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(A Unit of Engineer’s Heritage Trust)

 Study Material- II [Suspension System]

INDEX

CONTENT PAGE NO
1. WHY SUSPENSION SYSTEM 2
2. SPRUNG WEIGHT AND UN-SPRUNG WEIGHT 2
3. FUNCTION OF SUSPENSION SYSTEM 2
4. CLASSIFICATION OF SUSPENSION 3
5. COMPONENTS OF SUSPENSION SYSTEM 4
6. SPRINGS 4
7. COIL SPRINGS 4
8. LEAF SPRINGS 4
9. Types of Leaf Spring 5
10. TORSION BAR 7
11. SHOCK ABSORBERS 7
12. Hydraulic 8
13. Gas Filled 8
14. STABILIZER BAR 11
15 TYPES OF FRONT SUSPENSION SYSTEM 11
16 TYPES OF REAR SUSPENSION SYSTEM 13
17. INDEPENDENT SUSPENSION 14

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 Study Material- II [Suspension System]

 To maintain the wheels in contact with the road and minimize road noise
 To distribute the weight of the vehicle to the wheels
 To reduce vehicle weight as much as possible
 To resist the effects of steering, braking and acceleration
 To provide desired ride comfort.

Spring Weight:
The weight of the body, which is supported by the vehicle springs, is called sprung
weight. It includes Body, Chassis, Engine transmission, etc.

Un-sprung weight:
It is the weight of the parts which are not supported by the springs. This includes Axles,
Wheels, Tires, etc.

Note: Greater the sprung weight, more the driving comfort. This is so that when the
vehicle hits a bump the movement of the suspension will have only a small effect on the
main part of the vehicle. The overall result is therefore improved ride comfort.

Pitching:
Pitching is a rocking action about a transverse axis through the vehicle, parallel to the
ground. The front suspension moves out of phase with the rear, producing oscillation
of the front and rear vehicles, experiencing the rocking effect due to pitching.

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 Study Material- II [Suspension System]

Rolling:
It is the movement that causes the vehicle body to roll in the side to side direction. It
happens while turning or running on an unpaved road.

Yawing:
Yawing is a turning motion around the vertical axis of the vehicle. A yaw rotation can
change the direction the vehicle is pointing, to the left or right of its direction of motion.

1. Suspension can be classified as

2. Independent Suspension
3. Rigid Suspension

 Independent Suspension:
In independent suspension, each wheel is mounted
separately. Independent front and rear suspension
(IFS/IRS) was developed to meet the demand for
improved ride quality and handling.

Features:
 When one wheel is lifted or drops, it does not affect
the opposite wheel.
 Because of lower un-sprung mass, the road wheel
stays in better contact with the road.

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 Study Material- II [Suspension System]

 Problems associated with changing steering geometry are reduced.

 Softer springing with larger wheel movement is possible.

 Rigid Suspension:
In rigid suspension both the wheels in an axle are
connected by a rigid beam or a tube. Road irregularities
encountered by one wheel are partially passed on to the
other wheel.

1. Springs
2. Shock Absorbers
3. Stabilizer Bar

 Springs:
The springs in the suspension system take up shock from the road when the vehicle
travels over potholes or speed breakers. The energy of the movement is stored in
the spring. The actual spring can be in many different forms, ranging from a steel
coil to a pressurized chamber of nitrogen.

Springs are of various types, namely:

i. Coil Springs
ii. Leaf Springs
iii. Torsion Bar

i. Coil springs:
Coil springs are generally used with independent suspension
systems. The springs are usually fitted on each side of the vehicle,
between the stub axle assembly and the body. Coil springs are
made of thick steel wires wound in a spring form.

The spring remains in the correct position because recesses are

made in both the stub axle assembly and body.

ii. Leaf springs:

The leaf spring can provide all the control for the wheels during acceleration, braking, cornering
and general movement caused by the road surface. Leaf springs are used with fixed axles and
usually on larger vehicles.

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 Study Material- II [Suspension System]

The top leaf is called the main leaf and each end of this leaf is rolled to form an eye which is
attachment to the vehicle chassis or body. The leaves of the spring are clamped together by a
bolt or pin known as the centre bolt. The spring eye allows movement about a shackle and pin
at the rear, allowing the spring to flex. The curve of leaf springs straightens out when a load is
applied to it and curves back when load is removed.

Leaf springs are multi-layered steel plates clamped together.

Types of Leaf Spring:
a. Trapezoidal Spring
b. Leaf spring with Helper Spring
c. Parable Springs

a. Trapezoidal springs:
This consists of flat steel, which has the
form of a half ellipse. Multiple spring
sheets are collected to a packet
together, which take the form of a
trapeze. The spring sheets are bored
through in the middle and are held together with a spring centre bolt, which Stops the
single sheets from slipping long wards at the same time. Spring clamps stop the sheets
from slipping side wards.

