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ACKNOWLEDGMENT

We would like to thanks for our instructor Mr. Carlos, for his continuous advice for this project work and our
quality group members.
INTRODUCTION
Suspension is the system of springs, shock absorbers and linkages that connects a vehicle to its wheels
and allows relative motion between the two.[1] Suspension systems serve a dual purpose — contributing
to the vehicle's roadholding/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. These goals are generally at odds, so the tuning of suspensions involves finding the right
compromise. 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.
STATEMENT OF PROBLEM

Most of light vehicles have suspension system but they have failures after they give services because of
their usage and accordingly the road that they give service, therefore our project twill solve this
problem a little bite in a problem of suspension system in light vehicles.

Spring rate

The spring rate (or suspension rate) is a component in setting the vehicle's ride height or its location in
the suspension stroke. When a spring is compressed or stretched, the force it exerts is proportional to
its change in length. The spring rate or spring constant of a spring is the change in the force it exerts,
divided by the change in deflection of the spring. Vehicles which carry heavy loads will often have
heavier springs to compensate for the additional weight that would otherwise collapse a vehicle to the
bottom of its travel (stroke). Heavier springs are also used in performance applications where the
loading conditions experienced are more extreme.
Objective of suspension system
 Ti provide the comfort and safeguard the occupants from road shocks
 To prevent the transmissions of the road shocks to the vehicle components
 To give the stability to the vehicle in case of rolling or pitching while in
motion
 To provide the particular height to the body structure and to bear the
torque and bearing reactions.
Components of suspension system
Spring,
dampers,
stabilizer
dependent and independent
front and rear
linkage sytem

Shock absorber

A shock absorber (aka "damper") is a mechanical or hydraulic device designed to absorb and damp
shock impulses. It does this by converting the kinetic energy of the shock into another form of energy
(typically heat) which is then dissipated. A shock absorber is a type of dashpot.

Miniature oil filled shock components for scale cars.

Pneumatic and hydraulic shock absorbers are used in conjunction with cushions and springs. An
automobile shock absorber contains spring-loaded check valves and orifices to control the flow of oil
through an internal piston

Types of vehicle shock absorbers

Most vehicular shock absorbers are either twin-tube or mono-tube types with some variations on these
themes.

Twin-tube

Basic twin-tube

Also known as a "two-tube" shock absorber, this device consists of two nested cylindrical tubes, an inner
tube that is called the "working tube" or the "pressure tube", and an outer tube called the "reserve
tube". At the bottom of the device on the inside is a compression valve or base valve. When the piston is
forced up or down by bumps in the road, hydraulic fluid moves between different chambers via small
holes or "orifices" in the piston and via the valve, converting the "shock" energy into heat which must
then be dissipated.

Twin-tube gas charged

Variously known as a "gas cell two-tube" or similarly-named design, this variation represented a
significant advancement over the basic twin-tube form. Its overall structure is very similar to the twin-
tube, but a low-pressure charge of nitrogen gas is added to the reserve tube. The result of this alteration
is a dramatic reduction in "foaming" or "aeration", the undesirable outcome of a twin-tube overheating
and failing which presents as foaming hydraulic fluid dripping out of the assembly. Twin-tube gas
charged shock absorbers represent the vast majority of original modern vehicle suspensions installation.

Diagram of the main components of a twin-tube and mono-tube shock absorber

Mono-tube

The principal design alternative to the twin-tube form has been the mono-tube shock absorber which
was considered a revolutionary advancement when it appeared in the 1950s. As its name implies, the
mono-tube shock, which is also a gas-pressurized shock and also comes in a coilover format, consists of
only one tube, the pressure tube, though it has two pistons. These pistons are called the working piston
and the dividing or floating piston, and they move in relative synchrony inside the pressure tube in
response to changes in road smoothness. The two pistons also completely separate the shock's fluid and
gas components. The mono-tube shock absorber is consistently a much longer overall design than the
twin-tubes, making it difficult to mount in passenger cars designed for twin-tube shocks

Hydraulic shock absorber monotube in different operational situations:


1 ) Drive slow or adjustments open
2 ) How to "1", but extension immediately after the compression
3 ) Drive fast adjustments or closed, you can see the bubbles of depression, which can lead to the
phenomenon of cavitation
4) How to "3", but the extension immediately after the compression
Note: The volume change caused by the stem is considered.
How a shock absorber works

OE Twini-tube technology

In the manufacture of its shock absorbers, Gabriel ONLY uses the more resistant twin-tube technology
which adheres to OE fitment.

