Topic: Suspension System

GROUP 1
MEMBERS: AÑIZ, JENNIELOU A.
ORODIO, TRISTAN PAUL G.
TANGO, DAZLY
VALDEZ, ERWIN
DACUMOS, RHINZAYE JUN
INTRODUCTION
The automobile chassis is mounted on the axles through some springs so as to isolate the vehicle body from the
road shocks, which may be in the form of bounce, pitch, roll, sway, hop, tramping, or windup as these
tendencies result in an uncomfortable ride and cause additional stress in the vehicle frame and body.
Suspension refers to the use of front and rear springs to suspend a vehicles frame, body or unitized body, engine,
and power train above the wheels.
all the components that help perform the function of isolating the vehicle from the road shocks are collectively
called a suspension system.
The suspension system consists of a spring and damper assembly.

Objectives of Suspension System

The major objectives of suspension system are as under:
 To safeguard the passengers against road shocks and provide riding comfort.
 To prevent the road shock from being transmitted to vehicle frame and other components
 To keep the vehicle on even kneel (inclination) while travelling on rough or inclined roads or
while cornering the thereby minimize the effects of rolling, pitching and swaying.
 To maintain traction between the tires and road surface
 To support the vehicle weight
 To hold the vehicle wheels in alignment.
Loads Acting On Suspension System
1. Vertical load
 When a vehicle comes across a bump or pothole, it is subjected to vertical forces (both
tensile and compressive)
 A good suspension system should minimize pitching and absorb vibration
2. Rolling
 The center of gravity of the gravity of the vehicle is located considerably above the
ground.
 During cornering, the centrifugal forces tend to throw the vehicle mass outwards.
  The suspension system needs to hold back the vehicle and minimize its tendency to roll.
3. Brake and acceleration dip
 During braking the vehicle mass tends to move forward and lower the front end of
vehicle.
 Conversely, during acceleration the vehicle mass tends to jerk up.
 These forces are carried directly by the suspension spring.
4. Side trust
 The camber of the road surface and centrifugal forces during cornering cause a side thrust
on the vehicle.
 The suspension system needs to be rigid enough to absorb side thrust
5. Miscellaneous loads
 These are miscellaneous loads such as unsprung weight, road vibration, etc.

Sprung weight and Unsprung weight

Sprung weight
 Is the weight supported by the suspension system.
 It includes the weight of the passenger, engine, gearbox, etc.
Unsprung weight
 Is the vehicle weight that is not supported by the suspension system.
 It includes the weight of the drive axle, axle shaft, wheels and tyres.
2 Types of Suspension System
1. Dependent
 It has both right and left wheel attached to the same solid axle. When one wheel hits a
bump in the road, its upward movement causes a slight tilt of the other wheel.
2. Independent
 Independent suspension is a broad term for any automobile suspension system that
allows each wheel on the same axle to move vertically independently of each other
Types of Suspension Springs

Leaf spring
 Leaf springs are the most traditional used types of suspension system.
 They are used for light, medium and heavy commercial vehicles.
 This spring consist of a number of leaves called blades. The blades vary in length and connected
together as shown in the figure. These springs based on the theory of beam of uniform strength.

Parts of A Leaf Spring

1. Leafs/blades
 These blades are made of semi elliptical cross section to ensure uniform are
distribution across the cross section area
  The blades f smaller length are clamp below the mster leaf in descending order of
their lengths
2. Clamps
 These are made of steel and are used to hold all the leaves together.
3. Shackles
 Shackles are special couplings which allow small rotary motion about its longitudinal
axis.
 Shackles connects the leaf spring with the frame side member.
4. U-bolt
 The U-bolt is used to mount the leaf spring on the axle
5. Bushes
 Bushes are placed at the eyes of the master leaf.

Coil Spring
 A helical spring made from metal wire or a metal band.
 Car Coil springs, also called suspensions springs, are made with wide gap coils that
compress to absorb impact when tires roll over rough terrain.
Torsion Bars
 The torsion bar is basically a length of metal rod anchored at one end to the car body and
at the other end to the suspension lower link. As the wheel passes over a bump the bar
twists. It returns to its original position when the bump is passed and restores the car to its
normal drive height.

