Lesson 2

 Dependent and
Independent
Suspension System

Dependent Suspension System

A dependent suspension system connotes that there is a beam or axle that

connects the left wheel to the right so they work in tandem with each other. This
classification of suspension can be sprung by either a combination of leaf springs and
shock absorbers or coil springs and shock absorbers. This simple structure is what
makes it rugged and cheap, allowing manufacturers to put it in mass-market vehicles
that demands durability and affordability.

1. Torsion Beam
Also known as the twist beam suspension, torsion beam suspension system is
simple and manufactured at a low cost. Commonly found at the rear, the system uses
trailing arms integrated with a crossmember that twists as the wheels move. If we are
to plot it on a chart, it would be in the middle of a solid axle and an independent
suspension. The design allows for a roomier cabin as the suspension system is more
compact and simpler. It is also relatively cheaper to produce and rigid at the same time.
It is often found on more affordable and smaller sedans and hatchbacks like the Honda
Jazz.\

Fig. 1-8 Twist-beam suspension of the

VW Golf IV (1997), VW Bora (1999) and
Audi A3 (1996). The rubber–metal
bearings of the axle body are set at 25 to
the transverse suspension of the vehicle
in order to improve the self-steering
properties of the suspension together
with the rigidity of the bearings which
varies in three directions in space.
Compared with the previous model, it
was possible to reduce unwanted lateral-
Fig. 1-8 Twist-beam suspension of the VW
force toe-out steer resulting from link
Golf IV (1997), VW Bora (1999) and Audi
deformation by 30% to approximately 1
A3 (1996).
mm per 500 N of lateral force. Fig. 8.1-72
shows the four-wheel-drive version of the
VW Golf IV.
2. Rigid axles

Rigid axles (Fig. 1-9) can have a whole series of disadvantages that are a
consideration in passenger cars, but which can be accepted in commercial vehicles:
Mutual wheel influence (Fig. 8.1-21). The space requirement above the beam
corresponding to the spring bump travel. Limited potential for kinematic and
elastokinematic fine-tuning. Weight – if the differential is located in the axle casing (Fig.
8.1-20), it produces a tendency for wheel hop to occur on bumpy roads. The wheel load
changes during traction (Fig. 8.1-22) and (particularly on twin tyres) there is a poor
support base bSp for the body, which can only be improved following costly design
work

Fig. 1-9 Rear axle on the VW LT light
commercial vehicle.
Fig. 8.1.21 Mutual influence of the two
wheels of a rigid axle when travelling
along a road with pot-holes, shown as
‘mutually opposed springing’. One wheel
extends along the path s2 and the other
compresses along the path s1.

Because of its weight, the driven rigid axle is outperformed on uneven roads (and
especially on bends) by independent wheel suspension, although the deficiency in road-
holding can be partly overcome with pressurized mono-tube dampers. These are more
expensive, but on the compressive stroke, the valve characteristic can be set to be
harder without a perceptible loss of comfort. With this, a responsive damping force is
already opposing the compressing wheels. This is the simplest and perhaps also the
most economic way of overcoming the main disadvantage of rigid axles. In contrast to
standard-design vehicles, the use of the rigid rear axle in front-wheel-drive vehicles has
advantages rather than disadvantages . The rigid rear axle weighs no more than a
comparable independent wheel suspension and also gives the option of raising the body
roll centre (which is better for this type of drive). Further advantages, including those
for driven axles, are:
  they are simple and economical to manufacture;
 there are no changes to track width, toe-in and camber on full bump/rebound-
travel, thus giving low tyre wear and sure-footed road holding;
 there is no change to wheel camber when the body rolls during cornering ,
therefore there is constant lateral force transmission of tyres;
 optimal force transfer due to large spring track width
 the lateral force compliance steering can be tuned towards under- or over-
steering

Independent Suspension System

This type of suspension system does not feature a bar connecting both wheels.
Rather, each wheel is given its own spring and shock combo, which gives a more
comfortable riding experience. That’s because a bump or pothole that affects one wheel
won’t influence the other – meaning, when one wheel is pushed upwards by a bump,
the adjacent wheel will stay on the ground unaffected. Independent suspension
systems can be used either in front or rear, with the former being the common
nowadays to keep the front wheels on the ground and pointing the car in the right
direction.

Fig 1-2. Independent Suspension System

There are different variations of independent suspension systems. With

consistent technological advancement, the automotive industry now has a handful on
its list and each one has its advantages and disadvantages. Without further delay, here
are three common forms of independent suspension systems.

1. MacPherson Strut
 This type of independent suspension system uses either a wishbone or a
substantial compression link that is stabilized by a secondary link. Some people refer to
it as a shock absorber built inside a coil spring. It is commonly found under front-wheel-
drive cars, like the Kia Soluto. A MacPherson strut is among the most cost-effective
independent suspension system as it uses fewer parts, meaning it’s simpler and easier
to manufacture.

