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Suspension System Need of Suspension

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Suspension System Need of Suspension Suspension system Need of Suspension • Support the weight of the frame, body, engine, transmission, drive train, passengers, and cargo. • Provide a smooth, comfortable ride by allowing the wheels and tires to move up and down with minimum movement of the vehicle. • Work with the steering system to help keep the wheels in correct alignment. • Keep the tires in firm contact with the road, even after striking bumps or holes in the road. • Allow rapid cornering without extreme body roll (vehicle leans to one side). • Allow the front wheels to turn from side to side for steering. • Prevent excessive body squat (body tilts down in rear) when accelerating or carrying heavy loads. • Prevent excessive body dive (body tilts down in the front) when braking. 08-05-2020 2 Suspension system 08-05-2020 3 Types of suspensions • The type of suspension springs used in automobile are • Metal springs Laminated or leaf Coil Torison bar • Rubber springs • Pneumatic springs Commonly used are leaf springs and coil springs • Leaf springs are mostly used in dependent suspension system. • Coil springs and torsion bar are used in mostly in independent suspension system. • Coil springs can store about twice as much energy per unit volume compared to that of leaf spring. Thus for the same job coil springs need weight only about half that of leaf spring. • Leaf springs both cushion the shock and guide the cushioned motion. • Coil springs can serve the both provided sway bars are used along with. 08-05-2020 4 Suspension system as a two mass system 08-05-2020 5 Leaf Spring suspension • These springs are made by placing several flat strips one over the other. • These are made of steel plates. • One flat strip is called a leaf. Lowest leaf is of smallest length and the length of other leaves placed above this keeps on increasing progressively. • In this way, the length of top most leaf (main leaf) largest. • Main leaf has eyes at the ends. • All the leaves are clamped together at centre and sides by the centre bolt and side clamps respectively. The centre portion of the leaf springs is connected to the axle with the help of U-bolt. 08-05-2020 6 Leaf Springs • Spring eye is used to attach spring to the body frame by passing a bolt through one eye. Other end of leaf spring is attached to a shackle through its eye. • Shackle is in turn attached to chassis. The shackle is used to accommodate any change in length of spring due to its expansion and contraction. • The contraction and expansion takes place when the vehicle passes over road surface irregularities. • leaf springs are used in rear suspension and independent suspension in the front. • The amount of bend that is given to the spring from the central line, passing through the eyes, is known as camber. • The camber is provided so that even at the maximum load the deflected spring should not touch the machine member to which it is attached. The camber shown in the figure is known as positive camber. • The central clamp is required to hold the leaves of the spring. Rebound clips help to share the load from the master leaf to the graduated leaf. 08-05-2020 7 Leaf Springs 08-05-2020 8 Leaf Springs 08-05-2020 9 Nipping of leaf springs • The master leaf has a larger radius of curvature compared to the additional leaf that is placed below so obviously a gap will be created between the two leaves as indicated in the figure. • Now, an initial bent is created during assembly by tightening the central bolt. Therefore, some amount of compressive stress will be produced at the inside curvature of the master leaf. Similarly, at the outside curvature of the master leaf tensile stress will be produced. • Both these stresses are initial stresses in the master leaf. However, by such operation of tightening the central bolt, the additional leaf that is placed beneath the master leaf has a tendency to flatten out and as a result the stress pattern of the additional leaf will be reverse of that of the master leaf, tensile stress is produced at the inner curvature and compressive stress is produced at the outer curvature. • Hence, when the spring is loaded, for both the master leaf and the additional leaf, tensile stress will be produced at the inner curvature and compressive stress will be produced at the outer curvature. • Therefore, due to opposite nature of initial stress and loading stress, the master leaf will experience lesser stress on both the surfaces. However, due to same nature of initial stress and loading stress, the additional leaf is stressed more compared to the master leaf. But, it is to be noted that the higher stress on the additional leaf is actually shared between all other leaves than the master