Diagnosis Technicain - Suspension and Steering Suspension System

Suspension System Description

The suspension connects the body of
Shock absorber Spring
the vehicle with the wheels, and carries
Torsion
beam out the following functions:
Spring
• During running, it acts, together with
Stabilizer
the tires, to absorb and damp the
various vibrations, oscillations, and
Shock
absorber shocks received by the vehicle due
to irregularities in the surface of the
road, in order to protect the passen-
gers and cargo, and improve driving
stability.
• It transmits the driving and braking
Suspension arm
forces, which are generated due to
friction between the road surface and
the wheels, to the chassis and body.
Lower arm • It supports the body on the axles
and maintains the proper geometrical
relationship between the body and
wheels.
It consists of the following principal com-
ponents:
(1) Springs
Neutralize the shocks from the road
surface.
(2) Shock absorbers (dampers)
Acts to improve riding comfort by lim-
iting the free oscillation of the
springs.
(3) Stabilizer (sway bar or anti-roll bar)
Prevents lateral swaying of the vehi-
cle.
(4) A linkage
Acts to hold the above components
in place and to control the longitudi-
nal and lateral movements of the
wheels.
(1/1)

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

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Diagnosis Technicain - Suspension and Steering Suspension System

Oscillation and Driving Comfort

1. Sprung weight and unsprung
weight
Sprung weight
The body is supported by springs.
The weight of the body, etc., which is
supported by springs is called the
sprung weight. On the other hand,
Unsprung weight
the wheels and axles, and other
parts of the automobile which are not
supported by springs, make up the
unsprung weight. It is generally said
that the greater the sprung weight of
an automobile, the better the riding
Sprung weight
comfort becomes, because, as the
sprung weight is made larger, the
tendency of the body to be jolted
Sprung weight decreases. Conversely, if the
Unsprung weight unsprung weight is large, it is easy
for the body to be jolted. Oscillation
and jolting of the sprung parts of the
Unsprung weight
vehicle -especially the body- have a
particularly great effect on riding
comfort.
(1/3)

2. Oscillation of sprung weight

(1) Pitching Oscillation of sprung weight can be classified as fol-
lows:
(1)Pitching
Pitching is the up-and-down oscillation, in relation to
the vehicle's center of gravity, of the front and back of
(2) Rolling the vehicle.
This happens especially when the vehicle goes over
large ruts or bumps in the road or when driving over
an unpaved road which is rough and full of potholes.
Also, pitching occurs more easily in vehicles with
(3) Bouncing softer (easily compressed) springs than in those with
harder springs.
(2) Rolling
When turning or when driving on a bumpy road, the
springs on one side of the vehicle expand, while those
on the other side contract.
(4) Yawing
This results in body rolling in the lateral (side-to-side)
direction.
(3) Bouncing
Bouncing is the up-and-down movement of the auto
body as a whole.
When a vehicle is running at high speeds on an undu-
lating surface, bouncing is likely to occur.
Also, it occurs easily when the springs are soft.
(4) Yawing
Yawing is the movement of the vehicle's longitudinal
centerline to the right and left, in relation to the vehi-
cle's center of gravity.
On roads where pitching occurs, yawing is also likely
to occur.
(2/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

3. Oscillation of unsprung weight

(1) Hopping
Oscillation of unsprung weight can be classified as fol-
lows:
(1) Hopping
Hopping is the up-and-down bouncing of the wheels
which usually occurs on corrugated roads while driv-
ing at medium and high speeds.

(2) Tramping (2) Tramping

Tramping is the up-and-down oscillation in opposite
directions of the left and right wheels, causing the
wheels to skip over the road surface.
This occurs most easily in vehicles with rigid axle sus-
pension.
(3) Wind-up
Wind-up is the phenomenon in which acceleration or
(3) Wind-up
braking torque acting on the leaf springs attempts to
wind the leaf springs around the axle.
Wind-up vibration has an adverse influence on riding
comfort.
HINT:
Measures to prevent wind-up:
• Asymmetrical leaf springs
Wind-up is reduced by offsetting the rear axle so that
it is located slightly forward of the center of the leaf
spring. This also serves to reduce the up-down
motion of the body during acceleration and decelera-
tion.
• Shock absorber location
Wind-up can be reduced by mounting the shock
absorbers away from the center of wind-up and by
bias-mounting them. That is, by mounting one in
front of and one behind the axle.
(3/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

