T3-5 Suspension System PDF

Erasmus LLP Intensive Programme
Suspension System
Dr. Paul J. Aisopoulos
Department of Vehicles
Alexander Technological Educational
Institute of Thessaloniki
Greece
Powering the Future With Zero Emission and Human Powered Vehicles Terrassa 2011
Primary function of a suspension

system
Comfort
Provide vertical compliance so the wheels can follow
the uneven road, isolating the chassis from the
roughness of the road.
Safety
React to the control forces produced by the tires
longitudinal, lateral forces, braking and driving
torques, in purpose to protect the passengers, the
luggage and the suspension system itself.
Handling
Keep the tires in contact with the road with minimal
load variations and resist roll of the chassis.
Suspension System Parts
Mechanism
Suspension
System
Spring
Damper
Suspension System Mechanism

Determines the suspension geometry and specifies the kinematics of the wheel
points in the vertical and lateral movements.
Prescribes the kinematic of the wheel relatively to chassis.
The part on which the wheel and of the braking and steering system are
installed.
Linking mechanism of knuckle with the control arms.
Supplementary units for absorbing the

vibration.
Coil Spring
Spring
rate
Gd4
k
64 i rm3
G:
shear modulus of spring material.
i:
number of active coils of the spring.
d:
rm:
wire diameter.
average radius of the coils of the spring.
Equivalent Spring Rate
Parallel springs
keq k1 k2
Springs in series
keq
k1 k2
k1 k2
Spring with inclination

keq k sin 2
Rubber Spring
Axial spring
Ed Ad
h
Ed (4 7,5 c1.79 ) G E 2G (1 )
ka
Ad
d
d2
0.5(rubber ), c
, Ad
, A1 dh
A1 4h
4
Shear
Spring
k
G Ad
h
d: deal elasticity modulus
d: Cross section area

h: Spring height
G: Shear modulus of spring material
Damped spring and mass system

Free Vibration
Free body diagramm
m:
Inertial force
FI m y
Mass
c:
Damping coefficient
k:
Spring rate
Spring force
Damping force
Fs k y
Fd c y
Equation of motion
m y c y k y 0
0 y0
y (t ) e ( y0 cos d t
sin d t )
d
t
v0 , y0 Initial conditions
2
Period
Td
Damped spring and mass system

Free Vibration
System parameters
m:
oUndamped natural frequency
0 k / m
d 0 1 2
oDamping ratio
c
2 k m
oCritical damping coefficient
Y Displacement
oDamped natural frequency
Mass
c:
Damping coefficient
k:
Spring rate
1
0.8
0.6
0.4
0.2
1E-16
-0.2
-0.4
-0.6
-0.8
-1
-1.2
crit 1 ccrit 2 k m
0.5
1.5
=0,1
=0,4
ccrit
2
=1
2.5
t/T0
T0
0
9
Forced Vibration (base excitation)

Equation of motion
m y c y k y cs ks
s s0 s in(t )
1 (2 ) 2
y
Y
s0
(1 2 ) 2 (2 ) 2
Frequency ratio
Important designe parameters

oResonant frequency
oDamping ratio
0 k / m
c
2 k m
m:
Mass
c:
Damping coefficient
k:
Spring rate
s:
Road input
10
Quarter-car modal
ms:
mus:
Unsprung mass
ks:
Suspension stiffness
cs:
Suspension damping coefficient
k t:
Tire stiffness
ys:
Sprung mass displacement
yus:
Sprung Mass
Sprung mass
s:
Unsprung mass displacement

Road input
Is the portion of the vehicle's total mass that is supported above the suspension. (chassis,
engine, differential system, passengers, cargo-luggage) .
Unsprung Mass
Is the mass of the components suspended below the suspension (tire, control arms,
braking system, etc).
11
Quarter-car modal
Equations of motion
ms ys cs ys cs yus ks ys ks yus 0
mus yus cs ys cs yus ks ys ( ks kt ) yus kt s
ms
0
0 ys cs
mus yus cs
cs ys ks
cs yus ks
M y C y K y f ,
for undamped system
k s ys 0
ks kt yus kt s
y ( ys yus )T
det( K M n2 ) 0
Undamped natural frequencies
k s kt k s 2
4ks2
1 ks kt ks
[
(
)
]
2 mus
ms
mus
ms
ms mus
2
1,2
Ride Rate
The effective stiffness of the suspension and tire springs in series
keq
k s kt
k s kt
12
Suspension stiffness
Suspension stifness ks
Ride rate
Road amplitude increase at high frequencies
Bounce natural frequency
Keep 0 as low as possible
Lower suspension stiffness ks

