Top PDF Front axle suspension system for a vehicle chassis

Front axle suspension system for a vehicle chassis

Front axle suspension system for a vehicle chassis

Front axle suspension system for a vehicle chassis Abstract A front axle suspension system for a vehicle chassis includes first and second links pivotally connected to the chassis and extending downwardly therefrom, the second link being positioned rearwardly of the first link. A coupler link is pivotally connected to the lower ends of the first and second links and extends forwardly from them. The front axle is connected to the coupler link and is adapted to carry a front wheel for rotation about a generally horizontal centerline. A spring and dampener mechanism interconnects the coupler link and chassis to yieldably resist movement of the axle relative to the chassis. The pivotal connections of the first, second and coupler links are so arranged that the instantaneous center of the suspension system will always be below and rearwardly of the front wheel centerline.
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Design, Static and Dynamic analysis of an All-Terrain   Vehicle Chassis and Suspension System

Design, Static and Dynamic analysis of an All-Terrain Vehicle Chassis and Suspension System

The objective of the study is to design and analyze on static and dynamic failures of the chassis for All - Terrain Vehicle. Material selected for the chassis based on physical strength, cost and availability. The roll cage is designed accordingly to provide all the automotive sub-systems. A software model is prepared in Solid works software and for finite Element analysis the design is tested against all modes of failure by conducting various simulations and stress analysis with the aid of Ansys Software (14.0). Based on the result obtained from these tests the design is modified accordingly. After successfully designi ng the roll cage, it is ready for fabricated. The vehicle is required to have a combination frame and roll cage consisting of steel members. The ATV should run continuously for four hours in various terrains, especially loose and uneven roads with high bumps, deeper potholes and muddy terrain on the surface. The input from the road surface to the ATV is hard/soft and always varying its rattle space with body and suspension, longitudinal acceleration in forward motion and lateral acceleration when cornering. This property results reduced in steering stability, controlling and handling performance of the ATV by drivers. So we are giving a cost effective design of an All-Terrain Vehicle Frame and suspension system. Since the chassis is the integral part of an automotive, it should be strong and light weight. Thus, the chassis design becomes very important. Typical capabilities on basis of which these vehicles are judged are braking test, bumping, hill climbing, pulling, acceleration and maneuverability on land as well as shallow waters. The aim is to design a frame with ultimate strength to show that the design is safe, rugged and easy to maneuver. Design is done and carried out the linear static and dynamic failures of frame and suspension system.
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Active suspension system using linear quadratic regulator for a solid axle railway vehicle

Active suspension system using linear quadratic regulator for a solid axle railway vehicle

Figure 1.1 : Structural of Railway Vehicle [1] Many countries already use rail transport as a public transport such as in Asia. In Asia many trains are used as regular transport in India, China, South Korea and Japan. It is also widely used in European countries. However accidents and incidents continue to occur. There is some causes of railway vehicle accidents. In generally its come from five categories such human factor, track defect, miscellaneous causes, equipment defect, signal defect and train control. The causes of the accidents are presented in percentage form, involving the accidents starting from 2001 to 2006 reported from National Rail Safety Action Plan Progress Report 2005-2007 Federal Railroad Administration. Other than that the cause also derailment, tracks that are unsuitable managed or maintained. The Pie Chart has been show in Figure 1.2.
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Dynamic Analysis of the Front and Rear Suspension System of an All Terrain Vehicle

Dynamic Analysis of the Front and Rear Suspension System of an All Terrain Vehicle

Suspension system is an important part of vehicle which provides comfort, control and safety to the passengers. It allows vehicle to travel over rough surfaces with minimum up-and-down body movement. Suspension is defined as isolation of two masses hence while designing suspension, a balanced design should be provided in order to carry out functions like road holding, load carrying and passenger comfort. It consists of arms, damper, spring, joints, tire, knuckle and hub. it is necessary to design a suspension system that can handle the roughest of terrain and endure extreme force conditions without affecting the vehicle’s stability and at the same time also provide a smooth ride to the driver.so it has been decided to go for the double wishbone in front and h-arm in rear with a dual rate spring system, so that it can sustain the design load and give excellent comfort and control over the off-road, providing safety to the driver.
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Investigation on Semi-active Suspension System for Multi-axle Armoured Vehicle using Co-simulation

Investigation on Semi-active Suspension System for Multi-axle Armoured Vehicle using Co-simulation

