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12th IFToMM World Congress, Besanon , June18-21, 2007

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Kinematic Analysis of Front Suspension of an Automobile and Prediction of


Steering Behaviour
J.P.Modak*
Professor in Mechanical Engg. & Dean (R&D)
PCEA Nagpur, Maharashtra, India
AbstractThe suspension comprises of a linkage
which is a 3 Dimensional mechanism SCCS (Spherical,
Cylindrical, Cylindrical, Spherical paired). On the basis of six
included angles of this four bar chain, position of kingpin axis is
determined. Once the position of kingpin axis is decided
corresponding kingpin angle, caster angle, camber angle can be
determined. Position of kingpin axis is determined using Denavit
Hertenberg principle.
This paper details the steering geometry of an
automobile. Appropriate ness of special bushes is based on the
behaviour of the steering geometry which can be predicated by
kingpin angle, caster angle, camber angle and steer angle. It is
an article proposing how to perform experimentation for front
suspension of an automobile.
Keywords: Camber angle, caster angle, kingpin angle,
steering geometry, front suspension

I. Introduction
It is essential to decide appropriateness of special
bushes, which are used at various joints of suspension.
This appropriateness of special bushes is based on the
steering performance. Steering performance depends on
the position of kingpin axis. Depending on the position of
kingpin axis caster angle, camber angle, kingpin angle and
steer angle of four wheel vehicle is decided. Experimental
setup is also proposed evolved to locate these angles. On
the basis of six include angles of this four bar chain SCCS
position of kingpin axis is determined.
Joint variation can be acertained using the
proposed experimental Testrig. Kinematic analysis of
steering geometry can be decided based on behavior of
front suspension [1]. Proposed experimental setup can
measure the corresponding angles of steering geometry.

P.N.Belkhode
Lecturer in Mechanical Engg. ,
PIET Nagpur Maharashtra, India
The important element of a steering system consists
of linkage and geometry associated with the steer rotation
axis at the road wheel. This geometry affects the overall
performance of vehicle. Refering figures 1 &2.

C
A

C
O2

Fig 1: The A arm Front Suspension


A. Kingpin axis: The steer angle is achieved by
rotation of the wheel about a steer rotation axis.
This axis is kingpin axis.
B. Kingpin inclination angle: The angle in front
elevation between the steering axis and the
vertical.
C. Caster angle: The angle in side elevation between
the steering axis and the vertical.
D. Camber angle: The Inclination of the wheel plane
to the vertical

Kingpin Axis

II. Front suspension and steering geometry:


A front Suspension basically comprises of a linkage
which is a 3D four bar chain SCCS (Spherical,
Cylindrical, cylindrical, Spherical) as shown in Fig 1.
Joint O1 and O2 are spherical joints and joints A and B are
cylindrical joints [2].

Caster Angle

Center of Tire
Contact
*E-mail: jpmodak@yahoo.co.in
E-mail: pramodb@rediffmail.com

O1

Kingpin Inclination
Angle
Kingpin Offset at the Ground

Fig 2: Steer Rotation Geometry at the Road Wheel

12th IFToMM World Congress, Besanon , June18-21, 2007

III. Kinematic analysis of front suspension:


A. Denavit Hartenberg Notation :
The Denavit hartenberg Notation is used for translation
and rotational relationship between the adjacent links. The
Denavit Hartenberg (D-H) representation results in a 4 x 4
homogenous transformation matrix representing each
links co-ordinate system at the joint with respect to the
previous links co-ordinate system [3].
The link parameter ai , i determine the structure
of the link and the joint parameters di , i determine the
relative position of neighboring links. Cartesian
coordinate system (xi, yi, zi) can be established for each
link at its joint axis, where i = 1, 2, . n (n = number of
degrees of freedom). When the joint activates joint i of
link i will move with respect to link i-1.
Every coordinate frame is determined and established on
the basis of three rules:
1. The zi-1 axis lies along the axis of motion of the i th
joint
2. The xi axis is normal to the zi-1 a common and zi axes,
and pointing away from zi-1 axis.
3.The yi axis completes the right handed coordinate
system as required.
By these rules, one is free to choose the location of
coordinate frame O1 anywhere in the supporting base, as
long as the Z0 axis lies along the first joint. The D-H
representation of a rigid link depends on four geometric
parameters associated with each link. These four
parameters completely describe all joints of a 3D linkage.
i is the joint angle from the xi-1 axis to the xi axis about
the zi-1 axis.
di is the distance from the origin of the (i-1)th coordinate
frame to the intersection of the zi-1 axis with the xi axis
along the zi-1 axis.
ai is the offset distance from the intersection of the zi-1 axis
with the xi axis to the origin of the ith frame along the xi
axis (or the shortest distance between the zi-1 and zi axes)
i is the offset angle from the zi-1 axis to the zi axis about
the xi (using the right hand rule)

