SUSPENSION SYSTEM
INTRODUCTION
Apart from your car Tyre and seats, the
suspension is the prime mechanism that separates your bum from the road. The
automobile chassis is mounted on the axles, not direct but through some
springs. This is done to isolate the vehicle body from the road shocks which
may be in the form of bounce, pitch, roll or sway. These tendencies give rise
to an uncomfortable ride and also cause additional stress in the automobile
frame and body. All the parts which perform the function of isolating the
automobile from the road shocks are collectively called a suspension
system. It includes the springing device used and various mountings
for the same.
Broadly speaking, suspension system consists
of mainly two parts:
- Spring
- Damper or Shock absorber
SPRING
The energy of road shock causes the spring to
oscillate. These come in three types: They are coil springs, torsion bars and
leaf springs. Coil springs are what most people are familiar with, and are
actually coiled torsion bars. Leaf springs are what you would find on most
American cars up to about 1985 and almost all heavy duty vehicles. They look
like layers of metal connected to the axle. The layers are called leaves, hence
leaf-spring. The torsion bar on its own is a bizarre little contraption which
gives coiled-spring-like performance based on the twisting properties of a
steel bar. It's used in the suspension of VW Beetles and Karmann Ghias,
air-cooled Porsches (356 and 911 until 1989 when they went to springs), and the
rear suspension of Peugeot 205s amongst other cars. Instead of having a coiled
spring, the axle is attached to one end of a steel shaft. The other end is
slotted into a tube and held there by splines. As the suspension moves, it
twists the shaft along its length, which in turn resist. Now image that same
shaft but instead of being straight, it's coiled up. As you press on the top of
the coil, you're actually inducing a twisting in the shaft, all the way down
the coil. I know it's hard to visualize, but believe me, that's what is
happening.
DAMPER OR SHOCK ABSORBER
The oscillation of the spring is restricted
to a reasonable level by the damper, which is more commonly called a shock
absorber. Actually they dampen the vertical motion induced by driving your car
along a rough surface. If your car only had springs, it would boat and wallow
along the road until you got physically sick and had to get out or at least
until it fell apart.
Shock absorbers perform two functions.
Firstly, they absorb any larger-than-average bumps in the road so that the
shock isn't transmitted to the car chassis. Secondly, they keep the suspension
at as full a travel as possible for the given road conditions. Shock absorbers
keep your wheels planted on the road. Without them, your car would be a
traveling deathtrap.
Technically they are called dampers. Even
more technically, they are velocity-sensitive hydraulic damping devices - in
other words, the faster they move, the more resistance there is to that
movement. They work in conjunction with the springs. The spring allows movement
of the wheel to allow the energy in the road shock to be transformed into
kinetic energy of the unsprung mass, whereupon it is dissipated by the damper.
The damper does this by forcing gas or oil through a constriction valve (a
small hole). Adjustable shock absorbers allow you to change the size of this
construction and thus control the rate of damping. The smaller the
constriction, the stiffer the suspension.
OBJECTIVES OF SUSPENSION
- To prevent the road shocks from being transmitted to the vehicle components.
- To safeguard the occupants from road shocks.
- To preserve the stability of the vehicle in pitching or rolling, while in motion.
BASIC CONSIDERATIONS
- Vertical loading - When the road wheel comes across a bump or pit on the road, it is subjected to vertical forces, tensile or compressive, depending upon the nature of the road irregularity. These are absorbed by the elastic compression, shear, bending or twisting of the spring. The mode of the spring resistance depends upon the type and material of the spring used. Further when the front wheel strikes a bump it starts vibrating. These vibrations die down exponentially due to damping present in the system. The rear wheel, however reaches the same bump after certain time depending on the wheel base and the speed of the vehicle. Of course, when the rear wheel reaches the bump, it experiences similar vibration as experienced by the front wheel some time ago. From human comfort point also it is seen that it is desirable to have low vibration frequencies. The results of the studies on human beings have shown that the maximum amplitude which may be allowed for a certain level of discomfort decreases with the increase of vibration frequency.
