9/17/2025

Automotive Vehicles
(BMEE213E)

Module : 4 Suspension System 4 hours

Venugopal T
Professor
School of Mechanical Engineering

Mudule-4
Module : 4 Suspension System 4 hours
 Types - front and rear suspension,
 Conventional and independent type suspension,
 Leaf springs & coil springs
 Dampers, torsion bars, stabilizer bars, arms.
 Air suspension systems,
 Active suspension systems,
 Wheels and tyres.

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Suspension System
Suspension system provides a means of
isolating the road bumps and shocks from the
vehicle and its occupants. The system includes
springs, dampers, linkages, tyres, struts, etc.

The main benefits are improved grip between tyre and road
surface, improved passenger comfort and limitation to driver
fatigue and isolation of noise travelling between the road
wheels and the vehicle chassis and body.

Suspension System

All the parts which performs the function of isolating

the automobile from the road shocks are collectively
called a suspension system.

 Suspension system consists of Spring and Damper or

shock absorber
 Spring-Oscillates due to road shock
 Damper- Oscillations are restricted -slowing down of
movement

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Functions/Objectives of suspension
system
1. It prevents the vehicle body and frame from road
shocks.
2. It gives stability of the vehicle.
3. It safeguards the passengers and goods from
road shocks.
4. It gives the good road holding while driving,
cornering and braking.
5. It gives cushioning effect.
6. It provides comfort.

 Knuckle or Upright
 Linkages
 Wheels/tyres
 Dampers/Shock Absorbers Knuckle: This is used to connect the wheels to the
 Springs suspension system. It is mounted on the wheel’s hub.
 Struts (spring + damper) The suspension system is connected together with
 Anti Sway Bars the linkages provided. The knuckle is having a caster
 Ball Joints angle and a king-pin on the front wheels which helps
 Spindle in steering of vehicle in left or right direction.

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Linkages: All the parts of

suspension system are connected
together with the help of linkages.
These linkages have universal joints
on their both ends which help in
smooth connection between
different components

A) Wishbones or A-arm
It is a solid linkage which connects the frame of body and the wheel hub. It is in the shape of
alphabet A. The top end of “A” arm is attached to knuckle which is mounted on wheel hub
and rest of the two ends are attached to the frame of body. Depending on the requirement
double A-arm can be used.
B) Solid axle or live axle
It is the main axle of the tyres. It connects the main body of the vehicle with knuckle of the
tyre. Whole weight of the body lies on this solid axle. The suspension system is mounted on
this axle between body and the axle. This is commonly used in heavy duty vehicles.
C) Multiple links
This is the most commonly used in cars. In this multiple small linkages are used in place of
wishbone arm and solid axle. By the help of these multiple links knuckle, frame and
suspension system are connected together.

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Dampers

Dampers are used to absorb the vibration and dissipate it in form of heat energy.
In damping action energy is converted from one form or the other. In old days,
the friction effect between two surfaces is used as a damping agent.

1. Telescopic Damper
In telescopic dampers, the piston–cylinder arrangement is there. In this system,
hydraulic fluid flows past the pistons and fluid absorbs the shocks and vibrations.

2. Rocking Lever Damper

Rocking lever dampers works on the principle same as telescopic dampers. But in this
case, a two-piston is used inside the single-cylinder, and oil is displaced through
the valve. The movement of the dual pistons takes place due to the motion of the
wheels which is moved onto the pistons into the rocker levers.

Damping
Damping is used to control the vibrations that arise from the
operation of mechanisms. Figure shows a simple form of linear
vibration damper that makes use of a piston in a dashpot that
contains a viscous fluid. The dashpot and piston removes energy
from the spring and thus reduces vibration. This is the basic principle
of the dampers used in vehicle suspension systems

Telescopic damper

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Anti Sway or Anti roll Bars

These are also known as anti-roll bars. Anti sway bars play a key role in
passenger comfort and vehicle stability to improve performance. Anti sway
bars acts as one of the key components in a vehicle suspension system. As the
name suggests their purpose is to reduce body roll or sway when operating
under cornering conditions. (cornering force and side thurst)

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Need for suspension

considerable
Discomfort
(buckle the wheel)

Bumps or speed breakers

The forces acting on the sprung weight (The vehicle body and its
mass are supported by the suspension road springs) of the vehicle:
 Pitch, Roll
 Squat, Bounce and Yaw

Pitch
Pitch occurs when the front of the vehicle dives and the
rear rises, or vice versa. This occurs not only under
acceleration and braking, but also over bumps in the road.
The amount of pitch or, more precisely, the pitch
accelerations, are a major determinant of ride quality.

