SUSPENSION SYSTEM

Functions of suspension system

a. To control the movements of the wheel with respect to the body

b. To accommodate the driving and braking forces

c. To carry the mass of the vehicle and the cargo that it carries

d. To accommodate and absorb vibrations, roll and shocks when driving.

e. To ensure the front and rear wheels are correctly located.

f. To ensure road wheels remain in contact with road surface.

Principles of suspension system

a. Reduction of weight of wheels & components receiving road shocks to minimum or reduction of unsprung
weight.

b. Reduction of rolling or pitching of the body to a minimum with suitable design & attachment of the
springs.

c. To absorb satisfactorily the large as well as the smaller road impact with the help of a single springing
device.

Sprung and unsprung weight

Unsprung weight

• The unsprung weight is that part of the suspension system that directly experiences the irregularities of
the road surface.

• Unsprung weight concerns:

The wheels, brake discs / brake drums, axles and some of the suspension parts.

• The sprung weight is carried by the springs. There are components that move together with the wheels
and at the same time are connected to the body. These components form part of the sprung and part of
the unsprung weight. In this respect you should consider the:

suspension arms
shock absorbers
suspension struts

• The ratio between the sprung and the unsprung weight must be as large as possible. This is necessary:

 To keep the best possible contact between the tyres and the road surface when driving.

 To obtain the best possible driving comfort.

Page 1 of 23
 • For low fuel consumption, the mass of vehicles must be as low as possible. However, to obtain a large
difference between the sprung and unsprung weight, the unsprung weight must be small. Therefore,
light-alloy wheels and/or torsion bar springs are sometimes used. Taking these measures reduces the
unsprung weight.

Sprung weight

• The sprung weight is the proportion of the vehicle that is ‘isolated’ from the road surface by the spring
system. The irregularities of the road surface are not transmitted directly to the sprung weight. They are
absorbed by the spring system.

• The sprung weight includes the body including the attached massive parts, such as the:

Engine, drive, fuel tank, exhaust system and some of the suspension parts.

Springs

• Coil springs • Leaf springs • Hydro pneumatic springs

• Torsion bar springs • Air springs

Coil springs

• Coil springs are used in most passenger cars. The coil spring

• Operates by means of torsion.

Important properties of coil springs are:

a. low mass e. cannot accommodate transverse,

b. supple spring characteristics braking and propulsive forces
c. no maintenance required f. No self-damping action; oscillations
d. take up little space; a shock absorber are not damped by the spring.
can be installed within the spring

The advantages of the coil spring

i. A reduction in unsprung weight;

Page 2 of 23
ii. Energy storage is high;

iii. It can provide a softer ride;

iv. It allows for a greater movement of suspension;

v. It is more compact.

Torsion bar springs

• The action of torsion bar springs, like that of coil springs, is based on torsion.

• The torsion bar spring is attached to the body at one end. The other end is attached to the suspension
arm. The torsion bar spring is installed under torsion. Torsion bar springs can be installed either
longitudinally or transversely.

• The torsion bar spring can be made as a solid round bar, but it can also consist of a pack of flat leaf
springs. These are called laminated torsion springs.

• Important properties of a torsion bar spring:

a. low mass b. takes up little space

Page 3 of 23
 c. maintenance free f. Cannot accommodate longitudinal
d. supple spring characteristics and transverse forces.
e. no self-damping action; oscillations
are not damped by the spring
Leaf springs

• Leaf springs normally consist of one or several leaves. Leaf springs are attached to the axle in the middle.
The ends are attached to the body or to the chassis. Spring shackles accommodate the change in length of
the spring as it curves and straightens on bounce and rebound.

• Spring clamps and a centre bolt keep the pack of leaves together.

• Important properties of a leaf spring:

a) Can accommodate longitudinal and transverse forces.

b) Is self-damping; due to friction between the leaves, oscillations are partially damped
c) Large mass
d) Takes up a lot of space

Helper Springs

• Helper Springs Eliminate Sagging/Overloaded Leaf Springs.

• Thus, the Helper Spring prevents the loosing of the spring when the wheel gets released.

• A helper spring is just like a semi elliptical spring but without eyes at the ends.

• Their end touches the brackets fitted on the frame when the truck is heavily loaded.

• These springs allow for a wide range of loading

• Generally, it is used on rear suspension only.

