BY ANIZ ALI

Roll.No-22
7
th
Semester
Automobile Engineering


Suspension is the term given to the system of springs, shock
absorbers and linkages that connects a vehicle to
its wheels and allows relative motion between the two.
dual purpose contributing to the vehicle's road
holding/handling and braking for good active safety and
driving pleasure, and keeping vehicle occupants comfortable
and reasonably well isolated from road noise, bumps, and
vibrations, etc.
keep the road wheel in contact with the road surface as much
as possible, because all the road or ground forces acting on
the vehicle do so through the contact patches of the tires.
In supercars and sports oriented vehicles the suspension
plays a vital role in maintaining traction under conditions of
acceleration, braking and hard cornering.
Thus in motorsports, suspension systems are critical to driver
safety and performance optimization.

SUSPENSION GEOMETRY
Suspension system can be classified into the
following ways:-

-Dependent suspension

-Independent suspension

-Semi independent suspension
DEPENDENT SUSPENSION
A dependent suspension normally has
a beam (a simple 'cart' axle) or (driven) live
axle that holds wheels parallel to each other
and perpendicular to the axle. When
the camber of one wheel changes, the camber
of the opposite wheel changes in the same way
(by convention on one side this is a positive
change in camber and on the other side this a
negative change). De Dion suspensions are also
in this category as they rigidly connect the
wheels together.

SEMI INDEPENDENT SUSPENSION
In this case, the motion of one wheel does
affect the position of the other but they are not
rigidly attached to each other. A twist-beam
rear suspension is such a system.

INDEPENDENT SUSPENSION
An independent suspension allows wheels to
rise and fall on their own without affecting the
opposite wheel. Suspensions with other devices,
such as way bars that link the wheels in some
way are still classed as independent.
The variety of independent systems is greater
and includes:
-Macpherson strut
-Upper and lower A-arm (double wishbone)
-Multi-link suspension


DOUBLE WISHBONE SUSPENSION
The double wishbone suspension was first used
in the 1930s in Europe and then in 1935 in
Detroit. Many vehicles used it until front wheel
drive cars came into being starting in the
1970s when a form of the double wishbone
suspension called the Macpherson strut came to
be heavily used. The double wishbone is
classified as an independent suspension system
that has been used to replace the beam type
dependent suspension systems previously
discussed.
DOUBLE WISHBONE SUSPENSION
The double wishbone
suspension system consists of
two equalsized short
wishbone shaped members
(arms) positioned one over the
other. The closed ends of the
two wishbone arms are hinge
mounted to the top and
bottom of the vehicle knuckle
to provide vehicle steering.
The vehicle knuckle supports
the spindle or hub to which the
wheel is mounted. The two
open ends of each wishbone
member are hingemounted to
the vehicle frame.
DOUBLE WISHBONE SUSPENSION
In the event that the double wishbone suspension is
used for a drivewheel application, a coil spring is
seated on the central portion of the upper arm and
extends upward where it is supported by a body
member. In this case, the upper arm supports most
of the vertical load and there is space for the
vehicle drive shaft below.
When the double wishbone suspension is used on
a nondrive wheel application, the coil spring is
seated in the central portion of the lower arm and
again extends upward to a body support member,
with the lower arm supporting most of the vehicle
load.
DOUBLE WISHBONE SUSPENSION
ADVANTAGES-
- Versatile (placement of shock absorbers)
- Because of the length of the upper and lower arms,
vertical suspension movement results in an increase in
negative camber. This means that the tires on the
outside of a turn stay in better contact with the road

DISADVANTAGES-
- May take more space
- Slightly more complex than other systems like a
Macpherson strut.
- Due to the increased number of components within the
suspension setup it takes much longer to service and is
heavier
SHORT ARM/ LONG ARM SUSPENSION

The short/long arm
suspension is a modification of
the double wishbone. In a
short/long arm (SLA)
suspension, the two arms are
of unequal length with the
upper arm being shorter than
the lower arm. The short/long
arm suspension is considered
to be an independent
suspension since the two
wheels are not directly
connected as they are on the
solid beam type.

PUSH ROD/PULL ROD SUSPENSION
Pushrod pull rod, the difference as the name
suggests is the whether the rod pushed up to
the rocker or pull down to the rocker. Pull rod
was first brought to F1 by Gordon Murray as
Brabham in the 70s, the Pull rod set up has a
strut from the outer end of the upper
wishbones that runs diagonally to the lower
edge of the chassis and "pulls" a rocker to
operate the spring\damper. A pushrod is the
opposite; the strut runs from the lower wish
bone to the upper edge of the chassis.
PUSH ROD/PULL ROD SUSPENSION

Black - Pushrod
Yellow - Rocker
Dark Yellow -
Rocker splined to
Torsion bar
Light grey- torsion
bar
Red - Damper
Blue - antiroll bar
linkages.
PUSH ROD/PULL ROD SUSPENSION

The torsion bar passes
through the centre of
the rockers and fix to
the front of the chassis.
The Rocker pivots on the
torsion bar. The push
rod pushed the rocker
and twists the torsion
bar to provide the
spring in the
suspension, the rocker
then compresses
/extends the damper
and operates the antiroll
bar if the car is in roll.
PUSH ROD SUSPENSION

PULL ROD SUSPENSION
Which is better Push or Pull rod system
In terms of their effectiveness as controlling the wheels, both
are equal. In terms of effect on aerodynamics each has its
merits depending on the prevailing rules and trends.
Pull-rod clearly provides a lower C.O.G, although access can
be an issue.

One difference is in the load passed through the wishbones.
As per Newtons third law, the rod has to react to the force of
the springs. This passes back from the rocker to the mount
on the wishbone. In push-rods case, this reaction force is in
the opposite direction to the force fed from the wheel into
the chassis, the two offset each other. With Pull-rod the force
from the rod and the wheel act in the same direction, this
doubles the load in the upper wishbone and resultantly in the
mounting the on the gearbox. This can be accounted for
design and weight of the final wishbone design.

Which is better Push or Pull rod system
However, push rod also has its structural problem. The
push rod when the suspension in bump (wheel rising)
the rod is in compression and would tend to bow
outwards. The push rod was the first suspension
component to have carbon fibre cladding for
reinforcement, again design and weight is needed to
offset this load. Suspension experts point out that pull-
rod suffers similar compression bending when the
suspension is in droop (wheels falling), but droop is
considered less critical in wheel control, than bump.
Theres no one answer to which is best, you look at your
design requirements and pick which solution works,
best. Next year the best car is not necessarily going to
be the one with Pull-rod rear suspension.
MULTI LINK SUSPENSION SYSTEM
The multi-link suspension
uses three or more lateral
arms and one or one or
more longitudinal arms,
which don't have to be of
equal length and can be
angled away from their
natural direction.

Each of the arms has a
spherical joint or rubber
bushing at each end,
causing them to work in
tension and compression
and not in bending.

MULTI LINK SUSPENSION SYSTEM

The arms are joined at the top
and bottom of the spindle.
When this spindle turns for
steering, it actually alters
suspension's geometry by
torquing all suspension arms.
The suspension's pivot
systems are designed to allow
this.

Multi-link arrangements are
used on both the front and
the rear suspensions, but the
former replaces a lateral arm
with a tie-rod that connects
the rack or steering box to the
wheel hub



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