Suspension System in Automobiles

Introduction
• The Suspension system of an automobile is one which separates the wheel / axle
assembly from the body.
• The primary function of the suspension system is to isolate the vehicle structure from
shocks and vibration due to road irregularities.
• Broadly the suspension system consists of :
Spring
Dampers / shock absorber
Spring shackles, axle, wheels and stabilizer
• The suspension system of a motor vehicle is divided into:
front end suspension
rear end suspension
 Suspension System General Terms

• Sprung weight refers to the weight carried by

the springs, which includes the chassis and all
components attached to the chassis
• Unsprung weight refers to the weight that is not
supported by the springs, which includes the
weight of the suspension system.
 Vehicle Motion

(a) Bouncing :Up and down motion of vehicle

(b)Rolling : Motion about longitudinal axis
(c) Pitching : Rolls about transverse axis
(d)Yaw : Rolling about Vertical Axis
 Functions of suspension system
• The suspension system must supply steering control for the driver under all road
conditions.
• Vehicle owners expect the suspension system to provide a comfortable ride. The
suspension, together with the frame, must maintain proper vehicle tracking and
directional stability.
• Another important purpose of the suspension system is to provide proper wheel
alignment and minimize tire wear.
• The impact of the front tires striking road irregularities must be absorbed and
dissipated by the front suspension system. These impacts are distributed
throughout the suspension, and this action isolates the vehicle passengers from
road shock.
• The vehicle’s ride characteristics are determined by the amount of impact energy
that the suspension can absorb and by the rate at which the suspension
dissipates these tire impacts.
 Components of suspension system
Coil Spring
• The coil spring is the most commonly used spring for front and rear suspension
systems.
• When a vehicle wheel strikes a road irregularity, the coil spring compresses to
absorb shock, and then recoils back to its original installed height.
• Coil springs are classified into two general categories:
• Linear-Rate Coil Spring
• Variable rate Spring

Coil springs do not have much ability to resist lateral movement.

 Linear Rate Coil Spring

• have equal spacing between the coils and one basic

shape with a consistent wire diameter.
• When the load is increased , the spring compresses
and the coils twist or deflect. As the load is removed
from the spring, then coils unwind, or flex, back to
their original position.
• Linear-rate coil springs have a constant spring rate,
regardless of the load.
• The spring rate on linear springs is usually calculated
between 20 and 60 percent of the total spring
deflection.
 Variable Rate Spring
• Variable-rate coil springs have a variety of wire sizes and shapes.
• The most common variable-rate coil springs have a consistent wire diameter
with a cylindrical shape and unequally spaced coils.
• Inactive coils are positioned at each end of a coil spring
• Transitional coils are positioned between the inactive coils and the active
coils in the center of the spring
• The active coils are located in the center of a coil spring.
• The inactive coils at the end of the spring introduce force into the spring
when the wheel strikes a road irregularity. When the transitional coils are
compressed to their point of maximum load-carrying capacity, these coils
become inactive. The active coils operate during the complete range of
spring loading.
• A variable-rate spring does not have a standard spring rate. This type
of spring has an average spring rate based on the load at a
predetermined spring deflection. It is impossible to compare variable
spring rates and linear spring rates because of this difference in spring
rates. Variable-rate coil springs usually have more load-carrying
capacity than linear-rate springs in the same application.
 Torsion Bar
In some front suspension systems, torsion bars replace the coil springs. During wheel jounce, the
torsion bar twists. During wheel rebound, the torsion bar unwinds back to its original position.
A torsion bar may be thought of as a straight, flattened coil spring. One end of the heat-treated
alloy steel torsion bar is attached to the vehicle frame, and the opposite end is connected to the
lower control arm. Some light-duty trucks and sport utility vehicles (SUVs) are presently equipped
with longitudinal torsion bars in the front suspension.
Transversely mounted torsion bars were used in some front suspensions on older cars. Because the
lower control arm moves up and down as the wheel strikes road irregularities, this control arm
action twists the torsion bar. The bar’s natural resistance to twisting causes it to return to its original
position. During the manufacturing process, torsion bars are prestressed to provide fatigue
strength.
These bars are directional. Torsion bars are marked right or left, and they must be installed on the
appropriate side of the vehicle. Left and right on a vehicle is always viewed from the driver’s seat.
A torsion bar is capable of storing a higher maximum energy compared with a loaded coil or leaf
spring. Shorter, thicker torsion bars have increased load-carrying capacity compared with longer,
thinner bars. Since torsion bars require less space compared with coil or leaf springs, they are
usually found on front suspensions. However, a few rear suspensions have torsion bars. Torsion bars
have a riding height adjustment screw at the end where they are attached to the frame.
 Torsion Bar