- Rolling - The center of gravity of the vehicles is considerably above the ground. Due to this reason, while taking the turns, the centrifugal force acts outwards on the C.G. of vehicle, while the road resistance acts inward, at the wheels. This gives rise to a couple turning the vehicle about a longitudinal axis. This is called rolling. The manner in which the vehicle is sprung determines the axis about which the vehicle will roll.
- Side Thrust - Centrifugal force during cornering, cross winds, cambering of the road etc. causes a side thrust to be applied to the vehicle. Such forces are usually absorbed by the rigidity of the leaf springs or by fitting pan hard rods.
- Sprung or Unsprung Weight - Simply put, sprung weight is everything from the springs up, and unsprung weight is everything from the springs down. Wheels, shock absorbers, springs, knuckle joints and tyres contribute to the unsprung weight. The car, engine, fluids, you, your passenger, the kids, the bags of candy and the portable Play station all contribute to the sprung weight. Reducing unsprung weight is the key to increasing performance of the car. If you can make the wheels, tyres and swing arms lighter, then the suspension will spend more time compensating for bumps in the road, and less time compensating for the mass of the wheels etc. The greater the unsprung weight, the greater the inertia of the suspension, which will be unable to respond as quickly to rapid changes in the road surface.
- As an added benefit, putting lighter wheels on the car can increase your engine’s apparent power. Why? Well the engine has to turn the gearbox and drive shaft, and at the end of that, the wheels and tyres. Heavier wheels and tyres require more torque to get turning, which saps engine power. Lighter wheels and tyres allow more of the engine's torque to go into getting you going than spinning the wheels. That's why sports cars have carbon fiber drive shaft and ultra-light alloy wheels.
TYPES OF SUSPENSION SYSTEM
- Front Suspension-Dependent Systems
- Front Suspension-Independent System
- Front Suspension Semi Independent System
- Rear Suspension Dependent System
- Hydro elastic Suspension
- Hydra gas Suspension
- Hydro pneumatic Suspension
- Hydraulic Suspension
- Ferro fluid or magneto-rheological fluid dampers
- Linear Electromagnetic Suspension
- Air Suspension
Front
Suspension-Dependent Systems So-called because the front wheel's
suspension systems are physically linked. There is only one type of dependent
system you need to know about. It is basically a solid bar under the front of
the car, kept in place by leaf springs and shock absorbers. It's still common
to find these on trucks, but if you find a car with one of these you should
sell it to a museum. They haven't been used on mainstream cars for years for
three main reasons:
- Shimmy - because the wheels are physically linked, the beam can be set into oscillation if one wheel hits a bump and the other doesn't. It sets up a gyroscopic torque about the steering axis which starts to turn the axle left-to-right. Because of the axle's inertia, this in turn feeds back to amplify the original motion
- Weight - or more specifically unsprung weight. Solid front axles weigh a lot and either needs sturdy, heavy leaf springs or heavy suspension linkages to keep their wheels on the road.
- Alignment - simply put, you can't adjust the alignment of wheels on a rigid axis. From the factory, they're perfectly set, but if the beam gets even slightly distorted, you can't adjust the wheels to compensate.
Front
Suspension-Independent System
These
are basically of many types. The main types are:
- Macpherson Strut
- Double Wishbone Type System
Macpherson Strut This
is currently, without doubt, the most widely used front suspension system in
cars of European origin. It is simplicity itself. The system basically
comprises of a strut-type spring and shock absorber combo, which pivots on a
ball joint on the single, lower arm. At the top end there is a needle roller
bearing on some more sophisticated systems. The strut itself is the
load-bearing member in this assembly, with the spring and shock absorber merely
performing their duty as oppose to actually holding the car up. In the
picture here, you can't see the shock absorber because it is encased in the
black gaiter inside the spring.
The steering gear is either connected
directly to the lower shock absorber housing, or to an arm from the front or
back of the spindle (in this case). When you steer, it physically twists the
strut and shock absorber housing (and consequently the spring) to turn the
wheel. The spring is seated in a special plate at the top of the assembly which
allows this twisting to take place. If the spring or this plate is worn, you'll
get a loud 'clonk' on full lock as the spring frees up and jumps into place.