Suspension Types and Characteris-

tics
1. Outline
Suspensions can be divided into the
following two types according to their
structures.
(1) Rigid axle suspensions
Both wheels are supported by an
axle housing or axle beam. There-
fore, the left and right wheels move
together. The characteristics of rigid
axle suspensions are:
• The number of parts is small and
the construction is simple. There-
fore, maintenance is easy.
• It is durable enough for heavy-duty
use.
• When turning, there is little tilting of
the body.
• There is little change in the align-
ment due to the up-and-down
movements of the wheels. There-
fore, there is less tire wear.
• Since the unsprung weight is great,
riding comfort is poor.
• Since the movement of the left and
right wheels mutually influence one
another, vibration and oscillation
occur rather easily.
(2) Independent suspensions
Each wheel is supported by an inde-
pendent arm, which is mounted to
the vehicle body. Therefore, the left
and right wheels move indepen-
dently. The characteristics of inde-
pendent suspensions are:
• The unsprung weight is low and
riding comfort is good.
• The springs have nothing to do with
the positioning of the wheels, so
softer springs can be used.
• Since there is no axle connecting
the left and right wheels, the floor
and engine mounting position can
be lowered. This means that the
vehicle's center of gravity will be
lower.
• The construction is rather complex.
• Tread and alignment change with
the up-and-down motions of the
wheels.
• Numerous models are equipped
with a stabilizer bar to reduce rolling
during cornering and improve the
comfortability to ride.
(1/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

There are various types of rigid axle suspension.

(1) Trailing arm type with torsion beam
This section explains the rigid axle suspension types cur-
rently used in Toyota vehicles and their characteristics.

(2) Parallel leaf spring type

(3) Leading arm type with lateral rod,

trailing arm type with lateral rod

(4) 4-link type

(1) Trailing arm type with torsion beam

This type is mainly used in the rear suspension of
front-engine front-wheel drive (FF) vehicles, and
employs a structure consisting of a suspension arm
and stabilizer bar welded to a twistable axle beam
(There are some models with no stabilizer bar.).
Due to its simple structure and compact size,
unsprung weight can be reduced for a better ride. In
addition, it also enables the securing of a large lug-
gage space.
When rolling occurs such as during cornering and on
rough roads, the stabilizer bar twists with the axle
beam. As a result, rolling is reduced due to the action
of the stabilizer bar, thereby maintaining vehicle stabil-
ity.
When jacking up the vehicle, do not lift the torsion
beam section with a jack or the like.

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Diagnosis Technicain - Suspension and Steering Suspension System

(2) Parallel leaf spring type

This type of suspension is used for the front suspen-
sion of trucks and buses, etc., and for the rear sus-
(2) Parallel leaf spring type pension in commercial vehicles.

Characteristics:
• Construction of the suspension is simple but com-
Rear axle
paratively strong.
• Difficult to use a very soft spring, therefore riding
comfort is not very good.

Leaf spring

(3) Leading arm type with lateral rod,

(3) Leading/trailing arm type with lateral rod
trailing arm type with lateral rod This type of suspension is used for the front and rear
suspensions of the Land Cruiser, or trucks, etc.

Characteristics:
• Riding comfort is good.
• Rigidity is high.

Leading arm
Lateral control rod

Front suspension

Lateral control rod

Trailing arm

Rear suspension

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Diagnosis Technicain - Suspension and Steering Suspension System

(4) 4-link type

This type is used for the rear suspension. It provides
the best riding comfort of all the rigid-axle suspen-
sions.
(4) 4-link type

Upper control arm

Lateral control rod

Stabilizer

Upper control arm Lower control arm

(2/3)

There are various types of independent suspension.

(1) Macpherson strut type

(2) Double wishbone type

Semi-trailing arm type

Suspension arm

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Diagnosis Technicain - Suspension and Steering Suspension System

(1) MacPherson strut type

This is the most widely used independent suspension
system for the front suspension of small and medium
sized cars.
This type is also used as the rear suspension of FF
cars.
Stabilizer link

Stabilizer bar Characteristics:

• The construction of the suspension is relatively sim-
ple.
• Since there are a small number of parts, it is light, so
unsprung weight can be reduced.
• Since the space taken up by the suspension is small,
the usable space in the engine compartment can be
increased.
• Since the distance between suspension support
Lower arm points is great, there is little disturbance of the front
wheel alignment due to installation error or part man-
Suspension member ufacturing error. Therefore, except for toe-in, align-
ment adjustments are ordinarily unnecessary.

