A PROJECT REPORT

ON
“MECHANICAL AUTOMOBILE SYSTEM’’

Submitted to J.S. University, Sikohabad, Firozabad In Partial Fulfilment of

the Requirement for the Award of the Diploma

DIPLOMA IN MECHANICAL ENGG.

J.S. UNIVERSITY, SIKOHABAD, FIROZABAD

SUBMITTED BY:
ASHEESH SINGH
Enrollment No. J161014638
Roll No. 161010347001

PROJECT GUIDE
Er. ASHOK YADAV
ACADEMIC COLABORATION

REGIONAL COLLEGE OF POLYTECHNIC, LUCKNOW

 J.S. UNIVERSITY, FIROZABAD

BONAFIDE CERTIFICATE

This is to certify that ASHEESH SINGH bearing Enrollment No. J161014638 has
satisfactorily completed the field project work in MECHANICAL
ENGINEERING program for the year 2018 which is compulsory for the award of
Diploma.

Project Guide Academic Head

Er. ASHOK YADAV
Date :
Record of Submission
Name of candidate: .....................................
Batch No. .....................................
Registration No. .....................................
Examination Center: .....................................
Signature of Supervisor .....................................

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 DECLARATION

I hereby declare that the project entitled "Mechanical Automobile System"

submitted for the diploma in MECHANICALengineering is my original work and

the dissertation has not formed the basis for the award of any diploma, degree, and

Associate ship, fellowship or any other similar titles.

Place: Lucknow Name: ASHEESH SINGH

Date: Enrollment No. J161014638

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 ACKNOWLEDGEMENT

Firstly, I am grateful to Er. ASHOK YADAV, Faculty of MECHANICAL

Engineering, Faculty of Engineering, J.S. University, Firozabad.

And Also I am so indebted to Head of MECHANICAL & Assembly Section, for

dedicating his valuable time on behalf of our own goodness & for providing us a

faculty of knowledge. Next I am thankful to all the employees of MECHANICAL

& assembly section for giving us their kind co-operation.

Thank you!
ASHEESH SINGH

(Enrollment. : J161014638)

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 ABSTRACT

The project is based on the principle of the evolving branch of human

comfort science i.e. Heating, Ventilation and Air Conditioning.

The site selected for project is the “MECHANICAL AUTOMOBILE

SYSTEM’’ in Lucknow of two floors which are kept under supervision having

area 4226.98 sq. and 4226.98 sq. ft. Further, the archeological drawing were

prepared using auto CAd, which concludes the area needed. The area need ot be

kept under supervision for the further work required for the completion of this

project. The project gets preceded by the completion of heat load sheets, ducting

and cost estimation.

By the completion of the project university management is available with

the drawing, constcutional features, cost of implementing and time required to

setup a complete plant and ducting. Moreover an estimated cost for the this

proceses can be setup which may be further minimize by the professionals.

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 DEFINITION OF PROJECT

 P= Planning before carrying out the work.

 R= Raw Material Required for the work.

 O= Organization of the work.

 J = Joint effort put in to the work.

 E= Estimation of material required in the work.

 C= Costing of the work.

 T = Techniques used in Performing.

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 TABLE OF CONTENT
CONTENT
Certificate
Acknowledgement
Abstract
Definition of Project
Introduction
Vehicle Suspension
Independent Suspension
Functions Of A Suspension System
Independent Suspension
Double Wishbone Suspension
Trailing Arm Suspension
Semi Trailing
Torsion Bar Suspension
Multi Link Suspension
Shortcomings
Solutions
Passive System Limitations
Damping Behaviour Of A Typical Dual Rate Damper Is
Summary Of Requirements
Semi Active And Active Suspension
Damping Control Principle
Active Suspension Technologies
Electromagnetic Recuperative
Control Action
Active Suspension And Roll
Wheel - Degrees Of Freedom
Degrees Of Freedom And Motion Path
Degrees Of Restraint
Kinematic Linkages
Solid Axle Or Dependent Type
Solid Axle Leaf Spring Suspension
Rear Dependent Suspension- Leaf Spring Front Wheel Drive
Solid Axle Suspension With Coil Springs
Rear Dependent Suspension
Reference

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INTRODUCTION

VEHICLE SUSPENSION

Suspension refers to the use of front and rear springs to suspend a vehicle’s frame,

body, engine & power train above the wheels.

