DEPARTMENT OF

AUTOMOBILE ENGINEERING

15AE302 – AUTOMOTIVE CHASSIS

 UNIT – III
REAR AXLE
AND
SUSPENSION SYSTEM
 REAR AXLE

• The drive from the propeller shaft comes to the pinion shaft which is supported in bearings in the axle
casing.

• The crown wheel is mesh with the pinion and is mounted the shaft.

• The end of the shaft are fixed with the cap to restrict the wheels in axial direction.

• The wheels are mounted on bearings on the ends of the axle shaft.

• In practice, there are two half shafts instead of one.

TYPE OF LOADS ACTING ON REAR AXLE:
1. Weight of the body.
2. Driving thrust.
3. Torque reaction.
4. Side thrust.

The rear axles are divided into three categories, depending upon the type of stresses
that shaft has to resist.

1. Semi floating axle.

2. Three quarter floating axle.
3. Full floating axle.
The rear live axle half shafts have to withstand the following loads:

1. Shearing force due to vehicle weight.

2. Bending moment due to offset of vehicle load.
3. End thrust caused by the side force.
4. Bending moment caused by the end thrust.
5. Driving torque.

SEMI FLOATING:
• The wheel hub is directly connected to the axle shaft.
• The inner end of the axle shaft is splined and is supported by the final drive unit.
• The outer end is supported by a single bearing inside the axle casing.
• Here all the loads are taken by the axle shaft. So they made the shaft large diameter.
• It is the simplest and cheapest.
SEMI FLOATING:
FULL FLOATING AXLE:

• It is a robust and costliest type. So used for heavy vehicle.

• Two taper roller bearings are placed between axle casing and the wheel hub.
• The wheel hub is connected with the axle shaft by flange.
• The entire weight of the vehicle is supported by the axle housing.
• The axle shaft have to resist only torsional stresses due to driving torque.
• Axle shaft can be taken out are replaced without jacking up the vehicle.
THREE QUARTER FLOATING AXLE:

• It compromise between the more robust

full floating type and the simplest semi
floating type.
• The outer bearing lies between the wheel
hub and axle housing.
• Thus the weight of the vehicle is
transferred to the axle casing.
• The axle shaft free from bending and
shearing but has to take driving torque.
 MULTI AXLE VEHICLES

• Multi axle vehicle has axle more than conventional two axle.
• Extra axles are usually added for legal weight restriction
reason.
• Usually vehicle licensing authorities of different countries will
set legal limits on the amount of weight that can be distributed
on one axle.
• So extra axles are provided to accommodate the heavier
chassis and passenger load.
 CONSTRUCTIONAL DETAILS OF
MULTI AXLE VEHICLE

• Totally, non reactive type suspension has been fitted at the rear.

• This system ensures that there is always equal load distribution on both driving and trailing
axles of rear bogie, in all operating conditions such as braking, and while operating over
uneven road profiles.
 THE EQUALISATION OF LOAD ON BOTH AXLES UNDER
HIGHWAY OPERATING TAKES PLACE
IN THE FOLLOWING MANNER
VEHICLE LOADED:

• The load in the vehicle is “W”.

• It generates the reactions “W1” on driving axle and “W2” in trailing axle.
• In driving axle, the reaction at point A0is W1/2 and the reaction at point A1 is also W1/2.
• Similarly, in trailing axle, the reaction at point C0 is “W2/2” and the reaction at point C1
is also “W2/2”.
• The two points A1 and C1 are interconnected with each other through bell
cranks (B1 and B2) and tie bar (T1).
• Thus the two reactions W1/2 and W2/2 get equalised and bring the linkages
in equlibrium (i.e. tie rod under compression).
• This ensures equal load distribution on both axles (i.e. W1 = W2).

BRAKING:

• When brake is applied, a braking torque T1 acts on both axles in the direction shown.
• This generates reaction force (B1) in driving axle and reaction force (B2)
in trailing axle.
• The forces acts as shown in the diagram and bring the tie bar in compression.
• The opposite forces get equalized and bring the linkage in equilibrium (i.e. Tie bar under
compression)

ACCELERATION:

• When the vehicle is accelerated, acceleration torque (or driving torque) A1 acts only on the
driving axle.
• It generates a reaction torque R1 in driving axle at points A0 and A1.
• Since there is no acceleration torque in trailing axle, the force R1 acting
at point A1 generates a pull P1 in the tie bar.
• This pull causes a load transfer from the trailing axle to the driving axle during
acceleration.
• This transfer of load helps to achieve better traction.