Rubber suspension
 As rubber can store more energy per unit mass than any other type of spring material,
considerable weight can be saved with rubber suspension. Rubber springs, if works on
compression or shear, can be used as the main suspension spring, otherwise can be fitted along
 with metal springs to improve the suspension characteristics. Large rubber ‘bump’ stops used
in many suspension layouts stiffens the suspension spring against maximum deflection.

Rubber Suspension units comprise 3 major function

 Torsional Spring - is a spring that works by torsion or twisting; that is, a flexible elastic
object that stores mechanical energy when it is twisted. When it is twisted, it exerts a force
(actually torque) in the opposite direction, proportional to the amount (angle) it is twisted

 Pivot Bearings - The C-Flex bearing or pivot is a cylindrical, limited rotational bearing,
with a high relative radial and axial stiffness which is available in low, medium, or high
torsional spring rates.
  Anti- Vibration mounting - is a flexible support for an engine that reduces the amount of
noise and vibration that passes to the vehicle chassis. ... Isolating engine vibrations from the
main body of the car is usually achieved by the use of rubber anti-vibration mountings

Advantages

 no maintenance, are entirely noiseless and have a long life

 less components
 no wear parts
 better performance of the entire system and low life cycle cost
 it is maintenance free

Air Suspension System

 Air suspension, also called pneumatic suspension uses the properties of air for the cushioning
effect (springiness).
 Suspension is the term given to the system of springs, shock absorbers and linkages that
connects a vehicle to its wheels.
Principle of Air Suspension

 The automatic control of the air bag pressure is accomplish by a solid state electronic control
system specifically designed and packaged for vehicle used. This system continuously monitors
the "ride height" of the trailer suspension increases pressure if the ride height is too low, by
turning on an on board air compressor. The air compressor stops automatically when the proper
ride height is reached. If the ride height it too high, an automatic vent valve vents excess air
pressure and stops venting when the proper ride height is reached.

Components of Air suspension

 The Air Supply. The air supply is

engine air compressor, the air tanks,
air valves, and air lines.

 Air bags. Air bags are simply a rubber bladder

that holds air. Air bags are also referred to as air
springs or bellows. The air bags are located
between the frame of the vehicle and the vehicle
axles. Air bags are rated for weight and pressure
capacities.
  Height Control Valves. The height control valves (HCV from now on) are kind of the brains
of the system. They dictate how much air is in the air bags. This dictates the height the vehicle
sits at, thus, Height Control Valve.

Important to maintain the A. S. S.

 Yet easy part of the system maintenance is draining air tanks. It keeps the system from
accumulating moisture. In old weather an alcohol evaporator should also be installed to prevent
any moisture from freezing.

General problem of A. S. S.

 The most common problem of air suspension is leaks. Since an air suspension system uses air
throughout the system to maintain the ride height and ride quality, if there is a leak in air spring
or air suspension compressor then your vehicle will sag. Common symptom of air leaks is
excessive wheel play.

How to determine the destroy part of A. S. S.

 Leakage can be checked spraying a mixture of soap and water on all connection and bellows
mountains. Air leakage will produce soap bubbles. No leakage is permissible. Be sure to tighten
all fittings as needed and release bellows as needed as well.
  Visually inspect bellows for cracks, abrasions, and damage that might develop into a rupture.
Replace with new bellows if needed. Piston surface should be smooth.

Advantages

 Maximum passenger comfort.

 Safe and level ride height.
 Smoother than steel spring.
 Disadvantage
 The air suspension cost too much when needs to repair.

Hydrolastic Suspension

 a system where the front and rear suspension systems were connected together in order to better
level the car when driving.
 The front and rear suspension units have Hydrolastic displacers, one per side.
 These are interconnected by a small bore pipe. Each displacer incorporates a rubber spring
 Damping of the system is achieved by rubber valves.

 when the front wheel encounter bumps ,the piston moves upwards pressurising the fluid to enter
into the rear unit.
  Hydroelastic was eventually refined into Hydragas suspension

Hydragas Suspension
 Known as hydro-pneumatic suspension.
 The difference is in the displacer unit itself.
 In the older systems, fluid was used in the displacer units with a rubber spring cushion built-in.
 With Hydragas, the rubber spring is removed completely.
 The fluid still exists but above the fluid there is now a separating membrane or diaphragm, and
above that is a cylinder or sphere which is charged with nitrogen gas.
 The nitrogen section is what has become the spring and damping unit whilst the fluid is still free
to run from the front to the rear units and back.

