Automobile module iii

87
Steering and Suspension Systems Anoop P Department of Mechanical Engineering Department of Mechanical Engineering, MITS Puthencruz 1

Transcript of Automobile module iii

Page 1: Automobile module iii

Steering and Suspension Systems

Anoop P

Department of Mechanical Engineering

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

1

Page 2: Automobile module iii

FUNCTION AND PRINCIPLE

• The purpose of the steering system is to allow the driver to control the direction of the vehicle by turning the front wheels.

• This is done by means of steering wheel, a steering column which transmits the rotation of the steering wheel to the steering gears, the steering gears which increase the rotational force of the steering wheel in order to transmit greater torque to the steering linkage, and the steering linkage which transmits the steering gear movement to the front wheels.

• The steering system configuration depends on vehicle design (the drive train and suspension system used, whether it is a passenger car or a commercial vehicle, etc.).

• At present, the rack-and-pinion type and the recirculation-ball types are in use.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

2

Page 3: Automobile module iii

Requirements of Steering system

• Excellent maneuverability

• Proper steering effort

• Smooth recovery

• Minimum transmission of shock from road surface

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

3

Page 4: Automobile module iii

Principle

• The relative motion between the wheels of a vehicle at the road surface should be of a pure rolling type so that wear of the tires is minimum and uniform.

• When the vehicle is moving on a curved path, the steering gear must be so designed that the paths of the points of contact of each wheel with the ground are concentric circular arcs.

• For proper steering the axis of rotation of all the wheels should meet at G i.e. the instantaneous centre of rotation of the vehicle

• To satisfy this inner wheels should be turned through a greater angle

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

4

Page 5: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

To satisfy this inner wheels should be turned through a greater angle

5

Page 6: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

6

Page 7: Automobile module iii

STEERING GEAR MECHANISMS

There are two types of steering gear mechanisms

• Davis steering gear

• Ackermann steering gear

The main difference between the two steering gear mechanisms is that the Davis steering gear has sliding pairs, whereas the Ackermann steering gear has only turning pairs.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

7

Page 8: Automobile module iii

TYPES OF STEERING GEARS

• The steering gear converts the turning motion of the steering wheel into the to-and-fro motion of the link rod of the steering linkage.

• Moreover, it also provides the necessary leverage so that the driver is able to steer the vehicle without fatigue.

• There are many types and makes of steering gears in use for automobiles. D

epar

tmen

t o

f M

ech

anic

al

Engi

nee

rin

g, M

ITS

Pu

then

cru

z

8

Page 9: Automobile module iii

• The steering gear changes the rotary motion of the wheel into linear motion of the steering linkage.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

9

Page 10: Automobile module iii

Worm and wheel steering gear

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

10

Page 11: Automobile module iii

• The movement of the steering wheel turns the worm, which in turn drives the worm wheel.

• Attached to the wheel spindle rigidly is drop arm, so that the rotation of the steering wheel corresponds to a linear motion of the drop arm end, which is connected to the link rod.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

11

Page 12: Automobile module iii

Worm and nut steering gear

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

12

Page 13: Automobile module iii

• The steering wheel rotation rotates the worm which in turn moves the nut along its length.

• This causes the drop arm end to move linearly, further moving the link rod and thus steering the wheels.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

13

Page 14: Automobile module iii

Recirculating Ball Type Steering Gear

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

14

Page 15: Automobile module iii

• It consists of a worm at the end of steering rod .

• A nut is mounted on the worm with two sets of balls in the grooves of the worm, in between the nut and the worm.

• The balls reduce the friction during the movement of the nut on the worm.

• The nut has a number of teeth on the outside, which mesh with the teeth on a worm wheel sector, on which is further mounted the drop arm, which steers the road wheels through the link rod and the steering arms.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

15

Page 16: Automobile module iii

Rack and pinion steering gear

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

16

Page 17: Automobile module iii

• This type of steering gear is used on light vehicles like cars and in power steering.

• It is simple light and responsive.

• It occupies very small space and uses lesser number of linkage components compared to the worm and wheel type of gear.

• The rotary motion of the steering wheel is transmitted to the pinion of the steering gear through universal joints

• The pinion is in mesh with a rack.

