Independent Suspension System
Independent Suspension System
Independent Suspension System
axis through it parallel to the ground. It is due to the out-of-phase movement of front
suspension with respect to rear suspension.
Rolling :-
Center of Gravity of vehicle is considerably above the ground while
cornering, i. e. taking a turn. Centrifugal force acting through CG produces a
movement of vehicle about longitudinal axis. This is called Rolling.
Vertical Loading :-
When rear wheel comes across a bump or a pit on the road, it is
subjected to vertical force, tensile or compressive depending upon nature of road
irregularity. They are absorbed by elastic compression, shear, bending or twisting of
spring.
Brake Dip :-
On braking, nose of a vehicle has a tendency to be lowered or to dip.
Similarly, torque load during acceleration cause the front of the vehicle to be lifted.
This depends on position of CG relative to ground, wheelbase and other suspension
characteristics.
Side Thrust :-
Centrifugal force acting during cornering, cross-winds, cambering of
road etc.
Unsprung Weight :-
Weight of vehicle components between suspension and road surface.
This includes rear axle assembly, wheels, tyres, brakes etc. Sprung weight, i. .e.
weight supported by vehicle suspension system includes frame, body, engine and
entire transmission system. Weight of unsprung parts should be as small as possible;
otherwise it causes greater shocks in vehicle.
To avoid this, wheels are sprung independent of each other, so that tilting of
COLLEGE OF ENGG PANDHARPUR. 3
INDEPENDENT VEHICLE WHEEL SUSPENSION
one doesn’t affect the others (Fig. 1, top). Independent suspension is the suspension
system arrangement for connecting road wheels to frame in which rise or fall of one
wheel has no direct effect on other wheels. In these suspension systems, car is not
tilted as each wheel can rise or fall freely following an uneven road surface. As
compared to heavy commercial vehicles independent suspension systems are more
advantageous for light and fast cars. But to provide support for keeping the road
riding steady as well as to provide grip to each of wheels, heavy vehicles also require
an independent suspension for traveling over very rough areas.
2.1.1 Advantages of Independent Suspension :-
Independent suspension offers following advantages over rigid-axle type
suspension :
Comfort –
Independent Suspension absorbs the bumps and jolts that cause driver
and passenger discomfort and fatigue. Businesses in some industries looking to
improve their bottom line will find the comfort afforded by the independent
suspension system in translating the passenger satisfaction to a good value.
Traction –
A coil spring is retained between an upper spring seat in the car frame
and a lower spring seat known as lower control arm, which is part of lower suspension
arm. Through a pivot, one end of suspension system is attached to car frame in order
to attach other end of lower suspension arm to lower end of steering knuckle.
Similarly, upper end of steering knuckle is attached through a swivel ball joint to
upper suspension control arm. A pivot is used to attach inner end of upper suspension
arm to frame. A telescopic type of shock absorber placed inside spring is used in most
of the cars.
Advantages of independent front suspension are same as mentioned
earlier. Five types of independent suspensions are in use for front axle:
1. Wishbone type or Parallel Link type
2. MacPherson Strut type
3. Vertical Guide type
4. Trailing Link type
5. Swing Half-axle type
2.2.1 MacPherson Strut Independent Front Suspension :-
Being advantageous, this type of suspension system is most commonly
used. It is lighter, simpler with less unsprung weight, providing constant camber when
wheels move up or down. Also it gives maximum room in engine compartment.
COLLEGE OF ENGG PANDHARPUR. 7
INDEPENDENT VEHICLE WHEEL SUSPENSION
The MacPherson strut front suspension system was invented in the
1940's by Earl S. MacPherson of the Ford Motor Company. It was introduced on the
1950 English Ford and has since become one of the predominate suspensions systems
of the world. This simple system utilizes the piston rod of the built-in telescopic shock
absorber to also serve as the kingpin axis. Normally, a coil spring is mounted over the
strut assembly, in which case, a thrust bearing at the top of the spring prevents spring
wind-up during turns. The lower link may be in the form of an ordinary A-arm. More
commonly, a narrow transverse link (sometimes called a track rod) locates the lower
end of the strut in the transverse direction and a separate member called a radius rod
locates the assembly in the longitudinal direction. However, the anti-roll bar can serve
as the longitudinal link and thereby eliminate the separate radius rod.
The static deflection rate of suspension is not same as the spring rate.