As the name implies, in a twin-tube shock absorber, there are two actual tubes. One forms the outer
body of the shock absorber and the other is a cylinder inside in which the piston moves. Tiny holes or
orifices in the piston as well as special valves between the inner and outer tubes restrict the flow of oil
to control wheel motion.

Gabriel manufactures hydraulic shock absorbers (which utilise oil) and gas shock absorbers (which utilise
gas).

Rather than actually absorbing shocks, the real purpose of the shock absorber is to keep the wheels of
the car in contact with the road, and dampen the spring movement. This is accomplished by the
scientific principle of transference. The energy created by the spring is transferred to a piston in
chamber that is filled with oil and the energy gets dissipated into heat form.

The twin-tube system represents the basic design of a modern shock absorber. The piston rod (1) and
protective tube are fixed via the mounting flange to the car body. The cylinder (2) is fixed to the wheel
suspension. The inner tube (3) contains the working chamber in which the piston moves up and down.
The compensating chamber (4), between the inner and the outer tube, is partially filled with oil and air
and contains the extruded oil volume caused by the piston rod when moving downwards. Valves, fitted
in the plunger, control the oil flow at different rates. As the plunger moves upwards, oil is sucked back
out of the compensating chamber through the base valve (5). The twin-tube shock absorber has to be
installed with the plunger rod at the top, as otherwise air would be drawn out of the compensating
chamber, which would cause the oil to foam and the damping to fail!

Springs
They are the flexible components of the suspension and absorbe shocks by flexing and twisting

Types

Metallic spring

 Leaf spring

 Coil spring

 Torsion bar spring

Non metallic spring

 Rubber spring

 Air spring

Torsion bar spring

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. The effective spring rate of the bar is determined by its length, cross section, shape,
material, and manufThe 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. In most torsion bar systems, ride height (and therefore many handling features)
may be changed by simply adjusting bolts that connect the torsion bars to the steering knuckles. In most
cars with this type of suspension, swapping torsion bars for a different spring rate is usually an easy
task.acturing process.

A torsion bar with a load applie A torsion bar with no load applied

Rubber springs
Increasing the load on a suspension causes the rubber cone to act like a spring being deformed. When
the load is removed, the rubber's elastic properties tend to return it to its original state.

Rubber is used in most suspension systems as bump and rebound stops.

If the suspension reaches its limit of travel, these stops prevent direct metal-to-metal contact, which
reduces jarring of the body of the vehicle. The stops can also be shaped to provide an auxiliary springing
function, increasing their resistance progressively with suspension contact. Some vehicles use rubber as
the main springing medium. This rubber cone is this vehicle’s main suspension member. Increasing the
load on the suspension causes the cone to act like a spring being deformed. When the load is removed,
the rubber’s elastic properties tend to return it to its original state.
Rubber has a number of advantages. It doesn’t need to be lubricated, it can be made into any shape, as
required, and it’s silent during use.

Coil spring
A coil spring, also known as a helical spring, is a mechanical device, which is typically used to store
energy due to resilience and subsequently release it, to absorb shock, or to maintain a force between
contacting surfaces. They are made of an elastic material formed into the shape of a helix which returns
to its natural length when unloaded.

One type of coil spring is a torsion spring: the material of the spring acts in torsion when the spring is
compressed or extended. The quality of spring is judged from the energy it can absorb. the spring which
is capable of absorbing the greatest amount of energy for the given stress is the best one. Metal coil
springs are made by winding a wire around a shaped former - a cylinder is used to form cylindrical coil
springs

A tension coil spring


A compression coil spring

A selection of conical coil springs

Types of coil spring are:

 Tension/extension coil springs, designed to resist stretching. They usually have a hook or eye
form at each end for attachment.
 Compression coil springs, designed to resist being compressed. A typical use for compression
coil springs is in car suspension systems.

 Torsion springs, designed to resist twisting actions. Often associated to clothes pegs or up-and-
over garage doors

Air Springs
Air springs contain a column of air in an elastomeric bellow or sleeve to provide suspension,
isolation, or actuation. Commonly found in vehicle suspension systems, perhaps in conjunction
with a coil spring, they are also used to insulate vibration in machinery and as linear or angular
actuators

ITT Enidine Air Springs and Air Shock Absorbers

ITT Enidine Inc.