• A torsion bar is a spring which is a long,

round, hardened steel bar similar to a coil
spring except for a straight bar. • One end is attached to the lower control
• It resists twisting and is used as a spring on arm of a front suspension and the other
some cars and many four wheel drive end to the frame.
pickup trucks and sport utility vehicles.
• When the wheels hit a bump, the bar
• The larger the diameter, or the shorter the twists and then untwists.
torsion bar, the stiffer the bar.
 Multiple Leaf Spring
• Multiple-leaf springs have a series of flat steel leaves of varying
lengths that are clamped together. A center bolt extends
through all the leaves to maintain the leaf position in the
spring. The upper leaf is called the main leaf, and this leaf has
an eye on each end. An insulating bushing is pressed into each
main leaf eye. The front bushing is attached to the frame, and
the rear bushing is connected through a shackle to the frame.
The shackle provides fore-and-aft movement as the spring
compresses.
• The main leaf is the longest leaf in the spring, and the other
leaves get progressively shorter. Each spring leaf is curved in
the manufacturing process. If this curve were doubled, it would
form an ellipse. Therefore, leaf springs are referred to as semi-
elliptical or quarter elliptical. Most leaf springs are semi-
elliptical. The ellipse designation refers to how much of the
ellipse the spring actually describes.
• Leaf springs are usually mounted at right angles to the axle.
They provide excellent resistance to lateral movement
 Ball Joint

• The ball joints act as pivot points that allow the front wheels and spindles,
or knuckles, to turn between the upper and lower control arms.

• A front suspension with ball joints reduces the number of load-carrying

bearing surfaces.

• Ball joints may be grouped into two :

load carrying and
 non-load carrying.
• Ball joints may be manufactured with forged,
stamped, cold-formed, or screw-machined
housings.
• The coil spring is seated on the control arm to
which the load-carrying ball joint is attached
 Load Carrying : Upper ball joint

• If the coil spring is attached to the

top of the upper control arm, then
the upper ball joint is carrying the
weight of the vehicle and is called
the load-carrying ball joint.

• The lower ball joint is called the

non-load carrying or follower ball
joint.
 Load Carrying : Lower ball joint

• If the coil spring is attached

to the lower control arm,
then the lower ball joint is
the load-carrying ball joint.
and
• The upper joint is the
follower ball joint
 Stabilizer Bars
• Most cars and trucks are equipped with a
stabilizer bar on the front suspension.
• It is a round, hardened steel bar (usually
SAE 4560 or 4340 steel) attached to both
lower control arms with bolts and rubber
bushing washers called stabilizer bar
bushings.
• When jounce and rebound wheel
movements affect one front wheel, the
stabilizer bar transmits part of this,
• movement to the opposite lower control
arm and wheel, which reduces and
stabilizes body roll.

If a wheel moves upward in relation to the chassis, this action is referred to as jounce travel.
Downward wheel movement is called rebound travel
 Stabilizer bar

• A stabilizer bar is also called an

anti-sway bar (sway bar) or anti-
roll bar (roll bar).
• A stabilizer bar operates by
twisting the bar if one side of the
vehicle moves up or down in
relation to the other side, such as
during cornering, hitting bumps, or
driving over uneven road surfaces.
 Types of Suspension system

Rigid Axle Suspension Independent Suspension

Non-independent/Rigid suspension: Independent suspension:

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

• When One wheel hits a bump or drops into a hole, both left and
right wheels are moved.
• Because both wheels are affected, the ride is often harsh and feels
stiff.
 Independent Suspension system

• Most vehicles today use a separate

control arm-type of suspension for
each front wheel which allows for
movement of one front wheel
without affecting the other front
wheel.
• This type of suspension is called
independent front suspension
Equal Length Upper and Lower Control Arm Front Suspension system

This type of front suspension system has coil springs with

upper and lower control arms.
Since wheel jounce or rebound movement of one front
wheel does not directly affect the opposite front wheel,
the control arm suspension is an independent system.
Many rear-wheel-drive cars have control arm front
suspension systems.
Early front suspension systems had equal-length upper
and lower control arms. On these early suspension
systems, the bottom of the tire moved in and out with Equal Length upper and lower
wheel jounce and rebound travel. Control Arm (Earlier Design)
This action constantly changed the tire tread width and
caused tire scuffing and wear problems
 Short and Long Arm Front Suspension system
• In later short-and-long arm front suspension systems,
the upper control arm is shorter than the lower control
arm.
• During wheel jounce and rebound travel in this
suspension system, the upper control arm moves in a
shorter arc than the lower control arm.
• This action moves the top of the tire in and out slightly,
but the bottom of the tire remains in a more constant
position
• This short-and-long arm front suspension system provides
reduced tire tread wear, improved ride quality, and better
directional stability.
• Many current vehicles are equipped with aluminum
upper and lower control arms and/or steering knuckles to short-and-long arm front
reduce unsprung weight and improve ride quality. suspension systems