This is sometimes confused for CV joint knock.
Double Wishbone Type System
These are basically three types which are
explain below:
- Coil Spring Type 1 - This is a type of double-A or double wishbone suspension. The wheel spindles are supported by an upper and lower 'A' shaped arm. In this type, the lower arm carries most of the load. If you look head-on at this type of system, what you'll find is that it's a very parallelogram system that allows the spindles to travel vertically up and down. When they do this, they also have a slight side-to-side motion caused by the arc that the wishbones describe around their pivot points. This side-to-side motion is known as scrub. Unless the links are infinitely long the scrub motion is always present. There are two other types of motion of the wheel relative to the body when the suspension articulates. The first and most important is a toe angle (steer angle). The second and least important, but the one which produces most pub talk is the camber angle, or lean angle. Steer and camber are the ones which wear tyres.
- Coil Spring Type 2 - This is also a type of double-An arm suspension although the lower arm in these systems can sometimes be replaced with a single solid arm (as in my picture). The only real difference between this and the previous system mentioned above is that the spring/shock combo is moved from between the arms to above the upper arm. This transfers the load-bearing capability of the suspension almost entirely to the upper arm and the spring mounts. The lower arm in this instance becomes a control arm. This particular type of system isn't as popular in cars as it takes up a lot room.
- Multi-Link Suspension - This is the latest incarnation of the double wishbone system described above. It's currently being used in the Audi A8 and A4 amongst other cars. The basic principle of it is the same, but instead of solid upper and lower wishbones, each 'arm' of the wishbone is a separate item. These are joined at the top and bottom of the spindle thus forming the wishbone shape. The super-weird thing about this is that as the spindle turns for steering, it alters the geometry of the suspension by torqueing all four suspension arms. They have complex pivot systems designed to allow this to happen. Car manufacturers claim that this system gives even better road-holding properties, because all the various joints make the suspension almost infinitely adjustable. There are a lot of variations on this theme appearing at the moment, with huge differences in the numbers and complexities of joints, numbers of arms, positioning of the parts etc. but they are all fundamentally the same.
Front Suspension Semi Independent System
This system is a bit odd in that it combines
independent double wishbone suspension with a leaf spring like you'd normally
find on the rear suspension. Famously used on the Corvette, it involves one
leaf spring mounted across the vehicle, connected at each end
to the lower wishbone. The center of the spring is connected to the front sub
frame in the middle of the car. There are still two shock absorbers, mounted
one to each side on the lower wishbones. Chevy insist that this is the best
thing since sliced bread for a suspension system but there are plenty of other
experts, manufacturers and race drivers who think it's junk. It's never been
clear if this was a performance and design decision or a cost issue, but this
type of system is very rare.
Rear Suspension Dependent System
These are basically divided into three types
- Solid-Axle and Leaf Spring - This system was favored by the Americans for years because it was dead simple and cheap to build. The ride quality is decidedly questionable though. The drive axle is clamped to the leaf springs and the shock absorbers normally bolt directly to the axle. The ends of the leaf springs are attached directly to the chassis, as are the tops of the shock absorbers. Simple, not particularly elegant, but cheap. The main drawback with this arrangement is the lack of lateral location for the axle, meaning it has a lot of side-to-side slop in it.
- Solid Axle and Coil Spring - This is a variation and update on the system described above. The basic idea is the same, but the leaf springs have been removed in favour of either ‘coil-over-oil’ spring or shock combos, or as shown here, separate coil springs and shock absorbers. Because the leaf springs have been removed, the axle now needs to have lateral support from a pair control arms. The front ends of these are attached to the chassis, the rear ends to the axle. The variation shown here is more compact than the coil-over-oil type, and it means you can have smaller or shorter springs. This in turn allows the system to fit in a smaller area under the car.