Solid Axle or Rigid or Dependent Suspension

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INDEPENDENT SUSPENSION

FUNCTIONS OF A SUSPENSION SYSTEM

Provide vertical compliance so the wheels can follow the uneven road, isolating the

chassis from roughness in the road.

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FUNCTIONS OF A SUSPENSION SYSTEM

 Maintain the wheels in the proper steer and camber attitudes to the road

surface.

g = Camber angle of the wheel with respect to the ground

b = Camber angle of the wheel with respect to the body

∅ = Roll angle of the vehicle

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FUNCTIONS OF A SUSPENSION SYSTEM

React to the control forces produced by the tires – longitudinal (acceleration and

braking) forces, lateral (cornering) forces, and braking and driving torques.

FUNCTIONS OF A SUSPENSION SYSTEM

 Resist roll of the chassis.

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INDEPENDENT SUSPENSION

 Transverse arms and trailing arms ensure the desired kinematic behaviour of

the rebounding and jouncing wheels and also transfer the wheel loadings to

the body

 Lateral forces also generate a moment which, with unfavourable link

arrangement, has the disadvantage of reinforcing the roll of the body during

cornering.

 The suspension control arms require bushes that yield under load and can

also influence the springing.

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On front independent wheel suspensions, the lateral cornering force Fy, w,f causes

the reaction forces Fy,E and Fy, g in the links joining the axle with the body,

Moments are generated on both the outside of the bend and these adverdely affect

the rool pitch of the body. The effective distance c between points E and G on a

double wishbone suspension should be as large as possible to achieve small forces

in the body and like bearings and to limit the deformation of the rubber elements

fitted.

 The wheels incline with the body

 The wheel on the outside of the bend, which has to absorb most of the lateral

force, goes into a positive camber and the inner wheel into a negative

camber, which reduces the lateral grip of the tyres.

 To avoid this, the kinematic change of camber needs to be adjusted to take

account of this behaviour and the body roll in the bend should be kept as

small as possible.

 This can be achieved with harder springs, additional anti-roll bars or a body

roll centre located high up in the vehicle.

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If the body inclines by the angle φ during cornering the outer indepedently

suspended wheel takes on a positive camber ew,o and the inner wheel takes on a

negative camber ew.i. The ability of the tyres to transfer the lateral forces Fy.w.f..o

or Fy.w.f.i decreases causing a greter required slip angle .

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DOUBLE WISHBONE SUSPENSION

Equal Length A-Arms

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 Advantages Disadvantages
Improved Independent Advantages Lack of Camber Gain
The double A-arm desing offered even Even though the double A-arm

further improvement in ride quality and suspension provided a vast

road holding than other designs. Most improvement in ride and comening

quality car manufactures now use this stability. With equal length upper and

system. lower arms, there is no negative camber

Rigid Links generated as the wheel moves into

The doubel A-arm uses slid, rigid bump. The result in that as the car rolls,

controls arms to mount the knuckle to the wheel gains positive camber and

the chassis. These arms prevent loses traction just as the MacPherson

deflections during comering which strut suspension does.

ensures that the steering and wheel

alignment remain consistent.