• The circular motion of the pinion is transferred into the linear rack movement, which is further relayed through the ball joints and tie rods to the stub axles for the wheels to be steered.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

17

Page 18: Automobile module iii

Cam and Double Roller Steering gear

• Similar to worm and wheel type steering gear

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

18

Page 19: Automobile module iii

Power steering (ECPS)

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

19

Page 20: Automobile module iii

• The main objective of power steering is to reduce the driver’s effort in steering.

• This system may employ electrical devices, pneumatic and hydraulic pressure.

• Power steering is basically power assisted steering in which an arrangement to boost the steering wheel turning is provided.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

20

Page 21: Automobile module iii

Principles of Power Steering

• It is type of hydraulic device for utilizing engine power as steering effort

• Engine is used to drive a pump to develop fluid pressure

• Pressure acts on the piston within the power cylinder so that the piston assists the rack effort

• The amount of this assistance depends upon the extent of pressure acting on the piston

• If more steering force is required the pressure must be raised

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

21

Page 22: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

22

Page 23: Automobile module iii

Electrical power steering

• In this kind of power steering employs electric power instead of hydraulic power

• The electric power is imparted to the rack which then drives the pinion

Advantages

• Vehicle can be steered even when the engine is inoperative

• Energy is consumed only when the vehicle is being steered

• The arrangement is neat and clean since the problem of leakage is out of question

• Steering assembly is in the form of a compact unit

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

23

Page 24: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

24

Page 25: Automobile module iii

Front axle

• The constructional features of front axle is quite different compared to a rear axle

• Rear axles transmit power to rear wheels in rear wheel drive vehicles and front axles do not take part in power transfer.

• They just obey the commands of steering linkages for swiveling the road wheels

• Also known as dead axle

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

25

Page 26: Automobile module iii

Front axle arrangements

• Stub axle with rigid axle beam type

• Used earlier on all types of vehicles, but now it is limited to medium and heavy commercial vehicles

• Eg: trucks, buses etc.

• Stub axle without rigid axle beam type

• These are widely employed in cars and light commercial vehicles

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

26

Page 27: Automobile module iii

Rigid Axle Beam

• It is a stationary structural member used to take up bending and torsional loads

• Used to connect the stub axles

• Bending is induced in the central region due to vehicle’s weight

• Torsion occurs at its ends due to braking of wheels

• Axle is made of I-section at the centre and circular portion at the ends so as to resist the loads efficiently.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

27

Page 28: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

28

Page 29: Automobile module iii

Stub Axle

• An inter--mediatory small link between the road wheels and the front axle.

• It gets connected with the front axle by means of king pin or a ball joint

• The ends of which are connected to the road wheels

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

29

Page 30: Automobile module iii

Stub Axle- Types

• Depending on the shape and style of connection stub axles can be of the following types:

• Elliot type

• Reversed Elliot type

• Lamoine type

• Reversed Lamoine type

• Ball joint type

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

30

Page 31: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

31

Page 32: Automobile module iii

Centre point steering

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

32

Page 33: Automobile module iii

Wheel Alignment

• It refers to the setting of front wheels and the steering mechanism that provides

• an easier directional control of the vehicle

• Minimum tyre wear

• Stability to vehicle while negotiating a curve

• Parallel rolling of front wheels in straight ahead position

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

33

Page 34: Automobile module iii

Steering Geometry

• It is the group of design variables outside the steering mechanism that affect the behavior

Camber

King pin inclination

Caster

Scrub Radius

Included angle

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

34

Page 35: Automobile module iii

Toe-in Toe-out

• It is the initial setting of front wheels carried out in a garage

• Here the front wheels are set closer at the front than at the rear – toe in

• If the front of front wheels are are far off than rears – toe out

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

35

Page 36: Automobile module iii

The purpose of providing toe in is to offset the tendency of wheel rolling:

• On curves due to limitation of correct steering

• Due to possible play in steering linkages

• Due to camber effects

The toe out is provided to counter the tendency of inward rolling of the wheels

• Due to soil condition on agricultural land

• On account of side thrusts and cross wind effects

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

36

Page 37: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

37

• The amount of toe in varies from 0-6mm on different vehicles

• 2-4mm for Maruti 800 car

Page 38: Automobile module iii

Camber/ Wheel Rake

• The front wheels are tilted outwards at the top and inwards at the bottom when viewed from the front of the vehicle

• The centre line of the tyre forms an angle with the vertical.

