The Research of Effects of Suspension Bushing

Stiffness on Vehicle Yaw Response Performance

Xiang Gao
School of Automobile and Traffic Engineering
Jiangsu University
Zhenjiang, China
gaox@ujs.edu.cn
Dong Jiang
School of Automobile and Traffic Engineering
Jiangsu University
Zhenjiang, China
simonjiang2004@126.com
Yinxiao Wang
School of Automobile and Traffic Engineering
Jiangsu University
Zhenjiang, China
xiangyu1209@163.com
AbstractWith mathematical model of a double track vehicle
the mechanism for which suspension bushing stiffness affects
on vehicle steady-state yaw response behavior is explained. A
vehicle model including front McPherson suspension, rear
multilink suspension, power transmission system, steering
system, tires and body etc. is built by ADAMS/CAR. With the
ADAMS/CAR vehicle model, influence of lateral and
longitudinal force exerted at tires on steering angle change of
the front and rear axles are analyzed, and effects of rubber
bushing stiffness at suspension link pivots on vehicle yaw
response are calculated. It is found that the stiffness change
of rubber bush in axial and torsional direction at the front
and rear suspension pivots have little influence on the wheel
steer angle, but those stiffness change in radial direction of
rubber bushing of both front and rear of the front suspension
pivots affect yaw response of the vehicle, especially the
change of bushing radial stiffness of three lateral control
arms of the rear suspension produce important influence to
the vehicle yaw response performance.
Keywords- suspension; the bushing stiffness; the steering
angle; yaw response character
I. INTRODUCTION
Steering characteristic is the main part of handling
performance and driving stability. Formerly people have
paid attention to the toe angle change which induces over-
steering and under-steering with body roll or wheel hop.
When rubber bushings have been found wide application in
suspension system as link pivot bearing to isolate the
impact from uneven road, then elastic deformation of
rubber bushings induces more the alteration of wheel toe-in
angle than that caused by suspension kinematics, which
results in over-steering or under-steering of vehicle. As
vehicle speed has constantly been increased, lateral force
exerted on suspension system increases a lot when the
vehicle terns or changes lane, which makes elastic
kinematics of suspension system more obvious. Whether
rubber bushings are reasonably used have important
ramifications for vehicle yaw response character. An
important task of suspension design is to control elastic
kinematics of suspension reasonably and make it benefit
improvement of driving stability, and both analyzes of
suspension kinematics and elastic kinematics certainly
become the key components of assessments and evaluation
of vehicle suspension performances. The non-linear
stiffness of rubber bushing of suspension system brings
engineers new serious challenges during calculation
suspension elastic kinematics and vehicle control stability.
So it is necessary to make attempt to research the influence
of rubber bushing stiffness on yaw response of passenger
vehicle.
II. THEORYANDMETHOD
A. Double track vehicle kinematics model
Figure1. Vehicle double track model
To explain the mechanism that elastics deformation of
rubber bushing used on suspension link pivots affects
vehicle driving stability, double track vehicle kinematics
model[1] is built as.Fig.1, thereinafter
vl
and
vr
are the
left and right wheel steering angle of front suspension,
Hl
and
Hr
are the left and right wheel steering angle of rear
suspension,
vo
and
Ho
are initial toe-in angle of the front
and rear wheel.
vl
and
vr
are elastics slip angles of the
left and right tire on front axle,
Hl
and
Hr
are the elastics
slip angles of left and right tire of rear axle. Anti-clockwise
978-1-4244-8039-5/11/$26.00 2011 IEEE
direction of the angle is positive. MP is instantaneous
turning center of vehicle, around which the vehicle rotates
with yaw-rate. According to the relation among the angles
in Fig. 1, there are

( )
-
-

+
=
|
|
o o o
V
V
Vl V Vl
S v
l v
5 . 0 cos
sin
tan
0
. (1)

( )
-
-
+
+
= +
|
|
o o o
V
V
Vr V Vr
S v
l v
5 . 0 cos
sin
tan
0
. (2)

( )
-
-

=
|
|
o o o
H
H
Hl H Hl
S v
l v
5 . 0 cos
sin
tan
0
. (3)

( )
-
-
+

= +
|
|
o o o
H
H
Hr H Hr
S v
l v
5 . 0 cos
sin
tan
0
. (4)
The linearization of the equations (1)~(4) is