REFERENCE:
Centerline of spring Spring offset
Piston rod On the MacPherson strut type suspension, the shock
absorbers act as part of the suspension linkage, bearing
the vertical load. However, because the shock absorbers
are subjected to the load from the tires, they bend very
slightly.
Rod guide a
This causes lateral stress (A and B, as shown in the illus-
A
tration) to be generated, creating friction between the pis-
ton rod and the rod guide, and between the piston and the
inner shell, causing abnormal noises and adversely
B affecting riding comfort.
b These problems can be minimized by off-setting the
Bending force
springs from the centerline of the strut or shock absorber
Piston
so that reactive forces a and b are generated in opposi-
tion to forces A and B.
Inner shell

Spindle

Reactive force
Load
by spring off-setting

(1/1)

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Diagnosis Technicain - Suspension and Steering Suspension System

(2) Double wishbone type

Upper arm
This type is used widely for the front suspension of
small trucks and for the front and rear suspensions of
Coil spring passenger cars.
Characteristics:
Lower arm • In this type of suspension, wheels are mounted to
the body via upper and lower arms. Suspension
geometry can be designed as desired according to
the length of the upper and lower arms and their
mounting angles.
For example, if the upper and lower arms are parallel
and have equal length, the tread and the tire-to-
ground camber of the tire will change. As a result, it
is not possible to obtain adequate cornering perfor-
Tire-to-ground
camber mance. In addition, the changes in the tread will
cause excessive tire wear.
To solve this, a design is normally employed in which
the upper arm is made shorter than the lower arm so
that the tread and the tire-to-ground camber of the
Tread
tire fluctuate less.

Tread

REFERENCE:
• Semi-trailing arm type
Semi-trailing arm type is used for the rear suspension
in a few models.
With this suspension, the amount by which the toe
angle and camber change (due to the up-and-down
motion of the wheels) can be controlled at the design
stage, in order to determine the handling characteris-
tics of the vehicle.
(3/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

Springs Characteristics
1. Elasticity
1. Elasticity If a force (load) is applied to an object made of a
Load material such as rubber, it will create stress (deforma-
tion) in that object. When that force is released, the
object will return to its original shape. We call this
characteristic ÅgelasticityÅh.
The springs of a vehicle use the principle of elasticity
to cushion the body and occupants of a vehicle from
road shock.
2. Spring constant
The steel springs use bending or twisting elasticity.
W
k= a Where W = external force (load), in N REFERENCE:
a = amount of contraction Even if an object has elasticity, if the force that is applied
(deformation), in mm to it is excessively large, the elasticity limit will be
k = spring constant, in N/mm exceeded, thus preventing the object from completely
returning to its original shape. This is referred to as "plas-
a1
W1
a2 ticity".
W2 a3
W3 2. Spring rate (constant)
The deflection of a spring varies in proportion to the
force (load) applied to it. That is, the value obtained by
dividing the force (w) by the amount of deflection (a) is
constant. This constant value (k) is called the "spring
W1 W2 W3
a1 a2 a3
= k (constant) rate" or "spring constant".
A spring with a low spring constant is said to be "soft",
while a spring with a high spring constant is said to be
"firm".
(1/2)

3. Spring oscillation
When the wheels of a vehicle strike a bump, the vehi-
3. Spring oscillation cle's springs will be rapidly compressed. Since each
spring will immediately attempt to return to its original
Oscillation length, in order to release the compressed energy it
pattern
will extend beyond its original length. Then the spring
will respond to the rebound by attempting to return to
its original length and will contract to less than its orig-
Amplitude

inal length. This process, which is called spring oscil-

lation, is repeated many times until the spring
eventually returns to its original length.
Time If spring oscillation was left uncontrolled, it would
cause not only an uncomfortable ride, but would also
lead to handling stability. To prevent this, shock
absorbers are also provided.

