Suspensionsystemsand components

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Objectives
To provide good ride and handling performance
vertical compliance pro iding chassis isolation ertical providing ensuring that the wheels follow the road profile very little tire load fluctuation

To ensure that steering control is maintained during maneuvering

wheels to be maintained in the proper position wrt road surface

To ensure that the vehicle responds favorably to control forces produced by the tires during
longitudinal braking accelerating forces forces, lateral cornering forces and braking and accelerating torques this requires the suspension geometry to be designed to resist squat, dive and roll of the vehicle body

To provide isolation from high frequency vibration from tire excitation

requires appropriate isolation in the suspension joints Prevent transmission of road noise to the vehicle body

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VehicleAxissystem Vehicle Axis system

Unsprungmass Righthand orthogonal axis system fixed in a vehicle xaxis is substantially horizontal, horizontal points forward and forward, is in the longitudinal plane of symmetry. yaxis points to driver's right y axis driver s and zaxis points downward. Rotations:
Ayawrotationaboutzaxis. Apitchrotationaboutyaxis. Arollrotationaboutxaxis
SAEvehicleaxes

FigurefromGillespie,1992

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TireTerminology Tire Terminology basic

Camber angle
angle between the wheel plane and the vertical taken to be positive when the wheel leans outwards from the vehicle

Swivel pin inclination

(kingpin)

angle between the swivel pin axis and the vertical

Swivel pin (kingpin) offset

distance between the centre of the tire contact patch and intersection of the swivel pin axis and the ground plane
FigurefromSmith,2002

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TireTerminology Tire Terminology basic

Castor angle
inclination of the swivel pin axis projected into the foreaft plane through the wheel centre positive in the direction shown. p provides a selfaligning torque for nondriven wheels.

Toein and Toeout

diff difference b t between th f t the front and rear distances separating the centre plane of a pair of wheels, quoted at static ride h i ht t d t t ti id height toein is when the wheel centre planes converge towards the front of the vehicle

FigurefromSmith,2002

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Themobilityofsuspension mechanisms h

FigurefromSmith,2002

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AnalysisofSuspensionMechanisms Analysis of Suspension Mechanisms

3Dmechanisms 3D mechanisms Compliantbushescreatevariablelinklengths 2Dapproximationsusedforanalysis 2 i i df l i Requirement
Guidethewheelalongaverticalpath Withoutchangeincamber

SuspensionmechanismhasvariousSDOF mechanisms

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Themobilityofsuspension mechanisms h
Guide motion of each wheel along (unique) vertical path relative to the vehicle body without significant change in f h camber. Mobility (DOF) analysis is y( ) y useful for checking for the appropriate number of degrees of freedom, Does not help in synthesis to provide the desired motion
FigurefromSmith,2002

Twodimensionalkinematicsofcommon suspensionmechanisms

M=3(n 1) jh 2jl

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SuspensionTypes Dependent Suspension Types Dependent

Motion of a wheel on one side of the vehicle is dependent on the motion of its partner on the other side Rarely used in modern passenger cars
C not give good ride Can t i d id Can not control high braking and accelerating torques

Used in commercial and offhighway vehicles

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HotchkissDrive Hotchkiss Drive

Axle is mounted on longitudinal leaf springs, which are compliant vertically and stiff horizontally h ll The springs are pin connected to the chassis at one end and to a pivoted link at the other. This enables the change of length of the spring to be accommodated due to loading g
FigurefromSmith,2002

HotchkissDrive

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Semi dependentSuspension Semidependent Suspension

the rigid connection between pairs of wheels i replaced b i f h l is l d by a compliant link. a beam which can bend and flex providing both positional control of the wheels as well as compliance. tend to be simple in construction but lack scope for design flexibility Additional compliance can be provided by rubber or hydro hydro elastic springs. Wheel camber is, in this case, the same as body roll y

Trailingtwistaxlesuspension

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SuspensionTypes Suspension Types Independent

motion of wheel pairs is independent, so that a disturbance at one wheel is not directly transmitted to its partner t Betterrideandhandling

MacphersonStrut

Doublewishbone

Trailingarm Trailing arm

Swingaxle Swing axle

Semitrailingarm

Multilink

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KinematicAnalysis Graphical Kinematic Analysis Graphical

Graphical Analysis Objective
The suspension ratio R ThesuspensionratioR (therateofchangeof verticalmovementatD asafunctionofspring as a function of spring compression) Thebumptoscrubrate p forthegivenpositionof themechanism.

