Suspension design and the relationship with system parameters
Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio Yamamoto
Honda Ramp;D Co.,Ltd.
Abstract
The method of independem suspension design is studied in detail andthe relation among suspension movement，front wheel alignment parametersand tyre wear is analysed in this paper．
Firstly,the big indpendent designmethods of main components of double-linksindependent suspension，including shock absorberrsquo;choosing，antiroU barrsquo;scalculation，torque bar springrsquo;s design，are presented and movement ofdouble—links indpendent suspension is analysed．So a soRware which isused to design optimal and analyse independent suspension is programmed．Meanwhile，me experiment to Verifythe result is made with the equipment ofthe front wheel alignment．
Then an optimal design t0 mjnimize tyre、vear is perfonlled，whichbrings forward me way to reduce tyre wear throu optimal choosing andmodulating origina ldenpention cture of double-1ink independent suspension andoptimizjng the cut point of track rodill．Futuremore，the memod oformogonal experiment is used to analyse t11e effect that tlle-stn cture a11d fixparameters of double-1ink indendent suspension have on me suspension performance and tyre wear.And the most impotent factor and the second important factor are confiemed.
Key Words:： automobile，independent suspension，tyre wear， alignment paraeter
Suspension Basics
The suspension system, while not absolutely essential to the operation of a motor vehicle, makes a big difference in the amount of pleasure experienced while driving. Essentially, it acts as a 'bridge' between the occupants of the vehicle and the road they ride on.
The term suspension refers to the ability of this bridge to 'suspend' a vehicle#39;s frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks.
Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. It#39;s almost a visceral experience. As the wheels growl across the pavement, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didn#39;t feel like you were gonna toss your tacos at any second.This is what your car would feel like without a suspension system.Before we get into the individual components that make up a vehicle#39;s ride support, let#39;s take a look at a basic principle of design: solid axle vs. independent suspension.
Solid axle suspension (also known as rigid beam, or rigid axle) is the most elementary form of connecting the upper and lower halves of a vehicle. As the name implies, it utilizes a single piece of metal -- a common axle for both wheels -- sprung beneath the car#39;s undercarriage. Pivots located between the axle and the wheel spindles allow the wheels to swivel on each end.
In solid axle suspension, because both wheels share the same axle, the up or down movement of one wheel causes a like movement in the other wheel. They respond as one unit. As you can imagine, this doesn#39;t make for the most comfortable ride. Even though solid axle designs utilize springs to soften their inherently harsh ride characteristics (more on different spring setups below), they still bump along like a brick outhouse. So why use them at all? Well, strength, for one. Because of the unitized construction, solid axle suspension systems offer incredible load bearing capacity. They also handle uneven roads superbly. You#39;ll find them in trucks and offroad vehicles[1].
A modified form of the solid axle design is called Twin-I-beam suspension, or semi-rigid axle. In this setup, two rigid axles -- one for each wheel -- take the place of a single axle. This design offers many of the strengths of the solid axle design, with a slightly softer ride. You#39;ll find it used primarily in the front end of light trucks.
The other main design is called independent suspension. As the name suggests, independent suspension assemblies offer a separate 'bridge' for each wheel. They deliver the best ride characteristics by far, and are found most frequently in passenger cars, minivans, and other street vehicles. This is the most popular kind of suspension system in use today. If you like the 'smoothness' of your car#39;s ride, we can almost guarantee it has independent suspension. In addition to axles, wheels and tires, today#39;s suspension systems utilize two other components that are critical to safe and comfortable driving: springs and shock absorbers.
I.Springs
A car#39;s springs are the central part of the suspension. There are different designs of springs, such as torsion bars and leaf springs, but nearly all of today#39;s passenger cars use coil springs at all four corners. A lot of trucks use coil springs too, with leaf springs for heavier load capacity typically found on a truck#39;s rear suspension system.
Springs absorb and store road shock caused by bumps, dips, cracks, and so forth (remember the skateboard analogy). They absorb this shock by either compressing or extending. When a car#39;s wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3].
ng compresses or extends is determined by its 'spring rate.' Spring rate is measured in pounds per inch of deflection; for example, 100 pounds per inch. So, say
Suspension design and the relationship with system parameters
Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio Yamamoto
Honda Ramp;D Co.,Ltd.