• This is known as camber angle

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

38

Page 39: Automobile module iii

• Some vehicles are provided with positive camber while others have negative camber

• Most vehicles are provided with positive camber

Camber is used to prevent inward titling at the top of the wheels caused due to

• Excessive load

• Play in king pins

• Play in wheel bearings

• Camber on both wheels must be equal

• The amount of camber is generally kept between 0-1.50

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

39

Page 40: Automobile module iii

King pin inclination/ Steering axis inclination

• King pin is mounted in such a way that it remains inclined with respect to the vertical axis

• The angle thus formed between the centre line of king pin and the vertical axis is called king pin angle (king pin rake)

• In case of modern cars which employ ball joints instead of king pin, steering axis inclination is referred instead of king pin inclination

• It is kept around 7-8 degrees

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

40

Page 41: Automobile module iii

This inclination

• Helps in a straight ahead recovery and provides directional stability

• Reduces the wear and tear of the tyres

• Tends to reduce the effect of road shock on the steering system

Incorrect steering inclination leads to

• Hard steering

• Pulling of vehicle to a side

• Wheel doesn’t return to straight ahead position

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

41

Page 42: Automobile module iii

Caster

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

42

• It is the tilt of king pin centre line or steering axis towards the front or rear of the vehicle

• It lies in the range of 2-8degrees

• 3 degree is optimum

• With positive caster the steering axis is ahead of road resistance to the tyre which aids in directional stability

Page 43: Automobile module iii

• Excessive positive castor leads to

• Increased road shocks on steering wheel

• Requirement of greater steering effort

• Wheel wobbling at low speed

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

43

Page 44: Automobile module iii

Included Angle/Combined angle

• The angle formed in the vertical plane between the king pin center line and the wheel center line.

• A correct measure of included angle contribute to steering ease.

• Include angle is around 9-100

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

44

Page 45: Automobile module iii

Scrub Radius

• The tractive force of the vehicle acts at a point where the steering axis meets the road at a point on the ground

• The distance between the extended centre line of the steering axis and centre line of the tyre where the tread contacts the road is called scrub radius

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

45

Page 46: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

46

Page 47: Automobile module iii

Reversible, Irreversible and Semi-reversible Steering

• When an effort (i/p) is applied on the steering wheel which causes the road wheels to swivel(o/p).

• If this action is reversed by swiveling the road wheels (i/p), the steering wheel can be turned(o/p) then the system is known as reversible steering.

• In an irreversible steering it is not possible to turn the steering wheel by swiveling the road wheels.

• A compromise made between the short coming of the two systems results in semi reversible steering

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

47

Page 48: Automobile module iii

Description Reversible Irreversible Semi irreversible

Transmission of road shocks to steering

Yes, fully No, nil no

Control of steering Difficult Less difficult Better

Fatigue to driver Greater Lesser Intermediate

Feeling of road conditions

Yes, fully No, nil Yes

Load on joints Less More Fair

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

48

Page 49: Automobile module iii

Slip angle, cornering force & Self righting torque

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

49 Cornering force produced per unit slip angle is defined as cornering power

Page 50: Automobile module iii

• Various factors affecting cornering force and self righting torque

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

50

Page 51: Automobile module iii

Over steer and Under steer

• It is evident from the names that the vehicle gets steered either more or less than the normal desired steering.

• While negotiating a curve the vehicle should follow a well defined path under normal steering condition

• When the vehicle exhibits a tendency to take either a more sharp turn than intended by the driver or a lesser turning.

• The former situation is known as over steering and the latter under steering

• Several factors contribute to this kind of steering to vehicle such as load, slip angle, cornering force and suspension systems etc.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

51

Page 52: Automobile module iii

Comparison

Factor Under steer Over steer

Stability of vehicle Increased Decreased

Desirability More Less

Path of travel Wider Narrower

Driver’s effort More Less

For correct turning of wheels

Steering has to be rotated more

Steering wheel has to be unwound

Effect at higher speeds Increased un-stability Chances of accidents are high

Means to minimise By increasing inflation pressure in front wheels

By increasing inflation pressure in rear wheels

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

52

Page 53: Automobile module iii

Steering Gear Ratio and overall steering Ratio

SGR

• The ratio of angle turned by steering wheel to the corresponding angle turned by the steering gear cross shaft.

