ABSTRACT:

Suspension system in a car connects the chassis to its wheels and it

comprises of a system of springs, dampers and linkages. Independent
suspension systems typically offer better handling and ride quality. This
is because of the lower un-sprung weight and the capability of each
wheel in addressing the road interaction independently without affected
by the road interaction of the other wheels on the vehicle.

We have analyzed the Double Wishbone suspension for static

conditions and studied the wheel travel over a bump and optimized the
design to improve the ride quality by keeping camber and toe and under
desired limitations. The suspension system of a vehicle needs to be
durable, light weight, efficient and structurally stable.
We mainly focuses on the static structural analysis of the vehicle under
self-weight and the analysis of the wheel travel of the vehicle
experiencing a bounce and rebound due to a bump and thereby
deducing a safe limit by addressing the limitations in toe and camber
angles.
INTRODUCTION
WHAT IS SUSPENSION SYSTEM?
We know that any system used in vehicle to reduce road shocks and
vibration known as suspension system. Springs, shock absorber torsion
bar etc. are components of suspension system. Due to irregularity of
roads when a vehicle runs, it feels lot of vibration due to road irregularity
and engine vibration. So if the car is perfectly rigid this vibration
transmitted into whole body of car which cause damage of its body parts
and also it is uncomfortable for the passengers too.
So the Suspension Springs are used to separate the Wheel of the
vehicle to the body so when the vehicle feel those vibration it transfer to
the spring and the spring start oscillating without transmitting this
vibration to the vehicle body. So these springs are the main component
of suspension systems.
Today we used various types of vehicle according to load capacity and
luxuriousness. So there are different types of spring and suspension
systems used in those different vehicles.

TYPES OF SUSPENSION SYSTEM:

 Independent system
 Dependent system
 Semi independent system
 SUSPENSION SYSTEM

INDEPENDENT SUSPENSION SYSYTEM:

Independent suspension system that allows each wheel on the

same axle to move vertically independently of the other. Independent
suspension typically offers better ride,quality and handling
characteristics, due to lower unsprung weight and the ability of each
wheel to address the road undisturbed by activities of the other wheel on
the vehicle.

TYPES :

 MacPherson strut/Chapman strut.

 Upper and lower A-arm (double wishbone)
 Multi-link suspension.
 Semi-trailing arm suspension.
 Swinging arm.
 Leaf spring

DEPENDENT SUSPENSION SYSTEM:

Dependent systems may be differentiated by the system of linkages
used to locate them, both longitudinally and transversely. Often both
functions are combined in a set of linkages.
Examples of location linkages include:

 Satchell link
 Panhard rod
 Watt's linkage
 WOBLink
 Mumford linkage

SEMI INDEPENDENT SUSPENSION SYSYTEM:

In a semi-independent suspensions, the wheels of an axle are able to

move relative to one another as in an independent suspension but the
position of one wheel has an effect on the position and attitude of the
other wheel. This effect is achieved via the twisting or deflecting of
suspension parts under load.

The most common type of semi-independent suspension is the twist

beam.

