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Suspension

Suspension design procedure


Suspension Kinetics
Suspension Kinematics
Suspension kinetics
Objective
1. Stiffness
2. Damping
3. Frequency(Wheel hop, body
motion)
4. The amplitudes of
displacements of both
masses
5. Bounce and pitch
Suspension Kinematics
Suspension kinematics is the study of the motions of the tire.

The motions of the tire are highly dependent on the type of


suspension.

Types of suspension

1. Dependent suspension.

2. independent suspensions.

http://www.susprog.com/susptype.htm
Dependent suspension Independent suspension
Advantage Advantage
No camber gain. allow for higher wheel travel.
Simple structure. high suspension roll stiffness.
Less maintenance. geometry can be controlled.
Disadvantage Disadvantage
reduce ride comfort and control Increased complexity.
stability high cost of the system.
Flexibility to modify is
constrained
Most commonly used suspension
Double Wishbone suspension Macpherson Suspension
Trailing Arm Solid Axle
Suspension parameters
Tire scrub
Instant center
Imaginary point
Pivot point of the linkage at that
instant
Design objective
Roll center
Camber gain
Tire scrub
Roll center
1. Design objective
Higher roll center- Low roll moment
Lower roll center- Less Jacking effect
2. The amount of body roll depends on the height
of the center of mass relative to the roll center
position
3. Forces generated at the tire have two paths into
the vehicle: a flexible path and a stiff path
Roll Axis
Camber
There are two things which generate a lateral force
1. camber angle
2. slip angle.
Cornering stiffness always greater than camber stiffness
Effective cornering stiffness= Cornering stiffness + camber stiffness
Side effects-
1. too much of a negative camber angle decrease both the cornering
stiffness and maximum lateral force.
2. increases tire wear.
3. camber angle should remain between -2 and -7 degrees throughout
the suspension travel.
Caster angle and caster trail
positive caster angle and caster trail will effect the aligning moment.
Caster trail defines how much of a moment will be applied to the
steering axis.
Causes wheel to raise or fall.
Kingpin angle and scrub radius
Both affects aligning moment.
It also raises the wheel as the wheel is turned about the kingpin axis
It also induces camber change when steering.
Scrub radius creates a torque about the steering axis proportional to
it.
Toe angle
Toe angle
common practice to put an initial toe angle on the suspension system
so that the deformation in the system will force the tire to straighten
when the vehicle is driving or braking.
The tire is usually toed out so that the tire will be straight when the
vehicle is propelling forward.
if the braking acceleration is much higher than the driving
acceleration then the tire will be initially toed in so that it will
straighten itself when the vehicle is braking.
Bump steer
Toe angle change with suspension travel.
Forces the vehicle to steer in bump or droop.
Cause
Improper position of the tie rod.
Motion ratio

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