• Any significant weight reduction also helps to improve

fuel economy and vehicle performance.
 McPherson Strut Front Suspension
• It is used on most popular small cars
• It takes less space
• It is light in weight
In this suspension systems, the lower end of the strut is
bolted to the top of the steering knuckle, and the lower
end of the knuckle is attached to the ball joint in the
lower control arm.
An upper strut mount connects the top of the strut to
the chassis.
An upper control arm is not required in this type of
suspension system, because the strut supports the top
of the steering knuckle.
Since the upper control arm is not required in these
suspension systems, these are more compact and
therefore very suitable for smaller cars.
 McPherson Strut Front Suspension- Components
• The purpose of the main components in a MacPherson strut
front suspension system may be summarized as follows:
1. Lower control arm—controls lateral (side-to-side) movement
of each front wheel.
2. Stabilizer bar—reduces body roll when a front wheel strikes a
road irregularity.
3. Coil springs—allow proper setting of suspension ride heights
and control suspension travel during driving maneuvers.
4. Shock absorber struts—provide necessary suspension
damping and limit downward wheel movement with an internal
rebound stop and upward wheel movement with an external
jounce bouncer.
5. Strut upper mount—insulates the strut and spring from the
body and provides a bearing pivot for the strut-and-spring
assembly.
6. Ball joint—connects the outer end of the lower control arm to
the steering knuckle and acts as a pivot for the strut, spring, and
knuckle assembly.
 Double Wish bone Front Suspension system
• Double wishbone suspension systems provide increased suspension rigidity and maintain precise
wheel position under all driving conditions to supply improved directional stability and steering
control.
• In the double wishbone front suspension system, the upper and lower control arms are
manufactured from lightweight, high-strength aluminum alloys designed for maximum strength
and rigidity.
• These lighter control arms decrease the unsprung weight of the vehicle, which improves traction
and ride quality.
• Since the upper and lower control arms have a wishbone shape, the term “double wishbone” is
used for this type of suspension.
• Suspension rigidity is also increased by positioning the ball joints and steering knuckle inside the
wheel profile
 Rear Suspension System

• The rear suspension system plays a very important part in ride quality and in the
control of suspension and differential noise, vibration, and shock.
• Although the front wheels actually steer the vehicle, the rear suspension is also
vital to steering control.
• The rear suspension must also provide adequate tire life and maintain tire
traction on the road surface.
• The rear suspension system may be
Leaf spring rear suspension system ( Rigid Axle)
Independent rear suspension system
 Leaf Spring Rear Suspension System
• A rear suspension system with two longitudinal leaf
springs and a one-piece rear axle housing may be called
a Hotchkiss drive.
• A leaf spring is mounted longitudinally on each side of
the rear suspension on some rear-wheel drive cars and
trucks. These relatively flat springs provide excellent
lateral stability and reduce side sway, which contribute
to a well-controlled ride with very good handling
characteristics.
• However, leaf-spring rear suspension systems have a lot Leaf Spring Rear Suspension
of unsprung weight, and leaf springs require a system
considerable amount of space.

The leaf-spring rear suspension was one of the first widely used rear suspension systems.
Because this type of rear suspension system has weight and ride-quality disadvantages, it has
been replaced on many vehicles with independent or semi-independent rear suspension systems.
 Individual Leaf Spring Suspension components

• Because the differential axle housing is

a one-piece unit, jounce and rebound
travel of one rear wheel affects the
position of the other rear wheel.
• This action increases tire wear and
decreases ride quality and traction.
• The transverse leaf spring front and
rear suspension is one of the oldest
suspension systems in
• the automotive industry. It was used
on Ford products from the early 1900’s
until 1948
 Semi Independent Rear Suspension System
• Many front-wheel drive cars have a semi-
independent rear suspension system with
an inverted steel U-section connected
between the rear spindles The inverted U-
section usually contains a tubular
stabilizer bar.
• When one rear wheel strikes a road
irregularity, the inverted U-section and
stabilizer bar twist, allowing some
independent rear wheel movement before
the wheel movement affects the opposite
rear wheel.