 Twist beam
HISTORY
An early form of suspension on ox-drawn carts had the platform swing
on iron chains attached to the wheeled frame of the carriage. This
system remained the basis for all suspension systems until the turn of
the 19th century, although the iron chains were replaced with the use of
leather straps by the 17th century. No modern automobiles use the
'strap suspension' system.
Automobiles were initially developed as self-propelled versions of horse-
drawn vehicles. However, horse-drawn vehicles had been designed for
relatively slow speeds, and their suspension was not well suited to the
higher speeds permitted by the internal combustion engine.
The first workable spring-suspension required advanced metallurgical
knowledge and skill, and only became possible with the advent
of industrialisation. Obadiah Elliott registered the first patent for a spring-
suspension vehicle; - each wheel had two durable steel leaf springs on
each side and the body of the carriage was fixed directly to the springs
which were attached to the axles. Within a decade, most British horse
carriages were equipped with springs; wooden springs in the case of
light one-horse vehicles to avoid taxation, and steel springs in larger
vehicles. These were often made of low-carbon steel and usually took
the form of multiple layer leaf springs.
Leaf springs have been around since the early Egyptians. Ancient
military engineers used leaf springs in the form of bows to power their
siege engines, with little success at first. The use of leaf springs in
catapults was later refined and made to work years later. Springs were
not only made of metal, a sturdy tree branch could be used as a spring,
such as with a bow. Horse-drawn carriages and the Ford Model T used
this system, and it is still used today in larger vehicles, mainly mounted
in the rear suspension.
This was the first modern suspension system and, along with advances
in the construction of roads, heralded the single greatest improvement in
road transport until the advent of the automobile.The British steel springs
were not well suited for use on America's rough roads of the time, so
the Abbot-Downing Company of Concord, New Hampshire re-introduced
leather strap suspension, which gave a swinging motion instead of the
jolting up and down of a spring suspension.
In 1901 Mors of Paris first fitted an automobile with shock absorbers.
With the advantage of a damped suspension system on his 'Mors
Machine', Henri Fournier won the prestigious Paris-to-Berlin race on 20
June 1901. Fournier's superior time was 11 hrs 46 min 10 sec, while the
best competitor was Léonce Girardot in a Panhard with a time of 12 hrs
15 min 40 sec.
Coil springs first appeared on a production vehicle in 1906 in the Brush
Runabout made by the Brush Motor Company. Today, coil springs are
used in most cars.
In 1920, Leyland Motors used torsion bars in a suspension system.
In 1922, independent front suspension was pioneered on the Lancia
Lambda and became more common in mass market cars from
1932.Today most cars have independent suspension on all four wheels.
In 2002, a new passive suspension component was invented
by Malcolm C. Smith the inerter This has the ability to increase the
effective inertia of a wheel suspension using a geared flywheel, but
without adding significant mass. It was initially employed in Formula 1 in
secrecy but has since spread to other motorsport.
SPRING,WHEEL AND ROLL RATES
SPRING RATE

The spring rate (or suspension rate) is a component in setting the

vehicle's ride height or its location in the suspension stroke. When a
spring is compressed or stretched, the force it exerts is proportional to its
change in length. The spring rate or spring constant of a spring is the
change in the force it exerts, divided by the change in deflection of the
spring. Vehicles which carry heavy loads will often have heavier springs
to compensate for the additional weight that would otherwise collapse a
vehicle to the bottom of its travel (stroke). Heavier springs are also used
in performance applications where the loading conditions experienced
are more extreme.
Springs that are too hard or too soft cause the suspension to become
ineffective because they fail to properly isolate the vehicle from the road.

WHEEL RATE

Wheel rate is the effective spring rate when measured at the wheel. This
is as opposed to simply measuring the spring rate alone.
Wheel rate is usually equal to or considerably less than the spring rate.
Commonly, springs are mounted on control arms, swing arms or some
other pivoting suspension member
Wheel rate on independent suspension is fairly straightforward.
However, special consideration must be taken with some non-
independent suspension designs

Wheel rates are usually summed and compared with the sprung mass of
a vehicle to create a "ride rate" and corresponding suspension natural
frequency in ride (also referred to as "heave"). This can be useful in
creating a metric for suspension stiffness and travel requirements for a
vehicle
ROLL RATE

Roll rate is analogous to a vehicle's ride rate, but for actions that include
lateral accelerations, causing a vehicle's sprung mass to roll about its roll
axis. It is expressed as torque per degree of roll of the vehicle sprung
mass. It is influenced by factors including but not limited to vehicle
sprung mass, track width, CG height, spring and damper rates, roll
center heights of front and rear, anti-roll bar stiffness and tire
pressure/construction.

WEIGHT TRANSFER
Weight transfer during cornering, acceleration or braking is usually
calculated per individual wheel and compared with the static weights for
the same wheels.
The total amount of weight transfer is only affected by four factors: the
distance between wheel centers, the height of the center of gravity, the
mass of the vehicle, and the amount of acceleration experienced.