(2/2)

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Diagnosis Technicain - Suspension and Steering Suspension System

Types of spring
Leaf spring
Metallic spring Coil spring 1. Outline
Suspension spring
Torsion bar spring In automotive suspension systems,
Non-metallic spring
Rubber spring the springs used are metallic springs
Air spring and non-metallic springs
• Metallic springs
• Leaf springs
Leaf spring Coil spring Torsion bar spring • Coil springs
Fixed end of • Torsion bar springs
torsion bar
• Non-metallic springs
• Rubber springs
• Air springs

Torsion applied to end of

Rubber spring Air spring bar by lever

(1/6)

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Diagnosis Technicain - Suspension and Steering Suspension System

2. Leaf springs
Leaf springs are made of a number of curved bands of
Shackle
spring steel, called "leaves", stacked together in order
Eye
Clip
Centerbolt from shortest to longest. This stack of leaves is fas-
tened together at the center with a center bolt or a
rivet and to keep the leaves from slipping out of place,
they are held at several places with clips. Both ends of
Span
the longest (main) leaf are bent to form spring eyes,
used to attach the spring to the frame or to a structural
member such as a side member.
Generally, the longer a leaf spring, the softer it will be.
Nip Also, the more leaves in a leaf spring, the greater the
load they will withstand, but on the other hand, the
spring will become firmer and riding comfort will suffer.

Characteristics:
• Since the springs themselves have adequate rigidity
to hold the axle in the proper position, it is not neces-
sary to use linkages for this.
• They function to control their own oscillation through
inter-leaf friction.
• They have sufficient durability for heavy-duty use.
• Due to inter-leaf friction, it is difficult for them to
Camber absorb the minute vibrations from the road surface.
Therefore leaf springs are generally used for large
commercial vehicles which carry heavy loads and for
which durability is highly regarded.

The curvature of each leaf is called "nip". Since the nip

of a leaf is greater the shorter the leaf, each leaf
curves more sharply than the one above it in the
stack.
When the center bolt is tightened, the leaves flatten
somewhat, as shown in the illustration in the left,
causing the ends of the leaves to press very tightly
against one another.
The overall curvature of the leaf spring is called "cam-
ber". However, this friction also causes a decrease in
riding comfort, since it prevents the spring from flexing
easily.
(2/6)

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Diagnosis Technicain - Suspension and Steering Suspension System

The purpose of nip

Measure to reduce inter-leaf friction • When a spring is flexed, nip causes the leaves in the
silencer pads
spring to rub together, and the friction created by this
rubbing quickly damps the oscillations of the spring.
This friction is called inter-leaf friction, and is one of
the greatest features of the leaf spring. However, this
friction also causes a decrease in riding comfort, since
it prevents the spring from flexing easily. Therefore,
leaf springs are mainly used on commercial vehicles.
• When the spring rebounds, nip prevents gaps from
occurring between each of the leaves, thus preventing
dirt and sand, etc., from penetrating between the
leaves and causing wear.
Taper end • Measure to reduce inter-leaf friction
Silencer pads are inserted between each of the leaves
Helper springs at their ends to improve the sliding of the leaves
Helper spring against each other.
Each of the leaves is also tapered at the ends so that
they exert the proper amount of pressure when they
come in contact with each other.

Helper springs
In trucks and many other vehicles which undergo great
Main spring
fluctuations in their loads, helper springs are used. The
helper spring is installed above the main spring. When
the load is light, only the main spring operates, but when
the load exceeds a certain value, both the main and
helper springs come into operation
(3/6)

3. Coil springs
Coil springs are made from rods of special spring steel
Spring rod
formed into the shape of a coil. When a load is placed
on a coil spring, the entire rod is twisted as the spring
contracts. In this way, the energy of the external force
is stored, and shock is cushioned.
Progressive spring
Load
Load
Characteristics:
• The energy absorption rate per unit of weight is
greater in comparison with leaf springs.
• Soft springs can be made.
Taper coil springs • Since there is no inter-leaf friction as with leaf springs,
there is no control of oscillation by the spring itself, so
it is necessary to use shock absorbers along with
them.
Unequal-pitch spring Conical springs
• Since there is no resistance to lateral forces, linkage
mechanisms to support the axle (suspension arm, lat-
Progressive eral control rod, etc.) are necessary
spring

Progressive spring
Load

If a coil spring is made from a rod of spring steel hav-

ing a uniform diameter, the entire spring will flex uni-
formly in proportion to changes in the load. This
means that if a soft spring is used, it will not be stiff
Flexure enough to handle heavy loads, while if a hard spring is
used, it will give a rough ride when only lightly loaded.
However, if a rod having a constantly-changing diame-
ter is used, as shown in the left, the ends of the spring
will have a lower spring rate than the center. Conse-
quently, under light loads, the ends of the spring will
contract and absorb road shock. On the other hand,
the center part of the spring will be stiff enough to han-
dle heavy loads.
Unequal-pitch spring, conical springs, etc. have the
same effect.