UNEVEN ROADS:

• When the vehicle is operating on uneven road/ ground, the non reactive linkage allows
the axles to articulate with respect to each other. So that wheels remain in contact with
the ground with equal loads on each axle.
Heavy commercial vehicles are in general referred to as “lorries”.
It can be grouped into two categories:
i. Rigid trucks.
ii. Articulated vehicles.

(i) RIGID TRUCKS:

• These are vehicles designed to carry goods.
• All the axles are attached to a single chassis frame.
• By increasing the number of axles, the load can be shared between more axles.
• This reduces the load per axle and protects the tyres from over loading and the road
surface from damage.
• Drive axles are described as line axle and non drive axles are described as dead axle.
CLASSIFICATION OF A RIGID TRUCK:

• It can be classified by the number of wheel hubs (i.e. number of wheel locations) and the
number of drive axle hubs.
E.g.:
a) Four wheeler – 4 X 2. [4 wheel locations, 2 of them are driving wheels]
b) Six wheeler – 6 X 4.
c) Six wheeler – 6 X 2.
d) Eight wheeler – 8 X 4.
(ii) ARTICULATED VEHICLE:
It consist of
a) Tractor unit.  supplies the propulsive power.
b) Semi trailer.  carries the payload.
(a) TRACTOR:
It has a short rigid chassis and may have 2 or 3 axles. It supplies the propulsive power.
(b) SEMI TRAILER:
• It has a long rigid chassis with single axle, tandem axle ,(or) tri axle layout at the rear end, which
supports the majority of the payload.
• The front end of the trailer chassis is supported on the rear of the tractor chassis, where it is free
to swivel about a pivot known as the fifth wheel coupling.
• All the trailer axles are non drive dead axles.

Classification of articulated vehicle:

(a) Four wheeler and two wheel trailer – [Rigid 4 X 2 tractor and single axle 2 articulated trailer]
(b) Six wheeler tandem – drive axle tractor and four wheel trailer – [Rigid 6 X 4 tractor and tandem
axle 4 articulated trailer]
(c) Six wheeler dual steer axle tractor and six wheel trailer – [Rigid 6 X 2 tractor and triaxle 6
articulated trailer]
 SUSPENSION SYSTEM
FUNCTIONS:

•Supports the weight.

•Provides a smooth ride.
•Allows rapid cornering without extreme
body roll.
•Keeps tires in firm contact with the road.

•Prevents excessive body squat.

•Prevents excessive body dive.

•Allows front wheels to turn side-to-side for steering.
•Works with the steering system to keep the wheels in correct alignment.
NEED OF SUSPENSION SYSTEM:

1. To prevents the vehicle body and frame from road shocks.

2. To give stability of the vehicle.
3. To safeguard the passengers and goods from road shocks.
4. To give the good road holding while driving, cornering and braking.
5. To give cushioning effect.
6. To provide comfort.
 Types of
Suspension
System

Rigid Independent
suspension Suspension
System System
 TYPES OF SUSPENSION SYSTEM

1.Non-independent/Rigid suspension has both right and left wheel attached to the
same solid axle. When one wheel hits a bump in the road, its upward movement
causes a slight tilt of the other wheel.
2.Independent suspension allows one wheel to move up and down with minimal
effect to the other.
 SUSPENSIONS

Independent

Non-independent
 SUSPENSION SYSTEM

Coil spring is the most common type of spring found on modern vehicles.
Leaf springs are now limited to the rear of some cars.
 TYPES OF SPRINGS

A. Coil spring
B. Leaf spring
C. Air spring
D. Torsion bar
 SUSPENSION SYSTEM
Basic Parts:

Control arm – movable lever that fastens

the steering knuckle to the vehicle’s
body or frame.