Even though co-simulation has been quite extensively used for variety of systems, it is not exploited for study of dynamics of multi-axle armoured wheeled vehicles. Numerical research on the influence of movement conditions, viz. Velocity and various types of obstacles on the level of dynamic loads of the body shell and the vehicle crew was presented by co- simulation study 9 . Co-simulation technique was used where the multi-body virtual prototype of a sedan with sensor-less control methodology for semi-active controller for vehicle vibration control was tested under various load conditions in a near real environment 10 . An experiment was devised and executed to obtain both objective and subjective ride comfort values for the military vehicle under off-road conditions over typical terrain 11 . Vehicle mobility analysis was performed using NATO reference mobility models which considered only the input parameters pertaining to soil type, soil strength and terrain surface 12 . Parabolic and half sine wave shapes for obstacles were suggested as approximate functions where asymmetrical shapes of cosine and parabolic type are also discussed, but these shapes showed high sensitivity of different response variables 13 . Additionally, Weibull distribution function for generation of longitudinal road profiles with randomly distributed local obstacles was also used 14 . However, the severity of these profiles is not enough for military applications. In another case, a large rectangular obstacle for predicting the non-linear
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Optimization Of Front Axle For Heavy Commercial Vehicle By Analytical And FEA Method

Optimization Of Front Axle For Heavy Commercial Vehicle By Analytical And FEA Method

1. INTRODUCTION The Automotive industry is one of the fastest growing sectors not only in India but all over the world. This industry includes automobiles, auto component sectors, commercial vehicles, multi -utility vehicles, passenger cars, two-wheelers and auto related parts. The front axle beam is one of the main parts of vehicle suspension system as it houses the steering assembly as well. Nearly 30 to 40% of the total vehicle weight is taken up by front axle. The front axle experiences load conditions such as static and dynamic loads due to irregularities of road, mostly during its travel on and off road. Front axles are subjected to both bending and shear stresses. In the static condition, the axle might be considered as beam supported vertically upward at the ends. Under the dynamic conditions, vertical bending moment is increased due to road roughness. Therefore axle
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Study and Analysis of Front Suspension Shackle Bracket for Commercial Vehicle

Study and Analysis of Front Suspension Shackle Bracket for Commercial Vehicle

IJEDR1704222 International Journal of Engineering Development and Research (www.ijedr.org) 1392 FEM. Shackle Bracket is part of leaf spring assembly, which accommodates leaf deformation, when subjected to operational load. Simple, to allow for length changes of a leaf spring. A leaf spring suspension is a simple thing, above vehicle axle Leaf spring is assembled and supports the weight of the vehicle. As a leaf spring flexible to down or up, changes the length from eye to eye. Since one end is mounted fixed, and can’t move, at one end the changes of length happens, which has a shackle between the spring and frame to allow for movement. Provides support for front spring and Transfers forces to frame. In article structure of shackle bracket is used for study the structural behavior of main whole structure under different working load conditions. Casting & forming process is used for Shackle bracket. 3D modeling Pro-E software is used for of structure & Nastran software is used to carry out Linear & Non-linear Static analysis of structure to find out the deformation & maximum stresses.
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Vibration control of vehicle seat integrating with chassis suspension and driver body model

Vibration control of vehicle seat integrating with chassis suspension and driver body model

In this paper, active control strategy will be applied to reduce the vertical vibration of driver body when sitting in a running vehicle. The main contributions are given in the following. Firstly, the control problem will be studied by considering an integrated suspension model which includes vehicle chassis suspension, seat suspension, and human body model. As vehicle chassis suspension itself is designed to isolate vibration from road disturbance to vehicle body, considering vehicle chassis suspension functions when designing a seat suspension system will obtain more accurate information on vibration sources and therefore reduce control effort for seat suspension in terms of attenuated excitation input. In addition, human body model is necessary to be included as acceleration reduction should be evaluated on human body not on the cabin floor. Secondly, as a controller needs to use available information as feedback signals, state feedback may not be able to do this when some signals are not available for measurement, for example, head displacement, cushion displacement, etc. The shortcoming of dynamic output feedback control is that its order will be higher, in particular, when high degree-of-freedom (DOF) of human-body model will be considered, which results in either higher order controller, which is hard to be implemented, or no feasible solution. From this point of view, this paper will present static output feedback control design for seat suspension. Some possible configurations in terms of available measurements will be further studied. Simulation results show that some signals are not helpful in vibration reduction even they are measurement available. Thirdly, driver load variation will be considered as different drivers may have different weights. Taking weight variation into account will make the controller have similar performance for different drivers. At last, actuator
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Parameters Design and Economy Study of an Electric Vehicle with Powertrain Systems in Front and Rear Axle

Parameters Design and Economy Study of an Electric Vehicle with Powertrain Systems in Front and Rear Axle

>250N.m) is another important feature of the mEV; 2) for the urban and suburban running conditions, there are two peak values of the driving power under the low and middle velocity. In addition, when the mEV operates under suburban conditions, as a result of the relatively stationary operations, the centralized location for the required torque at wheels and driving power are within 50-100N.m and 0-5kW. Therefore, for the dual motor driving scheme, reasonable powertrain system should be able to achieve single-small or single-high power motor drive mode; 3) for the high-way running conditions, the remarkable operating characteristics of the mEV are high velocity and middle load. Consequently, for the dual motor driving scheme, it is obviously important to design a reasonable high power drive-train system to ensure vehicle economy under high-way driving conditions.
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Design, analysis of A type front lower suspension arm in Commercial vehicle

