Chapter-1: 1.1 Suspension System
Chapter-1: 1.1 Suspension System
Chapter-1: 1.1 Suspension System
CHAPTER-1
1.Introduction
1.1 Suspension System
Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects
a vehicle to its wheels and allows relative motion between the two. Suspension systems must
support both road holding/handling and ride quality, which are at odds with each other. The
tuning of suspensions involves finding the right compromise.
The primary purpose of the suspension system is to provide a high level of ride quality and
protect the vehicle structure from harmful stresses by performing good isolation from the road
surface irregularities. This requires a soft suspension. It should also assure the lateral stability
and controllability at various running conditions (road qualities, speeds, accelerating, braking,
and manoeuvring), besides supporting the variable static loads. This requires a stiff suspension.
Although considerable theoretical and practical studies have been carried out in order to
improve real suspension systems, most current road vehicles suffer this fundamental conflict
and their suspension parameters still compromise between the requirements. Moreover, further
improvement seems to be very difficult to achieve using only conventional elements. However,
active and semi-active suspension systems offer new possibilities for improvement in vehicle
behaviour.
It is important for the suspension to 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. The suspension also protects the vehicle itself and any cargo or
luggage from damage and wear. The design of front and rear suspension of a car may be
different.
Passive suspension systems consist of conventional elements such as coil or leaf springs
and viscous dampers. The basic limitation inherent in using these elements, is that the static
deflection varies as the inverse square of the body natural frequency (for linear springs) and
the basic conflict between ride comfort and handling cannot be completely solved even by
using non- linear springs or additional cross coupling by such devices as anti-roll bars. There
are other limitations, attributed to the ability of these elements to only store or dissipate energy
and to generate forces in response to local relative displacements and velocities. Self-levelling
mechanisms, by which the static deflection can be removed, are useful in commercial vehicles
suffering relatively high static load changes. They can offer better body isolation if used with
softer suspensions but this may lead to problems with attitude control in cornering and braking
and lateral stability and control problems.
The suspension should isolate the body from high frequency roadway inputs. On the other
hand, at lower frequencies, the body and the wheel should closely follow the vertical inputs
from the road. This relates to vehicle handling. Resonances of the body and the wheel should
be controlled so that disturbances at resonant frequencies are not excessively amplified at the
body and so that wheel hop and loss of wheel-roadway contact force is avoided. Also, the
suspension must control body motion due to changes in payload, forces from braking and
cornering, and aerodynamic forces. Conventional suspensions have spring and damping
elements which can be varied to emphasize isolation or motion control, but the possibilities are
limited.
Extra flexibility in design is allowed if a load leveler is included. Such devices eliminate
static deflection of the suspension with a slowly reacting active element with deflection
feedback and allow softer springs to be used than if the static deflection is limited only by the
spring elements.
Active suspensions are closed loop control systems with feedback signals representing
all or some of the system variables to control actuators in addition to, the usual passive
elements. The system virtually eliminates body roll and pitch variation in many driving
situations including cornering, accelerating, and braking.
The best active suspension systems can be expected to be designed by applying optimisation
techniques. These can allow the estimation of the best system parameters for any given
combination of measured variables and control inputs. The measured variables can be
measured from the sesnors and fed into the system continuously.
Researchers have applied one form of optimal control theory to active suspension
systems, assuming an integrated white noise random displacement input and a quadratic
performance index, the optimal control being that (linear state variable feedback) control law
which minimises the performance index. His scheme included the measurement of the height
of the vehicle body above the road surface and his results showed that significant improvements
can be gained by measuring the body velocity and the body displacement relative to the road
as feedback signals to control the actuator fitted in parallel with the conventional spring and
damper.
Hydraulic Actuation
Hydraulically actuated suspensions are controlled with the use of hydraulics. The
hydraulic pressure is supplied by a high pressure radial piston hydraulic pump. Sensors
continually monitor body movement and vehicle ride level, constantly supplying the hydraulic
height correctors with new data. In a matter of a few seconds, the suspension generates counter
forces to raise or lower the body. During driving manoeuvres, the encased nitrogen compresses
instantly, offering six times the compressibility of the steel springs used by vehicles up to this
time.
The actuator dynamics are quite complicated, and interaction between the actuator and
the vehicle suspension cannot be ignored. This is especially true for hydraulic actuators, which
remain to be one of the most viable choices due to their high power-to-weight ratio, low cost
and the fact force can be generated over a prolonged period of time without overheating.
However, hydraulic actuators also have several adverse attributes: they are nonlinear and their
force generation capabilities are highly coupled to the vehicle body motions. However, in these
applications, the closed-loop systems are usually designed to track a displacement signal, rather
than a force signal. Some researchers thus speculate that for hydraulic actuators, “force
tracking” is harder than “displacement tracking”. This system performed remarkably well in
straight ahead driving, including over uneven surfaces, but had little control over roll stiffness.