Abstract
The method of independem suspension design is studied in detail andthe relation among suspension movement，front wheel alignment parametersand tyre wear is analysed in this paper．
Firstly,the big indpendent designmethods of main components of double-linksindependent suspension，including shock absorberrsquo;choosing，antiroU barrsquo;scalculation，torque bar springrsquo;s design，are presented and movement ofdouble—links indpendent suspension is analysed．So a soRware which isused to design optimal and analyse independent suspension is programmed．Meanwhile，me experiment to Verifythe result is made with the equipment ofthe front wheel alignment．
Then an optimal design t0 mjnimize tyre、vear is perfonlled，whichbrings forward me way to reduce tyre wear throu optimal choosing andmodulating origina ldenpention cture of double-1ink independent suspension andoptimizjng the cut point of track rodill．Futuremore，the memod oformogonal experiment is used to analyse t11e effect that tlle-stn cture a11d fixparameters of double-1ink indendent suspension have on me suspension performance and tyre wear.And the most impotent factor and the second important factor are confiemed.
Key Words:： automobile，independent suspension，tyre wear， alignment paraeter
Suspension Basics
The suspension system, while not absolutely essential to the operation of a motor vehicle, makes a big difference in the amount of pleasure experienced while driving. Essentially, it acts as a 'bridge' between the occupants of the vehicle and the road they ride on.
The term suspension refers to the ability of this bridge to 'suspend' a vehicle#39;s frame, body and powertrain above the wheels. Like the Golden Gate Bridge hovering over San Francisco Bay, it separates the two and keeps them apart. To remove this suspension would be like taking a cool dive from the Golden Gate: you might survive the fall, but the impact would leave you sore for weeks.
Think of a skateboard. It has direct contact with the road. You feel every brick, crack, crevice and bump. It#39;s almost a visceral experience. As the wheels growl across the pavement, picking up a bump here, a crack there, the vibration travels up your legs and settles in your gut. You could almost admit you were having fun, if you didn#39;t feel like you were gonna toss your tacos at any second.This is what your car would feel like without a suspension system.Before we get into the individual components that make up a vehicle#39;s ride support, let#39;s take a look at a basic principle of design: solid axle vs. independent suspension.
Solid axle suspension (also known as rigid beam, or rigid axle) is the most elementary form of connecting the upper and lower halves of a vehicle. As the name implies, it utilizes a single piece of metal -- a common axle for both wheels -- sprung beneath the car#39;s undercarriage. Pivots located between the axle and the wheel spindles allow the wheels to swivel on each end.
In solid axle suspension, because both wheels share the same axle, the up or down movement of one wheel causes a like movement in the other wheel. They respond as one unit. As you can imagine, this doesn#39;t make for the most comfortable ride. Even though solid axle designs utilize springs to soften their inherently harsh ride characteristics (more on different spring setups below), they still bump along like a brick outhouse. So why use them at all? Well, strength, for one. Because of the unitized construction, solid axle suspension systems offer incredible load bearing capacity. They also handle uneven roads superbly. You#39;ll find them in trucks and offroad vehicles[1].
A modified form of the solid axle design is called Twin-I-beam suspension, or semi-rigid axle. In this setup, two rigid axles -- one for each wheel -- take the place of a single axle. This design offers many of the strengths of the solid axle design, with a slightly softer ride. You#39;ll find it used primarily in the front end of light trucks.
The other main design is called independent suspension. As the name suggests, independent suspension assemblies offer a separate 'bridge' for each wheel. They deliver the best ride characteristics by far, and are found most frequently in passenger cars, minivans, and other street vehicles. This is the most popular kind of suspension system in use today. If you like the 'smoothness' of your car#39;s ride, we can almost guarantee it has independent suspension. In addition to axles, wheels and tires, today#39;s suspension systems utilize two other components that are critical to safe and comfortable driving: springs and shock absorbers.
I.Springs
A car#39;s springs are the central part of the suspension. There are different designs of springs, such as torsion bars and leaf springs, but nearly all of today#39;s passenger cars use coil springs at all four corners. A lot of trucks use coil springs too, with leaf springs for heavier load capacity typically found on a truck#39;s rear suspension system.
Springs absorb and store road shock caused by bumps, dips, cracks, and so forth (remember the skateboard analogy). They absorb this shock by either compressing or extending. When a car#39;s wheel goes over a bump and gets pushed upward, the spring absorbs that additional load, keeps the road shock from reaching the chassis, and makes sure the tire maintains contact with the pavement[3].
ng compresses or extends is determined by its 'spring rate.' Spring rate is measured in pounds per inch of deflection; for example, 100 pounds per inch. So, say a lo
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