Higher ks elevate the frequency of the wheel hop to higher frequencies
More acceleration transmission in high frequency rage
Keep the suspension soft for ride isolation

Frequencies (1 - 1.3 Hz)
13
Suspension Damping
Low damping ratio
(-) high vertical acceleration at low frequencies

(+) High attenuation at high frequencies
For good ride

Damping ratio =0.2 - 0.4
Higher damping ratio values
(-) higher vertical acceleration in high
frequency range
Damping ratio >1

So stiff damper
the suspension no longer moves
Vehicle bounces on its tires.
14
Measurement of Damper Characteristics
vD max
n
60
(m / sec)
FD c vDn
FD: Damping force

c: Damping coefficient
vD:
:
n:
velocity
stroke
rev speed
15
Quarter-car modal
k1 k2 k1 2 4k12
1 k1 k2 k1
[
(
)
]
2 m2
m1
m2
m1
m1m2
2
1,2
16
Rigid Body motions

Bounce/Pitch
Combination of bounce and pitch determine the vertical and longitudinal vehicle vibrations.
Depending on the rode and speed conditions, one or the other motions may be largly absent.
17
Bounce and Pitch vibration modes

Equations of motion
M z ( k f kr ) z ( kr a k f b) 0
I y ( kr a k f b) z ( kr a 2 k f b 2 ) 0
M
0
0 z k f kr
kr a k f b z 0
I y kr a k f b kr a 2 k f b 2 0
M y C y K y 0, y ( z )T
for undamped system
det( K M n2 ) 0 Undamped natural frequencies
for the case that =b=wheel base/2 and kf=kr=k
M z ( 2k ) z 0
b
I y ( k 2 / 2) 0
2k
, p
M
k 2
2I y
kf
mf
kr
mr
The bounce and pitch modes are decoupled and pure bounce and pitch motions result.
18
Bounce and Pitch vibration modes

Oscillation center
(Z / )( ) 0
The center is ahead of CG by a distancex=z/
(Z / )( ) 0
The center is behind the CG by a distancex=z/
The center is outside the wheelbase
bounce
The center is within the wheelbase
pitch
The center location depends on the values of the natural frequencies f and r
f r
f r
f r
The center is at CG (decoupled motions)

Bounce center ahead of the front axle
Pitch center toward the rear axle(coupled motions)
Bounce center behind the rear axle
Pitch center forward near the front axle(coupled motions)
19
Design criteria
b
a
W f W , Wr W
the front suspension should have lower natural frequency
The lower front to rear ratio of frequencies will tend to induce bounce
Time lag between the axles t / v
v:
Car speed
c:
Wheelbase
20

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Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Primary function of a suspension

Erasmus LLP Intensive Programme

Suspension System Parts

Erasmus LLP Intensive Programme

Suspension System Mechanism

Prescribes the kinematic of the wheel relatively to chassis.

Linking mechanism of knuckle with the control arms.

Supplementary units for absorbing the

Erasmus LLP Intensive Programme

shear modulus of spring material.

number of active coils of the spring.

Erasmus LLP Intensive Programme

Equivalent Spring Rate

Spring with inclination

Erasmus LLP Intensive Programme

d: deal elasticity modulus

d: Cross section area

Erasmus LLP Intensive Programme

Damped spring and mass system

Erasmus LLP Intensive Programme

Damped spring and mass system

oUndamped natural frequency

oCritical damping coefficient

oDamped natural frequency

Erasmus LLP Intensive Programme

Forced Vibration (base excitation)

Important designe parameters

Erasmus LLP Intensive Programme

Suspension damping coefficient

Sprung mass displacement

Unsprung mass displacement

Erasmus LLP Intensive Programme

Undamped natural frequencies

Erasmus LLP Intensive Programme

Road amplitude increase at high frequencies

Bounce natural frequency

Keep 0 as low as possible

Lower suspension stiffness ks

Keep the suspension soft for ride isolation

Erasmus LLP Intensive Programme

(-) high vertical acceleration at low frequencies

For good ride

Damping ratio >1

Erasmus LLP Intensive Programme

Measurement of Damper Characteristics

FD: Damping force

Erasmus LLP Intensive Programme

Erasmus LLP Intensive Programme

Rigid Body motions

Erasmus LLP Intensive Programme

Bounce and Pitch vibration modes

for undamped system

det( K M n2 ) 0 Undamped natural frequencies

for the case that =b=wheel base/2 and kf=kr=k

Erasmus LLP Intensive Programme

Bounce and Pitch vibration modes

The center is ahead of CG by a distancex=z/

The center is behind the CG by a distancex=z/

The center is outside the wheelbase

The center is within the wheelbase

The center is at CG (decoupled motions)