Design, analysis of A type front lower suspension arm in Commercial vehicle

Fig.13. Actual Model of A – Type Suspension Arm with strain gauges. For analysis of A-type lower suspension arm we made one model of above mentioned specification, but it is not possible to attach model directly on the testing machine. To hold the model it is necessary to make fixture. We made fixture in the manner that the two bushing point which is connected to the chassis of vehicle must be fixed and one rod inserted in the bush where the load is to apply. Then this inserted rod was supported at two ends as shown in fig 14. And the gradually load is applied up to 5000N.
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Suspension Set Up. A. Squaring the chassis.

Suspension Set Up. A. Squaring the chassis.

C. Locating the Lateral and Longitudinal position of the Front Axle. Normal convention is to use the front axle as the Lateral datum. Do not use the front Stub axles as the determination of the center of the front axle. This will vary as you turn the steering. Instead find a fixed point to reference the front axle centerline. Adjust the front lower a-arms as required, if you have independent front suspension, to get them centered on the front cross- member. If you have a leaf spring car, then use the center of the leaf as you location. With a leaf spring front end there is little that can be adjusted. The aim is to make sure that each lower a- arm is in-line with the centerline of the front axle and an equal distance from the Longitudinal datum (centerline of the car. The normal wheelbase for the Fiat 600 is 78.7” (2000mm). Having the rear axle too far forward, perhaps with a shorter than standard wheelbase, will also affect the fore/aft weight distribution of the car. If the measured wheelbase is different than 78.7” (2 metre), then decide which axle needs to be moved to attain the desired measurement.
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Automotive chassis and suspension by M A Qadeer

Automotive chassis and suspension by M A Qadeer

destabilize a single front wheel vehicle, whereas an accelerating turn tends to destabilize a single rear wheel vehicle. Because braking forces can reach greater magnitudes than acceleration forces (maximum braking force is determined by the adhesion limit of all three wheels, rather than two or one wheel in the case of acceleration), the single rear wheel design has the advantage on this count. Consequently, the single rear wheel layout is usually considered the preferred platform for a high-performance consumer vehicle in the hands of the non-professional driver. But racecar drivers often prefer slight oversteer to understeer. Oversteer gives the skilled driver the ability to perform extreme maneuvers that an understeering vehicle would simply mush through and refuse to perform. Moreover, by varying tire size and pressure, a single front wheel vehicle can be designed for neutral steer with oversteer present only at the limit of adhesion. Much depends on the details of the design, as well as driver preferences and skills.
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Design and Analysis of a Heavy Vehicle Front Axle
K Padma Raju & B Jithendra Kumar

Design and Analysis of a Heavy Vehicle Front Axle K Padma Raju & B Jithendra Kumar

Front axle carries the weight of the front part of the automobile as well as facilitates steering and absorbs shocks due to road surface variations. The front axles are generally dead axles, but are live axles in small cars of compact designs and also in case of four-wheel drive. The steering system converts the rotary motion of the driver’s steering wheel into the angular turning of the front wheels as well as to multiply the driver’s effort with leverage or mechanical advantage for turning the wheels. The steering system, in addition to directing the vehicle in a particular direction must be arranged geometrically in such a way so that the wheels undergo true rolling motion without slipping or scuffing. Moreover, the steering must be light and stable with a certain degree of self-adjusting ability.
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Suspension (Vehicle)

Suspension (Vehicle)

Suspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle to its wheels. Suspension systems serve a dual purpose — contributing to the car'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 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.
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Study Of Energy Regenerative Suspension System For Vehicle

Study Of Energy Regenerative Suspension System For Vehicle

7 are more exposed to rough terrains. Likewise, these are also applied to vehicles that are designed to carry cargos or passengers. Excess shocks give support for vehicles that are go through suspension problems both in the front or rear systems. Overload shocks are perfect for those that suffer from under steering. An air shock is a common feature of cargo trucks and other vehicles that tend to carry massive weight or load. There are five types of suspension which are Double Wishbone, Multi-link, Strut, Air Suspension and Bose Acoustic (Johnny Schultz, 2011).
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Advances In Heavy Vehicle Dynamics with Focus on Engine Mounts and Individual Front Suspension

Advances In Heavy Vehicle Dynamics with Focus on Engine Mounts and Individual Front Suspension

