AUTOMOBILE ENGINEERING

Lecture 2: Unit IV:

Air Suspension, Suspension system, etc.

11. AIR SUSPENSION

The air suspension system was offered as optional equipment by the automobile
manufacturers. However, this system did not gain popularity and hence is no longer available.
Figure 21, shows a line diagram of the complete system used on cars. In air suspension, the
four springs are replaced by the four air bags. Each air bag is filled with compressed air
which supports the weight of the vehicle. The air gets further compressed and absorbs the
shock when the wheel encounters a bump on the road. An air compressor supplies air to the
system and it is driven with the help of a belt from the engine. The pressure in the reservoir is
maintained at about 20 kg/cm2.
The air is admitted into the four bags through two circuits. In one circuit, the air pressure is
reduced to 12 kg/cm2 with the help of a regulator. This pressure is admitted into the four air
bags through leveling valve. Whenever there is insufficient air in an air bag, that side of the
car will ride low. This state shall cause the leveling arm to move through linkages, thereby
opening the valve and admitting more air.

Figure 1: Air Suspension System

The other circuits have a supply of air at 20 kg/cm2, which is used to correct additional
loading of the car. This circuit maintains the car level, irrespective of whether there are
passengers or not. The air at 20 kg/cm2 pressure is admitted into the leveling valves through
the solenoid valve. The air is fed into the low air bag which has been compressed by added
weight by the leveling valve, thus bringing it in level with the other bag. The air is quickly
released by the leveling valve, when the load is decreased from the air bag to lower it to the
proper level.

12. HYDROELASTIC SUSPENSION

This type of suspension system makes use of rubber springs actuated by hydraulic pressure.
There is a spring unit at each wheel. The unit is fitted with water and anti-freeze. The front
and the rear units on each side are interconnected by a pipe, so that the water can flow
between the units. Fig. 20 shows a cutaway view of a hydro elastic spring. Whenever a wheel
encounters a bump, the tapered piston of the unit is pushed upwards. The spring is actuated
by the fluid which is beneath and in the center of the rubber spring. This upward movement
of the tapered piston also forces the water up through the interconnecting pipe to the other
unit on the same side of the car. The other side of the car also gets lifted, thereby distributing
the shock of the bump between the front and rear wheels of the car.

Figure 2: Hydrostatic Suspension System

13. REAR END SUSPENSION

There are three types of rear end suspensions usually found in motor vehicles:
1. Longitudinal leaf spring rear end suspension.
2. Transverse leaf spring rear end suspension.
3. Coil spring rear end suspension.
Longitudinal leaf spring and coil spring rear end suspensions are widely used in modem
vehicles. Transverse leaf spring rear end suspension is rarely used. Rear end suspension using
longitudinal leaf springs. Because this type of suspension is generally used in conjunction
with the Hotchkiss drive, the leaf springs must be made strong and resilient enough to
transmit the driving thrust and torque and to resist sideways, in addition to support the spring
weight of the body. The spring weight is kept as less as possible, in order to improve the side
of the vehicle. Because the springs do not generally support the wheels, rims, tyres, brakes
and rear axle, the weight of these parts is called the spring weight. The spring is clamped the
rear-axle housing by U-bolts, its each end is pivoted to the frame, by means of eyes Formed
in the ends of the longest leaf. One end of the longer leaf is secured to the front hanger by a
bolt, and the other end to the rear hanger by a spring shackle. Both the hangers are bolted to
the frame. the spring, elongated in compression and shortens in expansion. This change in
length of the spring is compensated by the shackle. At the intermediate position of the spring
length, the rebound clips are located. They are loose enough to permit the leaves to slide on
the other, and yet tight enough to permit the leaves together when the spring rebounds. The
spring eyes are usually provided with bushings or some anti-friction material, such as bronze
or rubber.
Figure 3, shows a heavy duty truck rear end suspension with leaf type auxiliary springs and
torque rods. This type of suspension is used in trucks intended for more severe operations and
with rear axle loading exceeding 10000 kg
 Figure 4: Rear end suspension with auxiliary
Figure 3: Heavy duty truck rear end
springs
Figure 5 shows coil spring rear end suspension. This type of suspension is always used in
conjunction with torque tube, torque reaction link, or torque rod drive. Therefore, the coil
springs arc not subjected to driving thrust or twist. Stabilizers and radius rods are also used
which relieve the coil springs of all stresses except those acting in a vertical direction. The
stabilizer prevents excessive roll or sideway when the car is cornering. The radius rod keeps
the rear axle and frame in lateral alignment. The coil springs are seated in pan shaped
brackets - spring seats attached to the rear axle.