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Diagnosis Technicain - Suspension and Steering Suspension System
(4/6)

4. Torsion bar springs

4. Torsion bar springs
A torsion bar spring (usually simply called a torsion
Opposing Fixed end of
torsion torsion bar bar) is a spring-steel rod that uses its torsional elastic-
Torsion
ity to resist twisting. One end of the torsion- bar is
anchored to the frame or other structural member of
the body, and the other end to a component that is
subjected a torsional load.
Torsion bar springs are also used to make stabilizer
bars.
Characteristics:
• Since the energy absorption rate per unit of weight is
Torsion applide to end of bar by lever great as compared to other springs, the suspension
5. Rubber springs
can be lightened.
Rubber cushion • The layout of the suspension system is simplified.
• As with coil springs, torsion bar springs do not con-
Springs
bumper trol oscillation, so it is necessary to use shock
absorbers along with them.
5. Rubber springs
Rubber springs absorb oscillations through the gener-
ation of internal friction when they are deformed by an
external force.

Characteristics:
• They can be made in any shape.
• They are silent during use
• They are not appropriate for use in supporting heavy
loads.

Therefore, rubber springs are used mainly as auxiliary

springs or as bushings, spacers, cushions, stoppers
and other supports for the suspension components.
(5/6)

6. Air springs
Air springs make use of the fact that air has elasticity
or "springiness" when compressed.

Characteristics:
• They are extremely soft when the vehicle is not
Air chamber
loaded, but their spring constant can be increased as
the load is increased by increasing the air pressure
inside the chamber. This provides optimum riding
comfort both when the vehicle is lightly loaded, and
Rolling diaphram
when it is fully loaded.
• The height of the vehicle can be kept constant, even
if the load changes, by adjusting the air pressure.

However, in air suspensions using air springs, devices

for controlling the air pressure and compressors for
compressing air, etc., are necessary, so the suspen-
sion becomes complex.
Currently, the electronically-modulated air suspension,
which incorporates this type of air spring, is offered as
an option in some models.

(6/6)

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Diagnosis Technicain - Suspension and Steering Suspension System

Shock Absorbers Description

When a vehicle is subjected to shocks from the road sur-
face, the suspension springs absorb those shocks. How-
ever, because springs have the characteristic of
continuing to oscillate, and because it often takes a long
time for this oscillation to stop, riding comfort will be poor.
The job of the shock absorbers is to absorb this oscilla-
tion. Shock absorbers not only improve riding comfort, but
they also give the tires better road-holding characteristics
Spring Shock absorber
and improve steering stability.
Tire
Suspension linkage
& axle

without Shock absorber

Amplitude

with Shock absorber

Time

1. Principal of operation
1. Principal of operation Orifice In automobiles, telescopic shock absorbers are used
which employ a special fluid, called shock absorber
fluid, as the working medium. In this type of shock
absorber, damping force is generated by the flow
Piston resistance caused by the fluid being forced through an
orifice (small hole) by the movement of a piston.
(1) Damping force
The stronger the damping force, the more quickly the
Valve
oscillations of the body are dampened, but the shock
〈1〉Expansion 〈2〉Expansion from the damping effect also becomes greater.
The damping force also changes with the speed of the
Damping force

Damping force

piston. There are several types of shock absorber,

which differ depending on how the damping force
Piston speed Piston speed changes, as follows:

Compression Compression <1>Type whose damping force is proportional to pis-

ton speed
〈3〉Expansion High (firm)
Medium (sports) <2>Type with two levels of damping force with respect
Low (soft)
Damping force

to piston speed
Piston speed
<3>Type in which damping force varies according to
Low (soft)
Medium (sports)
driving pattern
High (firm)
Compression
Suspension systems with type <1> and <2> damping
forces are used in most vehicles. Type <3> systems
are used in vehicles with EMS (Electronic Modulated
Suspension)

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Diagnosis Technicain - Suspension and Steering Suspension System