Enidine Bead Ring Single Convoluted Air Spring

ITT Enidine Inc.

Highly durable, cost-effective Air Sp

Leaf spring
A leaf spring is a simple form of spring commonly used for the suspension in wheeled vehicles. Originally
called a laminated or carriage spring, and sometimes referred to as a semi-elliptical spring or cart
spring, it is one of the oldest forms of springing, dating back to medieval times.

A leaf spring takes the form of a slender arc-shaped length of spring steel of rectangular cross-section.
The center of the arc provides location for the axle, while tie holes are provided at either end for
attaching to the vehicle body. For very heavy vehicles, a leaf spring can be made from several leaves
stacked on top of each other in several layers, often with progressively shorter leaves. Leaf springs can
serve locating and to some extent damping as well as springing functions. While the interleaf friction
provides a damping action, it is not well controlled and results in stiction in the motion of the
suspension. For this reason some manufacturers have used mono-leaf springs.

A leaf spring can either be attached directly to the frame at both ends or attached directly at one end,
usually the front, with the other end attached through a shackle, a short swinging arm. The shackle
takes up the tendency of the leaf spring to elongate when compressed and thus makes for softer
springiness. Some springs terminated in a concave end, called a spoon end (seldom used now), to carry a
swivelling member

Elliptic

Semi-elliptic

Three quarter-elliptic
Quarter-elliptic

Transverse

A traditional semi-elliptical Hotchkiss leaf spring arrangement. On the left, the spring is connected to the
frame through a shackle.

Independent suspension
Suspension is the only component that separates the driver and/or passenger from the ground. The
suspension in a vehicle helps absorb harshness in the road. There are many systems and designs that do
this, such as independent suspension.

Advantages

This system provides many advantages over other suspension systems. For example, in solid axle
suspension systems, when one wheel hits a bump, it affects both wheels. This will compromise traction,
smoothness of the ride, and could also cause a dangerous wheel shimmy when moving at high speeds.
According to "Car Suspension Bible" with independent suspension systems, the bump only affects the
contacted wheel. This offers many advantages such as greater ride comfort, better traction, and safer,
more stable vehicles on and off the road

Types

MacPherson strut

This is the most common, widely used front suspension system in cars of European origin. It is a very
simple and effective design that uses a strut-type spring and shock absorber that work as a team that
will pivot on a ball joint on the single lower arm (Longhurst 2). This system has been used in the BMW
E21 series, which are the first generation 3 series from 1976-1983 and this system is still used on cars
today. One problem with this system is once the spring or the top plate becomes worn, the driver of a
car with this system may hear a loud "clonk" like noise at full lock when the spring jumps back into
place. People can often confuse this with a CV joint knock.

Transverse leaf-spring

The Chevrolet Corvette is known for using a rear transverse leaf-spring suspension design. This system
uses two systems to work as one. It uses a double wishbone which is supported by a leaf spring rather
than the more common coil spring. The leaf spring is not used as commonly as it was earlier. It is very
rare on modern cars. In the past it was more widely used in many Triumphs. The Herald, Vitesse, Spitfire
and the GT6 all used a rear transverse leaf spring, as well as the 1995-98 Volvo 960/S90/V90 and a rare
Swedish sports car incorporating the Volvo 960 rear suspension in the 1990s called the JC Indigo
(Longhurst 4).

Suspension Types: Front

So far, our discussions have focused on how springs and dampers function on any given wheel. But the
four wheels of a car work together in two independent systems -- the two wheels connected by the
front axle and the two wheels connected by the rear axle. That means that a car can and usually does
have a different type of suspension on the front and back. Much is determined by whether a rigid axle
binds the wheels or if the wheels are permitted to move independently. The former arrangement is
known as a dependent system, while the latter arrangement is known as an independent system. In the
following sections, we'll look at some of the common types of front and back suspensions typically used
on mainstream cars.
Dependent Front Suspensions
Dependent front suspensions have a rigid front axle that connects the front wheels. Basically, this looks
like a solid bar under the front of the car, kept in place by leaf springs and shock absorbers. Common on
trucks, dependent front suspensions haven't been used in mainstream cars for years.

Independent Front Suspensions


In this setup, the front wheels are allowed to move independently.

The MacPherson strut, developed by Earle S. MacPherson of General Motors in 1947, is the most widely
used front suspension system, especially in cars of European origin.