• Drop arm/pitman arm is attached to the cross shaft

OSR

• The ratio of angle turned by the steering wheel to the corresponding angle turned by the front road wheels.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

53

Page 54: Automobile module iii

Suspension Systems

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

54 The suspension system is made up of springs, shock absorbers and linkage so as to allow the wheels and tyres to follow the road roughness without excessively raising the frame and transmitting shock.

Page 55: Automobile module iii

Objectives

• To safe guard passengers and goods against road shocks

• To preserve the stability of vehicles while in motion

• To provide the wheels always in contact with road while driving cornering and braking

• To maintain proper steering geometry

• To provide suitable riding and cushioning properties

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

55

The suspension system connects the body of vehicle with the wheels and restricts the direct impact of wheels to the chassis and body.

Page 56: Automobile module iii

Components

• Springs, which neutralize the shocks from the road surface

• Dampers (shock absorbers), which act to improve comfort by limiting the free oscillation of the springs.

• Stabilizer (sway bar or anti-roll bar), which prevents lateral swaying of the car.

• A linkage system, which acts to hold the above components in place and the control the longitudinal and lateral movements of the wheels.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

56

Page 57: Automobile module iii

Types of Suspension System

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

57

Non-independent/Rigid suspension has both right and left wheel attached to the same solid axle. When one wheel hits a bump in the road, its upward movement causes a slight tilt of the other wheel. Independent suspension allows one wheel to move up and down with minimal effect to the other.

Page 58: Automobile module iii

Independent

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

58

Non-Independent

Page 59: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

59 Coil Spring used in cars and even in modern vehicles Leaf spring is seldom used in rear part of the cars

Page 60: Automobile module iii

Suspension springs • Metallic springs

• Leaf springs

• Coil Springs

• Torsion bar

• Non- metallic springs

• Pneumatic(air) springs

• Rubber springs

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

60

Page 61: Automobile module iii

Leaf Springs

• It is a stock of spring steel strips/ laminations called leaves

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

61

These are also known as semi-elliptical leaf springs since they are in bent form

Page 62: Automobile module iii

• Leaves/ laminations are comprised of leaf springs that are curved and are bound together to act as a single unit.

• Stack of leaves is fastened together at the center with a central bolt/rivet

• The longest leaf in the assembly is called master leaf. The assembly acts as a flexible beam due to different lengths of each spring.

• The curvature of leaf spring is called nip. The overall curvature of leaf spring is called camber

• Inter leaf friction reduces riding comfort, so to reduce this silencer pads are inserted in between the leaf springs, also leaves are lubricated with special graphite rich oil,

• Helper springs is a special type of leaf spring with no eye at ends. It is placed above the master leaf spring. When the load exceeds a prescribed value both the main and helper springs comes into operation

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

62

Page 63: Automobile module iii

Types of Leaf Springs

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

63

• Quarter elliptic was used in earlier models

• Transverse leaf spring increases the tendency of vehicle to roll while negotiating sharp turns

Page 64: Automobile module iii

Coil springs • It is a heavy duty strip of spring steel formed into shape of

helix

• These are ideal for absorbing vertical energy

and can take up bending and shear stress.

• There is no inter leaf friction as with leaf

springs.

• No control of oscillations by the spring itself

• Helper springs provide progressive stiffness

against increasing load Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

64

Page 65: Automobile module iii

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

65

• Helper Spring

• Main spring

Page 66: Automobile module iii

Torsion Bar

• It is a circular rod made of spring steel.

• One end is anchored to the frame and other end is attached to the control arm of vehicle, which is subjected to torsional load

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

66

Page 67: Automobile module iii

• The energy absorption per unit weight is high

• Suspension system gets lighter

• Provides a compact design

• Can’t take driving/braking thrust

• No friction force and no inherent damping to control the vibrations produced due to road shocks

• These are used with independent front and rear suspensions

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

67

Page 68: Automobile module iii

Rubber springs

• Absorbs oscillations through generation of internal friction when they are deformed by an external force.

• More compact system

• Excellent vibration damping properties

• Absence of squeaking

• Greater reliability

• Good fatigue strength in compression

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

68

Page 69: Automobile module iii

Air Springs

• It is based upon the elasticity of compressed air

• System employs rubber bellows which has compressed air.