UNSPRUNG WEIGHT TRANSFER

Unsprung weight transfer is calculated based on the weight of the
vehicle's components that are not supported by the springs. This
includes tires, wheels, brakes, spindles, half the control arm's weight and
other components. These components are then (for calculation
purposes) assumed to be connected to a vehicle with zero sprung
weight. They are then put through the same dynamic loads. The weight
transfer for cornering in the front would be equal to the total unsprung
front weight times the G-Force times the front unsprung center of gravity
height divided by the front track width. The same is true for the rear.
SPRUNG WEIGHT TRANSFER

Sprung weight transfer is the weight transferred by only the weight of the
vehicle resting on the springs, not the total vehicle weight. Calculating
this requires knowing the vehicle's sprung weight (total weight less the
unsprung weight), the front and rear roll center heights and the sprung
center of gravity height (used to calculate the roll moment arm length).
Calculating the front and rear sprung weight transfer will also require
knowing the roll couple percentage

TERMS USED
TRAVEL

Travel is the measure of distance from the bottom of the suspension

stroke (such as when the vehicle is on a jack and the wheel hangs
freely) to the top of the suspension stroke (such as when the vehicle's
wheel can no longer travel in an upward direction toward the vehicle).

DAMPING

Damping is the control of motion or oscillation, as seen with the use of

hydraulic gates and valves in a vehicle's shock absorber. This may also
vary, intentionally or unintentionally.Damping controls the travel speed
and resistance of the vehicle's suspension. An undamped car will
oscillate up and down. With proper damping levels, the car will settle
back to a normal state in a minimal amount of time. Most damping in
modern vehicles can be controlled by increasing or decreasing the
resistance to fluid flow in the shock absorber.

CAMBER

Camber angle is the angle made by the wheels of a vehicle; specifically,

it is the angle between the vertical axis of the wheels used for steering
and the vertical axis of the vehicle when viewed from the front or rear.
CASTER

The caster angle is the angular displacement of the steering axis from
the vertical axis of a steered wheel in a car, motorcycle, bicycle or other
vehicle, measured in the longitudinal direction.

ROLL CENTRE HEIGHT

Roll center height is a product of suspension instant center heights and

is a useful metric in analyzing weight transfer effects, body roll and front
to rear roll stiffness distribution.

ANTI -DIVE AND ANTI- SQUAT

Anti-dive and anti-squat are percentages that indicate the degree to

which the front dives under braking and the rear squats under
acceleration. They can be thought of as the counterparts for braking and
acceleration, as jacking forces are to cornering. The main reason for the
difference is due to the different design goals between front and rear
suspension, whereas suspension is usually symmetrical between the left
and right of the vehicle.

The method of determining the anti-dive or anti-squat depends on

whether the suspension linkages react to the torque of braking and
accelerating.

SPRINGS AND DAMPERS

SPRINGS
It absorbs road shocks or impacts due to bump in road by oscillating.
Tyres also provides spring effect , but to a smaller extent.
The majority of land vehicles are suspended by steel springs, of these
types:

 Leaf spring
 Torsion bar suspension
 Coil spring
DAMPER
The shock absorbers damp out the (otherwise simple harmonic) motions
of a vehicle up and down on its springs. They also must damp out much
of the wheel bounce when the unsprung weight of a wheel, hub, axle
and sometimes brakes and differential bounces up and down on the
springiness of a tire.

OTHER IMPORTANT TERMS

•Bump: Bump is upward displacement of a wheel relative to the car
body, sometimes applied more broadly to mean up or down
displacement .It is also known as compression or jounce.
•Rebound: Rebound is the downward displacement of a wheel relative
to the car body, like when a wheel enters a pothole.
Bumps and rebounds are basically the imperfections/irregularities of
road surface.
•Travel: Distance between complete compression and rebound
(elongation) of spring.
•Spring Rate: Deflection in the spring (length) with applied load(force),
measured in N/mm or lb/in.

•Tyre Rate: Every tyre is assumed to be have like a spring ,albeit ,with
a very high spring constant, also measured in N/mm or lb/in.

Toe: It is the angle made by the wheels with the longitudinal axis of the
vehicle.