- Beam Axle - This system is used in front wheel drive cars, where the rear axle isn't driven. (Hence it's full description as a "dead beam"). Again, it is a relatively simple system. The beam runs across under the car with the wheels attached to either end of it. Spring / shock units or struts are bolted to either end or seat up into suspension wells in the car body or chassis. The beam has two integral trailing arms built in instead of the separate control arms required by the solid-axle coil-spring system. Variations on this system can have either separate springs and shocks, or the combined 'coil-over-oil' variety as shown here. One notable feature of this system is the track bar (or pan hard rod). This is a diagonal bar which runs from one end the beam to a point either just in front of the opposite control arm (as here) or sometimes diagonally up to the top of the opposite spring mount (which takes up more room). This is to prevent side-to-side movement in the beam which would cause all manner of nasty handling problems. A variation on this them is the twist axle which is identical with the exception of the pan hard rod. In a twist axle, the axle is designed to twist slightly. This gives, in effect, a semi-independent system whereby a bump on one wheel is partially soaked up by the twisting action of the beam. Yet another variation on this system does away with the springs and replaces them with torsion bars running across the chassis, and attached to the leading edge of the control arms. These beam types are currently very popular because of their simplicity and low cost.
Hydrolastic Suspension
Hydrolastic suspension - a system where the
front and rear suspension systems were connected together in order to better
level the car when driving. The principle is simple. 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 (as in the Moulton rubber suspension system), and damping of the system
is achieved by rubber valves. So when a front wheel is deflected, fluid is
displaced to the corresponding suspension unit. That pressurizes the
interconnecting pipe which in turn stiffens the rear wheel damping and lowers
it. The rubber springs are only slightly brought into play and the car is
effectively kept level and freed from any tendency to pitch. That's clever enough,
but the fact that it can do this without hindering the full range of motion of
either suspension unit is even cleverer, because it has the effect of producing
a soft ride. Pictures and images of anything to do with Hydrolastic suspension
are few and far between now, so you'll have to excuse the plagiarism of the
following image. But what happens when the front and rear wheels encounter
bumps or dips together? One cannot take precedent over the other, so the fluid
suspension stiffens in response to the combined upward motion and, while acting
as a damper, transfers the load to the rubber springs instead, giving a
controlled, vertical, but level motion to the car.
The restriction of the fluid flow, imposed by
this pipe, rises with the speed of the car. This means a steadier ride at high
speed, and a softer more comfortable ride at low speed.
The image below shows a typical lateral
installation for Hydrolastic rear suspension. The suspension swing arms are
attached to the main sub frame. The red cylinders are the displacer units
containing the fluid and the rubber spring. The pipes leading from the units
can be seen and they would connect to the corresponding units at the front of
the vehicle.
Hydra Gas Suspension Hydra gas
is an evolution of Hydrolastic, and essentially, the design and installation of
the system is the same. 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 Hydra gas, 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.
Hydro pneumatic Suspension
Since the early fifties, Citroen have been
running a fundamentally different system to the rest of the auto industry. It’s
called hydro pneumatic suspension, and it is a whole-car solution which can
include the brakes and steering as well as the suspension itself. The core
technology of hydro pneumatic suspension is as you might guess from the name,
hydraulics. Ultra-smooth suspension is provided by the fluid's interaction with
a pressurized gas, and in this respect, it’s very similar to the hydra gas system
described above.
The system is powered by a large hydraulic
pump, typically belt-driven by the engine like an alternator or an air
conditioner. The pump provides fluid to an accumulator at pressure, where it is
stored ready to be delivered to servo a system. This pump may also be used for
the power steering and the brakes, and in the DS for the semi-automatic
gearbox.
Apart from the pump, the two most obvious
components in the system are the spheres on top of each suspension strut, and
the struts themselves. The spheres are like the springs in regular suspension,
and the struts are the hydraulic components that make the fluid act like a
spring. The spring in this suspension system is provided by a hydraulic
component called a suspension sphere. The accumulator is an additional sphere
(which holds a reserve of hydraulic fluid under pressure to even out the load
on the pump caused by varying demand) acting rather like a battery. The
accumulator is is gas (typically nitrogen) under pressure in a bottle contained
within a diaphragm. This is effectively a balloon which allows pressurized
fluid to compress the gas, and then as pressure drops the gas pushes the fluid
back to keep the system's pressure up. In the image here, the nitrogen gas is
represented in red and the LHM fluid is represented in green. As the pressure
in the fluid overcomes the gas pressure, the nitrogen is compressed by the
diaphragm being pushed back. Then as the pressure in the fluid reduces, the gas
pushes back the diaphragm which expels the fluid from the sphere, returning gas
and fluid to equilibrium. So how can the interaction of compressing gas,
hydraulic fluid and a diaphragm form a spring?