Once the D-H coordinate system has been established for


each link, a homogenous transformation matrix can easily
be developed relating the ith coordinate frame to the (i-1)
th coordinate frame.
1.Rotate about the zi-1 axis an angle of i to align the xi-1
axis with the xi axis (xi-1 axis is parallel to xi and pointing
in the same direction).
2.Translate along the zi-1 axis a distance of di to bring the
xi-1 and xi axes into coincidence
3.Translate along the xi axis a distance of ai to bring the
two origins as well as the x axis into coincidence
4.Rotate about the xi axis an angle of i to bring the two
coordinate system into coincidence.

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Each of these four operations can be expressed by a basic


homogenous rotation-translation matrix and the product of
these four basic homogenous transformation matrices
yields a composite homogenous transformation matrix,
i-1
Ai , known as the D-H transformation matrix for
adjacent coordinate frames, i and i-1.
Thus, i-1Ai = Tz,d Tz, Tx,a Tx,

10 0 0
01 0 1
0
0
0 1 di
00 0 1
cos
sin

i-1

Ai

i
i

cos i -sin 0 0
sin i cos i 0 0

1 0 0 ai
0100
ii

1 0

1 0

0010

0 1

0001

0 sin
0 0

0 cos i -sin i 0
cos
0

-cos

sin

sin

sin

ai cos

cos

cos

- sin

cos

ai sin

sin

cos

di

z1

a
s

x1

O1

X
Fig 4: Relation between our geometric parameters
O1, O2

11

2
O1

10
L1

12 L 4

O2

13

L2

L3

15
Fig 5: 3 Dimensional four bar chain of front suspension
under consideration.

0
1

12th IFToMM World Congress, Besanon , June18-21, 2007

z1

z1

x1

y1

y1

y1

O1

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x1

z1

z1

y1

x1
O2

x1

C. Transformation matrix for spherical joints O1 and O2


The spherical coordinate system for specifying the
position at spherical joint involves the following
translations / rotations.
1. A translation of r unit along the OZ axis (Tz,r)
2. A rotation of angle about the OY axis (Ty, )
3. A rotation of angle about the OZ axis (Tz,)
T spherical = Tz,r Ty, Tz,
r C S
C
S
-S
r S S
C
S
C
T spherical = -S
r C
C

0
0

Transformation matrix at spherical joint O1 with 1,1& r1

O1 Z1 Inside (Horizontally) the Paper


A Z1 Vertically Up
B Z1 Vertically Up
O2 Z1 Inside (Horizontally) the Paper
Relation between a, s, ,

2 C 2
A Z1

= 00
=0

a = L3

a = L4

s=0

s=0
B Z1

= 1800

O1 Z1

= 900

02 Z1

= 1800
= 00

B. Transformation matrix for 0A1 , 1A2, 2A3 & 3A0


Transformation matrix at Joints 1, 2, 3 & 4 with
reference to joint 0, 1, 2 & 3 respectively using a
composite homogenous transformation matrix i-1Ai ,
known as the D-H transformation matrix for adjacent
coordinate frames, i and i-1.
0
0
1
A1 = 9
0
0