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 Study Material- II [Suspension System]

b. Leaf Spring with Helper Spring:

Helper springs are usually the 4lbs types that have no influence on the actual
ride/handing of the car as they only provide some means of keeping the main spring
seated.

As the ride height of the car is lowered, by reducing pre-load on the main spring, there
becomes a point you need helper springs to keep the main spring in check (seated) as
the suspension extends completely

c. Parable Spring:
The single sheet springs are reduced from the middle to the outside edges in a
parable form. The parable spring consists of a few strong sheet springs with
intermediate under liners so that the sheet springs cannot rub against each other. As
the length of the suspension movement and the low inner friction, the parable spring
has a soft working and offers more comfort.

d. Air Springs:
The pneumatic or air spring is a reinforced rubber
bellow fitted between the axle and the chassis or
vehicle body. It can be thought of as being like a
balloon or football on which the car is supported. The
system involves compressors and air tanks, which is
used to increase or decrease the pressure depending
on the load in the vehicle. The air springs have
progressive characteristic value. Through changing
the air pressure, the suspension distance is adjusted
to the required load automatically. Furthermore, using
the level control the height of the frame can be set
and the height of the entrance can be set.

Air springs are generally used in commercial vehicles

and buses which already possess a pressure
generation unit for the brake system and also for
heavy automobiles. The system is not normally used
on light vehicles.

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 Study Material- II [Suspension System]

iii. Torsion bar:

Torsion bar is long steel rods of either circular or square cross section. The springing
action is generated by the torsional forces when the torsion bar is twisted. Torsion
bar suspension uses a metal bar, which provides the springing effect as it is twisted.

They transmit longitudinal and lateral forces and have low mass. However, they have
limited self-damping. Their spring rate is linear and their life may be limited by
fatigue

 Shock Absorbers:
The springs absorb road shocks. While absorbing
the shock, the spring is compressed. However,
due to the characteristic of springs, the absorbed
shock will be released immediately with the
rebound of the spring. Hence, the vehicle will
start oscillating after encountering a road
irregularity.

The energy stored in any type of spring has to be

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 Study Material- II [Suspension System]

got rid of or else the spring would oscillate (bounce up and down). A damper damps
down these oscillations by converting the energy from the spring into heat.

Types of Shock Absorber:

a. Hydraulic
b. Gas filled.

a. Hydraulic Shock Absorber:

Hydraulic shock absorbers are commonly used shock absorbers. In a hydraulic damper, the
energy in the spring is converted into heat. This is caused as the fluid is forced rapidly
through small holes (orifices) with the help of the piston which is moved in the cylinder and
displaces the oil through small bores or valves. Through the variation of the flow resistance
of the oil when piston is moving back and forth, an adaption to the driving situation is
possible.

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 Study Material- II [Suspension System]

Construction:
It consists of two tubes. An outer tube forms a reservoir space and contains the oil
displaced from an inner tube. Oil is forced through a valve by the action of a piston as
the damper moves up or down. The reservoir space is essential to make up for the
changes in volume as the piston rod moves in and out.

Shock absorbers work in two cycles:

 The compression cycle:
The compression cycle occurs as the piston moves downward, compressing
the hydraulic fluid in the chamber below the piston.
 The extension cycle:
The extension cycle occurs as the piston moves toward the top of the
pressure tube, compressing the fluid in the chamber above the piston.

b. Gas filled Shock absorbers:

There are two types of gas filled shock absorbers

1. Single tube gas filled shock absorber:

Single tube Twin tube

The single tube gas filled shock absorber has the same upwards and downwards
behavior as the twin tube shock absorber. A storage room for the displacement of the
volume of the piston rod is not necessary and the external tube is therefore not
required.

The displacement is carried out through with nitrogen gas cushion, which is usually

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 Study Material- II [Suspension System]

separated from the oil room with a movable piston. The gas cushion, which is held
under a pressure of between 20 bars to 30 bars, is pushed downwards with the working
movement of the piston rod, which displaces the pressed oil and has a higher
compression.

Gas cushion and oil are always under a high pressure, whereas a foaming of the oil
and the reduction of the absorption is therefore avoided. Twin tube gas filled
shock absorber

Advantages:
 Stable damping force can be generated continuously, because of the larger oil capacity and
improved heat dissipation
 The larger sized piston valve creates a wider area to receive pressure, and thus even a subtle
damping force can be generated precisely.
 The structure allows no restrictions in installation angles
 Oil releases heat easier as the temperature increases.
 Aeration doesn't occur because oil and gas are completely separated.