• The air filled bellows

acts as suspension

• Vibration and shocks are absorbed

• Air pressure can be controlled for optimum riding comfort

• Complexity of compressed air and accessory system

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

69

Page 70: Automobile module iii

Stabilizer (Sway bar/Anti roll bar)

• This prevents vehicle from rolling while taking a turn

• Fastened to lower control arms

• During cornering, centrifugal force makes the outside of body drop and inside raise.

• The bar’s resistance to twisting motion limits body lean in corners.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

70

Page 71: Automobile module iii

Sprung and un-sprung weight

• Refers to the weight of those parts of the vehicle that are supported on front and rear springs

eg: vehicle frame, body, engine, power train

Jounce and Rebound

The suspension springs gets compressed when the vehicle goes over a bump. This state is known as jounce, which is the energy stored in the spring that forces the spring to original state.

While returning the spring over runs the neutral position and this action is termed as rebound

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

71

Page 72: Automobile module iii

Dampers/ Shock Absorbers

• These are used in suspension system to check any continuous vibration which may follow the initial force on the system

• Shock absorbers are necessary because springs do not settle down fast enough.

• A dampening device is needed to control the spring oscillations while bouncing, such device is called a shock absorber

• The shock absorber absorbs the energy of shock converted into vertical movement of axle by producing damping and dissipating the same into heat.

• Damper is a better term technically to describe a shock absorber

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

72

Page 73: Automobile module iii

Principle of operation

Hydraulic Dampers

In these dampers hydraulic fluid is used as the damping agent.

“When a piston forces a fluid in a cylinder to pass through some hole, a high resistance to the movement of the piston is developed which provides the damping effect”

• An advantage of hydraulic damper is that damping is proportional to the square of the speed.

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

73

Page 74: Automobile module iii

Telescopic Dampers

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

74

Page 75: Automobile module iii

When the shock absorber is under compression

• Fluid in the cylinder passes upwards through the restricted valves of the piston

• At the same time the fluid passes down through a small valve of the cylinder tube

• Due to this arrangement the piston is able to move against the resistance of the fluid, thus the shock is absorbed.

When the shock absorber is under tension:

• Liquid from the top portion of piston is forced downward through the piston valves

• At the same time the fluid enters through the valve at the bottom of the cylinder tube.

• The lengthening of shock absorber is thus made very slow, since it has to overcome the resistance of the fluid

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

75

Page 76: Automobile module iii

Gas filled shock absorber

• Here instead of oil, a mixture of oil and gas is used for the dampening effect

Advantages

• Provides longer life to tyres and other related suspension components

• Can tolerate heat to a greater degree

• This can be mounted in any position

• Increases ground clearance

• Prevents the formation of bubbles

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

76

Page 77: Automobile module iii

Independent Suspension

• It is an arrangement by which wheels are connected to the carriage unit in a manner such that the rise and fall of one wheel has no effect on the others. eg: passenger cars

Advantages

• Engine position can be moved forward, hence passenger space is greatly increased

• Gyroscopic effects are reduced to minimum

• Diminished wheel wobble and steering tramp

• Reduced un-sprung weight

• Provides a greater springing movement

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

77

Page 78: Automobile module iii

Disadvantages

• High initial cost

• Due to large no. of bearings greater maintenance is required

• More rigid sub frames are required

• Force due to unbalanced wheels are transmitted easily to steering

• Misalignment of steering geometry due to wear of component, hence requires more attention

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

78

Page 79: Automobile module iii

Front wheel Independent Suspension

• Wishbone arm system

• Trailing link system

• Sliding pillar system

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

79

Page 80: Automobile module iii

Wishbone Arm system

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

80

Page 81: Automobile module iii

Macpherson Strut assembly

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

81

Page 82: Automobile module iii

Trailing link system

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

82

Page 83: Automobile module iii

Vertical guide type

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

83

Page 84: Automobile module iii

Sliding pillar type

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

84

Page 85: Automobile module iii

Rear wheel Suspension system

• Leaf spring rear suspension system (rigid suspension)

• Independent rear suspension

• Swinging half axle

• Macpherson strut

• Trailing Arm Design

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

85

Page 86: Automobile module iii

Swinging half axle

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

86

Page 87: Automobile module iii

Trailing Arm Design

Dep

artm

ent

of

Mec

han

ical

En

gin

eeri

ng,

MIT

S P

uth

encr

uz

87