Unequal A Arm (SLA)

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By using an upper control arm that is shorter than the lower one, as the wheel

travels up it tips in, gaining negative camber. This is because the upper arm swings

through a shorter arc than the lower and pulls in the top of the tire as the wheel

travels upwards. The advantage in this negative camber gain is that as the chassis

rolls against the wheels, the increasing negative camber on the outside wheel helps

keep the wheel upright against the road surface and allows the tire to generate the

maximum possible cornering force. By adjusting the length of the arms and their

respective angles to the ground, there are infinite possibilities in the design of a

vehicles roll center height and swing arm length.

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Double Wishbone

Macpherson- Strut

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McPherson Strut

19
 Advantages Disadvantages
Standard Independent Advantages Scrub Radius Issues

The MacPherson design offered all of With a MacPherson setup, it is very

the improvements in ride quality and difficult to increase the fire width on the

road holding that an independent front car. The only way t o do this is to

suspension can increase the scrub radius of the tire as it

Size moves through the range of suspension

The MacPherson suspension is travel. This is not desirable as it increase

extremently compact and allows for side loading on the suspension and

smaller overall chasis dimensions. This bends components.

is perfect for small cars. Lack of Camber Gain

Suited for Front Wheel Drive Due to the design of a strut suspension,

Because the MacPherson design uses there is very little if any camber gain as

the strut as the upper suspension link, the wheel moves up in bump. The result

there is nothign located directly behind is that as the chasis rolls on the

the steering knuckle/front hub. This suspension, the tire will roll into

provides the clearance necessary for positive camber and reduce the overall

driveshafts on a front wheel drive comering power of the tire.

vehicle.

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McPherson Rear Axle

Rear Independent Trailing Arm Suspension

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 On rea axle training-link suspensions, the vertical force F z,w together witth

the lateral forces FY,W cause bending and torsional stress, making a corresponding

(hollow) profile, e.g. a closed box profile necessary. A force from inside causes the

largest torsional moment:

T =F Z ,W x a+ FY ,W x r dyn

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TRAILING ARM SUSPENSION

 The trailing-arm axle is relatively simple and is popular on front-wheel drive

vehicles.

 It offers the advantage that the car body floor pan can be flat and the fuel

tank and/or spare wheel can be positioned between the suspension control

arms.

 If the pivot axes lie parallel to the floor, the bump and rebound-travel wheels

undergo no track width, camber or toe-in change, and the wheel base simply

shortens slightly.

 If torsion springs are applied, the length of the control arm can be used to

influence the progressivity of the springing to achieve better vibration

behaviour under load.

 The control arm pivots also provide the radius-arm axis O; i.e. during

braking the tail end is drawn down at this point.

 The tendency to oversteer as a result of the deformation of the link (arm)

when subject to a lateral force, the roll centre at floor level the extremely

small possibility of a kinematic and elastokinematic effect on the position of

the wheels and the inclination of the wheels during cornering consistent with

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 the inclination of the body outwards (unwanted positive camber) are

disadvantages.

 Trailing arm suspension that is a longitudinal arm with a lateral axis of

rotation

 The camber angle of the wheel, supported by a trailing arm, will not change

during the up and down motion

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  Trailing arm suspension has been successfully using in a variety of front

wheel- drive vehicles, to suspend their rear wheels

TRAILING ARM SUSPENSION

25
SEMI TRAILING

 Semi-trailing arm suspension is a compromise between the swing arm and

trailing arm suspensions

 suspensions have acceptable camber angle change, while they can handle

both, the lateral and longitudinal forces

 Semi-trailing design has successfully applied to a series of rear-wheel-drive

cars

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SEMI TRAILING

semi-trailing axles have an elastokinematic tendency to oversteering.

The angle of sweep of the titled shafts amounts to alpha = 10 0 and the

Dachwinkel, assume roof or top angle beta = 1035. Both of these angles change

dynamically under the influence of t he additional titled shaft (11). These support

the sideforces, coming from the wheel carriers directly against the subframe (1).

They raise the lateral stability of the vehicle, and provide and absolute neutral

elastic steering under side-forces and also, that in driving mode, favourable toe-in

alterations appear during spring deflection, and also under load.