leaf. • This practice of stress relief in the master leaf is known as Nipping of leaf spring 08-05-2020 10 Leaf Springs 08-05-2020 11 Leaf Springs 08-05-2020 12 Leaf Springs Fully elliptic : suspension of commercial vehicle driver cabin Three Quarter elliptic: soft but more rigid support, used for heavy recovery vehicle having considerable weight difference between un-laden and laden condition Semi elliptic: commonly used, for car rear suspension and for both front and rear suspension of van and lorry 08-05-2020 13 Leaf Springs Quarter elliptic: small sports car, compact Trasverse semi elliptic: to form bottom, top, or both transverse link arms for both front and rear suspension Cantiliver mounted semi elliptic: cars for rear suspension, compact and effective suspension (the spring lies parallel and very close to the chassis) 08-05-2020 14 Damper •A single tube damper has a simple structure where a single cylindrical tube is separated into an oil chamber and gas chamber. •A dampening force is generated through the movement of the piston inside the cylinder (stroke). •High pressure gas to apply a constant load to maintain dampening force. • Single tube has many features which allow high rigidity and durability, stability under hard driving whilst maintaining ride comfort. However, this requires a high level of design and manufacturing skill as well as the necessity to select the highest quality materials. • Twin tube dampers have concentric tubes to form a two- layer oil chamber and oil flows between the two layers. •Compared with single tube type, oil volume and the area in which the pressure is applied is reduced making accurate control of dampening force difficult. •The twin layer design also retains heat which can lead inconsistent dampening and accelerated oil degradation. 08-05-2020 15 Single tube vs Twin tube • Having a physical division between the oil chamber and gas chamber can massively reduce aeration and cavitation which can often occur in twin tube setups. • This allows for more accurate and consistent dampening force control. • This consistency and stability can deliver ride comfort which cannot be experienced with twin tube setups. • AERATION: The Phenomenon where gas mixes with oil • CAVITATION: The phenomenon where the gas contained in oil expands due to rapid pressure drop and forms large gas bubbles in the oil. Cavitation prevents proper dampening control. 08-05-2020 16 Single tube vs Twin tube • Compared to twin tube type dampers,in single tube type- the piston area can be made larger. • The larger diameter piston combined with optimal orifice size allows delicate response to even the smallest bumps in the road. • The fine control that a twin tube design cannot handle is overcome by single tube dampers and their ability to deliver ride comfort as well as nimble handling. • It is not a simple case of just making the piston area as large as possible. In order for the damper to function correctly, it is important to make sure that each and every part is doing its job for optimal performance and sizing is carefully calculated. 08-05-2020 17 Single tube vs Twin tube • Unlike the twin tube type, the main cylinder is in direct contact with the outside air which aids heat dissipation, whilst the increased oil volume also helps to reduce oil quality degradation. • The longevity of the single tube design allows users to feel the benefits of single tube dampers for extended periods of time. • By using an inverted design, which is impossible on twin tube dampers, structural rigidity is greatly improved. • Greater handling and adaptation to road surface changes are all improved leading to better stability and controllability. • Inverting a twin tube damper would allow gas to enter the inner tube which would cause improper operation and possible damage 08-05-2020 18 Single tube vs Twin tube 08-05-2020 19 MacPherson Strut Suspension 08-05-2020 20 Coil Springs A selection of different coil springs. The first on the left is a front coil spring from a RWD truck with an SLA front suspension. The middle spring is a variable-rate rear coil spring and the right spring is a standard-rate rear spring. 08-05-2020 21 Coil Springs 08-05-2020 22 Coil Springs • Coil springs—are a length of steel wound into a coil shape. Used on most front and many rear suspensions. • coil springs, such as those shown in figure, are large pieces of round steel formed into a coil. The spring absorbs energy as the coils are forced closer together. This is called compression. The stored energy is released when the coil extends back out. The energy continues to dissipate as the spring bounces. Eventually, the energy is exhausted and the spring stops bouncing. • Coil springs are found in front and rear suspension systems, have a compact design, and do not need maintenance.
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