China
Africa
Explore chapters and articles related to this topic
Chassis Systems
Published in Dorin O. Neacşu, Automotive Power Systems, 2020
Relatively smaller vehicles use coil springs while large trucks may use leaf springs, not unlike the rail car suspension systems (see Figure 6.16 later on). Figure 6.12 illustrates two major types of coil suspension systems: MacPherson and double wishbone. Along with the actual suspension springs, Figure 6.12 also illustrates the other joints and connections. The main advantage of the double wishbone system is that it maintains a flat tire contact patch with the road while turning or navigating a bump. The main disadvantage of the double wishbone system is that it is more complex and wears out much faster. The double wishbone system has the lower ball joint always loaded with the weight of the vehicle, whereas in a MacPherson suspension the lower ball joint is merely a follower. Our dynamic modeling and analysis disregard the effect of the joints and the force applied to the lower ball joint.
Multi-objective optimisation of hydro-pneumatic suspension with gas–oil emulsion for heavy-duty vehicles
Published in Vehicle System Dynamics, 2020
Kihan Kwon, Minsik Seo, Hansu Kim, Tae Hee Lee, Jongseok Lee, Seungjae Min
The suspension system is composed of the linkage, rebound, and bump stoppers and HPS. Since the force vector and magnitude of HPS depend on the kinematic motion of the suspension linkage during the operation of a suspension system, the method used to optimise the design of HPS should be carefully considered. Generally, a double-wishbone suspension can ensure good handling and riding quality; however, it is structurally complex and expensive. On the other hand, a trailing-arm suspension is a simple structure and cheap but suffers from low riding quality. Because the reference vehicle in this study steers with the first two axles, the linkage of a double wishbone and trailing arm is employed in the first and second and the third and fourth axle wheels, respectively, as illustrated in Figure 5. In addition, rebound and bump stoppers should be included for protection when the suspension is extremely compressed or extended during off-road driving. The HPS force induced through the suspension travel, including stoppers, can be expressed as follows: where and are the rubber spring coefficient of rebound and bump stopper, respectively, and and are the contact points with rebound and bump stopper.