As on conventional suspensions, the lower mounting position is the frame. The
lower control arm and ball joint are retained on MacPherson suspensions, as is the sway,
or stabilizer, bar. The lower ball joint stabilizes the steering and helps prevent shimmy.
The only exception to this is on modified MacPherson suspensions, where the ball joint is
the load bearer and the upper mount is responsible for steering. On todays uni-body cars,
the weight of the vehicle is carried by a coil spring located between the inner fender skirt
and upper control arm. An upper ball joint is also included on uni-body designs. This is a
compression-type ball joint, meaning that when the weight of the car is on the ball joint, it is
tight; when the weight is removed from the ball joint, it loosens up.

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Fig.7.Details of Macpherson suspension system.

8. DESIGN PROCEDURE OF SUSPENSION SPRING

For calculation of deflection and force of spring, we need to measure the data
from existing McPherson suspension system. We have done measurements of free length,
mean diameter of coil, deflection of spring pitch, number of coils with calibrated
instrument on existing car. Table 1 shows the data of the existing car. Kerb weight of the

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existing car is 825kg. Calculation for deflection of the spring with existing car kerb
weight and also with addition of peoples weight is done.
Parts
Number of coil
Active turns
Mean diameter of coil
Deflection of Spring
Pitch
Free length of spring
Solid length of spring
Kerb weight

Measured Data
8 turns
6 turns
95mm
70mm
39mm
244mm
80mm
825 kg

Table no.1.

9. MODIFIED DESIGN OF SUSPENSION STRUT

In existing design available actual length in five person car is 20.56 mm, which is
very low to absorb shock and forces which is acting upwards. So, we will modify our
existing system for reducing shocks when road irregularities are more. We will try to
make design which will absorb more forces to reduce the shock which acts upward
directly on passenger car which gives uneasy ride.
In parallel suspension system is one of the modified suspension system, where we
put 2 springs in the parallel with same stiffness. Where, we assume stiffness for spring 1
as 12 and stiffness of spring 2 as 12. Resulting stiffness is 24, which is more than the
existing stiffness of the spring., where behavior of the parallel springs is different than
existing spring.
For parallel spring we assume that K1 = 12N/mm and K2 = 12N/mm
Where, K = K1 + K2
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Where

combined

stiffness

of the springs are

K

24

N/mm
For spring 1

For spring 2

808.5N

808.5N

12 N/mm

12

85mm

85mm

10mm

10mm

12

12

20mm

20mm

Lf

244mm

244mm

Ls

120mm

120mm

Table no.2 Modified Suspension System

Fig.8Although frequently misunderstood and often misspelled, MacPherson struts are

one of the most common suspension systems used on modern cars, found on everything
from the Proton Savvy to the most formidable Porsche 911 Turbo. In this newly revised
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and updated installment of Ate Up With Motor, well take a look at the origins and
workings of the MacPherson strut, including modern variations like the Toyota Super
Strut, GM HiPer Strut, and Ford RevoKnuckle.

10. CONCLUSIONS
In this paper, McPherson suspension system has been modeled after studying
dynamic equations to study vibration characteristics of sprung mass of the automobile
system with the inclusion of various design parameters such as stiffness, damping,
masses, moment of inertia, etc. The commercial simulation software Simulink is used to
implement dynamic equations to attain the acceleration and the displacement of the
chassis of the automobile during the period in which the vehicle passes through various
road conditions.
Due to the complexity involved in the mathematical expressions and executing
them into the Simulink software, the model has been simplified with a two-dimensional
approach. The Ansys software is used to implement a simplified two dimensional
practical model of McPherson suspension.

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The results obtained from Ansys model are compared with the mathematical
model implemented on Simulink. It is observed that the displacement and acceleration of
the chassis of the automobile obtained in Ansys are nearer to the values of mathematical
model. With these developed models, the influence of suspension system parameters can
be studied on the performance of passenger comfort.

11. REFERENCES

1. International Journal of Modern Engineering Research (IJMER) Vol.3, Issue.3,

May-June. 2013 pp-1377-1381 ISSN: 2249-6645
2. International Journal of Advanced Technology in Engineering and Science
Volume No.02, Issue No. 08, August 2014

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