Steering Knuckle – provides a spindle or

bearing support for the wheel hub, bearings
and wheel assembly.
 Types of
independent
Suspension System

MacPherson Strut Wish bone Type

FRONT WHEEL (DEAD AXLE) INDEPENDENT SUSPENSION:
Due to simplicity of construction, independent suspension has become almost universal
in case of front axle.
TYPES:
1. Wishbone type or parallel link type.
2. Mac Pherson strut type.
3. Vertical guide type.
4. Trailing link type.
5. Swinging half axle type.

1. Wishbone type suspension:

• It consist of upper and lower
wishbone arms pivoted to the frame
Member.
• This arm resemble roman alphabet
“A”. So it also referred as “A - arms”.
• The spring is placed in between lower wishbone and under side of the cross member.
• Vehicle weight is transmitted from the body and the cross member to the coil spring
through which it goes to the lower wishbone member.
• Shock absorber is placed inside the coil spring and is attached to the cross member and to
lower wishbone member.
• Because of the V shape, the wishbones not only position the wheels and transmit the vehicle
load to the spring.
• The upper arms are shorter in length than the lower ones. This help to keep the wheel track
constant, and minimize the tyre wear.
 WISHBONE SUSPENSION

•The suspension must be designed

in such a way as to keep the wheel
upright for maximum tyre contact Upper wishbone
(vehicle control) and to minimize
tyre wear.
•The upper wishbone is short
and the lower wishbone is
longer.
•Both wishbones pivot points and
lengths are calculated to provide the
best operating angle for a given
suspension movement.

Lower wishbone
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 ADVANTAGES & DISADVANTAGES OF
WISHBONE TYPE INDEPENDENT SUSPENSION

Advantages Disadvantages

• Ride quality is good. • Initial cost is more

• Maintenance cost is more.
• Improve the steering
• Required frequent wheel alignment
preciseness since the wheel
otherwise increase tyre wear.
movement are not link
• Ground clearance increase

Applications:- SUV,CARS
 MACPHERSON STRUT
This is a very popular and efficient form of suspension. It
has one control arm and a strut assembly. A coil spring
and shock absorber will normally form parts of the strut
assembly. Strut
assembly
Coil springs may be mounted on the
control arm instead of being around the
strut. On this type, Frame
the shock absorber connects
the knuckle to the frame.
Shock
This type of suspension strut is often also absorber
used on rear suspension systems.
Knuckle
Control
Coil spring arm 35 of 12
FRONT SUSPENSION
(MACPHERSON STRUT)
 MACPHERSON STRUT SUSPENSION
The top of the strut is bolted to a
reinforced section of the frame
structure.
Steering knuckle
The lower end of the strut is attached
to a steering knuckle.

The control arm is also attached to the Strut

steering knuckle.

The control arms are mounted on Frame

a cradle section of the frame.
Control
An anti-roll bar links the two control
arm
arms together to reduce sway (body
roll). Cradle
Anti-roll bar
37 of 12
 ADVANTAGES & DISADVANTAGES OF
MACPHERSON STRUT SUSPENSION

Advantages Disadvantages
• Light in weight.
• Camber does not change due to up & • Not suitable for Heavy motor vehicle.
movement of wheels • Load caring capacity is less.
• Maximum Engine compartment
available.
• Maintenance cost is less.
• Initial cost is less.
• Ride comfort is more.
• Improve road safety.

Applications:- CARS
VERTICAL GUIDE SUSPENSION:
•The king pin is attached directly to the cross
member of the frame.
•It slides up and down corresponding to the up and
down motion of the wheel, thus compressing or
elongating the springs.
•In this suspension the track, wheel base and wheel
attitude remain unchanged, but the system is having
disadvantage of decreased stability.
TRAILING LINK SUSPENSION:

•In this type, the coil spring is attached to the

trailing link which itself is attached to the shaft
carrying the wheel hub.
•When the wheel move up and down, it winds
and unwinds the spring.
•A torsion bar also been used in certain design in
place of the coil spring.
•This system does maintain the camber and the
wheel track constant.
•Distance between the front and the rear wheels
does change. This is the main defects in this type.
SWINGING HALF AXLE SUSPENSION:

• In this wheels are mounted rigidly on the half axles, which are pivoted on
their ends to the chassis member at the middle of the car.
• The main disadvantage in this system is that up and down movement of the
wheel cause the camber angle to vary.
 SOLID REAR AXLE SUSPENSION

•This type of rear suspension is

typical for a rear-wheel drive
vehicle.
Shock absorber
•The axle is inside a solid
housing. Coil
•The shock absorbers are springs
mounted between the solid
axle and the frame.
Axle housing Stabilizer bar
•The springs are arranged between the
axle housing and the frame of the vehicle.
•Trailing arms, or links, hold the rear axle in position.
Trailing arm
•A stabilizer bar and track bar are included to add vehicle stability.