2. Types
Shock absorbers are classified as follows:
•Classification by operation
Classifiation of shock absorbers
•Single-action type
•Multiple-action type
Single-action •Classification by construction
by Operation •Mono-tube type
Multiple-action •Twin-tube type
•Classification by working medium
•Hydraulic type
Mono-tube •Gas-filled type
by Construction
Shock absorbers which are used in current models
Twin-tube
have twin-tube or mono-tube construction and have
multiple-action type operation. Most recently, many
gas-filled shock absorbers of the above types have
Hydraulic come into use.
by Working medium
Gas-filled

(1/1)

Construction and Operation

1. Mono-tube type
A representative type of mono-tube shock absorber is
the DuCarbon type shock absorber, which is charged
with high-pressure nitrogen gas (2.0-2.9 MPa; 20-30
kgf/ cm 2 ; 284-427 psi)
Piston rod

Rod guide
(1) Construction
Oil seal Inside the cylinder, the gas-storage chamber and the
fluid chamber are separated by a "free piston", so
Rebound stopper
called because it can move up and down freely.
(2) Characteristics of the DuCarbon type shock absorber
• Good heat radiation because the single tube is
Upper chamber
exposed directly to the atmosphere.
Piston valve
• One end of the tube is charged with high-pressure
gas, which is completely sealed off from the fluid by
Lower chamber
a free piston. This ensures that cavitation and aera-
Free piston tion do not occur during operation, thereby providing
Protector more stable damping.
Nitrogen gas
(High pressure)
• Operation noise is greatly reduced.

(1/4)

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Diagnosis Technicain - Suspension and Steering Suspension System

(3) Operation
1 During bounding (compression)
<1>During bounding (compression)
During the compression stroke, the piston rod
moves downward, causing the pressure of the fluid
to be higher in the lower chamber than in the upper
chamber. Therefore, the fluid in the lower chamber
is forced into the upper chamber through the piston
valve. It is at this time that damping force is gener-
ated by the flow resistance of the valve.
The high-pressure gas exerts great pressure on the
fluid in the lower chamber, forcing it to flow quickly
and smoothly into the upper chamber during the
2 During rebounding (expansion) compression stroke. This ensures a stable damping
force.
<2>During rebounding (expansion)
During the expansion stroke, the piston rod moves
upward, causing the fluid pressure in the upper
chamber to be higher than that in the lower cham-
ber. Therefore, the fluid in the upper chamber is
forced into the lower chamber through the piston
valve, and the resistance exerted by the valve acts
as a damping force.
Since the rod moves upward, a portion of it moves
out of the cylinder, so the volume of fluid displaced
by it decreases. To compensate for this, the free pis-
ton is pushed upward (by the high-pressure gas
below it) by a distance equivalent to this volume.

Since DuCarbon type shock absorbers are of the

mono-tube type, the tube must not be allowed to
become deformed since free movement of the piston
and free piston will be impaired if this occurs, In addi-
tion, since a protector is provided to prevent deforma-
tion by flying stones, attach the protector so that it
faces the front of the vehicle when installing the shock
absorbers.
(2/4)

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Diagnosis Technicain - Suspension and Steering Suspension System

2.Twin-tube type
(1) Construction
Bumper stopper Inside the absorber shell (outer tube) there is a cylin-
Ring nut
Oil seal der (pressure tube), and inside that there is a piston
Gasket Rod guide which moves up and down. At the base of the piston
Air
rod, a piston valve is installed which generates damp-
Absorber Piston rod ing force when the shock absorber is extended (during
shell Cylinder rebounding). At the bottom of the cylinder there is a
base valve which generates damping force when the
Rebound stopper shock absorber is compressed (during bounding).
Piston valve The inside of the cylinder is filled with absorber fluid,
but only 2/3 of the reservoir chamber is filled with fluid,
Reservoir
Piston rod the rest being filled with air at atmospheric pressure or
Piston
low-pressure gas. The reservoir serves as a storage
Base valve
tank for the fluid entering and leaving the cylinder
Low-pressure gas-filled type is filled with gas under
Gas low pressure (0.3-0.6 MPa; 3-6 kgf/cm2 ; 43-85 psi).
(Low pressure)
This prevents the generation of abnormal noise due to
Piston valve cavitation and aeration that can occur in shock
absorbers using only fluid. Minimization of cavitation
Low-pressure Fluid and aeration also makes it possible to obtain a more
gas-filled type
stable damping force, thus improving riding comfort
and handling stability.
Base
valve In some low-pressure gas-filled shock absorbers, the
base valve is eliminated so that damping force is gen-
erated during both bounding and rebounding by the
piston valve.
HINT:
• Cavitation:
When the fluid flows at high speed within the shock
absorber, the pressure will drop in some areas, form-
ing air pockets or cavities in the fluid. This phenome-
non is called cavitation. These cavities collapse when
carried into regions of high pressure, resulting in great
impact pressure. This will generate noise, cause pres-
sure fluctuations, and can damage the shock absorber
itself.
• Aeration:
Aeration is the mixing of air with shock absorber fluid.
This can lead to noise, pressure fluctuations, and
pressure loss.
(3/4)