The MacPherson strut combines a shock absorber and a coil spring into a single unit. This provides a
more compact and lighter suspension system that can be used for front-wheel drive vehicles.
The double-wishbone suspension, also known as an A-arm suspension, is another common type of front
independent suspension.

While there are several different possible configurations, this design typically uses two wishbone-shaped
arms to locate the wheel. Each wishbone, which has two mounting positions to the frame and one at the
wheel, bears a shock absorber and a coil spring to absorb vibrations. Double-wishbone suspensions
allow for more control over the camber angle of the wheel, which describes the degree to which the
wheels tilt in and out. They also help minimize roll or sway and provide for a more consistent steering
feel. Because of these characteristics, the double-wishbone suspension is common on the front wheels
of larger cars.

Unsprung mass

In a ground vehicle with a suspension, the unsprung weight (or the unsprung mass) is the mass of the
suspension, wheels or tracks (as applicable), and other components directly connected to them, rather
than supported by the suspension. (The mass of the body and other components supported by the
suspension is the sprung mass.) Unsprung weight includes the mass of components such as the wheel
axles, wheel bearings, wheel hubs, tires, and a portion of the weight of driveshafts, springs, shock
absorbers, and suspension links. Even if the vehicle's brakes are mounted outboard (i.e., within the
wheel), their weight is still considered part of the unsprung weight

Effects of unsprung weight

The unsprung weight of a wheel controls a trade-off between a wheel's bump-following ability and its
vibration isolation. Bumps and surface imperfections in the road cause tire compression—which induces
a force on the unsprung weight. The unsprung weight then responds to this force with movement of its
own. The amount of movement, for short bumps, is inversely proportional to the weight - a lighter
wheel which readily moves in response to road bumps will have more grip and more constant grip when
tracking over an imperfect road. For this reason, lighter wheels are sought especially for high-
performance applications. In contrast, a heavier wheel which moves less will not absorb as much
vibration; the irregularities of the road surface will transfer to the cabin through the geometry of the
suspension and hence ride quality and road noise are deteriorated. For longer bumps that the wheels
follow, greater unsprung mass causes more energy to be absorbed by the wheels and makes the ride
worse.

Pneumatic or elastic tires help by providing some springing for most of the (otherwise) unsprung mass,
but the damping that can be included in the tires is limited by considerations of fuel economy and
overheating. The shock absorbers, if any, damp the spring motion also and must be less stiff than would
optimally damp the wheel bounce. So the wheels execute some vibrations after each bump before
coming to rest. On dirt roads and perhaps on some softly paved roads, these motions form small bumps,
known as corrugations, washboarding or "corduroy" because they resemble smaller versions of the
bumps in roads made of logs. These cause sustained wheel bounce in subsequent vehicles, enlarging the
bumps.

High unsprung weight also exacerbates wheel control issues under hard acceleration or braking. If the
vehicle does not have adequate wheel location in the vertical plane (such as a rear-wheel drive car with
Hotchkiss drive, a live axle supported by simple leaf springs), vertical forces exerted by acceleration or
hard braking combined with high unsprung mass can lead to severe wheel hop, compromising traction
and steering control.

As mentioned above, there is a positive effect of unsprung mass. High frequency road irregularities, such
as the gravel in an asphalt or concrete road surface, are isolated from the body more completely
because the tires and springs act as separate filter stages, with the unsprung weight tending to uncouple
them. Likewise, sound and vibration isolation is improved (at the expense of handling), in production
automobiles, by the use of rubber bushings between the frame and suspension, by any flexibility in the
frame or body work, and by the flexibility of the seats

Sprung mass

In a vehicle with a suspension, such as an automobile, motorcycle or a tank, sprung mass (or sprung
weight) is the portion of the vehicle's total mass that is supported above the suspension, including in
most applications approximately half of the weight of the suspension itself. The sprung weight typically
includes the body, frame, the internal components, passengers, and cargo, but does not include the
mass of the components suspended below the suspension components (including the wheels, wheel
bearings, brake rotors, calipers, and/or Continuous tracks (Also called caterpillar tracks), if any), which
are part of the vehicle's unsprung weight.

The larger the ratio of sprung weight to unsprung weight, the less the body and vehicle occupants are
affected by bumps, dips, and other surface imperfections such as small bridges. However, a large sprung
weight to unsprung weight ratio can also be deleterious to vehicle control
Fig sprung and unsprund weight

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