Page 4 of 23
Multi leaf spring

• A multi-leaf spring is not just a bunch of pieces of steel put together. It is an engineered system designed
to provide support, stability and safety to a vehicle. In a multi-leaf spring the length and make-up of each
leaf is important because each leaf is designed to carry a proportionate amount of load and stress.
In addition, each leaf is designed to provide support to the leaf above and below it. In the event of failure
- all springs eventually break - this feature will provide support for the vehicle.

Different Leaf Spring Shapes

• Although there are two main types of leaf springs out there, when speaking about the number of plates,
there are also various shapes out there too, each their own benefits, disadvantages and uses. We have
looked at these below:

Page 5 of 23
a. Semi Elliptical – This is the normal shape for a multi-leaf spring, similar to the bow of a bow and arrow,
but without the string.

b. Elliptical – Two leaf springs can be combined facing away from each other to create an oval shape. This is
known as elliptical.

c. Quarter Elliptical – This is an older type of spring with a similar structure to that of a normal leaf spring,
only different being that it is half.

d. Three-Quarter Elliptic – Some larger vehicles can be seen sporting an extra half of a leaf spring to support
the normal leaf spring, positioned over the top of the axle.

e. Transverse – Transverse leaf springs were positioned across the car from wheel to wheel, rather than
over the wheels. Again, these are an older type of spring that is not often used anymore.

Air springs

• Air springs are used in commercial vehicles.

• Air springs use the principle that air can be compressed.

Important properties of air springs are:

 Comfortable suspension, both for a loaded and unloaded vehicle

 Spring operation is almost independent of the amount of cargo; the distance between the chassis and the
road surface hardly changes when the amount of cargo changes

 When loading and unloading, the distance between the chassis and the road surface can be adjusted, so
that the height of the vehicle’s loading floor can be adjusted to the height of the loading platform, and
containers can for instance be easily loaded.

 Requires little space.

Page 6 of 23
  Cannot accommodate longitudinal and transverse forces.

Advantages of Air and gas spring

a. Improved fuel consumption e. Better resale

b. More versatile on certain types of terrain f. Less damage to road surfaces

c. More versatile for some loads g. Less load shifting and damage

d. Improved tyre life

Disadvantages of Air and gas spring

a. High cost. c. Freezing of moisture in air in cold weather.

b. Risk of breakdown. d. Greater maintenance require

Independent front suspension

• Operation or shock of one wheel does not affect other wheels.

• It is a suspension system arrangement for cutting road wheels to the frame in which fall of one road
wheel has no direct effect with each other. In this system, the car is not tilted as each wheel can fall/rise
freely.

• This system has each of front wheels supported independently by a coil or leaf spring.

• It helps to provide softer springing action, improve steering control, better road wheels with bumping
systems, better ride for occupants and engine can be mounted near car front.

Advantages of Independent front suspension

a) Improved ride comfort d) Increased passenger space

b) Better road holding especially on rough or e) More accurate steering

uneven road surfaces.
f) It allows for a greater rise and fall of the
c) Reducing steering joggles wheel.

Disadvantages of Independent front suspension

Complex Design
In independent front suspension, since each wheel's movement is made free of the other one on the axle,
proper steering-wheel geometry and alignment becomes a critical part of the design. This makes the
design process much more complex as compared to that of the rigid axle suspension.
More Maintenance Cost
the complex steering and suspension linkage mechanism in an IFS system makes it more expensive to
maintain.
Page 7 of 23
 More Wear and Tear
The independent motion of each wheel on an uneven surface results in a slight change in the wheel track.
This increases tire scrub when a wheel bounces over a bump.
Less Overall Strength
The rigid axle system has a beam interconnecting the two wheels. This beam provides it with additional
strength. The independent front suspension system does not have such a beam interconnection, and
therefore, is comparatively weaker than the rigid axle suspension.
Thus, an independent front suspension system has its own set of advantages and disadvantages. For most
cars, and light to medium weight vehicles, the advantages of this suspension system outweigh the
disadvantages, and that is the reason why it has found such widespread applications in modern times.

Wishbone type

Double Wishbone type

• Commonly used design in which a large helical s coil spring is arranged between two suspension arms. The
arms are wishbone shaped, the lower end of spring locating in a plate fitted to the lower arm. The upper
end of the spring is located in an inverted cup forming part of chassis frame. Lower arm is secured to
chassis by either screwed bushes or rubber bushes. Upper arm may be secured in same manner or maybe
splined to spindle of damper unit bolted to the chassis.

• As alternative, tubular damper may be fitted inside spring and secured to lower arm and cup. Stub axle
and kingpin assembly are secured to out ends of arms by ball joints or trunnions.