0
V
Vl V Vl
l
v
o o o |
-
= +
(5)

0
V
Vr V Vr
l
v
o o o |
-
+ = +
(6)

0
H
Hl H Hl
l
v
o o o |
-
=
(7)

-
= + | o o o
v
l
H
Hr H Hr 0
(8)
The linearization is reasonable even when the vehicle
turns with quite high transverse acceleration. Given
2
;
2
Hr Hl
H
Vr Vl
V
o o
o
o o
o
+
=
+
=
(9)

2
;
2
Hr Hl
H
Vr Vl
V
o o
o
o o
o
+
=
+
=
(10)
$dding (5) to (6) and (7)to (8), then we have
v
v v
l
v
o o |
-
= +
(11)
v
H H
l
v
o o |
-
=
(12)
Subtracting (12) from (11) there is
( )
V H V H
l
R
o o o o
=

(13)
Here
v
is the mean steering angle of the left and right
wheel on front axle and
H
is the mean steering angle of
the left and right wheel an rear suspension.
v
is the mean
slip angle of the left and right tire of front axle and
H
is
the mean slip angle of the left and right tire of rear
suspension.
When there are elastic supports, additional steering
angle will appear, which results from the deformation
of elastic supports and is the function of lateral force F
Y
and longitudinal force F
X
. Then front wheel steering input

vc
is
) ( ) (
XV V YV V V VC
F F o o o o A + A + = (14)
Correspondingly for rear wheel
HC
) ( ) (
XH H YH H H HC
F F o o o o A + A + = . (15)
Rewriting (11) and (12) we get

V
V
V
v
l
o | o + =
-
. (16)

H
H
H
v
l
o | o + + =
-
. (17)
Differential equations of vehicle transverse motion are
obtained after neatening
| | o | o |
- - - - -
+ + = |
.
|

\
|
+ + + |
.
|

\
|
+ v m mv
v
l
k
v
l
k
H
H
V
V
) (
2 1
(18)
- - - -
= |
.
|

\
|
+ + |
.
|

\
|
+ o | o |
Z H
H
H V
V
V
I
v
l
k l
v
l
k l
2 1
(19)
Where m is automobile total mass; I
Z
is moment of inertia
rotating Z axis; k
1
is the front wheel cornering stiffness and
k
2
is the rear wheel cornering stiffness; L is wheelbase.
The vehicle instantaneous curvature radius affects
directly automobile turn stability
[2]
. If proportional four-
wheel steering control mode is adopted the rear wheel
steering angle always corresponds with the front wheel
steering angle, that is
H p V
k o o = (20)
If 0 =
-
v 0 =
- -
0 =
-
| , the vehicle steers at a
steady turn state. From (16) and (17) we obtain
2
(1 )
1
p
V
v
L
k
Kv

o
-
=
+
(21)
Where
|
|
.
|

\
|
=
2 1
2
k
l
k
l
L
m
K
V H named as stability factors
The ratio R/R
0
of turning radius is taken as the
parameter expressing steady-state response. The
relationship between R/Ro and K can be expressed in the
form of