Schematic models of passive and semi-active/active engine mounts are shown in Figure 3. Several studies have addressed optimization of passive engine suspension characteristics to achieve a better performance, for instance [20–23]. Nonetheless, [24] optimizes the parameters of a passive mount in frequency and time domain and shows that no passive mount is adequate to perfectly deal with all applications and isolation criteria. Thus, to enhance the behavior of the mounts further there is a necessity to go beyond the conventional mounting systems and consider semi-active and active engine mounts. Most of the conducted researches concern passenger cars and actually not so many studies related to commercial vehicles exist to the author’s knowledge. This is partly due to the fact that hydraulic engine mounts are mostly the subject of the semi-active and active engine mounting design, since stiffness and damping of the mount can be controlled by the movement of the fluid; however these mounts require a significantly larger space for heavy and large truck engines. A hydraulic active engine mount for commercial vehicles is studied by [25], using which the transmitted force is reduced for low frequencies of 20-30 Hz. This mount consists of main rubber, two fluid chambers, inertia track, decoupler, an electromagnetic actuator and an adaptive controller. Also, an adaptive hydraulic engine mount that is tuned to road and engine conditions by changing the length of the inertia track and effective decoupler area is proposed in [26]. An adaptronic hydraulic engine mount for a variable displacement engine is proposed and analyzed in [27]. In this design a magnetic actuator is used to create mechanical pulses. Moreover, [28] presents a new active control engine mount that uses adaptive control to improve the quietness of diesel engine vehicles. This active mount has been constructed by incorporating an electromagnetic actuator and a load sensor in a fluid-filled engine mount. An active engine mounting system comprising a pair of electromagnetic actuators and hydraulic mounts is studied in [29]. More active hydraulic engine mounting systems are discussed in [30–32].
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Design, Analysis and Optimization of front  suspension wishbone of BAJA 2016 of All- terrain vehicle

Design, Analysis and Optimization of front suspension wishbone of BAJA 2016 of All- terrain vehicle

This was determined after comparing the weight and material properties for several sizes of tubing’s. 4.1 Front Suspension For front suspension there is many choices to select but from them double wishbone type of suspension had been selected because of its high load handling capacity and rigid support to the wheel geometry. It is ease to control Camber angle, Castor angle and King Pin inclination angle with double wishbone system.[1]For this the parameters which are considered are as follows;

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Sensitivity Study Of Front Suspension Properties Toward Vehicle Dynamic Characteristic Using Adams

Sensitivity Study Of Front Suspension Properties Toward Vehicle Dynamic Characteristic Using Adams

2.1.2 Macpherson Suspension System Independent Front Suspensions developed by Earle S. MacPherson of General Motors in 1947 is the most generally used front suspension system especially in cars of European origin (William Harris,2004). McPherson strut provides many advantages in package space for transverse engines, and is used generally use for front-wheel-drive cars.. Low unsprung weight is reducing the overall weight of the vehicle to increase the car acceleration and driving more comfortable. Macpherson suspension can directly block vibration from reaching the passenger compartment because it without an upper arm. Macpherson strut suspension systems generally implement to a steering knuckle or a hub carrier and it has two mounting points that connect to the vehicle body. The lower mounting point is connected to a lower control arm or track control arm, and this connection that edict between the longitudinal and lateral orientation of the wheel assembly. The upper mounting point of the knuckle or hub is attached to an assembly part which contains a shock absorber and a coil spring. It is combination include of housing, spring, and damper. It wills extends upward into the unibody shell and bolts to a location that is known as a strut tower.
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Chassis Vehicle Dynamics Technology

Chassis Vehicle Dynamics Technology

Governing equations of motion are developed and solved for both steady and transient conditions. Manual and computer techniques for analysis and evaluation are presented. Vehicle system dynamic performance in the areas of drive-off, braking, directional control and rollover is emphasized. The dynamics of the powertrain, brakes, steering, suspension, and wheel and tire subsystems and their interactions are examined along with the important role of structure and structural parameters related to vehicle dynamics. Physical experiments, applicable to vehicle dynamics are also introduced. Attendees will receive the Bosch Automotive Handbook and The Automotive Chassis: Engineering Principles by Reimpell, Stoll and Betzler.
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Design and Optimization of Suspension System of All Terrain Vehicle

Design and Optimization of Suspension System of All Terrain Vehicle

4 Associate Professor, Dept. of Mechanical Engineering, JSSATEN College, Noida, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - A major hindrance in the growth of off road industry in country is the cost and the correct utilization of the all-terrain vehicle. To improve the graph of this industry we will work on the current design of suspension to improve the maneuverability and reduce the weight to improve the overall performance of the vehicle. New design will further give opportunities and will open the gateway for other applications too in the country. The suspension system of an ATV (ALL TERRAIN VEHICLE) needs to be adaptive, durable, efficient and relatively cheap. The objective of this paper is to study and design the static and dynamic parameters of suspension system.For this the geometry of front and rear suspension system will be drawn on CAD software SolidWorks and further the suspension components will be analyzed on CAE software ANSYS.
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