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Kultur Dokumente
178-183
2010, DESIDOC
NOMENCLATURE
d
Offset of upper arm
e
Offset of lower arm
H
Distance of upper ball joint from ground
h
Distance between upper ball joint and lower ball
joint
Z
Lift of the wheel centre
Z1
Lift of upper arm
Z2
Lift of lower arm
Y1
Lateral displacement of upper ball joint
Y2
Lateral displacement of lower ball joint
R1
Length of upper arm
R2
Length of lower arm
a
Vertical distance of upper ball joint wrt inboard
point
b
Vertical distance of lower ball joint wrt inboard
point
1.
2.
INTRODUCTION
Independent suspension systems can be provided by
a variety of linkages between the stub axle carrying the
wheel and the vehicle chassis. Most popular combinations
in modern passenger cars are MacPherson struts for steered
wheels and semi-trailing links for un-steered rear wheels.
The double wishbone configurations can give vertical movement
close to perpendicular relative to the tyre contact surface.
The classic twin, unequal wishbone linkages arrangement
provides lower unsprung mass and a wide selection of
spring types can be considered to give very good wheel
adhesion and optimum wheel control. Independent suspension
system provides a whole new range of possibilities in
regard to the application of computer systems which would
provide active suspension control to suit various conditions
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JAGIRDAR, et al. : WISHBONE STRUCTURE FOR FRONT INDEPENDENT SUSPENSION OF A MILITARY TRUCK
UPPER ARM PIVOT
UPPER CONTROL ARM
UPPER BALL
JOINT
FRAME
KNUCKLE
SPINDLE
LOWER ARM PIVOT
COIL SPRING
LOWER BALL
JOINT
Y1 =
( Z1 )
2 R1
( Z1 a )
R1
(1)
179
Y2 =
( Z2 )
2 R2
( Z2b )
(2)
R2
Z = Z -e = 1 8 0 -1 9 0 5
2
1
8
0
= 1 6 3 .4 m m .
tan = 2
=
Y
tan
Z = tan 5 1 6 3 .4
2
2
1
4
.2
9 mm
=
S im ilarly , Z = 1 6 0 m m
1
Y = 1 3 .9 9 m m
1
N o w p u tin g v alu es o f Z a n d Y in E q n 1
2
2
2
(-29 )
1
6
3
.
4
1
6
3
.4
(
)
+
1 4 .2 9 =
R
2 R
2
2
=
R
6
0
2
.6
0
m
m
2
S im ilarly ,
(1 6 0 ) 2 + 1 6 0 ( -3 8 )
1 3 .9 9 =
R
2 R
1
1
R = 4 7 7 .9 5 m m
\
1
5675
=2837.5 kg = 27835.9 N
2
JAGIRDAR, et al. : WISHBONE STRUCTURE FOR FRONT INDEPENDENT SUSPENSION OF A MILITARY TRUCK
CD
= 600 mm
CE
= 175 mm
DE
= 305 mm
a =3o
b =4o
5.1 Procedure for Static Force Analysis
Step 1. A force scale of 100 N = 1mm was established. A
vertical line is drawn at wheel centerline.
Step 2. For equilibrium the lines of action of the forces
at the upper and lower ball joints at the wheel
centerline must all cross the point G. This is equivalent
to analytical condition, M = 0
Step 3. A line is drawn from point B to point A and it
intersects the centerline at point G. The force acting
at the wheel centerline (i.e. 27836 N = 278 mm) is
drawn at point R from point G.
Step 4. A line is drawn from point G to point C. This line
is extended so that it intersects the line parallel
to line GB at point H.
Step 5. From this, the force at point C (upper ball joint)
from line GH is obtained, i.e., 33600 N.
Step 6. The line GC is extended so that it intersects the
line of action of spring force at point S and an
arc of 336 mm is drawn.
Step 7. A line is drawn from point D to point S and a line
PQ parallel to DS is drawn at P which intersects
the line of action of spring force at point Q.
Step 8. Thus, spring force is obtained from the diagram
(QS) and is found to be 43100 N. Spring was designed
for this force.
181
using HyperMesh software and was solved using AbaqusStandard software. In the similar fashion FE analysis was
carried for all the components viz., lower control arm, spring
mount bracket, sub-frame, steering knuckle and the steering
system components. Figure 9 shows the FE analysis of
upper control arm.
5.3 Integration and Trials
Suspension geometry details are provided in Table 1.
The system was integrated on the vehicle. The methodology
adopted for the development involved various steps, viz.,
Identification of design constraints
Evolvement of preliminary configuration
Table 1. Suspension geometry
Parameter
Front track
Steering axis inclination
Ground clearance
Toe- in
Camber angle
Caster
182
Value
2030 mm
5
320 mm
Parallel
1.5
0
CONCLUSIONS
High performance on rough terrain can be provided
JAGIRDAR, et al. : WISHBONE STRUCTURE FOR FRONT INDEPENDENT SUSPENSION OF A MILITARY TRUCK
4.
5.
6.
7.
Contributors
Mr Vinit V. Jagirdar received his MTech
(Design) in 2003 from MNNIT, Allahabad
and BE (Mechanical Engineering) in 2001
from Nagpur University. He is presently
working as Scientist C in Wheeled Vehicle
Division, VRDE, Ahmednagar. His areas
of interest are vehicle suspension design
and dynamic testing.
Mr Madhukar S. Dadar is currently
working as Technical Officer C in Wheeled
Vehicle Division, VRDE, Ahmednagar.
His area of interest is heavy vehicle
suspension development.
183