Electromagnetic Suspension
Adaptive or semi-active systems can only change the viscous damping coefficient of
the shock absorber, and do not add energy to the suspension system. While adaptive
suspensions have generally a slow time response and a limited number of damping coefficient
values, semi-active suspensions have time response close to a few milliseconds and can provide
a wide range of damping values.
Adaptive suspensions usually only propose different riding modes (comfort, normal,
sport...) corresponding to different damping coefficients, while semi-active suspensions
modify the damping in real time, depending on the road conditions and the dynamics of the
car. Semi-active suspensions are less expensive to design and consume far less energy. In
recent times, research in semi-active suspensions has continued to advance with respect to their
capabilities, narrowing the gap between semi-active and fully active suspension systems.
The speed at which weight transfer occurs as well as through which components it transfers is
complex and is determined by many factors including but not limited to roll centre height,
spring and damper rates, anti-roll bar stiffness and the kinematic design of the suspension links.
Unsprung weight transfer is calculated based on the weight of the vehicle's components that
are not supported by the springs. This includes tires, wheels, brakes, spindles, half the control
arm's weight and other components. These components are then (for calculation purposes)
assumed to be connected to a vehicle with zero sprung weight. They are then put through the
same dynamic loads. The weight transfer for cornering in the front would be equal to the total
unsprung front weight times the G-Force times the front unsprung centre of gravity height
divided by the front track width. The same is true for the rear.
Sprung weight transfer is the weight transferred by only the weight of the vehicle resting on
the springs, not the total vehicle weight. Calculating this requires knowing the vehicle's
sprung weight (total weight less the unsprung weight), the front and rear roll centre heights
and the sprung centre of gravity height (used to calculate the roll moment arm length).
Calculating the front and rear sprung weight transfer will also require knowing the roll couple
percentage.
The roll axis is the line through the front and rear roll centres that the vehicle rolls around
during cornering. The distance from this axis to the sprung centre of gravity height is the roll
moment arm length. The total sprung weight transfer is equal to the G-force times the sprung
weight times the roll moment arm length divided by the effective track width. The front
sprung weight transfer is calculated by multiplying the roll couple percentage times the total
sprung weight transfer. The rear is the total minus the front transfer.
CHAPTER- 2
2. LITERATURE REVIEW
This paper offers motivations for an active suspension system which provides for both
additional stability and manoeuvrability by performing active roll and pitch control during
cornering and braking as well as eliminating road irregularities, hence increasing both vehicle
and passenger safety and drive comfort.
topologies are
The actuator topology achieving the highest force density is laminated. However,
ironless with back-iron is more preferred with regard to manufacturing. Various
magnetization patterns are possible, such as
Figure 2.1 (a) Conventional passive suspension system. (b) Electromagnetic suspension system
Due to the change in vehicle concepts to the more electric car, the suspension system
becomes ever more important due to changes in the sprung and unsprung masses. Active
electromagnetic suspension systems can maintain the required stability and comfort due to
the ability of adaptation in correspondence with the state of the vehicle. Specifications are
drawn from on- and off-road measurements on a passive suspension system.
The linear regenerative electromagnetic shock absorber system was simulated by using
Matlab and Simulink. The simulation model was established and validated via experiments.
The validated simulation model was then used for the analysis of the system parameter
sensitivity.
The mass is the magnet and it is denoted as M, measured in [kg]. The spring stiffness
constant is denoted as K [N/m], and the damping coefficient as C [Ns/m]. The input
displacement that represents the road irregularity is y [m]. The internal resistance of the coil
profile is denoted as Re [Ohm]. External variable resistance is R [Ohm]. The magnetic field
constant is denoted as B while the coupling coefficient can be representing in equation form
as T=Bl, and is measured in [Tesla]. According to the SDOF system model shown in, the
equation of motion is derived as
1).
2).
Solving for acceleration from Equation (1) and then solving for the first derivative of the
current in Equation (2) gives
and
The pinion is connected to the steering column by a universal joint, and to the vehicle
body by a cylindrical joint. The steering rack is connected to the vehicle body by a
translational joint.
The steering knuckles, in turn, are connected to the upper and lower control arms by
spherical joints in appropriate locations which define the inclination of the steering axis.
(Jazli Firdaus Jamil, Mohd Azman Abdullah, Ahmed Esmael Mohan Faculty of Mechanical
Engineering, University Teknikal Malaysia Melaka, Malaysia)
The world is demanding for alternative way of energy consumption for vehicle usage. The
energy efficient vehicle (EEV) is one of the advancement for future land transportation that
known as hybrid and electric vehicles nowadays. The vehicles use different energy other
than fuel which is electric energy. This paper emphasizes the development of
electromagnetic energy regenerative suspension system that harvests energy from the vibration
of vehicle suspension system.
Conceptual design:
In Defense Services like army and air force etc. to carry and transport guns, ammunition
and other supplies to remote areas of rough and varied terrain.