• Where arms or links are of equal length deflection of wheel alters steering track and causes excessive tyre
wear. Upper arm is shorter than lower arm and results in track remaining almost constant but camber
angle is altered.

Parallel link system

Page 8 of 23
• Kingpin and arm arrangement is very similar to coil spring. spring being replaced by longitudinally
arranged torsion bar. It may be solid or laminated type. One end is secured to chassis in a splined clamp
plate while the other end is splined into the inner end of lower wishbone arm. Number of splines at each
end of bar are different so a Vernier effect is obtained which makes possible the re-adjustment of the
chassis height. This may become necessary if torsion bar should take up a permanent twist due to
overload, (suspension settle).

• An alternative arrangement consists of two I section arms and a radius rod. The rod is fitted between
outer end of lower arm and chassis at a point behind arm mounting. Rod is used to resist braking torque
and thrust forces. Longitudinal torsion bar may be connected to lower arm, or coil spring arranged above
upper arm. In some variations, rubber spring with short link arm is arranged above upper arm.

Stabilizer Bar

• Connects lower control arms on both sides of vehicle

• Reduces sway

• Functions as a spring when car leans to one side

• If one wheel moves up, bar twists as it tries to move the other wheel along with it

Macpherson type

• Stub axle is integral with lower part of telescopic tube, which incorporates tubular hydraulic damper.
Page 9 of 23
• Lower part is attached to outer end of link arm by ball joint, the inner end of arm being secured to chassis.
Upper end of tube is secured to body via a thrust bearing which prevents longitudinal movement of upper
end but allows the complete tube to swivel. Coil spring is fitted between upper and lower parts of the
tube.

• The camber, caster and kingpin inclination angles cannot be adjusted in service and link arm controls the
track.

INDEPENDENT REAR SUSPENSION

• It has the same advantages as IFS, but there is also very large reduction of un-sprung weight which can be
obtained particularly where both the brakes and final drive are secured to the chassis or the sub frame.

• Advantages ( independent rear suspension)

• Lesser unsprung weight – improves ride ,

• Reduces tyre wear.

• Increased passenger space

• Rear wheels remain stable.

• DISADVANTAGES

• Increased cost

• Complicated design

• Steering action is not proper

Page 10 of 23
 Transverse link

• Spring is mounted above final drive, both being attached to chassis. Upper ends of wheel bearing
supports are attached to ends of spring, and lower ends to tubular dampers. These are inclined and their
upper ends are secured in rigid arms, which form part of sub-frame. Half-shafts are driven via universal
joints at differential ends.

Transverse link and strut

Page 11 of 23
 • Road wheels and rear axle tubes are pivoted at final drive, which is secured to chassis. Coil springs are
fitted between chassis and outer ends of axle tubes, together with inclined tubular dampers. The axle
ends are located by radius rods, and half-shafts are driven via constant-velocity joints arranged at centre
of swing of each axle.

Rubber suspension

This is a combination of rubber and fluid (which is under pressure). Each wheel is fitted with a hydrolastic unit,
which consists of a steel cylinder mounted on the body of the car. A tapered piston, complete with a rubber and
nylon diaphragm connected to the upper suspension arm, fits in the bottom of the unit. When the wheel moves
upwards, the piston is also moved up and via fluid action compresses the rubber spring. The units are connected
together on the same side by large bore pipes and some of the fluid is displaced down the pipe to the other unit.
In this way the tendency for the vehicle to pitch (this is the movement of the body fore and aft, that is front to
back) is reduced.

Toggle Link
Page 12 of 23
It is the best-known rubber suspension type used in many buses. Two bounded rubber bushes are arranged at
each side of axle and their steel outer cases are connected by top and bottom stretchers. The hubs of the bushes
nearest the axle are secured to it, the hub of the outer bushes being secured to the chassis. The links are so
arranged that the bushes are concentric under normal load, being distorted as the load is increased. The four
links form the complete suspension and control the forces acting upon the axle. The bushes and links are splayed
to widen the base of the system, so increasing the roll resistance.

Advantages of rubber suspension

a. No wearing parts. d. Spring unit requires no maintenance.

b. In a correctly designed unit, the fatigue factor e. Temperature variation has little effect upon
is low. performance.

c. Instantaneous complete failure is impossible f. The noise factor is low.

due to the nature of material.
g. Light in weight.
Gas and air suspension
Page 13 of 23
i. Hydra gas suspension

ii. Hydro pneumatic suspension

Hydra gas suspension

• It is a development of the hydrolastic system. The main difference is that the rubber is replaced by a gas
(usually nitrogen), hence the term ‘pneumatic’. With this type, the gas remains constant irrespective of
the load carried. Gas pressure will increase as volume is reduced. This means that the suspension stiffens
as the load increases. The units are connected together in a similar manner to the hydrolastic suspension
and the fluid used is a mixture of water, alcohol, and an anti-corrosive agent.