Caster: It is the inclination of the steering axis from vertical in the

longitudinal plane.

Camber: Camber is angling of the wheel from the vertical, in front or

rear view.

Roll Center: Body roll is rotation about the body longitudinal axis,
arising from cornering activity and road roughness.
The point of intersection of the roll axis with the vertical plane through
the wheel centers is called the roll centre.
TOE CASTER

ROLL CENTRE

CAMBER ROLL AXIS

Static wheel load: These are the result of the gravitational acceleration,
acting on the mass of the vehicle. Any change in the mass distribution
longitudinally or laterally will affect the individual static wheel loads.

•Longitudinal load transfer (Dive/Squat) : The loads on the front and

rear tracks change when steady braking or accelerating forces are
applied at the tire/ground contact.

•Lateral Load Transfer (Roll):In a steady turn the lateral tire forces
acting at the ground and the lateral inertia force produce a rolling
moment which is reacted by changes in vertical wheel loads. This results
in a change of loads on the inner and outer wheels.

Car diving under braking

Rolling in a turn
•Wheel Center Rate : vertical force per unit vertical displacement at the
location along the spindle corresponding to the wheel center line,
measured relative to the chassis.

•Ride Rate: vertical force per unit vertical displacement of the tire
ground contact reference point relative to the chassis. This is equal to
the wheel center rate modified by the tire vertical rate.

•Roll Rate: moment(torque) resisting body roll per degree of body roll
OBJECTIVE OF A GOOD SUSPENSION?

 To prevent the road shocks from being transmitted to the vehicle

parts, thereby providing suitable riding and cushioning effect to the
occupants.

 Reduces wear on the tyre.

 To keep the vehicle stable while in motion by providing good road

holding during driving, cornering and braking.

 Provides safe vehicle control and free of irritating vibrations.

REQUIREMENTS
 Vertical vibrations and pitching : The damper present in
suspension system eliminates the vibrations caused due to striking
of front wheel to a bump. However, rear wheel also experiences
similar vibrations as it reaches the bump after some time and this
depends on wheel base and vehicle speed.

There are three possible relations of front and rear suspension

frequencies.

 Front frequency higher than the rear - After the initial vibration i.e.,
after one or two vibrations the maximum amplitude occurs.

 Front frequency equal to rear - The amplitude collapses

throughout, through pitching.
 Why wishbones?
•Provide greater control over suspension parameters

•Reduce weight

•Dynamic behaviour can be predicted easily

•Can be used with push/pull rod to obtain a suitable rising/falling rate

Possible wishbone orientations

Ride Excitation sources

 Road roughness;
 Tire /wheel assembly;
 Driver line excitation;
 Engine and transmission.
SUSPENSION DESIGN
PROCEDURE
The following is the algorithm for
suspension:
Designing to be followed in given order –

 Decide type of suspension system

 Decide best possible set of tires and wheels

 Estimate basic dimensions wheelbase,

Track width(s), cog height.

 Set static values for suspension parameter.

 Model the geometry to ensure with minimum change in design.

 Design and validate the suspension component.

TYPE:
We take Double wishbone here.

However you need to choose yours

TIRE & WHEEL SELECTION

Sometimes you are bound by competition rules to use a particular set of
tires/wheels.
However, if not then you need to decide the optimum set of tires and
wheels
ASSUMPTIONS AND ESTIMATES

 Wheel base is defined as the distance between the front and rear
axle centrelines.

 A longer wheelbase provides a greater straight line stability,

whereas a shorter wheelbase ensures better manoeuvrability.

 Longitudinal load transfer is inversely proportional to the

wheelbase.

 Front and rear track width are assumed, it is an important factor

that resists overturning.

 Lateral load transfer is inversely proportional to track width.

The maximum height of the center of gravity of the car is calculated, assuming
that the car passes the tilt test, which involves tilting the car at angle of 60° on
a platform.
The total weight of the car, weight distribution and values of sprung and
unsprung mass are calaulated.