In Antarctic bases for research things where use of conventional vehicle is impossible. This
paper helped to study and analyze the procedure of vehicle suspension designing and to
identify the performance affecting parameters. Also, to understand and overcome the
theoretical difficulties of vehicle design.
Due to the change in vehicle concepts to the more electric car, the suspension system
becomes ever more important due to changes in the sprung and unsprung masses.
Active electromagnetic suspension systems can maintain the required stability and comfort
due to the ability of adaptation in correspondence with the state of the vehicle.
(Has shown various usage of Magnetic Rheological fluid in dampers and Military vehicle.)
Shows the development of suspension system that dynamically varies damping coefficient
to achieve better control and ride of vehicle.For the smart adaption ultrasonic transceiver
is used which consists of an ultrasonic wave generator and receiver.
CHAPTER-3
3. METHODOLOGY
3.1 Problem Statement
Requirements:
Improvise the ride comfort by using an instantaneous dynamic responsive suspension system
by controlling the pitch and roll motions. Also control the vertical acceleration and reduce the
transmissibility of the All-Terrain Vehicle.
Objective:
To refrain the current passive suspension system and install the semi-active Electromagnetic
suspension system. Also to carry out various tests to improvise various suspension parameters
like pitch, vertical acceleration and transmissibility.
3. Fabrication of model:
The model of the suspension is fabricated and installed into a 1:2
scaled ATV. Various tests are carried out on the model for various parameters.
5. Inclusion of sensor systems for parameter measurement for testing and improvement:
Sensors such as accelerometers, Ultra-sonic are attached at optimal
locations on the scaled ATV, will be used for data acquisition through necessary
transducers.
Literature Review
Test Prototype
Improved Suspension
Parameters
CHAPTER-4:
4. EXPERIMENTATION
CHAPTER-5:
5. MODELING
The process of conversion of a two dimensional design into a visually understandable three
dimensional model using the respective tool/software is called modelling.
The most commonly used software used for modelling are solid works, solid edge etc.
The prototype was fabricated on a bug. The bug is 1:4 scale of a full sized All-Terrain
Vehicle. The passive suspensions, i.e the hydraulic dampers, were replaced by the
Electromagnetic dampers with a helical spring on the outside to reduce the risk of
failure and make it fail proof. Various connections with sensors are made to achieve
the fast response from the suspensions and to activate it in fraction of seconds. The
chassis for the scaled ATV was designed using the CATIA V5 software for simulation
analysis. The damper design, Chassis frame and the Electronic circuit designs are
explained here.
The above model depicts the chassis design with the suspensions for the ATV. The
various dimensions of the ATV can be read from the following table:
The above table depicts the basic parameters of the scaled model of the ATV. The
entire suspension system has been redesigned. The adoption of an already existing
frame for our design ruled out the requirement of stress analysis. The frame is sure
to hold on, even in case of most hostile conditions, as it is a tried and tested design.
The Electromagnetic suspension system consists of the following parts which help in
damping the forces that act on the unsprung mass of the vehicle.
The strut mount is basically used to fix the suspension onto the chassis of the ATV.
This is made up of Cast Iron material. The upper and the lower strut mount has the
following dimensions.
This is the upper seat upon which the spring is held in. The material is Cast iron. The
diameter of the upper spring seat is:
Diameter: 50mm
Thickness: 2mm
Steel Tube:
Steel tube is mounted on the upper spring seat. This steel tube houses the acrylic tube
with windings. The material is steel and its welded using TIG to the upper spring seat.
Thickness: 1mm
Length: 100mm
Outer Spring:
Thickness: 7mm
Pitch: 13mm
The copper wire is wound on the Acrylic tube. This acts as a solenoid and also helps
in damping of the suspension. The solenoid repels the magnet stack and acts as a
cushioning for the suspension and reduces the vertical acceleration and the other
parameters associated with the suspension system. The solenoid is wound on the
acrylic tube. The dimensions are:
Acrylic Tube:
Length: 100mm
Copper Wire:
Length: 30m
Magnet stack.
Magnets are used to produce the repelling force to the solenoid force. The stack is
arranged such that it is repelled by the solenoid effect. The poles are set in opposite
directions to achieve the repelling force. The dimensions are:
Thickness: 5mm
No. of magnets: 10
These parts are assembled such a way so as to obtain the damping forces and also to
achieve the suspension action.
This is the lower seat upon which the spring is held in. Also the magnet stack is held
on this seat. The magnets are held in the magnet hub. The material is Cast iron. The
diameter of the upper spring seat is:
Diameter: 50mm
Thickness: 2mm
The various parts of the suspension system are assembled and the solenoid is
connected to the 12V battery for its effective operation during the movement of the
vehicle. The travel of the suspension is about 30mm. The end to end length of the
suspension system is 130mm.
Steel Tube
Springs
Magnets Stack
CHAPTER-6