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13 May 2019
16:02
It also helps to maintain correct vehicle height and wheel alingment.it also control the
direction of the vehicle and has to keep the wheel in perpendicular direction for there
maximum grip. The suspension also protects the vehicle itself and luggage from damage and
wear. The design of front and rear suspension of a car may be different.
This system means that the suspension is set-up in such a way that allows the wheel on the
left and right side of the vehicle to move vertically independent up and down while driving
on uneven surface. A force acting on the single wheel does not affect the other as there is
mechanical linkage present between the two hubs of the same vehicle. In most of the
vehicle it is employed in front wheels.
This types of suspension usually offers better ride quality and handling due to less unsprung
weight. The main advantage of independent suspension are that they require less space,
they provide easier steer ability, low weight etc.. Examples of Independent suspension are
IN Dependent Suspension there is a rigid linkage between the two wheels of the same axle.
It is mostly employed in heavy vehicles. It can bear shocks with a great capacity than
independent suspension. Example of this system is
• Solid Axle.
3)SEMI-INDEPENDENT SYSTEM
This type of system has both the characteristics of dependent as well as independent
suspension. In semi-independent suspension, the wheel move relative to one another as in
independent suspension but the position of one wheel has some effect on the other wheel.
This is done with the help of twisting suspension parts. Example of semi-independent is
• Twist Beam
This spring is mounted on the axle by the U bolt. The one end of spring is mounted on the frame
and other is connected with a shackle which allow to change in length between eye of spring
when the vehicle come across projection of road and upward movement of wheel.
When there is wide range of loading on vehicle, helper spring is also provided with the leaf
spring which increase the weight loading capacity of vehicle. These springs are made by the
Chrome-Vanadium Steel, Silico-Manganese Steel or Carbon Steel as per requirement. These
spring are noisy and does not used where luxuriousness is necessary.
3. Torsion Bar:
It is simply a rod which acting under the torsion and taking shear stresses. It is often used
with independent suspension. One end of the bar is fixed to the frame and the other end is
fixed to the end of the wheel arm and supported in the bearing. The other end of the wheel
arm is connected to the wheel hub. When the wheel strikes a bump, it start vibrating up and
down, thus torque on the torsion bar start acting as a springs.
4. Rubber Springs:
The rubber springs are also used in suspension because it store greater energy per unit
weight than the steel. So it is more compact than other springs. It has also excellent
vibration damping property. One more advantage of using rubber is that it is not suddenly
fail like steel so there is less risk.
Compression springs:
This type of spring is still being used because it is reliable, simple in construction, can resist
occasional overload of large magnitude, and have large damping effect.
Progressive spring:
It has initially an exceedingly small rate which rises rapidly as the central cavity closes.
uspension-springs-parts.html>
5. Rubber springs
Rubber springs absorb oscillations through the generation of internal friction when they are deformed by
an external force. Characteristics:
• They can be made in any shape.
The shear stress in the axle is due to braking torque and its magnitude (as shown in
Fig. 27.2)
27.1.1.
Types of Front Hub Assembly
The stub axle construction depends on whether it is a driving or non-driving hub.
Non-driving Hub.
Figure 27.4A illustrates a typical bearing arrangement for a non-driving hub. This
consists of a stub-axle, an externally cylindrical sleeve hub, a pair of taper-roller
bearings, a grease-seal, a castellated adjustment nut and split-pin, a washer, and a
dust-cap (Fig. 27.7).
A centrally flanged cylindrical sleeve hub is fitted over small outer and large inner taper-
fig.27.4. Front bearing-hub assembly. A. Taper roller type. B. Ball bearing type.
For more accurate setting, some manufactures recommend to tighten the adjusting nut
nut to a specified torque before releasing the nut a given amount. This operation,
however, should not be confused with preloading. As hub bearing withstands heat from
from the brakes, a running clearance is provided, which is quite different to that
obtained after a bearing has been preloaded. The flanged hub supports the road
wheels and a brake drum or a brake disc. A dust cap with a central vent hole is used to
to enclose the end of the hub. This area of the hub sliouid not be filled with grease.
An alternative bearing arrangement is presented in Fig. 27.4B, which uses two angular
angular contact type ball races held apart by a rigid spacer. The nut on this non-
adjustable hub are tightened fully to the correct torque value.
Driving Hub.
Figure 27.5 illustrates a typical hub arrangement used for a front-wheel drive car. The
The stub axle housing uses two bearings, which support both the wheel hub and driving
driving shaft. The type of bearing used is decided based on the load carrying capacity
capacity of the road wheel.
The other loads acting on knuckle-pin bearing are those due to the rolling resistance
and road shocks. These loads are proportional to the static load and hence can be
accounted for.
27.1.3.
Bearing Lubrication
The whole hub assembly is partially packed with grease. A radial-lip grease-seal is