Figure 5: Coil Spring Rear end Suspension

Figure 6, shows De-dion and independent type coil spring rear end suspensions. At (A), the
rigid Dc-dion tube is located longitudinally by two parallel links and laterally by a watt
linkage. The tube maintains the track at a constant width. It is to be noted that De-dion
suspension is not an independent suspension because a tubular axle connects and supports
both the wheels. At (B) is shown rear end suspension using radius arm. This is an
independent rear end suspension. In transverse leaf spring rear end suspension, a single
transverse spring is used. Such springs are mounted in inverted position parallel to and above
the rear axle. Each end is shaked to the axle.
 (b) Independent
Figure 6: Coil Spring Rear End Suspension
The Transverse rear springs are always used in combination with torque-tube drive, and
hence they do not carry the driving thrust and torque.
18. SHOCK ABSORBERS
If the suspension springs are rigid enough, they will not absorb road shocks efficiently, and if
They are flexible enough they will continue to vibrate for a longer time even after the bump
has passed. Therefore, the springing device must be a compromise between flexibility and
stiffness. Shock absorbers are provided as part of the suspension system of motor vehicles for
this purpose. When the vehicle wheel strikes a bump, the spring is compressed enough and
only a little vertical upward motion is transferred to the frame. When tile wheel comes down
from the bump, the spring expands very rapidly. If this rebound is not controlled the spring
starts to vibrate heavily. To control this vibration, at the shock absorber is used in the
suspension system. Similarly, when the wheel falls over a hole, the spring expands and is
unable to take the full vehicle load. The shock absorber takes part of this.
In the case of leaf spring suspension system, the friction between the leaves provides the
clamping effect. But because of the uncertainty of the lubrication conditions, the amount of
friction also varies and hence the damping characteristics do not remain constant. Therefore,
additional damping is provided by means of the dampers or shock absorbers. Frequently, the
shock absorber housing is linked to the frame cross member and the shock absorber arm is
connected to the spring, axle or suspension control arm.
Mainly the shock absorbers are of two types:
1. Mechanical.
2. Hydraulic:
(i) Van type
(ii) Piston type:
(a) Single acting (b) Double acting
 (iii) Telescopic type
Described of hydraulic type shock absorbers used on all passenger cars. They develop
resistance to the spring action by forcing a fluid through check valves and small holes.
Double acting shock absorbers offer resistance both during compression and rebound of the
springs. Single acting shock absorbers offer resistance only on rebound. The friction type
shock absorbers have almost become obsolete due to their non-predictable damping
characteristics. Lever Type shock absorber is of indirect acting type. It is bolted to the chassis
through a lever and link. As the axle moves up and down, a double piston arrangement forces
the oil through a valve. Telescopic type shock absorber is of direct acting type. It is mounted
between the axle and the frame. A simplified diagram of the telescopic shock absorber is
shown in Fig. 7. Its upper eye is connected to the axle and the lower eye to the chassis frame.
A two way valve A, is attached to a rod G. Another two-way valve B is attached to the lower
end of cylinder C. The fluid is in the space above and below the valve A, and also in the
annular space between the cylinder C and tube D, which is connected to the space below the
valve B. The head J has a gland H. Any fluid scrapped off by the rod G is brought down into
the annular space through the inclined passage.
The shock absorber works as follows: when the vehicle comes across a bump the lower eye f
moves up. Therefore, the fluid passes from the lower side of the valve A to its upper side. But
since the volume of the space above valve e A is less than the volume of the rod G, the fluid
exerts pressure on the valve B. This pressure of the fluid trough the valve opening provides
the damping force. Similarly, when the lower eye f moves down, the fluid passes from the
upper side of the valve A to the lower side, and also from the lower side of the valve B to its
upper side. Fig. 28 shows the detailed construction of the telescopic shock absorber.

Figure 7: The detailed construction of the telescopic shock absorber.