Automotive Suspension

System
Introduction
 Introduction

 If a road were perfectly flat, with no irregularities,

suspensions wouldn't be necessary. But roads are far from
flat. Even freshly paved highways have slight imperfections
that can interact with the wheels of a car. It's these
imperfections that apply forces to the wheels.
 A bump in the road causes the wheel to move up and
down perpendicular to the road surface. The magnitude, of
course, depends on whether the wheel is striking a giant
bump or a tiny speck.
 Either way, the car wheel experiences a vertical
acceleration as it passes over an imperfection.
Introduction
 Without an intervening structure, all of wheel's vertical
energy is transferred to the frame, which moves in the same
direction. In such a situation, the wheels can lose contact
with the road completely.
 Then, under the downward force of gravity, the wheels
can slam back into the road surface. So its need a system
that will absorb the energy of the vertically accelerated
wheel, allowing the frame and body to ride undisturbed while
the wheels follow bumps in the road.

 The job of a car suspension is to maximize the friction

between the tires and the road surface, to provide steering
stability with good handling and to ensure the comfort of the
passengers.
 Suspension Systems

 The assembly of parts, which perform the isolation of

parts from the road shocks, may be in the forms of bounce,
pitch and roll is called suspension system.
 Suspension system is located between the wheel axles
and the vehicle body or frame.

 The purpose of the suspension system is to provide a

smooth ride in the car and to help maintain control of the
vehicle over rough terrain or in case of sudden stops.
 Functions of suspension system:
 It prevents the vehicle body and frame from road shocks.
 It gives stability of the vehicle.
 It safeguards the passengers and goods from road
shocks.
 It gives the good road holding while driving, cornering and
braking.
 It gives cushioning effect.

 It provides comfort.
 Requirements of suspension
system:

 There should be minimum deflection.

 It should be of low initial cost.
 It should be of minimum weight.
 It should have low maintenance and low operating cost.
 It should have minimum tire wear.
Components of Suspension system:
Steering Knuckle
Control Arm and Ball Joint
Suspension Springs
Coil springs
This is the most
common type of
spring and is, in
essence,a heavy
-duty torsion bar
coiled around an
axis. Coil springs compress
and expand to absorb the
motion of the wheels. Coil
springs are used in all
four wheels of smaller
vehicles.
Leaf springs
This type of spring consists
of several layers of metal
(called "leaves") bound
together to act as a single
unit. Many larger vehicles
use leaf springs in the rear
wheels specially trucks and
heavy-duty vehicles. There
are five types of leaf springs:
 Multi-Leaf Spring
Mono Leaf Spring
Semi-elliptical Leaf Spring
Quarter-Elliptical Leaf Spring
Three-Quarter Elliptical Leaf Spring
Full-elliptical leaf spring
Transverse Leaf Spring

Quarter-Elliptical Leaf Spring

Transverse Leaf Spring

Torsion bar
Torsion bars use the twisting properties of a steel bar to provide
coil-spring-like performance. One end of a bar is anchored to the
vehicle frame. The other end is attached to a wishbone(Lower
control Arm), which acts like a lever that moves perpendicular to
the torsion bar. When the wheel hits a bump, vertical motion is
transferred to the wishbone and then, through the levering action,
to the torsion bar. The torsion bar then twists along its axis to
provide the spring force. Generally used in front axles.
 Air springs

Air springs, which consist of a

cylindrical chamber of air positioned
between the wheel and the car's
body, use the compressive qualities
of air to absorb wheel vibrations. It
is a rubber cylinder or air bag filled
with compressed air which provides
the spring action
 Air Suspension
• each wheel has a vulcanized rubber air spring
• An air compressor is usually found in the trunk (boot) or under the hood of a car.
• A compressed air storage tank, capable of storing air at 150 psi (1000 kPa), may be provided
for quick “kneeling.” (1 psi=6.89 kPa)
• a valve block with a sequence of solenoids, valves, and many o-rings that routes air from the
storage tank to the four air springs
• an Electronically controlled air suspension (ECAS)computer that communicates with the
BeCM, the car’s main computer, and selects where air pressure should be routed
• a system of 6 mm air pipes that distribute air throughout the entire system (mainly from the
storage tank to the air springs via the valve block)
• a desiccant-filled air drier canister
• Height sensors on all four corners of the vehicle, ideally based on resistive contact sensing, to
provide an absolute height reference for each corner.
• Dunlop Systems and Components Ltd have proceeded to improve the products to the point
where the Electronic Control Unit (ECU) can now be installed beneath the vehicle’s floor. The
control valves are far smaller and lighter, and they manufacture their own compressors.
 Stabilizer Bar