The MacPherson strut is one of the common types among the independent
suspension systems. Due to its simplicity, it does not take up much space, making it an
ideal option for smaller and more compact vehicles. The simplicity of its structure also
means it’s easier to manufacture and troubleshoot than other kinds of independent
suspensions.

Fig. 1-3.Front axle on the VW light commercial vehicle Lt 28 to 35 with an opposed steering
square. A cross-member serves as a subframe and is screwed to the frame from below.
Springs, bump/rebound-travel stops, shock absorbers and both pairs of control arms are
supported at this force centre. Only the anti-roll bar, steering gear, idler arm and the tie-rods of
the lower control arms are fastened to the longitudinal members of the frame. The rods have
longitudinally elastic rubber bushings at the front that absorb the dynamic rolling hardness of
the radial tyres and reduce lift on uneven road surfaces.
Fig. 1-4 Rear view of the left-hand side of the McPherson front axle on the Opel Omega
(1999) with negative kingpin offset at ground (scrub radius) rs and pendulum-linked
anti-roll bar.
The coil spring is offset from the McPherson strut to decrease friction between
piston rod 2 and the rod guide. Part 2 and the upper spring seat 9 are fixed to the inner
wheel house panel via the decoupled strut mount 10. The additional elastomer spring
11 is joined to seat 9 from the inside, and on the underside it carries the dust boot 12,
which contacts the spring seat 3 and protects the chrome-plated piston rod 2. When the
wheel bottoms out, the elastomer spring rests on the cap of the supporting tube 1.
Brackets 4 and 13 are welded to part 1, on which the upper ball joint of the anti-roll bar
rod 5 is fastened from inside. Bracket 13 takes the steering knuckle in between the U-
shaped side arms. The upper hole of bracket 13 has been designed as an elongated
hole so that the camber can be set precisely at the factory. A second-generation
double-row angular (contact) ball bearing (item 14) controls the wheel. The ball pivot of
the guiding joint G is joined to the steering knuckle by means of clamping forces. The
transverse screw 15 grips into a ring groove of the joint bolt and prevents it from
slipping out in the event of the screw loosening. The subframe 6 is fixed to the body. In
addition to the transverse control arms, it also takes the engine mounts 8 and the back
of the anti-roll bar 7. The drop centre rim is asymmetrical to allow negative wheel offset
(not shown) at ground (scrub radius)

2. Double Wishbone
As the name suggests, there are two
wishbone-like arms are connected to the
wheel. Each of those has different mounting
positions: one at the wheel and one at the
vehicle’s frame. The wishbones on this
system are similar to the MacPherson strut’s
wishbone, as they also feature coil springs
and shock absorbers. There are several
configurations of double wishbone
suspension but we’ll save that for a more in- Fig. 1-5. Double Wishbone Suspension
depth article.
One great thing about double wishbones is the increase in negative camber due to the
vertical movement of the upper and lower arms. In that context, the outside wheel of your car
when cornering will retain optimal contact on the road – resulting in better grip and handling
performance. Meaning, when your car leans over to one side in a corner, the wheel remains
perpendicular to the road, which gives your tire the maximum amount of contact with the
ground.

3. Multi-link suspension
If double wishbone suspensions use two links connected to the wheel and
vehicle frame, a multi-link suspension system utilizes at least three lateral arms and one
or more longitudinal arm. The multi-link independent suspension system is relatively
more expensive than the two aforementioned setups, as well as more complex and
intricate in its structure. Despite that, it has become common to modern cars, which
setup involves front MacPherson struts and multi-link suspension on the rear. However,
due to the cost of manufacturing such systems, it is mainly found on more expensive
cars, or cars belonging to the premium category.
Due to more links connected to the wheel, this suspension system is able to move more
freely than the other two, as it can cover various angles. Another thing is, with its
structure, it offers more options to attain various wheel alignments. You may find multi-
link suspensions on off-road vehicles, sedans or sports cars.

Fig.1-6 Multi-link rear suspension of the Fig. 1-7 Multi-link suspension of Ford
 BMW 5 series (E39, 1996). Werke AG.

The multi-link suspension of Ford Werke AG in fig 1-7 is derived from the
Mondeo Turnier model series, multi-link suspension is used by Ford for the first time in
the Focus models (1998) in the segment of C class vehicles. This is called the ‘control
sword axle’ after the shape of the longitudinal link. As there are five load paths
available here, instead of the two that exist in twist-beam axles and trailing arm axles,
there is great potential for improvement with regard to the adjustment of riding
comfort, driving safety and noise and vibration insulation.As a result of a very elastic
front arm bush, the high level of longitudinal flexibility necessary for riding comfort is
achieved. At the same time, very rigid and accurate wheel control for increased driving
safety is ensured by the transverse link, even at the stability limit. The longitudinal link
is subject to torsional stress during wheel lift and to buckling stress when reversing. By
using moulded parts, it was possible to reduce the unsprung masses by 3.5 kg per
wheel.