42 of 12
 INDEPENDENT SUSPENSION SYSTEM PARTS

Basic Parts

Ball Joints – swivel joints that allow

control arm and steering knuckle to
move up and down and side to side.

Springs – supports the weight of the

vehicle; permits the control arm and
Wheel to move up and down.
Shock absorbers or dampeners – keeps
the suspension from continuing to bounce
after spring compression and extension.

Control arm bushing – sleeves that

allows the control arm to swing
up and down on the frame.
SUSPENSION SPRINGS:
1. Steel springs
a. Leaf spring
b. Tapered leaf spring
c. Coil spring
d. Torsion bar.

2. Rubber springs.
a. Compression spring
b. Compression – shear spring
c. Steel – reinforced spring
d. Progressive spring
e. Face – shear spring
f. Torsional shear spring

3. Plastic spring
4. Air spring
5. Hydraulic spring
COIL SPRINGS
 COIL SPRINGS

• The coil springs are used mainly with independent suspension, they can also used in rigid axle
suspension system.
• The energy stored per unit volume is almost double in the case of coil springs than the leaf springs.
• Coil spring do not have noise problem.
• The spring takes the shear as well as bending stress.
• A helper coil spring used to provide progressive stiffness against increasing load.
LEAF SPRING ASSEMBLY
LEAF SPRING:
Types of Leaf Springs:
There are five types of leaf springs

1. Full – elliptic type

2. Semi – elliptic type
3. Three Quarter – elliptic type
4. Transverse Spring type
5. Helper Spring type
• Semi elliptic leaf springs are almost universally used for suspension in light and heavy
commercial vehicles.
• These are widely used for rear suspension.

CONSTRUCTION:
• The figure shows the rear axle leaf spring of semi elliptic type.
• The spring consists of a number of leaves called blades.
• The blades vary in length.
• The lengthiest blade has eyes on its ends.
• This blade is called master leaf.
• All the blades are bound together by means of steel strap.
• The spring is supported on the axle, front or rear by means of a U-bolt.
• One end of the spring is mounted on the frame with a simple pin.
• On the other end, connection is made with a shackle.
• When the vehicle comes across a projection on the road surface, the wheel moves up,
deflecting the spring.
• This changes the length between the spring eyes.
• If both the ends are fixed, the spring will not be able to accommodate this change of
length.
• It can be taken care by shackle at one end which gives a flexible connection.

• HIGHLY CAMBERED SPRINGS provide a soft suspension, but they also increase the
tendency to yaw.
• Flat springs reduce the tendency of the vehicle to pitching, when braking or accelerating
suddenly.
• Use of longer springs gives a soft suspension.
• Generally, rear spring are kept longer than the front springs.
• This causes them to vibrate at different frequencies, which prevents excessive
bounce.
• Spring eyes for heavy vehicles are usually bushed with phosphor bronze
bushes.
• The rubber bushes are quiet in operation.
• When the leaf spring deflects, the upper side of each leaf tip slides or rubs
against the lower side of the leaf above it.
• This produces some damping which reduces spring vibration.
• If moisture is present, such inter leaf friction will cause corrosion which
decreases the fatigue strength of the spring.
• Phosphate paint may reduce this problem fairly.
• Occasionally, thin liners of zinc or any other soft metal are also inserted
between the blades, to prevent squeaking.
• The leaves of the leaf spring require lubrication at periodic intervals.
• The vehicle is jacked up so that the weight of the axle opens up the leaves.
• The spring is then cleaned thoroughly and sprayed with a graphite penetrating oil.

• THE QUARTER ELLIPTIC TYPE was used earlier, but these days the most widely
used is semi elliptic type.
• The TRANSVERSE SPRING is the cheapest one.
• It has a disadvantage that the vehicle body in this case is attached to the springs at only
two places, which imparts the vehicle a tendency to roll easily when it runs fast on sharp
corners.