Simple: The
pressure of the gas is the equivalent to the spring weight. The inlet hole at
the bottom of the sphere restricts the flow of the fluid and provides an
element of damping. By replacing the spheres for ones of different
specifications, it's possible to adjust the ride characteristics of these cars.
Before we go any further it is important
that you understand where the fluid acting on the diaphragm in the sphere gets
its force from, and to do that we are going to have to look at the operation of
the other key component in the Citroën system.
The sphere in these systems is actually
mounted at the end of the strut. The strut itself acts like a syringe to inject
fluid into the sphere. When the wheel hits a bump it rises, pushes the piston
back and this squeezes fluid through the tiny hole in the sphere to let the gas
spring absorb the energy of the bump. Then when the car is over the bump, the
gas pushes the diaphragm back out, pushing the fluid down to the strut, pushing
the wheel down to the ground.
Some interesting possibilities were opened up
when Citroën decided to use this system to spring their cars. One or two of the
more obvious ones are that since the system is hydraulic, the ride height can
easily be altered; Citroën put fancy valves called height correctors in the
system.
Hydraulic Suspension Hydraulic
suspension is an innovation making its way into motor sports, no doubt to
trickle down to consumer vehicles eventually. It has been designed by a Spanish
company called Creuat and pioneered by the Racing For Holland Dome
S101 sports car team. In the image below you can see both the traditional coil
over system (the yellow/blue/red units) at the front of the car. This photo was
taken before scrutineering for the 2005 24 Hours of Le Mans race. The
team had both systems online and when scrutineering passed the car, the coil
over units were removed, to race for the first time completely with hydraulic
suspension.
Instead of springs and dampers, this central
Hydro pneumatic unit takes care of each suspension mode in an independent
manner. This allows the car to be tuned to avoid most of the compromises which
arise out of the use of conventional suspension made of springs and dampers.
- Ferro fluid or Magneto-rheological fluid damper in 2006, Audi launched the new TT model and one of the innovations that it came with is their magnetic semi-active suspension. It is a totally new form of damping technology refined from Delphi’s MagneRide system. Delphi used to be a division of GM when they developed the first version of Magneride in conjunction with LORD Corp. (The initial version was used in the 2002 Cadillac Seville STS). It is designed once again to attempt to resolve the long-standing conflict between cabin comfort and driving dynamics. The Audi system is a continuously adaptive system - i.e. it's a closed feedback loop that can react to changes both in the road surface and the gear-changes (front-to-back weight shift) within milliseconds. So how does this work? Well, the dampers in the Audi system are not filled with your regular old shock absorber oil. Nope. They're filled with magneto-rheological fluid. This is synthetic hydrocarbon oil containing subminiature magnetic particles. When a voltage is applied to a coil inside the damper piston, it creates a magnetic field inside the magnetic field, all the magnetic particles in the oil change alignment in microseconds to lie predominantly across the damper. Because the damper is trying to squeeze oil up and down through the flow channels, having the particles lined up transverse to this motion makes the oil 'stiffer'. Stiffer oil flows less, which stiffens up the suspension. Neat. You might have seen a demo of a similar system on TV in 2005 when an artist in New York started making living art using a ferromagnetic liquid (Ferro fluid) and electromagnets. The principle is exactly the same - apply a magnetic field and the fluid lines up along the lines of magnetism. The image on the left shows a Ferro fluid demonstration. The Audi system has a centralized control unit which sends signals to the coils on each damper. Hooked up to complex force and acceleration sensing gauges, the control unit constantly analyses what's going on with the car and adjusts the damping settings accordingly. Because there are no moving parts - no valves to open or close - the system reacts within microseconds; far quicker than any other active suspension technology on the market today. And because the amount of voltage applied to the coils can be varied nearly infinitely, the dampers have a similarly near-infinite number of settings. The power usage for each strut is around 5Watts, and the entire thing takes up no more room than a regular coil-over-oil unit. Vorsprung durch Technik indeed.