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Roll
• When cornering, the centrifugal forces acting at the centre of
gravity produce a rolling action transverse to the direction of
travel.
• The roll axis can be approximated by establishing the parts of the
body (through the front and rear axles) that remain at rest when
being rocked sideways. These are known as roll centres
• The front roll centre and the rear roll centre are normally at
different heights and the imaginary line drawn between the two
roll centres is known as the roll axis

If a vehicle is driving round a right-

hand bend, the vehicle will roll
to the left, away from the corner

Bounce
• This happens when the vehicle compresses its suspension across
the front and rear axles at the same time, providing a linear
movement of the whole vehicle.
• This could be created with an amalgamation of rolling and
pitching. Bounce is often seen when the vehicle is driving along
a road with evenly spaced dips and peaks.

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Squat
This occurs when the vehicle accelerates quickly, causing the rear of
the car to push down as the turning motion of the wheels is taken
up by the suspension system. This is especially seen on rear-wheel
drive vehicles.

Yaw
• Yaw is the rotational or oscillatory movement of a vehicle
around a vertical axis passing through the centre of gravity.
• It can be affected by the location of the major components and
side forces acting on the vehicle, for example crosswinds.
• The heavier the components and the farther apart they are in
the vehicle chassis, the higher the moment of inertia.
• Therefore, the vehicle will resist turnings or yaw motion to a
greater extent than when the components are lighter and
situated nearer the vehicle centre.

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Various forms of springs are used;

• Metal – laminated, helical and torsion bar
• Rubber
• Pneumatic (gas and air suspension).

‘As the extension, so the force’

--- Hooke’s Law
Small vertical
movement

SPRINGS
The spring absorbs road shocks, and allows
the wheel to follow the irregular contour of the road surface

Considerations - Suspension System

Vertical loading (Bouncing) – bump or pit on the road-vertical forces-
tensile or compressive-spring

Rolling –while taking a turn-centrifugal force acts outwards on the CG

of vehicle-road resistance acts inward at the wheels-couple of forces
turn the vehicle in the longitudinal axis.

Brake Dip or Squat –On braking- nose of vehicle –tendency to be

lowered (dip)- CG, wheel base etc

Side Thrust– during cornering-cross winds, cambering of road etc

Road holding- Degree to which a vehicle maintains contact with the

road surface during directional changes-dip, cornering and in straight
line motion-road holding

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Considerations - Suspension System

Ride – Qualitative ability of a vehicle to provide a smooth, comfortable
drive on a bumpy road.

Handling – Ability of a vehicle to safely accelerate, brake and corner

Unsprung Weight – Weight of vehicle components between the

suspension and road surface- (axles, steering knuckle, wheels, tyres
and brakes etc – should be minimum mass- minimum energy storage-
less shock

Sprung Weight - Weight supported by the vehicle suspension system-

frame-body-engine and transmission system

Soft and Hard Suspension- Small shock- more movement of wheel-

Soft Suspension – vice versa.
Excessive soft- less contact between road and wheel-less braking and
driving efforts- Compromise between hard and soft- good suspension.

Requirements of suspension system:

1. There should be minimum deflection.

2. It should be of low initial cost.
3. It should be of minimum weight.
4. It should have low maintenance and low
operating cost.
5. It should have minimum tyre wear.

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Types of suspension springs

1. Steel Springs
a. Leaf Springs
b. Coil Springs
c. Torsion bar Springs
2. Rubber Springs a. Compression Springs
b. Progressive Springs
3. Plastic Springs
4. Air Springs

Plastic Springs-light weight

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Types of Leaf Springs: There are five types of leaf

springs
1. Full – elliptic type
2. Semi – elliptic type
3. Three Quarter – elliptic type
4. Quarter elliptic type
4. Transverse Spring type

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Leaf Spring suspension

Standard

Leaf ends
Shackles
Eye bearings
Mid-Eye Reverse - Eye
Center bolts and clamps

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1. Full elliptic :
The advantage of this type is the elimination of shackle and spring.
The lubrication and wear frequently are the main draw back of this
type of springs.

2. Semi – elliptic :
This type is more popular for rear suspension are used in 75% of
cars.

3. Three – Quarter – elliptic type:

This type is rarely used in now-a-days. It gives resistance, but
occupies more space than other types.