Stabilizer is necessarily used in all independent front

suspension. It reduces tendency of the vehicle to roll on
either side when taking a turn. It is simply a bar of alloy steel
with arms at each end connected to the lower wish bone of
the independent suspension system. It is supported in bush
bearings fixed the frame and is parallel to cross member.
When both the wheels deflect up or down by the same
amount, the stabilizer bar simple turns in the bearings. When
only one wheel deflects, then only one end of the stabilizer
moves, thus it acts as a spring between two sides of the
independent front suspension.
Stabilizer Bar
 Shock absorber

 If the suspension springs are rigid enough, they will not

absorb road shocks efficiently, and

 If they are flexible enough, they will continue to vibrate

for longer time even after the bump has passed.

 Therefore, the springing device must be compromise

flexibility and stiffness a shock absorber needed in
Automobile Suspension system.
Shock absorber
Shock absorber is a device that
controls unwanted spring motion
through a process known as
dampening. Shock absorbers
slow down and reduce the
magnitude of vibratory motions
by turning the kinetic energy of
suspension movement into heat
energy that can be dissipated
through hydraulic fluid. To
understand how this works, it's
best to look inside a shock
absorber to see its structure and
function.
 Shock absorber

 Shock absorbers may be hydraulic or pneumatic

 One end of the shock absorber is attached to the vehicle

body or frame and the other end to a moving suspension

part such as axle housing or a control arm
 Shock absorbers do not support the vehicle weight nor

do they affect vehicle height

 Shock absorber is basically an oil filled tube in which a
piston moves up and down.
 Piston movement forces the fluid to flow through the orifices
in the piston.
 Shock absorber

 The flow through orifices causes fluid friction that limits

spring bounce
 The more easily the fluid flows through the orifice, the

softer the ride; smaller holes have greater restriction

and provide a stiffer ride.
 Some shock absorbers use gas instead of oil
 Some types of shock absorbers are -
 Spring-assisted shock absorber

 Adjustable shock absorber

 Air shock absorber

 Shock absorber
A shock absorber is basically an oil pump placed between the frame of
the car and the wheels. The upper mount of the shock connects to the
frame (i.e., the sprung weight), while the lower mount connects to the
axle, near the wheel.

Shock absorbers work in two cycles - the compression cycle and the
extension cycle. The compression cycle occurs as the piston moves
downward, compressing the hydraulic fluid in the chamber below the
piston. The extension cycle occurs as the piston moves toward the top of
the pressure tube, compressing the fluid in the chamber above the
piston.

A typical car or light truck will have more resistance during its extension
cycle than its compression cycle. With that in mind, the compression
cycle controls the motion of the vehicle's un-sprung weight, while
extension controls the heavier, sprung weight.
Tire
Function of tire:

 Absorb most of the

shocks caused by road
irregularities.

 Grip the road to

provide traction.

