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BACKGROUND
In 1954, after countless refinements, a new dimension in ride comfort was opened up
by the Mercedes-Benz 300 SE, launched in 1961, in which air-chamber spring bellows
replaced the coil springs; at the same time, hydro-pneumatic level control was introduced for
the rear axle.
At the end of 1982 the Mercedes-Benz model 190 of the compact W 201 series was
presented, it featured the unprecedented and sensational multi-link independent rear
suspension. The optimal travel of the independently suspended rear wheels was achieved by
distributing the forces and moments to five three-dimensionally arranged links, each of which
was geometrically specialized for its function. Comfort and road holding were optimized
independently of each other. The rear suspension was complemented by a newly developed
front suspension with transverse control arms, damper struts and separately located coil
springs. The multi-link independent rear suspension was gradually introduced in the other
Mercedes-Benz models.
Suspension technology is revolutionized by electronics:
air suspension and the adaptive damping system (ADS) form an integral unit, including
individual, automatic level control on each wheel.
Dynamism and motoring pleasure set a new standard for automotive engineering
excellence in 1999 in Germany. The pioneering technology of the coup opened up a new
dimension of driving, primarily as a result of the worlds first active suspension system:
Active Body Control ABC represented a milestone in dynamic handling control and ride
comfort. In this system, hydraulically controlled servo cylinders in the spring struts work in
unison with the passive shock absorbers and coil springs. The actively controllable elements
reduce oscillating body vibrations up to five hertz, such as are noticeable in the form of body
lift and roll on uneven road surfaces, heavy lateral roll on bends and diving under braking. In
the Mercedes-Benz CL passive gas-pressure shock absorbers and coil springs were still
responsible for handling higher-frequency wheel vibrations from six to 20 hertz, however
their damping effect was less pronounced than in conventional suspension systems. This had
a positive effect on vibration and road noise. Active roll stabilization rendered torsion bar
stabilizers superfluous.
equal measure. PRE-SCAN uses two laser sensors in the headlamps as "eyes" which produce
a precise picture of the condition of the road. On the basis of the image created by the laser
sensors and the information about the road condition, the control unit develops a strategy for
overcoming the obstacle concerned. In response, Active Body Control adjusts the damping of
each individual wheel to a tauter or softer setting in advance and increases or reduces the load
on the wheel by means of an active hydraulic system. The suspension is adapted to a given
situation within fractions of a second. This results in a hitherto unprecedented level of ride
comfort, combined with maximum handling safety.
Launched in 2009, the E-Class of the 212 model series sets new standards for longdistance comfort in this vehicle category. The new model is equipped as standard with an
enhanced suspension featuring an adaptive shock absorber system which adjusts
automatically to the current driving situation by reducing the damping forces during normal
driving, thereby increasing ride comfort noticeably. During dynamic cornering or when
swerving at high speed to avoid an obstacle, the system applies the maximum damping force
in order to stabilize the vehicle as effectively as possible. What's more, the vehicle can be
ordered with a variant suspension system with dynamic damping characteristics and a
lowered ride height as well as air suspension; for the first time, this has been combined with
an infinitely variable electronically controlled damping system which processes various
sensor signals and controls each wheel independently.
1.2
suspension and behaviour in real time to directly control the motion of the car. Couples
experienced by the acceleration known as pitching and due to turning known as rolling are
also balanced in this system.
The Drawbacks of existing active suspension system:
This system needs external source of power to run the hydraulic pump to compensate
the excited force.
1.3
PROPOSED PROTOTYPE
In the present project work, it is decided to design and fabricate an active suspension
system which will cancel the vibration due to the interaction between wheel and unevenness
of the road. A suspension system with lever and link between primary spring and secondary
spring is used which will give an opposite force from upper wishbone side on the spring in
the direction opposite to the line of action of the force applied on lower wishbone due to
unevenness of road profile and it will minimize the vibration of the vehicle. The detail
methodology of the current project is discussed with diagram in next section.
connected to one end of the lever. The lever is connected in such a way to the auxiliary
(secondary) spring with fulcrum in middle of the lever. The auxiliary spring is connected to
the chassis.