2 C2
-S2

T sph, O2 =

= 2700

0
09
-1
0

-1
09
0
0

0
25.4
0
1

1
1
0
A2 = 1
0
0

-S 1
C 1

1 S1 r1 C 1S1
1 S1
C1

0
0

r1 S 1S1
r1 C1

Transformation matrix at spherical joint O2 with 2,2&r2

s = -L 4
B Z1

O1 Z1

= 900

O2 Z1

1 C1
-S1

T sph, O1 =

a=X

s=0
A Z1

1 C 1

at every joint

a = L1

0
91
0
0

0
90
1
0

6.35
0
-30.4
1

-S 2
C 2

2 S2
2 S2
C1

0
0

r2 C 2S2
r2S 2S2
r2 C2

D. Transformation matrix for cylindrical joints A and B


The cylindrical coordinate system for specifying the
position at cylindrical joint involves the following
translations / rotations.
4. A translation of r unit along the OX axis (Tx,r)
5. A rotation of angle about the OZ axis (Tz,)
6. A translation of d unit along the OZ axis (Tz,d)
T cylindrical = Tzd Tzx Txr

T cylindrical

-S
C
0

0
0

r C

0
0
1

r S

Transformation matrix at cylindrical joint A with 3, r3, d1

T cyl, A

C 3
S 3
0

-S 3
C 3

0
0

0
0
1

r3 C 3

r3 S 3
d1

Transformation matrix at cylindrical joint B with 4, r4, d2

A3

-1
09
=
0
0

0
09
-1
0

0
-91
0
0

-38.1
0
0
1

-1
3
0
A0 = 9
0
0

0
9-1
0
0

0
90
1
0

-33.0
0
0
1

T cyl, B

C 4
S 4
0

-S 4
C 4

0
0

r4 C 4

0
0
1

r4 S 4

d2

12th IFToMM World Congress, Besanon , June18-21, 2007

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IV. Deduction of steering behaviour:


A. Position of Joint A and Joint B
Considering joint A as origin, the two included angles at
joint O1 is 1, 1 and r1 as link O1A.
Spherical joint O1 = Position at joint A with spherical O1
+ Rotation at joint A respect to O1
0

0
0
-1
0

O1

TA =

0
0

-1
0
0
0

r1 C 1S1
r1 S1S1
r1 C1
1

Cylindrical joint A = Position at joint B with cylindrical A +

Rotation at joint A with respect to B


1
B

0
1
0
0

TA =

0
0

0
0
1
0

- r3 C 3
- r3 S3
d1
1

Transformation matrix at joint B with respect O1, O2, & A

-1
O2, O1, A

Bx =
By =
Bz =

0
0

0
-1
-1 0
0 0

TB =

0
0

r2 C 2S2 r4 C 4
r2 S 2S2 + d2
r2 C2 + r4 S4
1

r2 C 2S2 r4 C 4
r2 S 2S2 + d2
r2 C2 + r4 S4

Position of Joint B

r2 = L3 = 38.10 cm
d2 = X = 6.35 cm
r4 = L4 = 30.48 cm

Dimension of front suspension of


a Scorpio vehicle of M&M (India)

Suppose include angle at O2, 2= 40 & 2 =50 and at B 4 = 60


Then, Bx = -9.62 cm , By = - 30.71 cm and Bz = - 37.29 cm

B. Vehicle reference frame


Transformation matrix at joint A with respect O1, O2, & B

0
O2, O1, B

0
0

-1
0
-1 0
0 0

TA =

0
0

Ax = r1 C 1S1 d1
Ay = r1 S 1S1 r3 C 3
Az = r1 C1 + r3 S3

r1 C 1S1 d1
r1 S 1S1 r3 C 3
r1 C1 + r3 S3
1

Position of Joint A
Fig. 6 : Vehicle reference frame

r1 = L1 = 25.40 cm
d1 = X = 6.35 cm
r3 = L4 = 30.48 cm

Dimension of front suspension of


a Scorpio vehicle of M&M(India)

Suppose include angle at O1, 1= 30 & 1 =50 and at A 3 = 40


Then, Ax = 8.56 cm , Ay = 30.52 cm and Az = 27.43 cm
Similarly, the two included angles at joint O2 is 2, 2 and
r2 as link O2B.
Spherical joint O2 = Position at joint B with spherical O2
+ Rotation at joint B respect to O2