Difference:

ADVANTAGES OF HYDRAGAS SUSPENSION SYSTEM

 Stability and comfort are combined.
 It feels very soft and comfortable, but roll is actively controlled, and some versions are
capable of maintaining a lower roll than any mechanical sport suspension.
 Vehicle feels both comfortable and extremely stable at the same time.
 Vehicle behavior is independent of the load.
 Level, position are the same, that’s no big deal. However even the suspension resonance
frequency is maintained.
 No bouncing when empty and tilting with full load. Only effect is probably longer braking
distance.
 Having a high-pressure hydraulics system on-board makes other interesting features.
DISADVANTAGES OF HYDRAGAS SUSPENSION SYSTEM
 A complete Citroen-style hydropneumatic suspension system is not necessarily significantly
more expensive than a standard one, because it can replace several parts in the brakes and
steering assist as well. Only one central hydraulic pump is needed, that replaces the pump of the
steering assist and the pump of the Anti-lock Breaking System (ABS) as well. Instead of the
brake main cylinder, only a valve is needed, and that implements Electronic Brakeforce
Distribution (EBD) as well.

SHOCK ABSORBERS
- is a mechanical or hydraulic device designed to absorb and damp shock impulses. It does
this by converting the kinetic energy of the shock into another form of energy
(typically heat) which is then dissipated.

Shock Absorber Design

1. Twin Tube – Gas Charged Design
- The prime function of gas charging is to minimize aeration of the hydraulic fluid. The
pressure of the nitrogen gas compresses air bubbles in the hydraulic fluid. This prevents
the oil and air from mixing and creating foam. Foam affects performance because it can
be compressed – fluid can not. With aeration reduced, the shock is able to react faster and
more predictably, allowing for quicker response time and helping keep the tire firmly
planted on the road surface.
Advantages:

 Improves handling by reducing roll, sway and dive

 Reduces aeration offering a greater range of control over a wider variety of road conditions as
compared to non-gas units
 Reduced fade – shocks can lose damping capability as they heat up during use. Gas charged
shocks could cut this loss of performance, called fade

2. Twin tube (Standard type)

- This device consists of two nested
cylindrical tubes, an inner tube that is called the
"working tube" or the "pressure tube", and an outer
tube called the "reserve tube". At the bottom of the
device on the inside is a compression valve or base
valve. When the piston is forced up or down by
bumps in the road, hydraulic fluid moves between
different chambers via small holes or "orifices" in the
piston and via the valve, converting the "shock"
energy into heat which must then be dissipated.
 3. Mono-tube design (Standard Types)
- These are high-pressure gas shocks with only one tube, the pressure tube. Inside the
pressure tube there are two pistons: a dividing piston and a working piston. The working
piston and rod are very similar to the twin tube shock design.
- During operation, the dividing piston moves up and down as the piston rod moves in and
out of the shock absorber, keeping the pressure tube full all times.

Advantages:

 Can be mounted upside down, reducing the unsprung weight

 May run cooler since the working tube is exposed to the air
 Original equipment many import and performance domestic passenger cars, SUV and light truck
applications

1) Sheath and gas tank

2) Stem
3) Snap rings
4) Plate bearing spring
5) Spring
6) End cap and preload adjustment
7) Cap gas, present in versions both with or without gas valve (inverted profile)
8) Mobile diaphragm
9) Pad switch (compression)
10) Wiper
11) Oil seal assembly, and shock seal
12) Negative buffer pad or limit switch (extension)
13) Piston with sliding blades and seal
4. Spool valve
- Spool valve dampers are characterized by the use of hollow cylindrical sleeves with
machined-in oil passages as opposed to traditional conventional flexible discs or shims.
Self-Leveling Suspension
History of SLS

In France in 1954, Citroën introduced the first self-levelling rear suspension on a production car, and
then in 1955 pioneered self-levelling of all four wheels, using its hydropneumatics system. These cars
maintain an exact height over the road when the engine is on - height control valves attached to the roll
bars via linkages would open to add or drain fluid from the suspension, and when the desired height was
reached the valve would automatically close due to its design. Later models would use electronic height
sensors and motors so adjustment could be achieved with the engine off.