• HELPER SPRINGS are provided on many commercial vehicles in addition to the main
leaf springs.
• They allow for a wide range of loading.
• When the vehicle is slightly loaded, these helper springs do not come
in operation.
• As load increased, they take their share of load.
• Generally, helper springs are used in rear suspension only.
MATERIAL:
1. Chrome – vanadium steel
constituents percentage
C 0.46
Mn 0.57
Si 0.17
Ni 0.15
Cr 1.40
Va 0.18
1. Silico – manganese steel
C 0.52
Mn 1.05
Si 1.95
Cr 0.05
1. Carbon steel
C 0.55
Mn 0.60
Si 0.20
AIR SPRINGS
LAYOUT OF AIR SUSPENSION SYSTEM
 SCHEMATIC VIEW OF
AIR SUSPENSION SYSTEM

Location of Air bellows

Location of Air bellows in Heavy
Motor Vehicles
 ADVANTAGES & DISADVANTAGES OF
AIR SUSPENSION
Advantages Disadvantages
• Variable space for wheel deflection
is put for optimum use for • Higher initial cost
automatic height control • Occupies more space.
• Head light alignment does not vary • Maintenance cost is more
due to different loading condition. • Due lack of friction damping is
necessary due road shock
• It improve the ride comfort.
• Reduce noise in suspension system.

Applications:- Volvo Buses

 TORSION BAR

The bar resists twisting action and acts like a

conventional spring
Torsion bar (large spring rod)

•One end is attached to the frame and the other to the lower control arm.
•Up and down of the suspension system twists the torsion bar.
•It will then try to return to its original shape, moving the control arm to its
original place.
 TORSION BARS
• Torsion bar is simply a rod acting in torsion and taking shear stresses only.
• These are made of heat treated alloy spring steel.
• The amount of energy stored per unit weight of material is nearly the same as
for coil springs.
• Torsion bar is often used with the independent suspension.
• The bar is fixed at one end to the frame, while other end is fixed to the end of
the wheel arm and supported in the bearing.
• The other end of the wheel arm is connected to the wheel hub.
• When the wheel strikes a bump, it start vibrating up and down, thus exerting
torque on the torsion bar, which acts as a spring.
• Torsion bar spring is lighter as compared to leaf springs and also it occupies
less space.
• The torsion tubes are used instead of bars. The bar being stiffer than the tube.
 ADVANTAGES & DISADVANTAGES OF
TORSION BAR SUSPENSION
Advantages
• Light in weight.
• Less space occupies .
• Its maintenance cost is less.
• Initial cost is less.
• Ride comfort is more.
Disadvantages
• It does not take accelerate & Braking thrust
so required additional linkages
• Due lack of friction damping is necessary
due road shock
•

Applications:- SUV Tata Safari, Tempo Trax

 SUSPENSION SYSTEM
Shock absorbers

•Limits spring compression-extension

movements to smooth the vehicle’s ride.

•Without shock absorbers, the vehicle

would continue to bounce up and down
long after striking dip or hump in the road.
SHOCK ABSORBER IN ACTION
RUBBER SUSPENSION SYSTEM
 SWAY BAR (STABILIZER BAR)

• Sway bar links connect the bar to the control arms

• The function of a sway bar is usually to prevent weight transfer from one side to the other in cornering situations.
• By preventing weight transfer, the inside wheel in a corner maintains more of its static weight.
• The sway bars main function is to equalize the suspension springs mainly when cornering. Most sway bars are U-shaped
and have two rubber bushings mounted in metal brackets. Some sway bars also have rubber grommets on the end of the
bars. The rubber bushings will stay stationary as the sway bar flexes. The sway bar bushings can wear out and
periodically applying a lubricant can help to prolong their usefulness
 SWAY BAR (STABILIZER BAR)

•Used to keep the body from leaning excessively in sharp turns.

•Fastened to lower control arms. (rubber bushings are used)
•During cornering, centrifugal force makes the outside of body drop and inside raise.
•The bar’s resistance to twisting motion limits body lean in corners.
 ADVANTAGES OF STABILIZER BAR

• It prevent the road shocks

• To provide safe guard to occupied & passenger
• To provide stability to vehicle during rolling pitching bouncing yawing
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