27
TORSION BAR SUSPENSION

MULTI LINK SUSPENSION

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29
 Multi-link rear suspension of the BMW S series (E39. 1996). For the first

time in large-scale car production. many aluminitrn is used for the suspension

system derived from the geometry of the BMW 7 series. The subframe (rear-axle

suPPort)(1). produced from welded aluminitrn tubes. is attached to the

bodyworkby means of four large rubber mounts (2). Those are soft in a

longitudinal direction for the purposes of riding canton and noise insulation and

rigid in a transverse direction to achieve actuate wheel control. The differential

gear also has compliant mounts (3). The wheel carrier is mounted on a U-shaped

arm (5) at the bottom and on the transverse at (7) and inclined guide link (8) at the

top. Asa result of this reclined position. an instantaneous centre is produced

between the transverse ink and guide link outside the vehicle which leads to the

desired brake understeer during ccrneririg and the elastoldnernatic compensation of

defamation of the rubber bearings and components. The driving and braking torque

of the wheel carrier (11) is borne by the integral' (9)on theswinpng aim (5). which

is subject to adoltional torsional stress as a result This design makes it possible to

ensure laigiludinagy elastic control of the swinging arm on the guide bearng (10)fa

reasons of ccnif on, without braking or driving torque twisting the guide bearings

as would be the case with torque borne by pairs of longitudinal links. The stabilizer

behind presses on the swinging arm (5) by means of the stabizer la (6). whereas the

twin-tube gas-pressure shock absorber. whose outer tube is also made of

30
aluminium, and the suspension springs provide a favourably large spring base

attached directly to the wheel carrier (11). For reasons of weight. the wheel discs

are also made of aluminium plate. The v.tteel canter is node of shell cast

aluminium. The rear axle of the station wagon BMW Totter is largely similar in

design. However. the shock absorber extends from the U-shaped swinging arm in

order to allow for a wide and low loading area.

Independent Suspension-Swing Axle

De- Dion

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 Advantages Disadvantages
Standard Independent Advantages Scrub Radius Issues

The MacPherson design offered all of With a MacPherson setup, it is very

the improvements in ride quality and difficult to increase the fire width on the

road holding that an independent front car. The only way t o do this is to

suspension can increase the scrub radius of the tire as it

Size moves through the range of suspension

The MacPherson suspension is travel. Thi is not desirable as it increase

extremently compact and allows for side loading on the suspension and

smaller overall chasis dimensions. This bends components.

is perfect for small cars. Lack of Camber Gain

Suited for Front Wheel Drive Due to the design of a strut suspension,

Because the MacPherson design uses there is very little if any camber gain as

the strut as the upper suspension link, the wheel moves up in bump. The result

there is nothign located directly behind is that as the chasis rolls on the

the steering knuckle/front hub. This suspension, the tire will roll into

provides the clearance necessary for positive camber and reduce the overall

driveshafts on a front wheel drive comering power of the tire.

vehicle.

32
This type of suspension was considered better than the more typical live axle for

two reasons:

 It reduced unsprung weight since the differential is mounted to the chassis

 It eliminates sympathetic camber changes on opposite wheels

SHORTCOMINGS

 However, there are a number of shortcomings to this arrangement:

 A great amount of single-wheel camber change is experienced, since the

wheel is always perpendicular to the driveshaft

 "Jacking" on suspension unloading (or rebound) causes positive camber

changes on both sides, which (In extreme cases) can overturn the car.

 Reduction in cornering forces due to change in camber can lead to oversteer

— a dynamically unstable condition where a vehicle can lose control and

spin — and in extreme cases lift-off oversteer.

 These problems were evident on the Mercedes-Benz 190SL and 300SL, the

early versions of the Porsche 356, the Triumph Herald, Vitesse and Spitfire,

Tatra T603, Renault Dauphine, Volkswagen Beetle (until rear suspension

modifications, c. 1967) and others.

