T3-5 Suspension System PDF
T3-5 Suspension System PDF
T3-5 Suspension System PDF
Suspension System
Dr. Paul J. Aisopoulos
Department of Vehicles
Alexander Technological Educational
Institute of Thessaloniki
Greece
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Safety
React to the control forces produced by the tires
longitudinal, lateral forces, braking and driving
torques, in purpose to protect the passengers, the
luggage and the suspension system itself.
Handling
Keep the tires in contact with the road with minimal
load variations and resist roll of the chassis.
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Mechanism
Suspension
System
Spring
Damper
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The part on which the wheel and of the braking and steering system are
installed.
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Coil Spring
Spring
rate
Gd4
k
64 i rm3
G:
i:
d:
rm:
wire diameter.
average radius of the coils of the spring.
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Parallel springs
keq k1 k2
Springs in series
keq
k1 k2
k1 k2
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Rubber Spring
Axial spring
Ed Ad
h
Ed (4 7,5 c1.79 ) G E 2G (1 )
ka
Ad
d
d2
0.5(rubber ), c
, Ad
, A1 dh
A1 4h
4
Shear
Spring
k
G Ad
h
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Inertial force
FI m y
Mass
c:
Damping coefficient
k:
Spring rate
Spring force
Damping force
Fs k y
Fd c y
Equation of motion
m y c y k y 0
0 y0
y (t ) e ( y0 cos d t
sin d t )
d
t
v0 , y0 Initial conditions
2
Period
Td
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System parameters
m:
0 k / m
d 0 1 2
oDamping ratio
c
2 k m
Y Displacement
Mass
c:
Damping coefficient
k:
Spring rate
1
0.8
0.6
0.4
0.2
1E-16
-0.2
-0.4
-0.6
-0.8
-1
-1.2
crit 1 ccrit 2 k m
0.5
1.5
=0,1
=0,4
ccrit
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2
=1
2.5
t/T0
T0
0
9
m y c y k y cs ks
s s0 s in(t )
1 (2 ) 2
y
Y
s0
(1 2 ) 2 (2 ) 2
Frequency ratio
0 k / m
c
2 k m
m:
Mass
c:
Damping coefficient
k:
Spring rate
s:
Road input
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Quarter-car modal
ms:
mus:
Unsprung mass
ks:
Suspension stiffness
cs:
k t:
Tire stiffness
ys:
yus:
Sprung Mass
Sprung mass
s:
Is the portion of the vehicle's total mass that is supported above the suspension. (chassis,
engine, differential system, passengers, cargo-luggage) .
Unsprung Mass
Is the mass of the components suspended below the suspension (tire, control arms,
braking system, etc).
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Quarter-car modal
Equations of motion
ms ys cs ys cs yus ks ys ks yus 0
mus yus cs ys cs yus ks ys ( ks kt ) yus kt s
ms
0
0 ys cs
mus yus cs
cs ys ks
cs yus ks
M y C y K y f ,
for undamped system
k s ys 0
ks kt yus kt s
y ( ys yus )T
det( K M n2 ) 0
k s kt k s 2
4ks2
1 ks kt ks
[
(
)
]
2 mus
ms
mus
ms
ms mus
2
1,2
Ride Rate
The effective stiffness of the suspension and tire springs in series
keq
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k s kt
k s kt
12
Suspension stiffness
Suspension stifness ks
Ride rate
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Suspension Damping
Low damping ratio
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14
vD max
n
60
(m / sec)
FD c vDn
velocity
stroke
rev speed
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Quarter-car modal
k1 k2 k1 2 4k12
1 k1 k2 k1
[
(
)
]
2 m2
m1
m2
m1
m1m2
2
1,2
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I y ( kr a k f b) z ( kr a 2 k f b 2 ) 0
M
0
0 z k f kr
kr a k f b z 0
I y kr a k f b kr a 2 k f b 2 0
M y C y K y 0, y ( z )T
M z ( 2k ) z 0
b
I y ( k 2 / 2) 0
2k
, p
M
k 2
2I y
kf
mf
kr
mr
The bounce and pitch modes are decoupled and pure bounce and pitch motions result.
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(Z / )( ) 0
(Z / )( ) 0
bounce
pitch
The center location depends on the values of the natural frequencies f and r
f r
f r
f r
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Design criteria
b
a
W f W , Wr W
the front suspension should have lower natural frequency
The lower front to rear ratio of frequencies will tend to induce bounce
v:
Car speed
c:
Wheelbase
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