Whenever the wheel rolls over a bump or pit it experiences an upward or lower force
respectively, which is called the exciting force and thus the main spring is either compressed
or expanded respectively. Now the spring absorbs this exciting force in accordance to its
capacity of compression or expansion and the excess force is transmitted to the main frame of
the vehicle and thus the passengers along with the driver experiences a jerk.
We modified the traditional suspension system as indicated above, with the
introduction of the auxiliary spring. When the main spring experiences the upward exciting
force, it is compressed, and the lever pulls the auxiliary spring. This downward pull of the
auxiliary spring is approximately equal to the upward exciting force, pulling the chassis and
resulting in nullifying the upward exciting force. Again when the main spring experiences a
downward exciting force, it is expanded and the lever pushes the auxiliary spring pushing the
chassis upward and resulting in nullifying the downward exciting force. Thus the passengers
and the driver experience a smooth ride without any jerk.
CHAPTER 2
6
LITERATURE REVIEW
Eugenio & Bruno [1], presented a paper with US Patent No. 9073400 on motor
vehicle multilink suspension system including a traverse leaf spring. It consists of one
transverse arm for each wheel support having one end pivotally connected to respective
wheel support and the opposite end pivotally connected to motor vehicle supporting structure.
It allows the auto designer the ability to incorporate both good ride and good handling in the
same vehicle, it also allows the vehicle to flex more; this means simply that the suspension is
able to move more easily to conform the varying angles of off-road driving. This ensures best
results both from the standpoint of travel comfort, driving safety, structural reliability,
simplicity of construction and reduction of dimensions and weight.
M Hand Nait [2], presented a paper with US Patent No. 9080629 on Multi Tunable
digressive valve shock absorber. It consists of a pressure tube defining a fluid chamber; a
piston assembly disposed said fluid chamber, an upper working chamber and a lower working
chamber. This Disclosure relates generally to hydraulic dampers or shock absorbers which
can generate damping forces in rebound and/or compression moments of shock absorbers.
Earle S. Mac Pherson [3], presented a paper on Independent front suspension, which
allows each wheel on the same axel to move vertically (i.e. reacting to bump in the road)
independently of each other. This provides a more compact and lighter weight suspension
system that can be used for front wheel drive vehicle. It offers better ride quality and handling
characteristics due to lower un-sprung weight and ability of each wheel to address the road
undisturbed by activities of the other wheel on the vehicle.
In July 2010 Cohen, Shai S [4], Virginia presented a paper with US patent No.
8480106 B1 on Dual suspension system. It includes a chassis a suspension arm rotatably
connected to chassis, a wheel connection connected couple to the suspension arm, a first lock
connected to the chassis and suspension arm, and a second lock connected between a
differential housing and the chassis. The present invention makes it possible to have both a
solid axel suspension system and an independent suspension system in a single vehicle, at
any point of time, and depending on the road conditions and the necessity.