 1964 Corvair swing-axle rear suspension with transverse leaf spring

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SOLUTIONS

 A number of engineering options could ameliorate swing axle handling:

 Anti-roll bar: As a design option, engineers can include a front anti-roll bar

which can ameliorate the swing axle car's handling – shifting weight transfer

to the front outboard tire, considerably reducing rear slip angles—thereby

avoiding potential oversteer.

 Single-pivot point: Mercedes-Benz addressed the handling issues by

producing swing axles with a single-pivot point located under the

differential, and thus well below the axle. This configuration markedly

reduced the tendency to "jack-up" and the later low pivot swing-axle

equipped cars were praised in contemporary publications for their handling.

The low-pivot swing-axle remained in production with Mercedes-Benz

W108 280SE and 300SEL until 1972. It was fitted to the 300SEL 6.3, which

was during the early 70s the worlds fastest production sedan. AMG-

modified 6.3s were also raced with the stock swing axle

 Tire pressure differential: The Renault Dauphine, Volkswagen Beetle and

first generation Chevrolet Corvair (1960–1964) used a tire pressure

differential strategy to eliminate oversteer characteristics of their swing axle

suspensions — specifically low front and high rear tire pressure — which

34
 induced understeer. Nonetheless, the tire pressure differential strategy

offered a significant disadvantage: owners and mechanics could

inadvertently but easily re-introduce oversteer characteristics by over-

inflating the front tires (e.g., to typical pressures for other cars with other

suspension systems).

PASSIVE SUSPENSION

 Passive Suspension - Suspension characteristics cannot be changed at will

–Suspension Spring Stiffness Coefficient

–Suspension Damping Coefficient

35
PASSIVE SYSTEM LIMITATIONS

 Damping in suspension jounce (compression) and rebound (extension)

directions is not equal

 Damping in the jounce direction must be low

 Damping in the rebound direction is desirable to dissipate the energy stored

in the spring from the encounter with the bump

 For good ride the suspension damping ratio on modern passenger cars

usually falls between 0.2 and 0.4.

 Shock absorbers must be tailored not only to achieve the desired ride

characteristics, but also play a key role in keeping good tire-to-road contact

essential for handling and safety

36
DAMPING BEHAVIOUR OF A TYPICAL DUAL RATE DAMPER IS

Among these vehicle parameters, the suspension designer is only free to select the

stiffness and damping values. The influence of these parameters is displayed in

Fig: 10.5, where the rms vertical acceleration is plotted against the rms suspension

travel with different values of stiffness and damping.

37
Acceleration versus suspension travel for a passive suspension (X=0.15)

38
SUMMARY OF REQUIREMENTS
Control objectives Damping force front rear
Roll Roll reduction for quick steering Hard
Hard
operation
Pitch Reduction of nose diving by Hard
Hard
breaking
Reducing of pitching when Medium
Medium
accelerating and decelerating
Bouncing Reduction of light, bouncy Medium
Medium
vibrations in bottoming
Road holding Reduction of light, bouncy Medium
Medium
performacne vibrations in bouncing on a heaving
road
others Road holding perforamce Medium
Soft
improvement when running on
rough roads
Stability improvement at high speed Hard
Hard