This system allowed the suspension to achieve an unusually soft ride quality.
Since then, millions of fairly inexpensive Citroën cars have been equipped with self-levelling as an
unobtrusive, but integral design feature. The Citroën's dashboard (later console or fascia mounted
controls) includes a position lever which allows the driver to select whether the car would sit with the
body in high, intermediate, normal or low positions, the extremes used for maintenance such as
changing wheels or hydraulic system work. Up until 1995 when they added "antisink" to the range when
the engine was turned off, the suspension slowly lost pressure until the car rested on the bump stops.
When the engine was restarted it rose back to its pre-selected height. The addition of anti-sink added 2
non-return valves and an extra accumulator so that when hydraulic pressure was lost the valves would
close and keep the remaining fluid in the system, and leaving the car resting at a normal height when
parked.

In the United States, William D.

Allison

developed Torsion-Level
Suspension used on
1955-1956
model Packards. This
was an interconnected
suspension, with torsion
bars that ran along each side of the frame, connecting the front wheel to the rear (on the same side).
Because this system is so affected by load, a supplemental, electronic leveling system was added, which
uses a level sensor and a single motor to load/unload a pair of auxiliary bars to adjust vehicle attitude,
but not overall ride height. This early attempt was an important step on the road to self-leveling, even if
a full load would cause the whole car to lower evenly, rather than maintain height.

In 1957, Cadillac, introduced the Eldorado

Brougham, a Rolls-Royce Silver Cloud competitor,
featuring a new Air suspension with a self-leveling
feature.

In 1966, Rolls-Royce licensed

Citroën's hydropneumatics system to fit to the
rear axle of the Silver Shadow. At first, both the
front and rear of the car were controlled by the
levelling system; the front levelling was
removed in 1969 as it had been determined that
the rear levelling did almost all the work. Rolls-
Royce achieved a high degree of ride quality
with this arrangement.
What does SLS do?
The Self-Leveling-System (SLS) adjusts the ride height of the rear end when it is loaded to keep
the rear end at the proper riding level. The springs and the SLS maintain the unloaded height. The SLS
maintains height when loaded by pressurizing the system which lifts the rear. The springs, struts, and
accumulators work together to dampen road bumps. The system is made up of several parts; here are
the main components and what they do.

1. Pump - supplies pressure to lift the rear.

2. Fluid Reservoir - for maintaining fluid level.

3. Leveling Valve - the brains of the operation, it tells the system whether to lift or lower the rear
end.
 4. Accumulators (pressure reservoir) - Helps dampen the changes in pressure due to bumps on the
road.

5. Struts - Works much like a normal shock for dampening bumps but is able to be adjusted by
pressure from the system to change the ride height.

How it all works?

The pump is always creating pressure and pushing fluid through the system. The leveling valve
maintains the level of the rear end. It does this by maintaining pressure or diverting it to raise or lower
the rear. When the car is unloaded and sitting at the proper ride height the leveling valve is in the
Neutral position. In the neutral position the struts and accumulators are still pressurized which maintain
the unloaded height along with the springs. The valve maintains the neutral position pressure in the
struts and the accumulators by not allowing the pressure to bleed off and also directs the pressure that
the pump is creating to back to the reservoir. When a load is put into the back, the lever arm on the
valve is deflected into the fill position which diverts the pressure and fluid flow to the struts and
accumulators. This pressure expands the struts which lift the rear until the lever arm is in the neutral
position again. A check valve in the leveling valve keeps the increased pressure from bleeding off until
the arm is deflect into the return flow position. When the load is removed, the arm on the leveling
valve is moved to the return flow position which allows the increased pressure in the system to drain
off, until the valve returns to the neutral position and the rear of the car to its normal unloaded ride
height.

When to Change Hydraulic Fluid?

The typical average is at the range of 60,000-100,000 miles

Troubleshooting Failures and Symptoms:

Pump failure - Rear doesn't rise when loaded.