Design Parameters
The following parameters are to be kept in mind while beginning
suspension design:

 Camber
 Toe
 Kingpin Inclination
 Motion Ratio
 Roll center height
 Bump steer
 Caster
 SHARK MODEL

•Camber :Negative camber is used in static conditions so that during

roll, when the tire tilts outwards the tire contact patch is maximized
providing greater lateral force and thus a better grip.

•Caster : Positive Caster generates negative camber on the outside tire

when the wheel is steered and positive camber on the inside tire. During
cornering to maintain a suitable tire contact patch a slight negative
camber is required and hence a positive caster is used.

•Toe: Toe-in results in increased straight-line stability, while toe-out

quickens the transitional behaviour. Toe on the front tires is not a major
contributing factor, but the rear tires are generally incorporated with a
toe-in so as to reduce their tendency to go loose during cornering and
hence maintain the rear stability.

King pin inclination : It is the angle made by the steering axis with the
vertical in front or rear view. The prime motive of providing a king-pin
inclination is to reduce the scrub radius, i.e. the king-pin off set at
ground. Scrub radius is required to be minimized to reduce steering
effort.
•Motion ratio: It is defined as the ratio of wheel travel: spring travel.
Generally arising rate is preferred for increasing stiffness with travel.

•Roll Center: The point of intersection of the roll axis with the vertical
plane through the wheel centres is called the roll centre. The roll center
height is kept low to avoid ‘jacking’, i.e., lifting of the inner rear wheel
during cornering.
KINEMATIC ANALYSIS
ROLL CENTRE MIGRATION
GRAPHS FOR VARIOUS PARAMETRES

Front camber in bump

Rear camber in bump

Front toe in bump

Rear toe in bump

Front spring travel

Rear spring travel

ROLL SIMULATION

Front camber in roll

Rear camber in roll

ADVANTAGES OF DOUBLE WISHBONE
SUSPENSION SYSTEM:
 The double wishbone suspension provides the engineer more
design choices than some other types do.

 It is fairly easy to work out the effect of moving each joint, so

the kinematics of the suspension can be tuned easily and wheel
motion can be optimized.

 It is also easy to work out the loads that different parts will be
subjected to which allows more optimised lightweight parts to be
designed.

 They also provide increasing negative camber gain all the way to
full jounce travel, unlike the MacPherson strut which provides
negative camber gain only at the beginning of jounce travel and
then reverses into positive camber gain at high jounce amounts.

CONCLUSION:
We have designed the double wishbone suspension system and
then simulated it in the LOTUS software. The stipulated objectives
namely providing greater suspension travel, reducing the unsprung
mass of the vehicle, maximizing the performance of the
suspension system of the vehicle and better handling of vehicle
while cornering; have been achieved. The suspension system can
be further modified for decreasing the weight and cost. Transverse
leaf spring can be used to decrease the weight of the suspension
assembly. Pneumatic suspensions can be incorporated in the
future for better performance.
 TABLE OF CONTENT
DESCRIPTION

Project title

Certificate

Declaration

Acknowledgement

Table of content

Abstract

1. INTRODUCTION

1.1 Suspension system

1.2 Types
1.3 History

2. SPRING, WHEEL AND ROLL RATES

2.1 Spring rate

2.2 Wheel rate
2.3 Roll rate

3. WEIGHT TRANSFER

3.1 unsprung weights

3.2 sprung weights

4. TERMS

4.1Travel
4.2 Damping
4.3 Camber
 4.4 Caster
4.5 Roll centre height
4.6 Anti dive and Anti squat

5. SPRING AND DAMPER

5.1 Spring
5.2 Damper

6. OTHER TERMS

6.1 Dump
6.2 Rebound
6.3 Tyre rate
6.4 Toe
6.5 Roll centre
6.6 Static wheel load
6.7 Longitudinal load transfer
6.8 Lateral load transfer
6.9 Wheel centre rate
6.10 Ride rate
6.11 Roll rate

7. OBJECTIVE

8. REQUIREMENTS

8.1 Why wishbone

8.2 Ride excitation force

9. SUSPENSION DESIGN PROCEDURE

10. ADVANTAGES

11. CONCLUSION

12. IMAGES DURING WORKING.