Prevention of shaking when stopping

and rocking when passengers exit or
enter

SEMI ACTIVE AND ACTIVE SUSPENSION

39
40
 Acceleration versus suspension travel for an active suspension

DAMPING CONTROL PRINCIPLE

Semi Active Suspension Technologies

 Magneto Rheological Damper

41
42
Yield Stress vs Field Intensity

43
 Semi Active Suspension Technologies

 SOLENOID VALVE SEMI ACTIVE SUSPENSION

44
 This type is the most economic and basic type of semi-active

suspensions

 They consist of a solenoid valve which alters the flow of the

hydraulic medium inside the shock absorber, therefore changing the

dampening characteristics of the suspension setup. The solenoids are

wired to the controlling computer, which sends them commands

depending on the control algorithm

 Varying the orifice size, it varies the damping coefficient

Active Suspension Technologies

45
 HYDROPNEUMATIC

Slow Response

46
ACTIVE SUSPENSION TECHNOLOGIES

•Air Suspension Control

Active Suspension Technologies

47
ELECTROMAGNETIC RECUPERATIVE

Faster Response

48
CONTROL ACTION

Roll Control

49
CONTROL ACTION

Pitch Control

50
CONTROL ACTION

Bounce Control

51
ACTIVE SUSPENSION AND ROLL

52
WHEEL - DEGREES OF FREEDOM

Xw - forward

Yw - lateral translations and rotations

Zw - vertical

53
DEGREES OF FREEDOM AND MOTION PATH

 Wheel should move relative to the car body in a single prescribed path

 During the movement of the wheel relative to car body , the wheel must

have camber gain, caster change, toe change as prescribed by the designer

 The suspension linkages position the wheel (Knuckle) very accurately in all

directions but allow the wheel to move up and down against spring and

shock

 In front suspension we do have a steer rotation degree of freedom when

demanded from the steering system

DEGREES OF RESTRAINT

 An independent suspension allows only one path of motion of the knuckle

relative to the body

 Suspension limits five degrees of restraint (DOR)-limits motion

 Designer strive to determine how to limit motion in five degree of freedom

in case of Independent suspension

 To provide restraint in five degree require five tension and compression

links and for 4 DOR, 4 links are required

54
KINEMATIC LINKAGES

SOLID AXLE OR DEPENDENT TYPE

 In solid axle two wheels are tied together

 The wheels can go up or down together-parallel bump motion

 The wheels can go move in opposite directions in roll motion

 Axle has two degrees of freedom, four degrees of freedom must be

restrained which can be accomplished using four tension-compression links

55
SOLID AXLE LEAF SPRING SUSPENSION

 up and down motion in the z-direction

 a roll rotation about the x-axis

 no forward and lateral translation

 no rotation about the axle and the z-axis

56
Performance can be improved by adding a linkage to guide the axle kinematically

and provide dynamic support to carry the non z-direction forces

SOLID AXLE LEAF SPRING SUSPENSION

Leaf spring suspension and flexibility problem.

 Springs are supposed to flex under load

 Their flexibility is needed in only one direction

57
But

 Nature of leaf springs to twist and bend laterally and hence, flex also in

planes other than the tire plane.

 Leaf springs are not suited for taking up the driving and braking traction

forces

 These forces tend to push the springs into an S-shaped profile

REAR DEPENDENT SUSPENSION- LEAF SPRING FRONT WHEEL

DRIVE

 The advantages of using rear solid axle suspension in front wheel drive are

many

 Easy to have higher roll centre at the rear which is desirable

 They are simple and economical to manufacture;

 There are no changes to track width, toe-in and camber on full

bump/rebound-travel, thus giving low tyre wear and sure-footed road

holding;

58
 There is no change to wheel camber when the body rolls during cornering,

therefore there is constant lateral force transmission of tyres;

 The absorption of lateral force moment by a transverse link, which can be

placed at almost any height (e.g. Panhard rod)

 Optimal force transfer due to large spring track width

 The lateral force compliance steering can be tuned towards under- or over-

steering

59
SOLID AXLE SUSPENSION WITH COIL SPRINGS

To decrease the unsprung mass and increase vertical flexibility of solid axle

suspensions

REAR DEPENDENT SUSPENSION

60
4-bar suspension can be used on the front and rear of vehicles. 4-bar suspension

comes in two varieties. Triangulated, shown on the right here, and parallel, shown

on the left.

61
REFERENCE:

www.google.com

www.independentsuspension.org

independentwikipedia.com

htttp/:independent_co.in

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