• The ride height in both these systems can be raised or lowered by the use of a hydrolastic suspension
pump to give the correct ride height and ground clearance.

Hydro pneumatic suspension

Page 14 of 23
• The springing action of hydro pneumatic spring systems is based on the principle that gases can be
compressed.

• The spring element is fitted between the suspension arm and the body.

• The spring sphere is filled with a gas (nitrogen) and a liquid (hydraulic oil).

• The gas and the liquid are separated by a membrane.

• The springing action is obtained by the gas compressing and expanding.

• Important properties of hydro pneumatic springs:

 Good springing properties.

 Constant ride height, independent of the load.

 Vehicle height is adjustable.

• Allows the driver to adjust the ride height (sometimes inaccurately referred to as ground clearance) of the
vehicle. It also maintains this clearance irrespective of the load being carried.

• Connected between the suspension arms at both front and rear are anti-roll bars. These are linked to
height correctors by means of control rods. Engine-driven pump supplies oil under pressure to a hydraulic
accumulator and this is connected to the height control or levelling valves.

• As the vehicle is loaded, the downward movement of the body causes the rotation of the anti-roll bar.
This moves the slide valve in the height correctors and uncovers the port to supply oil under pressure
from the accumulator to the suspension cylinders. When the body reaches the predetermined height
(which can be varied by the driver moving a lever inside the vehicle), the valve moves to the ‘neutral’
position. Removal of the load causes the valve to vent oil from the cylinder back to the reservoir.

• A delay device is incorporated to prevent rapid oil flow past the valve when the wheel contacts a bump.
This prevents the valve from continuously working and giving unsatisfactory operation.

Page 15 of 23
Advantages of Hydro pneumatic suspension

• It automatically adjusts the spring and damper rate to suit road conditions and driving styles.

• It can provide a soft and comfortable ride under normal driving conditions.

• It will stiffen to give better road holding during hard driving.

• A near-constant ride height can be achieved irrespective of the load on the vehicle.

Air suspension

Rigid axle suspension

• A beam axle, rigid axle or solid axle is a dependent suspension design, in which a set of wheels is
connected laterally by a single beam or shaft.

• These systems have a solid beam that extends between two wheels. If you hit a bump on the road, both
tires will receive the same impact. This means you are not going to get the same smooth ride that you
would in a vehicle with an independent system. They can, however, carry heavier loads and are great for
off-roading and towing, which is why they are commonly found in the larger 4x4 vehicles.

Page 16 of 23
Advantages of Beam Axle.

a. The axle-beam stub-axle and semi-elliptic springs constitute a simple and compact suspension and steering
system using only few parts, and is capable of taking up considerable rough handling. It is reliable, easily
serviced and cheaper than other types of suspension.

b. The axle provides rigid support for each spring, both in the vertical plane against bouncing of the sprung
body and in the horizontal plane against side forces.

c. The alignment of both road-wheels to the road in this case depends not on the chassis and body stiffness
but on the rigidity of the axle-beam, which supports both stub-axles and wheels.

d. As the road-wheels are attached to the axle-beam by the stub-axles, the wheels always remain
approximately perpendicular to the road so that best possible tyre tread contact with the road is achieved.
This provides very good road grip and consequently prolong tyre life.

e. The height of the axle-beam above the road does not alter between the unladen and laden state or when
the body, rolls or goes over a bump or pothole. This constant ground clearance is desirable for the vehicle
travelling over rough ground.

Rigid Axle Suspension disadvantages:

a. Hard springing due to a small amount of maximum spring deflection. Thus, it restricts the vertical
movement to the extent of the clearance between the axle and the engine.

b. Accurate control of steering geometry is not possible.

c. High-unsprung weight resulting in minimum wheel bonding.

d. For providing clearance, the engine needs to sit behind the axle. This reduces the passenger compartment
area.

e. It produces over-steer effect due to poor rolling stiffness.

Page 17 of 23
 TANDEM AXLE SUSPENSION

Reaction rods and struts, Pan hard rod, torsion bars

• A live axle in a vehicle transmits all the power (speed and torque) generated by the engine. As well as
that, bump energy from the road surface will also cause it to move about. We have to take measures to
keep the axle tied to the vehicle.