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Diagnosis Technicain - Suspension and Steering Suspension System

(2) Operation
1 During bounding (compression)

Chamber B
Piston rod <1>During bounding (compression)
Non-return valve
• Piston rod's speed of motion high
Orifice When the piston moves downward, the pressure in
Reservoir chamber
Leaf valve chamber A under the piston becomes high.
Piston & piston valve The fluid pushes open the non-return valve of the pis-
Chamber A
Orifice ton valve, and with practically no resistance flows into
Non-return valve chamber B (damping force is not generated).
Leaf valve At the same time, an amount of fluid equal in volume
Base valve to the volume of the fluid displaced by the piston rod
as it is pushed into the cylinder, is forced through the
Piston rod’s speed of motion high
leaf valve in the base valve and flows into the reser-
Leaf valve
Non-return voir chamber.
valve It is at this time that damping force is generated by the
flow resistance.
• Piston rod's speed of motion low
Leaf valve
Piston valve Base valve
If the speed of the piston rod is very low, the non-
return valve in the piston valve and the leaf valve in
the base valve will both remain closed because the
Piston rod’s speed of motion low
pressure in chamber A is low.
Orifice Orifice
However, since there are orifices in the piston valve
and the base valves, the fluid in chamber A flows
through them into chamber B and the reservoir cham-
ber, so that only a slight damping force is generated.
Piston valve Base valve

<2>During rebounding (expansion)

2 During bounding (expansion)
• Piston rod's speed of motion high
Chamber B Piston rod When the piston rod is moving upward, the pressure
Non-return valve
Orifice
in chamber B above the piston becomes high and the
Piston & piston valve fluid inside chamber B opens the leaf valve in the pis-
Leaf valve ton valve and flows into chamber A.
Reservoir chamber Orifice Chamber A At this time, the flow resistance of the fluid acts as a
Non-return valve
damping force.
Leaf valve
Since the rod moves upward, a portion of it moves out
Base valve
of the cylinder, so the volume of fluid displaced by it
decreases.
To compensate for this, the fluid passes through the
Piston rod’s speed of motion high Non-return
valve
non-return valve of the base valve from the reservoir
chamber and flows with practically no resistance into
chamber A.
Leaf valve • Piston rod's speed of motion low
When the piston rod is moving at a low speed, both
Piston valve Base valve
the leaf valve in the piston valve and the non-return
valve in the base valve remain closed because the
Piston rod’s speed of motion low pressure in chamber B above the piston is low.
Orifice Orifice Therefore, the fluid in chamber B passes through the
orifices in the piston valve and flows into chamber A.
Also, the fluid in the reservoir chamber passes
through the orifice in the base valve and flows into
Piston valve Base valve
chamber A, so only a slight damping force is gener-
ated.
(4/4)

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Diagnosis Technicain - Suspension and Steering Suspension System
Servicing Precautions
1. Handling of shock absorbers
Since the oil seal, piston rod, and other components of the shock absorbers are made with extreme precision,
the following precautions must be taken when handling them:
• Exposed portions of the piston rod must not be scratched to prevent leakage of shock absorber fluid. In addition,
the piston rod should be kept free of paint and oil.
• In order to prevent damage to the oil seal caused by interference with the piston valve, the rod and cylinder
should not be rotated with the shock absorber extended completely. Particular caution is required in the case of
gas-filled shock absorbers since the piston rod is constantly pushed up by the pressure of the gas.
2. Handling of gas-filled shock absorbers
Since pressure is constantly applied on the inside of gas-filled shock absorbers, the following precautions should
be taken in addition to those described above:
• Do not attempt to disassemble non-disassemblable shock absorbers (including all DuCarbon type shock
absorbers as well as low-pressure gas-filled shock absorbers in which the ring nut is caulked).
• When disposing of gas-filled shock absorbers, first evacuate the gas.
(1/3)