Springs are located inboard of the wheels where they are normally subjected to
mechanical advantage of suspension linkages. Static deflection is related to the
distance the sprung mass (essentially the body) moves downward in response to
weight. A static deflection of 10 inches in response to a weight equal to that of sprung
mass will produce a natural frequency of 1 Hz. A 5-inch deflection produces a 1.4 Hz
frequency, and a 1-inch deflection results in a 3.13 Hz frequency.
load. It is important to keep ride height variations within predetermined limits in order
to maintain headlight dip angle, provide adequate suspension stroke, and to provide an
appropriate ground clearance. Load naturally affects the standing height of the
vehicle. As load increases, the vehicle rests lower on its suspension, and at lighter
loads it rests higher. Heavy loads in the luggage compartment can affect the pitch of
the vehicle.
.
Fig. 7: Vehicle Turn Center
Slip angle is related to lateral load or cornering force of tire. As lateral
loads increase due to higher cornering speeds, tires creep to the outside of turn and
therefore move in a direction that is different from their heading. The difference
between the tire's heading and direction of travel is called the slip angle.
Vertical load on the tires has an effect on the lateral cornering force
generated at a given slip angle. In general, cornering force increases as the vertical
load increases, but the increase is not proportional to load. The tire's ability to develop
cornering force, in relation to its vertical load, is known as its "cornering coefficient".
Tire cornering coefficient declines as vertical load increases. However, the inertial
forces of a vehicle in a turn increase in proportion to the increase in weight.
Consequently, tires that are more lightly loaded can handle greater g-loads during
turns, which is a feature that is especially relevant to the handling characteristics of
low mass vehicles. The graph in Figure 8 shows the relationship between vertical load
and cornering coefficient. The coefficient is determined by percentage of rated load
that is represented by actual vertical load imposed on tire. Graph in fig. 9 provides
another way to view the relationship between slip angle, vertical load, and lateral
cornering force.
Understeer results when slip angle of the front tires is greater than slip
angle of rear tires. A greater steering angle is then required in order to maintain the
turn. When steering angle reaches full lock and the turn cannot be maintained, vehicle
drifts to the outside. In an understeer condition, the driver is attempting to negotiate a
turn, but vehicle mushes ahead refusing to cooperate. Oversteer produces just the
opposite condition.
During oversteer, the slip angle of rear tires is greater than front.
Consequently, the turn-rate increases on its own and driver therefore reduces steering
angle to compensate. During severe oversteer, steering angle may reach full lock in
opposite direction while vehicle continues on into the turn. The vehicle is then said to
"spin out." A vehicle that understeers is considered safer in the hands of average
driver.
Rapid onset turns impart roll acceleration to the body that can cause
the body to overshoot its steady-state roll angle. This happens with sudden steering
inputs, it occurs when a skidding vehicle suddenly regains traction and begins to turn
again, and it occurs when a hard turn in one direction is followed by an equally hard
turn in the opposite direction (slalom turns). The vehicle's roll moment depends on
vertical displacement of center of gravity above its roll center. The degree of roll
overshoot depends upon balance between the roll moment of inertia and roll damping
characteristics of suspension. An automobile with 50 percent (of critical) damping has
a rollover threshold that is nearly one third greater than the same vehicle with zero
damping.
Overshooting steady-state roll angle can lift inside wheels off the
ground, even though vehicle has a high static margin of safety against rollover. Once
lift-off occurs, the vehicle's resistance to rollover rapidly diminishes, which results in
a condition that quickly becomes irretrievable. The roll moment of inertia reaches
much greater values during slalom turns wherein forces of suspension rebound and
the opposing turn combine to throw the body laterally through its roll limits from one
extreme to other. The inertial forces involved in overshooting the steady-state roll
angle can exceed those produced by turn-rate itself.
Nature of these conditions and resulting forces are difficult to predict in real-
world conditions. Consequently, best design for rollover protection will include
adequate roll damping and greatest possible static margin of safety against rollover.
Steering axis inclination refers to lateral tilt of the axis around which
wheel rotates when it is steered. By leaning the steering axis inboard at top (or
outboard at bottom), swivel-line is projected much nearer the tire centerline at ground
level. That reduces directional disturbances caused when tire encounters an obstacle.
If steering axis meets the ground inboard of tire centerline, an obstacle will cause
wheel to steer outboard. If steering axis projects outboard past the tire centerline, an
obstacle will create a steering input toward inside. A steering axis that meets ground at
tire centerline eliminates steering inputs of obstacles, but it also eliminates "feel" of
road.
The distance the steering axis is offset from tire centerline is called
"pivot radius". Cars are normally designed with a positive pivot radius (tire centerline
is outboard of swivel-line at ground level) in order to provide a feel of road. However,
if pivot radius is too great, obstacles can then produce uncomfortable steering inputs
that, in extreme, can
Books on chassis design explore the subject in great detail and provide
the graphical and analytical data required to determine length and inclination of
steering knuckles, both ahead of and behind the wheels. Calculations can be quite
involved and must take into account a host of variables in linkage and suspension
system layouts. Several years ago, Walter Korff worked out a table that applies to
simple beam axles with the steering knuckles behind kingpin axes. Since the results of
most calculations must be graphically verified, one could use Mr. Korff's table as a
starting point, then adjust the angles to remove real-world errors.