2
0
/ ) 1 ( v
R
R
K =
. (22)
From equation (21) and (22), it can found the smaller R
and (
1
-
2
) are, the smaller K is, then the smaller
tendency of vehicle under-steering. The influence of R and
(
1
-
2
) resulted from the rubber bushing deformation is
transformed into the K, which is the influence of
automobile steering characteristic. The influence of rubber
bushing on automobile steering characteristic is represented
by the elastokinematic deformation of suspension link
caused by the deformation of rubber bushings. So it should
keep in mind that the analyses of suspension elastic
kinematics resulted from by rubber bushing deformation is
one of important part of researching on the steering
characteristic and has to be carried out priorly.
B. Building Multi-Body Dynamic Mmodel of the
vehicle
In order to research the influence of automobile steering
characteristic resulted from by the rubber bushing Multi-
body dynamic model is built. The subsystem of the vehicle,
such as the front suspension, the rear suspension,
dynamical system, steering system, the front and rear tires,
breaking system, body is built and assembled. The front
suspension, the rear suspension and complete vehicle
virtual prototype model are shown in Fig. 2[3~6].
Figure2. Full vehicle virtual prototype model
C. The influence of steering angle along with lateral
force resulted in by the rubber bushing stiffness change
The rubber bushing stiffness change directly results in
the wave of steering angle along with lateral and braking
force. The vehicle studied is driven by the front wheels.
Virtual test bench and tire model are adopted from
ADAMS/CAR. The range of lateral force exerted on
suspension system is from 0 to 2500 N and the range of
breaking force from 0 to 1000 N. The steering angle is set
to change linearly under lateral and braking force
[7]
. With
the model built, the elastic kinematics characteristics, such
as the steering angle along with lateral and braking force,
can be analyzed.
The low links of McPherson suspension of automobile
researched are connected to body through four rubber
bushing. The rear suspension are multi-link suspension
with drag arm and are connected into body twosides with
eight rubber bushing. Among them six rubber bushings is
used to connect control arms with knuckle and body. The
two rubber bushings at the front and rear pivots of inner
end of front McPherson suspension low control rod and the
rubber bushings at both sides of three transverse rods in
rear suspension are selected to research, and the radial,
axial and torsional stiffness of rubber bushing are chosen as
design variables. With method of design of experiment and
model ADAMS/CAR simulation system on Fig.1, the
steering characteristics of the vehicle model are calculated
with rubber bushing scale factor 0.2,0.5,1,2,5. It is found
that the main factor of rubber bushing stiffness affecting
suspension elastic kinematics and automobile control
stability characteristics are listed in TABLEand the
change rate of steering angle along with lateral force
resulted in by the rubber bushing stiffness change are also
shown.
TABLE I. THE CHANGE OF STEERING ANGLE ALONG WITH
LATERAL FORCE
bushing
mark
The rate of change of steering angle along with lateral
force
0.2 0.5 1 2 5
K
ffxy
-1.776 -0.241 0.278 0.539 0.697
K
frxy
0.319 0.289 0.278 0.272 0.267
K
qcxy
-1.59 -0.820 -0.50 -0.320 -0.208
K
pwxy
-1.252 -0.818 -0.50 -0.251 -0.057
K
baxy
1.362 0.01 -0.50 -0.777 -0.944
K
gxy
-0.479 -0.49 -0.50 -0.502 -0.516
K
ffZ
0.278 0.278 0.278 0.278 0.279
t
ffZ
0.278 0.278 0.278 0.278 0.279
K
frZ
0.278 0.278 0.2778 0.278 0.278
t
frZ
0.278 0.278 0.2778 0.278 0.278
K
qcz
-0.50 -0.50 -0.50 -0.50 -0.50
t
qcz
-0.50 -0.50 -0.50 -0.50 -0.50
K
pwZ
-0.50 -0.50 -0.50 -0.50 -0.50
t
pwz
-0.50 -0.50 -0.50 -0.50 -0.50
K
baz
-0.50 -0.50 -0.50 -0.50 -0.50
t
baz
-0.50 -0.50 -0.50 -0.50 -0.50
K
gz
-0.50 -0.50 -0.50 -0.50 -0.50
t
gz
-0.50 -0.50 -0.50 -0.50 -0.50
Where K
ffxy
, K
frxy
are the radial stiffness of front and
rear rubber bushing on front suspension control arm; K
ffz
,
K
frz
is the axial stiffness of front and rear rubber bushing on
front suspension control arm; t
ffz
, t
frz
is the torsional
stiffness of front and rear rubber bushing on front
suspension control arm; K
qcxy
, K
pwxy
, K
baxy
are the radial
stiffness of the rubber bushing connecting upper arm,
lateral control arm and lower arm on rear suspension; K
qcz
,
K
pwz
, K
baz
are the axial stiffness of the rubber bushing
connecting upper arm, lateral control arm and lower arm on
rear suspension; t
qcz
, t
pwz
, t
baz
are the torsional stiffness of
the rubber bushing connecting upper arm, lateral control
arm, lower arm on rear suspension; K
gxy
is the radial
stiffness of the rubber bushing connecting drag arm with
body on rear suspension; K
gz
is the axial stiffness of the
rubber bushing connecting drag arm with body on rear
suspension; t
gz
is the torsional stiffness of the rubber
bushing connecting drag arm with body on rear suspension.
III. RESULTS ANDDISCUSSION
A. The influence on yaw response resulted from the
rubber bushing stiffness change
The influence on yaw response resulted from the rubber
bushing stiffness change can be represented by the
influence on steering radius ratio R / R
0
according to
equation (21)and (22)
[8]
. Then two modifying designs are
proposed. The first changes the radial stiffness of the front
and the rear bushings on the control arms of the front
suspension, that means changing
v
, which alters the
elastic kinematics characteristics of front suspension. the
second one changes the radial stiffness of rubber bushings
on the three transverse control arms of rear suspension, that
means changing
H
, which alters the elastic kinematics
characteristics of rear suspension. Then due to equation (13)
value of R be changed following changing
v
and
H
,
which can be used to analyze the influence an yaw response
resulted from the change of rubber bushing stiffness.
In the first modifying design two parameter
combinations are selected: K
ffxy
=0.2 K
frxy
=5, K
ffxy
=5 K
frxy
=0.2. In the second modifying design other two
parameters combinations are chosen: K
qcxy
=0.2K
pwxy
=0.2K
baxy
=0.2Kgxy =5K
qcxy
=5K
pwxy
=5
K
baxy
=5 K
gxy
=0.2. The influence on yaw response
resulted from the bushing stiffness is analyzed and
evaluation through the steady-state simulation of vehicle.
0.5 1 1.5 2 2.5 3 3.5 4 4.5
1
1.05
1.1
1.15
1.2
1.25
1.3
1.35
1.4
lateral accelerationm/s
2