0
O2

TB =

0
0

0
0
-1
0

-1
0
0

The ground fixed reference frame with the axis x0, y0,
z0 and vehicle fixed reference frame the xF axis points
forward, the yF axis to the left and the zF axis upward. The
wheel rotates around an axis which is fixed to the wheel
carrier. The reference frame C is fixed to the wheel
carrier. In design postion its xC, yC and zC are parallel to
the corresponding axis of vehicle fixed reference frame F
[4].
C: Kingpin axis Location:
Zc

r2 C 2S2
r2 S2S2
r2 C2
1

1
A

TB =

0
0

0
1
0
0

0
0
1
0

r4 C 4
r4 S4
-d2
1

h
Joint A

Cylindrical joint B = Position at joint A with cylindrical B +

Rotation at joint B with respect to A

Kingpin Axis

Joint B

c
f

Xc
Fig. 7 : Wheel rotation axis

Yc

12th IFToMM World Congress, Besanon , June18-21, 2007

D : Determination of kingpin and caster angle :


Kingpin Angle:
Angle adb =
Angle between the Zc axis and the projection line of the
wheel rotation axis into Zc and Yc plane.
Caster Angle:
Angle adh =
Angle between the Zc axis and the projection line of the
wheel rotation axis into Zc and Xc plane.
Kingpin angle = 43.40 and Caster angle = 15.670
V. System design of an experimental setup :
The relative orientation of two links connected at
cylindrical joint can be decided by potentiometer /
encoders and associated Opto electronics instrumentation.
Six potentiometers located at four joints (two spherical
and two cylindrical) of the SCCS mechanism. Six
included angles of these SCCS mechanism are located by
the six potentiometers. At spherical joint O1 it measures
the two included angles 1& 1 and at spherical joint O2 it
measures the two included angles 2 & 2 [5].

At cylindrical joint A and B it measure angles 3 and 4


respectively and linear displacement at A & B by LVDT [6].

Once these angles and displacement of linkage of front


suspension are decided along with a link length, position
of kingpin axis can be located. According to the variation
in front suspension, correspondingly angles of front
suspension are measured through the interfacing program.
Program is ready with input parameter such as six
included angles, two linear displacement at A & B and
link lengths of four bar chain. Using above detailed
analytical model position of joint A and joint B can be
decided. Thus the position of kingpin axis gets decided.
Then corresponding kingpin angle, caster angle, camber
angle and steer angle calulated by the program.
Dynamic model of front suspension of automobile with
imaginary 3D mechanism have been formulated using
CAD software [7]. Accoding to front suspension
movement position of kingpin axis is varying and
corresponding kingpin angle, caster angle, camber angle
and steer angle are varying.
V. Conclusion
The paper reports as a possible approach of deciding
experimentally kinematic analysis of a front suspension
3D mechanism of an automobile. The paper details
analytical modelling for deciding position of kingpin axis
in space in terms of experimentally decided joint angles
and displacements at joints. An approach to decide these
angles and displacements experimentally is also included.
Once the position of kingpin axis is known the complete

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steering geometry can be decided. This is very useful for


deciding performance of various synthetic rubber bushes
used at various joints of front suspension.
References
[1] Alonzo Ketty, Essential Kinematics for Autonomous Vehicles,
The Robotics Institute Carnegie Mellon University, 5000 Forbes
Avenue Pittsburgh, PA 15213, May 2, 1994.
[2] T. D. Gillespie, Fundamentals of vehicle Dynamics , Society of
Automotive Engineers, Inc. Warrendale, PA 15096-0001.
[3] K.S. Fu, R.C.Gonzalez, C.C.G.Lee, Robotics: Control, Sensing,
Vision and Intelligence, Mc graw hill Internation Edition,
Signapore.
[4] Prof. Dr. Georg Rill, Vehicle Dynamics, Fachhochschule
Regensburg, University of Applied Sciences, Hochschule For
Technik Wirtschaft Soziales.
[5] Dipl.-Ing. Mathias Wilmes, Thomas Horrman, Automotive
E ngineer II Kinematics and Compliance Test Rig, Aachen, April
2006.
[6] L.Song, X. Qu, K.Xu, L.Lv, , Three Dimensional Measurement
and Defect Detection Based on Single Image, Journal of
Optoelectronics and Advanced Materials, Vol. 7, No.2, April 2005,
PP 1029-1038.
[7] Venture G., Khalil W., Gautier M., and Bodson P. , Dynamic
Modelling and Identification of a Car,In 15 th IFAC World
Congress, Barcelona, Spain, July 2002.

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