Haiping et al. [5]; have on International Journal (Advances in structural
engineering , Vol. 16, No. 1, pp. 1-9) on Vibration control of vehicle seat integrating with
Chassis suspension and driver body model. Vehicles suspension is one of very important
7
CHAPTER 3
THEORY OF ISOLATION
3.1 INTRODUCTION
Whenever we analysis about suspension system Frahms isolation theory comes into
the main concerns. The main purpose of suspension system is isolating the main body from
road excitation. For obtaining a good suspension system we have to follow the principles of
excitation. We can better understand the isolation theory which is also known as Frahms
isolation theory by this derivation:
3.1.1 Frahms Dynamic Vibration Absorber
(1)
m2 x 2 + K 2 ( x 2x 1 ) =0
(2)
K
( 1+ K 2) x 1=F 0 sin t + K 2 x2
m1 x1 +
(3)
m2 x 2 + K 2 x 2=K 2 x 1
(4)
The steady state equations are
x 1=X 1 sin t
2
x 1=X 1 sin t
(5)
x 2=X 2 sin t
2
x 2=X 2 sin t
(6)
(7)
K 1+ K 2
m1 K 2 +m2 ( ] 2+ K 1 K 1
m1 m2 4
(K m2 2 )F 0
X 1= 2
(8)
K 1+ K 2
2
m1 K 2 +m2 ( ] + K 1 K 1
4
m1 m2
K F
X 2 = 2 0
(9)
In order to make the amplitude of main system to 0, the numerator of equation (8)
should be
( K 2 m2 2) F 0=0
(10)
10
K2
m2
(11)
Thus, the mass and spring constant of absorber system are selected in accordance with
equation (11), it acts as a vibration absorber i.e. the natural frequency of absorber system
alone is equal to the frequency of excitation against which it is desired to provide protection
to main system.
Putting
X st =
F0
0
K1
K1
m1
K2
m2
11 =
m=
And
m2
m1
X1
=
X st
{1( ) }
m
4
2 2
(
)
1+
+
+1
211 2m
211 2m
(12)
X2
=
X st
1
4
( 1+ ) 2 + 2 + 1
2
2
11 m
11 m
(13)
11
From equation (12), if X1=0 then = 22, i.e. exciting frequency is equal to natural
frequency of absorber system.
For amplitude of mass system to 0, i.e. putting = 22 in equation (13)
X2
=
X st
X 2=
X 2=
1
2m
( )
211
F 0 / K 1
m2 K 2 / m2
.
m1 K 1 / m1
X st =
F0
K1
F0
K2
F0 =K 2 X 2
(15)
From the above equation, the spring force K2x2 due to absorber system acting on main
system is equal and opposite to exciting force in mass system resulting in no motion of the
main system.
11 =
K1
m1
is equal to the
K 1 K2
m1 = m2
(16)
12
When this condition is fulfilled, the absorber is known as tuned absorber. At tuned
condition, equations (12) & (13) becomes
X1
=
X st
{1(
2
)}
m
4
2 2
(
)
1+
+
+1
211 2m
211 2m
(17)
X2
=
X st
1
4
( 1+ ) 2 + 2 + 1
2
2
11 m
11 m
(18)
The denominator of equations (17) & (18) are same solving for (putting
denominator = 0). The amplitude of vibration (X 1 and X2) will be infinite at these natural
frequencies of the composite system.
To find resonance frequency at tuned condition (11=22), we equate denominator to
0.
4
2+ ) 2 +1=0
4
m
m
22
( )
(19)
we have,
(2+ ) (2+ ) 4
=
m
2
2
( )
2
+
2
4
( )
1+
13
( ) ( )
1+
1+
2
1
2
(20)
( ) ( ) ( )
n 1 2
= 1+
m
2
1+
2
1
2
(21)
And
( ) ( ) ( )
n 2 2
2
= 1+ + 1+ 1
22
2
2
n1
Where,
(22)
system)
n2 second natural frequency of composite system
11
K1
m1
K2
m2
m2
m1
= mass ratio
14
X1
X st
( )
vs
m2
a
m
( )
=0, 22 =1
a
X1
=1 , then percentage of vibration,
m
X st =0
( )
According to this principle if exciting force is equal and opposite to the force applied
on absorber system and if mass of absorber system is zero then the amplitude of the main
body will be zero.
At the conventional active system the absorber system force is generated by hydraulic
means.
But if we rearrange the block diagram it will be seen like this,
16
CHAPTER 4
Primary spring.
Secondary spring.
Lever.
Fulcrum.
Rigid link.
Base plate.
Main body plate.
17
Casing.