FigurefromSmith,2002

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KinematicAnalysis Graphical Kinematic Analysis Graphical

Draw suspension p mechanism to scale, assume chassis is fixed VB =BArBA Construct the velocity diagram

FigurefromSmith,2002

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KinematicAnalysis Sample calculation l l

Doublewishbone Theobjectivesare
Determinecamberangle ,andsuspensionratioR (asdefinedinthe previousexample) Forsuspension movementdescribedby qvaryingfrom80 to q y g 100 Giventhatinthestatic ladenposition q = 90 laden position q=90 .
FigurefromSmith,2002,Googlesearch Simplified p suspension model

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KinematicAnalysis Sample calculation l l

Positionsareprovided os o s a e p o ded Twononlinearequationssolvedforpositionsdescribed interval1

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KinematicAnalysis Kinematic Analysis

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KinematicAnalysis Kinematic Analysis

Thesecondpartofthesolutionbeginsbyexpressingthelengthofthe suspensionspringintermsoftheprimaryvariableandthenproceeds i i i t f th i i bl d th d todeterminethevelocitycoefficients

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KinematicAnalysis Kinematic Analysis Results

FigurefromSmith,2002

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Rollcentreanalysis Roll centre analysis

TwoDefinitions SAE : a point in the transverse plane through any pair of wheels at which a transverse force may be applied to the sprung mass without causing it to roll Kinematics : the roll centre is the point about which the body can roll without any lateral movement at either of the wheel contact areas

FigurefromSmith,2002

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LimitationsofRollCentreAnalysis Limitations of Roll Centre Analysis

As roll of the sprung mass takes place the place, suspension geometry changes, symmetry of the suspension across the vehicle is lost and the definition of roll centre becomes invalid.
It relates to the nonrolled vehicle condition and can therefore only be used for approximations involving small angles of roll g g Assumes no change in vehicle track as a result of small angles of roll.

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Roll centredetermination Rollcentre determination

AronholdKennedy theorem of three centers : when three bodies move relative to one another they have three instantaneous centers all of which lie on the same straight line Iwb can be varied by angling the upper and lower wishbones to different positions, thereby altering the l d transfer l h load f between inner and outer wheels in a cornering maneuver. g p This gives the suspension designer some control over the handling capabilities of a vehicle

Foradoublewishbone

FigurefromSmith,2002

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Roll centredetermination Rollcentre determination

In the case of the Inthecaseofthe MacPhersonstrut suspensiontheupper linedefiningIwb is perpendiculartothe strutaxis. t t i Swingaxlerollcenteris locatedabovethe located above the virtualjointofthe axle.
FigurefromSmith,2002

Macphersonstrut h

SwingAxle

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Roll centredetermination Rollcentre determination

RollcentrelocationforaHotchkisssuspension

Rollcentreforafourlinkrigidaxle Roll centre for a four link rigid axle suspension FigurefromSmith,2002

Rollcentrelocationforsemi trailingarm Roll centre location for semitrailing arm suspension

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ForceAnalysis springandwheelrates Force Analysis spring and wheel rates

Relationship between spring deflections and wheel displacements in suspensions is non linear Desired wheelrate (related to suspension natural frequency) has to be interpreted into a spring rate springrate
WandSarethewheeland springforcesrespectively vanduarethecorresponding deflections

Notationforanalyzingspringand Notation for analyzing spring and wheelratesinadoublewishbone suspension

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Springandwheelrates Spring and wheel rates

Fromprincipleofvirtualwork

Wheelrate

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Springandwheelrates Spring and wheel rates

CombinedEquationis Combined Equation is

Similarlycanbederivedforothersuspension g geometries

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Wheelrateforconstantnatural frequencywithvariablepayload f h bl l d
Simplestrepresentationofundampedvibration p p p kw wheel rate wheelrate ms proportionofunsprungmass Changeinwheelraterequiredforchangeinpayload. Staticdisplacement Tomaintainwn constant,thestaticdeflectionneedstobe constant.Combiningbothequations