Some semi-independent rear suspension

systems have a track bar and brace
connected from the inverted U-section to
the chassis to reduce lateral rear axle
movement Semi-independent rear suspension system with track bar and brace.
 Rear Independent Suspension System
• Many vehicles have an independent rear
suspension system, wherein each rear wheel can
move independently without affecting the position
of the opposite rear wheel.
• This type of suspension system reduces rear tire
wear and provides improved steering control.
• Independent rear suspension systems have a
number of different configurations.
• A MacPherson strut independent rear suspension
system has a strut and coil spring assembly MacPherson strut independent rear suspension
connected from the top of the spindle through a
upper strut mount to the chassis.
• No provision for strut rotation is required, because
the rear wheels are not steered.

Some independent rear suspension systems have a

multilink design, wherein an adjustment link
connected from the rear spindle to the chassis allows
rear wheel position adjustment .
Short-and-long arm independent rear suspension system
 Shock Absorbers

• Two front shock absorbers are connected from the front

suspension to the chassis, and two rear shock absorbers
are attached between the rear suspension and the
chassis.
• Shock absorbers have three main purposes:
1. They control spring action and oscillations to provide the
desired ride quality. Rear shock absorber mounting, sport utility vehicle
(SUV)
2. They help prevent body sway and lean while cornering.
3. They reduce the tendency of a tire tread to lift off the
road, which improves tire life, traction, and directional
stability.

Because shock absorbers control spring action, spring oscillations, and chassis oscillations, they
contribute to vehicle safety and passenger comfort.
 Shock Absorber Design
• The lower half of a shock absorber is a twin tube
steel unit filled with hydraulic oil and nitrogen gas.
In some shock absorbers, the nitrogen gas is
omitted.
• A relief valve is located in the bottom of the unit,
and a circular lower mounting is attached to the
lower tube.
• This mounting contains a rubber isolating bushing,
or grommet.
• A piston and rod assembly is connected to the
upper half of the shock absorber.
• This upper portion of the shock absorber has a dust
shield that surrounds the lower twin tube unit.
• The piston is precision fit in the inner cylinder of the
lower unit. A piston rod guide and seal are located
in the top of the lower unit.
• A circular upper mounting with a rubber bushing is
attached to the top of the shock absorber. Shock absorber filled with hydraulic oil
and nitrogen gas.
 Shock Absorber Operation

• As a wheel rolls over a bump, the wheel

moves toward the body and compresses
the spring(s) of the vehicle.
• As the spring compresses, it stores
energy.
• The spring then releases this stored
energy, causing the body of the vehicle
to rise (rebound).
 Shock Absorber Operation
• Shock absorbers are installed on suspension systems to control
spring action.
• When a wheel strikes a bump and jounce travel occurs, the shock
absorber lower tube unit is forced upward.
• This action forces the piston downward in the lower tube unit.
Since oil cannot leak past the piston, the oil in the lower unit is
forced through the piston valves to the upper oil chamber.
• These valves provide precise oil flow control and control the
upward action of the wheel and suspension, which is referred to as
a shock absorber compression stroke
• When the spring expands downward in rebound travel, the lower
shock absorber unit is also forced downward.
• When this occurs, the piston moves upward in the lower tube unit,
and hydraulic oil is forced through the piston valves from the upper
oil chamber to the lower oil chamber.
• Since the valves restrict oil flow with precise control, the
downward suspension and wheel movement is controlled.
 Strut Assembly
• Struts are similar to shock absorbers, but struts are
usually positioned between the knuckle and the chassis
to provide knuckle support.

• Internal strut design is very similar to shock absorber

design.

• Struts perform the same functions as shock absorbers.

• Some struts have a replaceable cartridge.

Front strut assembly

 Structure of Strut

•The strut adjusting knob varies the strut orifice

opening. This knob has eight possible settings.
•The factory setting is No. 3, which provides average
suspension control.
•The No. 1 setting provides reduced spring control
and the softest ride, whereas a No. 8 adjustment
gives increased spring control and the hardest ride.
•The adjustment knob is usually accessible without
raising the vehicle. Adjustable Strut
 Note on Shock Absorber and Strut Assembly

• Of all the suspension components, shock absorbers and struts contribute the
most to ride quality.

• As the vehicle is driven over road irregularities, the shock absorbers or struts are
continually operating to control the spring action and provide acceptable ride
quality.

• Shock absorbers and struts usually wear out first in suspension systems, because
they are working every time a wheel strikes a road irregularity.

• If shock absorber are not functioning properly the ride quality gets adversely
affected.
Thanks!!