• We can do this by bolting the axle to the suspension springs. We also have to deal with the tendency of
the axle to twist one direction when driven and in the opposite direction when braked - drive and brake
torque reactions. Finally, we also have to counteract the tendency of the axle to shift sideways when drive
is applied. This is accomplished by using a retaining linkage called a pan hard rod.

Damper

Page 18 of 23
 • When the wheel moves over a bump, energy is given to the spring due to which it deflects, when the
bump is crossed, rebound or release of the stored energy takes place, and the spring is put into an
oscillating motion before restores to its normal position. To provide a comfortable ride, the damper is
incorporated to absorb the energy stored in the spring. This reduces the number of oscillations that occur
between the initial bump and the return of spring to the rest position.

Functions:

• Absorb road surface variations;

• Insulate the noise from the vehicle body;

• Give resistance to vehicle body pitch under braking and acceleration;

• Offer resistance to roll when cornering.

Spring oscillation curves

Telescopic Damper

Page 19 of 23
 Lever Type

• The damper unit is fixed to the frame and joined by a lever and link to the axle. The horizontal cylinder
uses two pistons, which are equipped with recuperator and pressure valves. A thin, mineral-base, damper
oil is filled to the level of the bottom of the filler plug.
The damper pistons are operated by the movement of the axle due to riding over a bump. The movement
of pistons displaces oil from one chamber to the other. Oil exert pressure to open the pressure valve, then
flows through an orifice to provide resistance, and finally passes through the open recuperator valve to
neutralize the depression created in the other chamber. A similar action in the opposite direction is
produced during rebound of the spring. The actual damper differs in various ways from the type shown.
The valve construction and its location are different, and in some designs, the cylinders are mounted
vertically.

Functions of Dampers and Shock Absorbers

• Contrary to common belief, the shock absorbers in a suspension system are things like the leaf springs or
coil springs. The dampers (often incorrectly referred to as 'the shocks' or 'shock absorbers') do not
normally absorb shocks. Their function is to minimize the tendency of the spring to oscillate back and
forth after it has absorbed bump energy.

Page 20 of 23
• As you drive over a bumpy surface, energy is imparted into the vehicle. In order to prevent that energy
damaging the vehicle, or the driver/passengers, or the load being carried, we must expend that energy by
making it do work. The work we make it do is to deflect the springs. It takes energy to deflect a
suspension spring. Once a suspension spring deflects, it is holding or storing energy. The spring wants to
get rid of that energy. In other words, the spring wants to rebound.

• The problem with this is that once the spring starts to move, it acquires kinetic energy in addition to the
bounce energy. This means it will rebound beyond its original position of rest. The spring is once again
storing energy (but not as much as it was with the first deflection). Again, the spring wants to give up this
energy and it begins to move back toward its position of rest. Once again, as it moves, it acquires
additional kinetic energy, so it will rebound back beyond its original position of rest. This happens several
times each time the spring absorbs a road shock.

• The big problem with this is that the axle is bolted to the springs, and the wheels and tyres are bolted to
the axle. Therefore, while the springs oscillate back and forth, the road wheels are making and loosing
contact with the road.

• This is where the dampers come in. Normally, they do not act as the spring deflects initially. They also
deflect freely. However as the spring rebounds, the damper begin to act, by restricting the rate of
rebound. This is achieved by using the rebound energy to pump oil from one part of the damper to
another, through very small holes. We are expending (spending or using) the bump energy by making it
do work - pumping oil from one part of the damper to another. Dampers that only work as they are
extended (not while they are retracting) are known as single acting dampers. On some performance
vehicles, dampers act in both directions, as they retract and extend. These are known as double-acting
dampers.

Fifth wheel coupling

Page 21 of 23
• Before coupling, the unit is cocked by pulling out the release handle. As tractive unit backs up, the semi-
trailer kingpin enters the coupling throat and engages the hook, which pivots through 90° so that both
shoulder and shank of pin are totally enclosed by the hook and the couplers jaw.

• As pin turns, the wedge-lock is released and the double coil spring pulls the wedge lock to its lock position
across the jaw. The kingpin pulls against the wedge, which forms a bridge across the couplers throat when
the vehicle is mobile.

• To release the kingpin release handle is pulled out and secured on the notch. The hook is now free to
pivot releasing the pin and leaving the coupling “cocked” ready to re couple with the release handle free
of the notch ready to relock automatically.

Page 22 of 23
Page 23 of 23