Linear Electromagnetic Suspension This
is the latest innovation in suspension systems, invented by Bose®. The idea is
that instead of springs and shock absorber on each corner of the car, a single
liner electromagnetic motor and power amplifier can be used instead. Inside the
linear electromagnetic motor are magnets and coils of wire. When electrical
power is applied to the coils, the motor retracts and extends, creating motion
between the wheel and car body. It's like the electromagnetic effect used to
propel some newer roller coaster cars on launch, or if you're into video games
and sci-fi, it's like a rail gun. One of the big advantages of an
electromagnetic approach is speed. The linear electromagnetic motor responds
quickly enough to counter the effects of bumps and potholes, thus allowing it
to perform the actions previously reserved for shock absorbers. In its second mode
of operation, the system can be used to counter body roll by stiffening the
suspension in corners. As well as these functions, it can also be used to raise
and lower ride height dynamically. So you could drop the car down low for
motorway cruising, but raise it up for the pot-hole ridden city streets. It's
all very clever. The power amplifier delivers electrical power to the motor in
response to signals from the control algorithms. These mathematical algorithms
have been developed over 24 years of research. They operate by observing sensor
measurements taken from around the car and sending commands to the power amps
installed with each linear motor. The goal of the control algorithms is to
allow the car to glide smoothly over roads and to eliminate roll and pitch
during driving. The amplifiers themselves are based on switching amplification
technologies pioneered by Dr. Bose at MIT in the early 1960s. The really smart
thing about the power amps is that they are regenerative. So for example, when
the suspension encounters a pothole, power is used to extend the motor and
isolate the vehicle's occupants from the disturbance. On the far side of the
pothole, the motor operates as a generator and returns power back through
the amplifier. By doing this, the Bose® system requires less than a third of
the power of a typical vehicle's air conditioner system. Clever, eh?
Bose
have also managed to package this little wonder of technology into a two-point
harness - i.e. it basically needs two bolts to attach it to your vehicle and
that's it. It's a pretty compact design, not much bigger than a normal shock
absorber.
Air Suspension In
days gone by, air suspension was limited to expensive logistics trucks - heavy
goods vehicles that needed to be able to maintain a level ride no matter what
the road condition. Nowadays, you can retrofit air suspension to just about any
vehicle you like from a Range Rover to a Ferrari. Air suspension replaces the
springs in your car with either an air bag or an air strut made of high-tensile
super flexible polyurethane rubber. Each air bag or strut is connected to valve
to control the amount of air allowed into it. The valves are in turn connected
to an air compressor and a small compressed air reservoir. By opening and
closing the four valves, the amount of air sent to each unit can be varied. By
letting the same amount of air out of all the units, reducing the pressure in
the bags, your car gets lowered, whilst increasing the air pressure by the same
amount in each unit results in your car lifting higher off the ground. The
rubber bags filled with air provide the springing action that used to be the realm
of metal springs, and you have the option to maintain the factory (or
aftermarket) shock absorber for - well - absorbing shocks. That's it in a
nutshell.
Why air suspension?
Simple: ride quality. A well set up air
suspension system can surpass metal spring suspension in just about any
situation. If you want a luxurious, smooth, supple ride that will iron out the
deepest of ruts and crevasses in the road, air suspension is what you're
looking for. It's why logistics firms have used it in their trucks since the
year dot - air suspension transmits much less road vibration into the vehicle
chassis. One point to note: for some reason the imperial fittings used on some
American systems are all but impossible to get hold of in the UK, so if you're
in England and looking for air suspension, Rayvern would be a good choice, or
BSS or GAS in Germany.
This is one informative blog. I don't want to look anywhere else. Great job!
ReplyDelete