r
a
d
i
u
s

r
a
t
i
o

R
i
/
R
o
original
The scale factor of the front rubber bushing is 5the rear one is 0.2
The scale factor of the front rubber bushing is0.2 the rear one is 5
Fig.3. Comparisons of R/R
0
of the original desing with the first design
In Fig. 3 comparisons of R/Ro of the original design
with the first modifying design are shown. For the
parameter combination (red line) the radial stiffness of
front rubber bushing at low traverse link pivot reduces and
the rear one increases, the increment of
v
along with
lateral force is less than the original design and radius ratio
reduce, and the value K calculated with equation (22)
reduce, which reduce understeering tendency of the
vehicle. For the parameter combination the radial
stiffness of front rubber bushing at low traverse link pivot
increases and the rear one reduces, the
v
increases along
with lateral force, but radius ratio grows hardly, which the
design with the parameter combination possesses
almost the same steering control performance.
When the second modifying design is adopted, the
rubber bushing stiffness of three lateral control arm
increase, the change of
H
along with lateral force increase
and radius ratio increase, that means K increase, which
benefits understeering tendency; When the rubber bushing
stiffness of three lateral control arm reduce, the change of

H
along with lateral force reduce and radius ratio reduces
and K reduces, which will reduce understeering tendency,
as shown in Fig. 4.
0.5 1 1.5 2 2.5 3 3.5 4 4.5
1
1.05
1.1
1.15
1.2
1.25
1.3
1.35
1.4
lateral accelerationm/s
2

r
a
d
i
u
s

r
a
t
i
o

R
i
/
R
o
original
The scale factor of the rubber bushing on three lateral control arms is 0.2
The scale factor of the rubber bushing on three lateral control arms is 5
Fig.4. Comparisons of R/R0 of the original design with the second
design
IV. CONCLUSION
1) The steering angle resulted from the rubber bushing
stiffness change of suspension affects yaw response
of vehicle. Equation (13) directly explains the
mechanism and the influence of automobile yaw
response resulted from the change of suspension
elastic kinematics very conveniently.
2) The steering angle resulted from the rubber bushing
stiffness change of suspension is mainly caused by
lateral and braking force, so the relation between
steering angle and lateral force with different rubber
bushing stiffness should be analyzed, that means the
rubber bushing stiffness alters suspension elastic
kinematics.
3) The correct choose of the rubber bushing radial
stiffness of front and rear suspension can improve
vehicles yaw response and driving direction stability.
REFERENCES
[1] M.Manfred Mitschke. Vehicle Dynamics(the fourth
edition)[M].Chen Yinsan transilation. Beijing:Tsinghua University
Press,2009.
[2] YuZhisheng. Vehicle Theory (the fourth edition) [M]. Beijing:
Machinery Industry Press, 2006.5.
[3] Wang Xiaofeng. Discussion on the factor affecting automobile
control stability.Light Vehicle Technology, 2008:13~17.
[4] Yang Xinglong,Linyi. Handling DOE Optimization of Mini
Passenger Car Based on Multi-Body System Dynamics[J].
Automotive Technology,2008(1):17~21.
[5] Chenjun. MSC.ADAMS Technology and engineering analysis
example[M].Beijing. The Water and Electricity Press in China.
[6] Jozef Knapczyk,Michal Maniowski.Elastokinematic modeling and
study of five-rod suspension with subframeSAE Paper, 2006-01-
0094.
[7] Pang Shuyi. Sensitivity analyse and optimize of Suspension
Kinematics and Elastokinematics on a off-road vehicle.Jilin
University Masters Thesis.2007,5:67~72.
[8] Yang Shukai. Analyzing effects of suspension bushing elasticity on
vehicle yaw response character with virtual prototype method.
Journal of Jilin University (Engineering and Technology
Edition),2007,37(5):994~999.