Fig.4.1: Spring
4.2.2. Secondary Spring
Secondary spring is the main component due to which principle of isolation
comes into the scenario. The same reason of unavailability of springs of required
stiffness we have bought springs using at motorbike suspension system. For balancing
the couple we are using two secondary spring instead of one as shown in the auto-cad
diagram Fig: (5). Secondary springs are in parallel so the sum of stiffness of
secondary springs should be equal to the stiffness of primary spring. Due to the reason
unavailability we are using spring using at heavy weight vehicle as primary spring. As
shown in the fig: upper end of the secondary springs are fixed with the main body
plate and lower ends are fixed with one end of the levers. Secondary springs are used
as absorber system. Main body weight is transmitted through the primary spring so
the weight of the secondary spring is assumed as zero.
4.2.3. Lever
18
Lever is the component which plays the role of transmitting half of the
exciting force to the absorber system. Due to the balancing reason we have used four
levers. Each two levers are connected to the lower end of secondary spring and the
end of the rigid link.
4.2.4. Fulcrum
The fulcrum is connected to the main body plate and the middle of the levers.
The fulcrum point is pin jointed to the lever so the force will not transmit through the
fulcrum.
Parts
No.
1.
Primary
(Main)
Spring
2.
Secondary
(Auxiliary)
Spring
3.
4.
5.
Lever
Fulcrum
Base plate
6.
Main body
plate
7.
Casing
Dimension
Material
Quantity
(in mm)
Used
(nos.)
10
100
80
340
8 nos.
8
55
39
205
12 nos.
210
190
304.8
304.8
12
609.6
304.8
12
633.6
328.8
12
510
20
Mild steel
Mild steel
Wood
4
2
1
Wood
Wood
21
22
CHAPTER 5
EXPERIMENTATION
5.1. INTRODUCTION
Experiment is the most necessary task after assembling. We can get the result of the
prototype by experimentation. Whenever we talk about the experimentation of suspension
system there are some instruments necessary. These instruments are listed below:
Vibra-meter.
Accelero-meter.
Shake table.
5.1.1. Vibra-meter
plate. Two marking plates are placed simultaneously to each marker. The marking plates are
so placed that they do not experience any vibration. The marking obtained from the marker
attached to lever gives the input (or exciting) amplitude. Similarly the marking obtained from
other marker provides the resultant amplitude.
MODEL IMPROVEMENT
6.1. RESULTS
After assembling, experimentation is done as discussed in section-4.2. From the test
we obtained the result as shown in Fig.(8).
6.2. ANALYSIS
25
From the experiment, there are some points evolved which are responsible for the
results6.2.1. Amplitude Reduction
It is seen that the amplitude of vibration transmitted to the main body plate from the
base plate is reduced to a great extent. It is a good sign to the success of the project. In the
normal suspension system there is maximum 10-15% reduction of amplitude observed.
6.2.2. Shock Remained
Some extent of shock is remained in the main plate due to the absence of damper
system. Damper system helps as resistance to the vibration which will in turn reduce
amplitude.
6.2.3. Induced Moment
A moment is obtained due to the improper line of action of lever force. The exciting
force applied on the base plate by the lever for experimenting. But the actual exciting force
normally acts perpendicularly to the base plate, so it is not a major problem.
6.2.3. Solutions
Some of the above drawbacks can be reduced. The solutions are as follows
6.3. IMPROVEMENT
The design of the system is modified on the basis of the assumed solutions as
discussed in previous section. Steps of improvement are carried as discussed below;
Step1: disassembled the system
Disassembling is done for modification of the design.
Step2: precise dimension of the system is determined
Step3: attaching new lever and joints with precise dimension:
26
On the previous model joints and levers are not precisely fabricated. For obtaining expected
results re-fabrication has been done.
Step4: attaching new body plate
On the previous design the main body plate is bended because of its low strength to withhold.
New body plate is attached keeping in mind the previous problem.
Step 5: aligning the system
The primary spring used in the previous design is not square end. So the system is not
aligning perfectly. For obtaining perfect alignment some packing has to be done at the
attaching point of the spring to the main body.