Leveling Valve failure - The rear settles or sags after sitting for many hours, and in extreme
cases the rear doesn't rise when loaded.

Accumulator failure - Rides bouncy and/or hard, rear bouncy like when you have bad shocks.

Strut failure - Rides bouncy but not hard.

Diagnosing a failed part:

Many of the problems that arise in the SLS are caused by leaks, so the main thing is to look for
leaks.

Leveling Valve - This valve is located just in behind the rear axles and differential, slightly on
the left side. The valve can leak internally; in this case you won't see fluid on the valve. It can also
leak externally; visible moisture on the outside of the valve.

Accumulators - accumulators have a rubber bladder in them, with suspension fluid on one side
and gas on the other. They can get holes in the rubber and then the fluid gets into both sides and the
accumulator fails. By poking the eraser end of a pencil into the accumulator you can feel around the
diaphragm for a tear. The pencil should only go half way into the accumulator. If there is a tear in the
diaphragm you'll be able to poke the pencil all the way in.

Struts - Struts aren't often the source of problems with the SLS, they rarely go bad. When they
do, they usually start to leak; so look for suspension fluid on them (there shouldn't be any). Shocks and
struts may need replacing as soon as 30,000 miles, depending on the condition of the roads you drive.

Pump - The pumps generally don't break, but they can start leaking. They usually leak
internally and cause one of two things to happen. They allow engine oil to be introduced into the SLS
system, or they allow the SLS fluid to go into the motor oil. If the SLS fluid in the reservoir is black it
has motor oil in it, or its really old fluid. Either way it should be changed. If you keep losing fluid but
it's not leaking anywhere else, then it is going into the motor. The pump is always creating pressure,
which is just sent back to the reservoir when the car is in the neutral position. When the car is loaded
the valve then sends the pressure to the accumulators and struts which expands the struts and causes the
rear to lift until it hits the neutral position again. The other thing that can happen associated with the
pumps are the hoses. There is one going from the reservoir to the pump and one going from the pump
to the leveling valve. Make sure they aren't leaking. The one going to the valve is high pressure so if it
gives out you'll have a big mess on your hands.

Troubleshooting of Suspension System

Condition Possible Cause Correction

Loose stabilizer Tighten or replace stabilizer

bar or bushes

Broken or sagging spring Replace spring

Wander or poor steering
stability Steering gear case Check front wheel alignment
adjustment

Front wheel alignment Check front wheel alignment

Broken or sagging springs Replace

Low or uneven trim height Overloaded Check loading

Incorrect springs Replace

Ride too soft Faulty shock absorbers Replace

Overloaded Check loading

Suspension bottoms Faulty shock absorbers Replace

 Incorrect, broken, or sagging Replace
springs

Loose stabilizer bar Tighten stabilizer bar bolts

or replace bushes

Faulty shock absorbers or Replace shock absorbers or

Body leans or sways on mounting tighten mounting
corners
Broken or sagging springs replace

Overloaded Check loading

Tire inflating pressure too Reduce to the specification

high

Poor shock absorber Replace

performance

Differences in the diameter Adjust

among four road wheels

Shocks coming to steering Worn steering linkage Replace

wheel (for wheel tramp) connections

Worn or broken front Replace

wheel bearings

Loose front wheel Retighten

Steering wheel loose Retighten the nut

Blister or bump on tire Replace the tire

REFERENCES:

AUTOMOBILE ENGINEERING A Conceptual approach by S.S. Sabharwal

https://www.quora.com/What-are-the-advantages-and-disadvantages-of-hydropneumatic-
suspensions-in-cars
https://www.slideshare.net/Dom00786/suspension-systeminautomobiles
https://www.ruhanirabin.com/type-of-shock-absorbers/
https://en.wikipedia.org/wiki/Shock_absorber
https://www.carparts.com/coil-springs

https://www.tireview.com/the-role-spring-in-suspension-systems/

https://www.hydraulicspneumaticcs.com/200/TechZonehydraulicFluids&ved2ahUKEwjSpPnK5
_vcahXTb30KHX3hBDsQFjACegQIDBAP&usg=AOvVaw2gy6gRGE_agZHOlnNgAp