4. Transverse Type:
This type of spring is arranged transversely across the car instead of
longitudinal direction.

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Leaf Spring Coil Spring

Energy stored is less Energy stored is more
Inter leaf friction is developed No friction
Produces Noise Lesser noise
Needs lubrication Lubrication not needed
No dampers needed because of inter Separate dampers needed
leaf friction
More space is occupied Less space is occupied
Subjected to tensile and compression Subjected to shear and compression
and tensile stress stress
In the form of straps In the form of coils
Less cushioning effect Better cushioning effect
Fitted in rear wheel Fitted in front wheel
Shock absorber is not needed Shock absorber is needed
Along with axial load it takes up side Only axial load possible
load
Used in heavy vehicles Used in lighter vehicles
Used in rigid axle Used in front axle
Unsprung weight is more Unsprung weight is less

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Torsion bar

Torsion bar
• A torsion bar suspension, also known as a torsion
spring suspension or torsion beam suspension, is a
general term for any vehicle suspension that uses a
torsion bar as its main weight bearing spring.
• One end of a long metal bar is attached firmly to the
vehicle chassis; the opposite end terminates in a lever,
the torsion key, mounted perpendicular to the bar, that
is attached to a suspension arm, a spindle, or the axle.
Vertical motion of the wheel causes the bar to twist
around its axis and is resisted by the bar's torsion
resistance

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Advantages and limitations

• The main advantages of a torsion bar
suspension are durability, easy adjustability of
ride height, and small profile along the width
of the vehicle. It takes up less of the vehicle's
interior volume than coil springs.
• A disadvantage is that torsion bars, unlike coil
springs, usually cannot provide a progressive
spring rate

Types of Suspension System

Front-Rear Suspension
Dependent-independent suspension
Solid beam---Single beam-dual beam suspension
Double wishbone-Short/long arm suspension
MacPherson Strut Suspension
Leaf spring- coil spring suspension
Rubber spring –air spring suspension

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Classification of Suspension Systems

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[Link]

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Single and dual beam suspensions

Single and dual beam suspensions

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Double wishbone-Short/long arm

suspension

Double wishbone- MacPherson Strut

Suspension

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Double wishbone-Short/long arm-

MacPherson Strut Suspension

[Link]

[Link]

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Double wishbone-Short/long arm-

MacPherson Strut Suspension

Air Suspension System

Some electronically controlled suspension systems use air springs. A basic air
spring consists of a rubber air chamber, generally closed at the bottom by a
piston fitted into a control arm, or by a strut shock absorber.
Some air springs are in effect auxiliary springs inside a coil spring strut. In
these designs, the coil spring supports the weight of the vehicle, while the air
spring raises or lowers the body to adjust ride height according to load.

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Air Suspension System

Air Suspension System

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Air Suspension System

Advantages

 More driver comfort due to the reduction in noise, harshness,

and vibration on the road that can cause driver discomfort and
fatigue
 Less wear and tear on the suspension system due to reduced
harshness and vibration of heavy-duty driving
 Air suspension reduces the tendency of short wheelbase trucks
to bounce over rougher roads and terrain when the vehicle is
empty
 Air suspension improves the ride height based on the load
weight and a vehicle's speed
 Higher corner speeds due to air suspension being better suited
to the surface of the road

Air Suspension System

Disadvantages

 The initial costs of purchasing and installing an air suspension

system — air suspension can also sometimes reach three times
the cost in repairs as a leaf suspension system over 10 years' time

 Fuel overheads for running compressors for occasionally

pumping air to the correct pressure

 Fuel efficiency can suffer from the heavier weight of air

suspension over the weight of leaf suspension

 An air suspension system's vulnerability to air leaks can result in

malfunctions

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Active Suspension Systems

A passive suspension system has the ability to store energy via a
spring and to dissipate it via a damper. Its parameters are
generally fixed, being chosen to achieve a certain level of
compromise between road holding, load carrying and comfort.

Active suspensions are considered to be a way of increasing the

freedom one has to specify independently the characteristics of
load carrying, handling and ride quality.

Active Suspension Systems

 Active suspensions refer to those controlled by double acting hydraulic
cylinders or solenoids (usually called actuators) that are mounted at each
wheel.
 Each actuator maintains a sort of hydraulic equilibrium with the others to
carry the vehicle’s weight, while maintaining the desired body attitude. At
the same time, each actuator serves as its own shock absorber,
eliminating the need for yet another traditional suspension component.
 In other words, each hydraulic actuator acts as both a spring (with
variable-rate damping characteristics) and a variable-rate shock absorber.
 This is accomplished in an active suspension system by varying the
hydraulic pressure within each cylinder and the rate at which it increases
or decreases. By bleeding or adding hydraulic pressure from the individual
actuators, each wheel can react independently to changing road
conditions.
 The components that make such a system possible are the actuator
control valves, various sensors, and the chassis computer.

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Passive and Active Suspension

Fully Active Suspension

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Classification of Suspension Systems

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Active Suspension Systems

Wheels and Types

Tyres and Types

(Self Study)

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