3. Evacuation of gas
(1) Ducarbon type
Hole (1) DuCarbon type
Vinyl bag Drill a 2 to 3 mm hole about 10 mm from the bottom of
10mm
Drill (2~3φmm) the removed shock absorber cylinder before discard-
ing in order to release the pressurized gas. (This gas
is harmless, colorless, and odorless, but metal chips
may fly out during drilling, so work carefully. A good
Gas Free
piston Rubber band safety practice is to put a vinyl bag around the end to
be drilled, fastening it in place with a strong rubber
band.)
(2) Non-disassemblable macpherson strut type
Drill area (2) Non-disassemblable MacPherson strut type
In this type, in which the ring nut cannot be removed,
lay the shock absorber assembly down horizontally
and drill a 2 to 3 mm hole in the top of the absorber
shell.
(3) Disassemblable MacPherson strut type (3) Disassemblable MacPherson strut type
SST <1> Clamp the shock absorber in a vise.
<2> Slowly loosen the ring nut three or four turns until
the gas begins to leak out. If the gas is allowed to
escape too quickly, the absorber fluid may come out
as well.
<3> Make sure that there is no gas remaining in the
absorber before discarding. This can be determined
by lifting the piston rod to the top of the cylinder and
releasing it. If the piston falls back into the cylinder
of its own weight, all of the gas has been exhausted.
(2/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

4. Installation of cartridge type low-pressure gas-

Strut type
filled shock absorbers
Although the shock absorber is replaced only as an
Ring nut assembly in the case of many low-pressure gas-filled
MacPherson strut shock absorbers, such assembly
replacement is not necessary in some models.
Instead, the piston rod with cylinder can be removed
and a replacement cartridge installed.
The following precautions must be taken in such
cases:
• Since the piston rod with cylinder and the cartridge
Cartridge have different shapes, cartridges should be used
that come with their own ring nut.
• When disposing of the cartridge, first evacuate the
gas following the same procedure as in the case of
the non-disassemblable MacPherson strut type.

Piston rod
with cylinder

(3/3)

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Diagnosis Technicain - Suspension and Steering Suspension System

Exercise

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Exercise, you can use the reference button to check the pages related to the current question. When you get
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Diagnosis Technicain - Suspension and Steering Suspension System
Question- 1
Mark each of the following statements True or False.
.

No. Question True or False Correct Answers

Oscillation of the unsprung weight causes hopping, tramping, yaw-

1 True False
ing, and wind-up.

An independent type suspension provides a more comfortable ride

2 than a rigid type suspension because the unsprung weight is True False
smaller.

Coil springs and torsion bar springs must be used together with
3 shock absorbers because they do not have the oscillation control True False
function.

Hydraulic fluid and low-pressure gas are sealed inside of Ducarbon

4 True False
type shock absorbers.

Question- 2
The following illustrations show suspension types. From the following word group, select the words that correspond
to 1 to 4.

1. 2.

3. 4.

a) 4-link type b) MacPherson type c) Trailing arm type with torsion beam d) Double wishbone type

Answer: 1. 2. 3. 4.

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Diagnosis Technicain - Suspension and Steering Suspension System
Question- 3
The following statements pertain to the coil spring characteristics. Select the statement that is True.

1. There is inter-leaf friction that naturally damps the spring oscillation.

2. Since there is no resistance to lateral forces, linkage mechanisms to support the axle are necessary

3. The energy absorption rate per unit of weight is not greater in comparison with leaf spring.

4. The progressive spring, which ensures both the riding comfort of a coil spring and the load resistance,
has the taper coil spring, conical spring, and helper spring.

Question- 4
The following illustration shows the shock absorber classifications. From the following word group, select words that
correspond to 1 to 3
.

1
Operation
Multiple action

2
Construction
Twin - tube

Hydraulic
Working medium
3

a) Mono-tube b) Gas-filled c) Single action d) Double action e) Single-tube

Answer: 1. 2. 3.

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