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Wheelrateforconstantnatural frequencywithvariablepayload f h bl l d
Integratingtheequationandsubstitutingwithinitial Integrating the equation and substituting with initial conditionsprovidesthefollowingexpression

Substitutingback,weobtain Substituting back , we obtain

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Wheelrateforconstantnatural frequencywithvariablepayload f h bl l d
Wheelloadv.wheeldeflection Wheel load v wheel deflection

Wheelratev.wheeldeflection Wheel rate v wheel deflection

Typicalwheelloadandwheelrateasfunctionsofwheeldisplacement FigurefromSmith,2002

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Forcesinsuspensionmembers Forces in suspension members Basics

Massofthemembersis negligiblecomparedtothat l bl d h oftheappliedloading. Frictionandcomplianceat thejointsassumed th j i t d negligibleandthespringor wheelrateneedstobe known Familiarwiththeuseof freebodydiagramsfor determininginternalforces determining internal forces instructures Conditionsforequilibrium

Equilibriumoftwoandthreeforce members,(a)Requirementsforequilibrium ofatwoforcemember(b)Requirements of a two force member (b) Requirements forequilibriumofathreeforcemember

FigurefromSmith,2002

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Verticalloading Vertical loading

Forceanalysisofadoublewishbonesuspension(a)Diagramshowingappliedforces(b) Force analysis of a double wishbone suspension (a) Diagram showing applied forces (b) FBDofwheelandtriangleofforces(c)FBDoflinkCDandtriangleofforces FigurefromSmith,2002

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Verticalloading Vertical loading

Assume FW is the wheel load and FS the force AssumeF isthewheelloadandF theforce exertedbythespringonthesuspension mechanism ABandCDarerespectivelytwoforceand threeforcemembers three force members FB andFC canbedeterminedfromconcurrent forces Similaranalysispossibleforothertypesalso.

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Verticalloading Vertical loading Macpherson

ForceanalysisofaMacPhersonstrut,(a)Wheelloading,(b)Forcesacting onthestrut FigurefromSmith,2002

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Forcesinsuspensionmembers Forces in suspension members

Lateralloading Lateral loading Lateralloadingarisesfromcorneringeffects, whilelongitudinalloadingsarisefrombraking, while longitudinal loadings arise from braking, dragforcesonthevehicleandshockloading duetothewheelsstrikingbumpsandpot holes. Theprecedingprinciplescanalsobeusedto analyzesuspensionsfortheseloading conditions

ForcesinsuspensionmembersShock loading

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AntiSquat/Anti dive Anti Squat / Antidive

During braking there is a tendency for the sprung mass to dive (nose down) and During acceleration the reverse occurs, with the nose lifting and the rear end squatting

Freebodydiagramofavehicleduringbraking

FigurefromSmith,2002

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Anti squat/Anti dive Antisquat / Antidive

During braking there is a tendency for the sprung mass to dive (nose down) and During acceleration the reverse occurs, with the nose lifting and the rear end squatting

Freebodydiagramofavehicleduringbraking

FigurefromSmith,2002

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Anti squat/Anti dive Antisquat / Antidive

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Anti squat/Anti dive Antisquat / Antidive

FigurefromSmith,2002

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Anti squat/Anti dive Antisquat / Antidive

FigurefromSmith,2002

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Anti squat/Anti dive Antisquat / Antidive

IfOr liesonthelinedefinedbyequation10.20thereisnotendency fortherearofthesprungmasstoliftduringbraking. f th f th t lift d i b ki Itfollowsthatfor100%antidive,theeffectivepivotpointsforfront andrearsuspensionsmustlieonthelocusdefinedbyequations 10.18and10.20(showninFigure) 10 18 and 10 20 (shown in Figure) Ifthepivotsliebelowthelocuslessthan100%antidivewillbe obtained. In practice antidive rarely exceeds 50% for the following reasons: Inpracticeanti diverarelyexceeds50%forthefollowingreasons:
Subjectivelyzeropitchbrakingisundesirable Thereneedstobeacompromisebetweenfullantidiveandantisquat conditions Fullantidivecancauselargecastoranglechanges(becauseallthe brakingtorqueisreactedthroughthesuspensionlinks)resultingin heavysteeringduringbraking.

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Anti squat/Anti dive Antisquat/ Antidive

FigurefromSmith,2002