 Enable the veh to

accelerate, brake and make
turns without skidding.
 FUNCTION OF PARTS OF TYRE
• Tread – it is thick layer (approx. 18 -20 mm) of rubber which comes into contact with road.
• Rib – it is designed for noise suppression.
• Grooves – to traction in all weather, directional control, cool running and all rolling
resistance.
• Sips – serves as the support for the wheel moving on the road.
• Shoulder – upper portion of the side wall just below the tread edge that affects tyre heat
behavior and cornering characteristics.
• Cap plies – main load baring components layers of fabric cord extending from bead to
reinforce the tyre and maintain the shape.
• Steel belt –located below cap plies to increase tensile strength of tyre. steel belt or layer
provides well balanced combination of rubber & fabric. Thickness is 0. 2 to 0. 38 mm. this
are the steel cord plated with copper or zinc.
• Radial plies – thin layer of rubber inside the tyre containing compressed air tube.
• Sidewall –portion between tread to bead. it is rubber sheet 1. 5 to 3. 5 mm thick
protecting tube from any kind of mechanical or physical damage and moisture penetration
. • bead chafer – narrow strip of flex material around the outside of the bead that protects
tyre against wear & tear and prevent dirt and moisture from getting into the tyre.
• Bead – structure composed of high tensile strength steel wire which holds the tyre
assembly onto the rim of the wheel for handling performance.
Types of Tire
There are three basic types of tire basing on construction:
 Bias ply.
 Belted Bias ply.
 Radial.
Bias Ply
 The cords of one ply will cross the cords of the second
ply at an angle of about 300 to 400.
 One ply is set on a bias in one direction as succeeding
plies are set alternately in opposing directions as they cross
each other and the ends are wrapped around the bead wires,
anchoring them to the rim of the wheel.
 Because of the overlapping of the cord plies , bias ply
construction is strong.
 Bias ply tires provide high speed stability and also
harsher the ride.
 Bias ply tires usually available in 2 or 4 ply.
Radial Tire
 The radial is a type of tire that is constructed with rubber
coated, reinforcing steel cable belts that are assembled parallel
and run from side to side, bead to bead at an angle of 90 degrees
to the circumferential centerline of the tire.
 The radial tire side wall is more flexible than the bias ply. The
result is that the radial tread does not heel up as much when the
veh round a curve. This keeps more of the tread on the road and
reduces the tendency of the tire skid. i.e more traction & positive
braking.
 The radial tire provides better fuel economy than a bias ply tire.
This is because the radial tire has less rolling resistance and less
engine power required to roll the tire.
 More tire life in case of radial tire.
 It has less heat build up and the tread does not squirm as the
tire meets the road.
 Cooler and quieter operation.
Belted Bias Ply

 Similar to bias ply tire s,

except that two or more
belts run the circumference
of the tire under the tread.

 Belted Bias Ply tires

generally cost more than
conventional bias ply tires
but last up to 40% longer.
 1 Manufacturer’s name or Brand name
2 Model or Pattern Code
3 Tyre Size, Nominal Section
width(mm), Height to width aspect ratio,
Rim diameter code
4 Service description (Load Index +
Speed Symbol)
5 ECE R30 Conformity Approval
Number
6 EEC Noise Approval Number
7 USA Dept of Transport Manufacturer’s
code
8 Date of Manufacture
9 USA UTQG Quality Grades **
10 USA Maximum Tyre Loading **
11 USA Maximum Tyre Inflation
16 Extra Load: Denotes higher load capacity than Pressure **
standard tyre. 12 Denotes Tubeless Construction
16a “Reinforced” is an alternative marking to 13 Safety Warning
“Extra Load” 14 Direction of Rotation [Directional
17 TWI-Tread Wear Indicators- raised areas at the Tyres only]
base of the tread grooves to serve as a visual 15 Outer (Inner) sidewall [Asymmetric
warning of when the tyre is approaching or at the Tyres Only]
minimum legal limit.
 P185/60R14 82H

P  Indicates a passenger (car-type) tire.

185  Width of the tire, in millimeters.
60  Aspect Ratio - the height of the sidewall section
compared to the width of the tire.
R/B  indicates radial/bias construction
14  Rim Dia in inches
Ply Rating
Tubed and tubeless tire
PROPERTIES OF NYLON 66
• Nylon 66 tends to form strong interchain hydrogen bonds. This results in
a stronger & more crystalline polymer that softens or melts at relatively
higher temperature.
• It has a higher tenacity and is less subjected to shrinkage.
• Better fatigue resistance.
• Higher resonance frequency.
• No flat spotting.

Structure of Tyre Cord Fabric The tyre cord fabric is

comprised of warp cords oriented in the longitudinal
direction and weft yarns oriented in the lateral direction.
The warp cords are used in reinforcing pneumatic tires.

The warp cords are tire cords and may be formed from any materials used
for tire cords, including, but not limited to, steel, carbon fiber, aramid,
nylon, rayon, polyester, fiberglass, polyvinyl alcohol, or any blends thereof,
or other future types of tire cords.
PROPERTIES
• Nylon tyre cord fabric
Steel fabric
1. Optimum reinforcing
1. Tensile strength
material 2. High tenacity
2. Elongation
3. High toughness
3. Stiffness
4. Superior fatigue resistance
4. Superior corrosion resistance
5. Good adhesion to rubber
5. High modulus
EHSV- Electrohydraulic servo valve
LVDT-Linear Variable Differential Transformer