Step 6: assembling the model
After modification of the designed model parts assembling has been done as shown in fig.6.2.
6.3.1. Experimentation
27
28
35
30
25
20
Amplitude
15
Input
10
Output
5
0
Time
29
Chapter 7
SIMULATION
7.1. INTRODUCTION
Simulation is the imitation of the operation of a real-world process or system over
time. The act of simulating something first requires that a model be developed; this model
represents the key characteristic or functions of the selected physical or abstract system or
process. The model represents the system itself, whereas the simulation represents the
operation of the system over time.
Simulation is used in many contexts, such as simulation of technology for
performance optimization, safety engineering, testing, training, education and video games.
Physical simulation
Interactive simulation
Computer simulation
30
31
0.17 105
% = 99.1%
0.1
32
33
6
Maximum output amplitude at undamped system = 1.1 10 m
99.195.3
99.1
3.8
34
Chapter8
35
Total
Approximate Total cost of the suspension system of the vehicle
800.00
1000.00
500.00
300.00
1000.00
3600.00
57600.00
Thus from the above data of the cost of the developed suspension system, we can
clearly see that this is a much low cost suspension system which does the same work as the
semi-active suspension system which costs around 144000 rupees.
By further developing of the designed suspension system to fully active suspension
system by adding additional mechanism (i.e. antiroll mechanism, electromagnetic damping
etc.) the cost of the system will be doubled. In spite of that the cost of this system will be
around 90% lower than the existing fully active suspension system.
This suspension system is far more effective than other traditional system.
Amplitude of the frequency actuated by the main body is 1-10% of the exciting
frequency.
This system construction cost is far more less than conventional active system.
8.3.2. Disadvantages
36
Because of constant stiffness of the springs the range of frequency which can be
controlled is very small.
Shock remained.
CHAPTER 9
37
REFERRENCES
38
[1]www.europeanforeignmotorworks.com/suspension/Suspension system.
[2] www.atzoline.com/ Passive suspension system.
[3]www.motor.com/Semi Active suspension system.
[4] Perri Eugenio and Martin Bruno (2014),Motor Vehicle Multilink Suspension system
including at traverse leaf spring, US9073400 B2.
[5]Robert Christian Lawson and Frederick Mark Deadrick (2003), Wheel Suspension System
having an integrated link, spring and antiroll bar, US6530587 B2.
[6]Jean Raymond (2014), Semi-independent Suspension systemfor a low floor vehicle,
WO2014005215 A1.
[7] MiyasatoEiko, TakakuwaYouji, YoshinagaKodai, Mita Tsuyoshi, MatsuzakiKouichi,
Minakuchi Toshio, Iida Kazuhiro and Kaneko Junya(2013),Bi-directionalshock absorbing
device, WO/2013/190960.
[8]Kyong, Hag Yoon (2014), Shock Absorber, Mando Corporation, Pyeongtaek-si(KR).
[9]Dieter Heitzer (2006),TRW active front steer helps tackle curves-Advance steering 1
[10] MichealHankel (2004), ZF Sachs goes mainstream with active damping, SAE 6/2004
Tech brief.
[11]Rajesh Rajamaniand J. Karl Hedrick(1995), Adaptive Observers for Active Automotive
suspension;(IEEE Transaction on Control System Technology, Vol. 3.No. 1).
[12]Daniel Fischer and Rolf Isermann(2004), Mechatronic semi-active and active vehicle
suspensions,(Control Engineering Practice, 12,pp. 1352-1367.)
[13] Ismenio Martins, Jorge Esteves, Gil D. Marquesand Fernando Pina da Silva,
(2006)Permanent-Magnets linear Actuators Applicability in Automobile Active Suspensions.
(Vehicular Technology, IEEE Transactions, Vol-55, Issue-1, pp. 86-94).
[14]https://www.khulsey.com
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