Two types of front suspension systems that account for nearly all
vehicles in production today are double A-arm and the MacPherson strut (both of
which have coil springs), torsion-bar springs, and leaf springs. Double A-arm system
is more expensive than other systems and is more commonly used in sports and racing
cars, which normally have completely independent suspension in the front or rear.
Double A-arm system is more compact, lowering the automobile hood, and creating
greater visibility and better aerodynamics. The McPherson strut system, a coil spring
wrapped around a shock absorber that acts as an upper control arm, is less expensive
than double A-arm and is found in most modern front wheel-drive passenger vehicles.
It is taller than double A-arm suspension and requires a higher hood. It is already
explained earlier in this context.
COLLEGE OF ENGG PANDHARPUR. 31
INDEPENDENT VEHICLE WHEEL SUSPENSION
3.12 Rear Suspension Systems :-
The live rear axle is similar to the beam front axle or dead rear axle,
except that it is subjected to torsional loads involved in transmitting power to road.
Design is rugged, simple, and relatively inexpensive, but its high unsprung weight
results in a poor ride. Rear axle is not involved in steering so disadvantages are
somewhat less troublesome than those experienced with beam front axle. However,
unsprung weight is very high and as a result design produces a rougher ride and is
very susceptible to wheel hop and tramp.
Traditional live axle of older American cars is the Hotchkiss drive. The
Hotchkiss drive is distinguished by its semi-elliptical leaf springs that also serve as
suspension links. Difficulties with Hotchkiss drive have to do with its limited ability
to transfer torque, its high interleaf friction and high unsprung weight, and imprecise
location of rear axle assembly. Consequently, it is difficult to achieve a good ride and
to appropriately manage torsional loads of braking and power transfer. Braking and
acceleration transfer high torsional loads to axle, which can rotate off plane due to
flexibility of springs.
Ride and handling are greatly improved when wheels can respond
independently to disturbances. Swing axle design is the most simple way of achieving
an independent rear suspension. Its simple design utilizing the drive axle as transverse
link and inboard universal joints as suspension axis was responsible for its early
attractiveness. With swing axles a disturbance on one side is not transferred to
opposite wheel as it is with a solid axle. Ride and handling are therefore improved.
First swing-axle design to gain wide popularity in the U.S. was the immortal VW
Beetle. When the Beetle was introduced into the U.S., its fully independent
suspension system represented a significant
With trailing arm and semi-trailing arm suspensions wheels are free to
bounce independently. Each wheel moves up and down around axis of a trailing or
semi-trailing arm. Difference between two designs is that axis of trailing arm is at
right angles to vehicle centerline whereas semi-trailing arm axis angle inboard and
toward rear. Both configurations are popular for either powered or non-powered rear
suspension systems.
-: CONCLUSION :-
From the data in the proceeding pages, one can come to the conclusion that
Four-wheel Independent Suspension adds more to the luxury of an automobile by
adequately eliminating vehicle rolling and pitching. Though a costly matter at this
stage, as time passes, it will lead to more widespread application with reduced cost as
well, where after, purchasing a luxurious car will not be a mere dream for mass and
class.
I hope the data put forward in this report will be helpful to those who would
like to know more about Independent Vehicle Wheel Suspension and it would be my
pleasure if it proves any helpful information to them in their research activity, if so.
While working on this topic, I could acquire a slice of knowledge and also it
has inspired me to study as much as possible about further developments in it. I would
like to state that this could be our topic of Project Work whereby I would get an
opportunity to learn more about the same.
At last, I would again like to mention my sincere thanks to those who helped
me throughout and made this a memorable experience.
-: REFERENCES :-
1. Books :-
G. B. S. Narang, “Automobile Engineering”, 5th Edition
1989, Khanna Publishers, pg. 90 - 116
Dr. Kirpal Singh, “Automobile Engineering”, Vol. 1, 8th
Edition, 1999, A.K.Jain, Standard Publishers Distributors,
Delhi, pg. 199 – 245
Colin Campbell, “Automobile Suspensions”, First Edition,
1981, Chapman and Hall Ltd., London
2. E-References :-
1) www.howstuffworks.com
2) www.ferriesindustries.com
3) www.new-cars.com
4) www.auto-india.com
5) www.autoguide.com
6) www.autos.canada.com
7) www.google.com