Disadvantages:
 Maintaining sufficient stroke is difficult because the oil and gas chambers are positioned serially.
 High-pressure gas can lead to greater stress on seals and hence can cause larger friction.
 External damage to the shell case directly affects the inner cylinder

2. Twin tube gas filled shock absorber

The twin tube gas filled shock absorber has the same assembly as the twin tube
shock absorber.
A gas filling of nitrogen with a pressure pretension of 3 bar to 8 bar is found in
the ring form displacement room. With this, the vapour bubble collection is
diminished and the absorption forces are increased in almost all vibration areas.

Advantages:
 It is easier to secure sufficient stroke, because the oil and gas chambers are separated and not
positioned serially.
 The use of base valve enables to keep gas pressure low, allowing for a more comfortable ride.
 Low gas pressure avoids stress on seals and keeps friction low.
 Even if the shell case is slightly damaged, the function of the shock absorber remains
unaffected.

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 Study Material- II [Suspension System]

 Stabilizer Bar:

The Stabilizer bar is usually connected to the front, lower edge of the bottom
suspension joint. It passes through two pivot points under the chassis, usually on the
sub frame and is attached to the same point on the opposite suspension setup.
Effectively, it joins the bottom of the suspension parts together.

If you're cornering to the left, the car body rolls to the right. In doing this, it's
compressing the suspension on the right hand side. With a good Stabilizer bar, as the
lower part of the suspension moves upward relative to the car chassis, it transfers some
of that movement to the same component on the other side. In effect, it tries to lift the
left suspension component by the same amount. Because this isn't physically possible,
the left suspension effectively becomes a fixed point and the Stabilizer bar twists along
its length because the other end is effectively anchored in place. It's this twisting that
provides the resistance to the suspension movement. Hence an anti-roll bar is intended
to force each side of the vehicle to lower, or rise, to similar heights, to reduce the
sideways tilting (roll) of the vehicle on curves, sharp corners, or large bumps.

 McPherson strut
This is currently, without doubt, the most widely used front suspension system in
modern cars. The system basically comprises of a strut-type spring and shock
absorber combo, which pivots on a ball joint on the single, lower arm. At the top
end there is a needle roller bearing attached. The strut itself is the load-bearing
member in this assembly. A coil spring is located between the upper and lower
sections of the strut.

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 Study Material- II [Suspension System]

The steering gear is either connected directly to the lower shock absorber housing
or to an arm from the front or back of the spindle. When the vehicle is steered, it
physically twists the strut and shock absorber housing (and consequently the
spring) to turn the wheel. The spring is seated in a special plate at the top of the
assembly which allows this twisting to take place.

 Double wishbone Suspension

Double wishbone suspension is of two types. First type of suspension is double-A or
double wishbone suspension. The wheel spindles are supported by an upper and
lower 'A' shaped arm. In this type, the lower arm carries most of the load.
In other type of suspension although the lower arm in these systems can sometimes
be replaced with a single solid arm. The only real difference between this and the
previous system mentioned above is that the spring/shock combo is moved from
between the arms to above the upper arm. This transfers the load-bearing capability
entirely to the upper arm and the spring mounts and the lower arm becomes a
control arm.

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 Study Material- II [Suspension System]

 Solid-axle, leaf-spring

The solid axle design uses either leaf spring suspension or coil spring suspension.
In this design the drive axle is clamped to the leaf springs by large U-bolts and
the shock absorbers normally bolted directly to the axle. Rubber bushings are
used at the front and rear of the leaf spring to reduce road shock and vibrations.
The spring itself is attached to the vehicle frame through shackles at the rear, and
bolts at the front.

The front part of the leaf spring acts as a control arm, holding the axle in line to
control wheelbase and maintain proper tracking. The front part of the spring is
shorter than the rear part. This reduces axle wind rotation and increases control.
Well suited for load carrying vehicles and not for passenger cars because of its
extensive un-sprung weight and stiff springs, making the ride uncomfortable.

 Solid-axle, Coil-spring:
In the rear coil spring suspension the leaf springs have simply been replaced with
coil springs. As coil springs are lighter, they have comparatively less un-sprung
weight, creating a smoother ride. But as the coil springs can't be used to hold

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 Study Material- II [Suspension System]

the axle in line so a typical rear coil spring suspension uses two lower control
arms to control wheelbase, and one or more upper control arms to control side
motion and axle rotation. If only one upper control arm is used, a track bar is also
needed. This bar connects to the axle at one end and runs across the vehicle to
connect to the frame at the other end. Rubber bushings are used at each end to
reduce vibration.

In this type of suspension front and back

suspensions are independent, and all of the
wheels are mounted and sprung. In this the
basic principles remain the same, it consists of
two upper links (front & Rear), two lower link.
(Front & Rear) and a Toe link. It controls the
loads exactly the same way of rigid suspension
type. Toe and camber can be adjusted.

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