MODERN MOBILITY (21ME654)

MODERN MOBILITY (21ME654) OE

6th Sem Mechanical Engineering

Module-3

Dr Shadakshari R
Associate Professor

Department of Mechanical Engineering

Acharya Institute of Technology
Bengaluru-107

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 1

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Module-3 Direction Control & Braking

Steering system- mechanisms & Linkages, Steering gear boxes- Rack & pinion, worm & wheel
construction & working, power Steering construction & working, steering geometry, Wheel
balancing Braking System- Mechanism and Linkages; Mechanical Brakes, Hydraulic Brakes,
Power Brakes, Parking brakes, ABS, Suspension – layout & working of Hydraulic& Air
suspension, independent suspension,

Steering System
The steering system is required to control the direction of motion of the vehicle. This is done
through a series of links used to convert the rotation of the steering wheel into change of angle of
the axis of the steering wheels. Another function of the steering system is to provide directional
stability.

The main purpose of a steering system is to provide angular motion to the front wheels, when
the vehicle is taking a turn. Different steering gears and linkages are used to steer the front wheels.

The purpose of a steering system is to convert rotary motion of the steering wheel in the driver's
hands into angular motion of the front road wheels, and to multiply the driver's effort by leverage
or mechanical advantage so as to make it fairly easy to turn the wheels. The steering system also
absorbs large part of the road shocks, thus preventing them being transmitted to the driver.

Apart from the above object, the steering system also serves other purposes like,

1. It gives perfect steering condition. It means perfect rolling motion of road wheels under all

conditions.

2. When the car is moving in a straight line, it gives directional stability.

3. To reduce tyre wear.

4. To facilitate straight ahead recovery after completing the turn.

The steering system has to fulfill the following requirements.

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1. The system used should be very accurate and should be easy to handle.

2. The steering effort (for driver) should be minimum.

3. It must give directional stability.

Steering Linkage
Steering linkage for rigid axle suspension

Fig. Steering linkage for rigid axle suspension

Figure shows the steering linkages for rigid axle and independent suspension system. The drop
arm(pitman arm) is rigidly connected to the cross shaft of the steering gear at its lower end, while
its upped end, is connected to the link rod through a ball joint. To the other end of the link rod is
connected the link rod arm through a ball joint. Attached rigidly to the other end of the link rod
arm is the stub axle on which the road wheels is mounted. Each stub axle has a forged track rod
arm rigidly bolted to the wheel axis. The other ends of the track rod arms are connected to the track
rod by means of ball joints, The design of these ball joints is such that the expanding spring
compensates for wear. An adjuster is provided in the track rod to change its length for adjusting
wheel alignment. The steering gear provides mechanical advantage so that only a small effort
is required at the steering wheel to apply a much larger force to the steering linkage. Moreover
it also provides the desired velocity ratio so that much smaller movement of the stub axle

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_is obtained with. large angular m ovem ent of the steering wheel. When the steering wheel
is turned, the swinging action of the drop. Arm imparts a near linear movement to the link
rod. This movement is transmitted through the link rod arm to the stub axle so as to turn the

later about its pivot, which may be a king pin or ball joints. The other wheel is steered through
the track rod. Thus only one wheel is positively steered.

Steering linkage for vehicle with front independent suspension

Fig. Steering linkage for vehicle with front independent suspension

In case of conventional rigid axle suspension, the main axle beam ensures the movement of
stub axle in the horizontal plane only. In this therefore, there is no vertical deflection or the
suspension and hence there is no change in effective track-rod length. However. in the
case of independent suspension, the two stub axles can move up or down independent of
each other due to which distance between ball-joints ends of the two track and arms is
continuously varying. On account or this a single-track rod as in conventional system
described above. cannot be used.

Fig. shows one linkage for independent suspension where the above difficulty is
avoided. Herc three-piece track rod is used, the center portion being called the relay rod,

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 4

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which is connected at one end to an idler arm supported on body structure and to the drop
arm of the steering gear at the other end through ball joints. The relay rod is restricted to
move in horizontal plane only. Movement in vertical plane is provided by the outer portion,
viz, the tie rods about the end ball joints.

Steering Geometry
Camber

Camber is the tilt of the car wheels from the vertical. Camber is positive if the tilt is outward at
the top. Camber is also called ‘wheel rake'.

It is always desirable that tyres should roll on the ground vertically so that the wear is uniform.
If while running, the tyres are inclined from the vertical either inward or outward, they will wear
more on one side than the other. Camber should not generally exceed 2°.

Castor

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The angle between the king pin centre line (or steering axis) and the vertical, in the king pin ·
centre line meets the ground at a point ahead of the vertical wheel centre line, as is shown in
Fig.it is called positive castor while if it is behind the vertical wheel centre line, it is called negative castor.
About 3° of castor gives good results.

King pin inclination

Inclination of the king pin from vertical is called the king pin inclination or king pin rake. It is
about 7 to 8 degrees

Combined Angle

Combined angle or included angle is the angle formed in the vertical plane between the wheel
centre line and the king pin centre line. Combined angle is equal to camber plus king pin
inclination

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Toe-in and Toe-out

Toe-in is the amount by which the front wheels are set closer together at the front than at
the rear when the vehicle is stationary, i.e. toe in = B - A. On the other hand, the wheel may be
set closer at the rear than at the front in which case the difference of the distances between the
front wheels at the front and at the rear is called toe-out. Toe-in initially provided 'generally does
not exceed 3 mm

Steering gears
The steering gear converts the turning motion of the steering wheel into the to-and-fro motion of
the link rod of the steering linkage. Moreover, it also provides the necessary leverage so that the
driver is able to steer the vehicle without fatigue.

The different types of steering gears are as follows:

1. Worm and wheel steering gear.

2. Worm and nut steering gear.

3. Cam and double lever steering gear.

4. Recirculating ball nut steering gear.

5. Rack and pinion steering gear.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 7

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Worm and wheel steering gear

Figure shows the diagram of worm and wheel steering gear. The movement of the steering wheel
turns the worm, which in turn drives the worm wheel. Attached to the wheel spindle rigidly is drop
arm, so that a rotation of the steering wheel corresponds to a linear motion of the drop arm end,
which is connected to the link rod.

Worm and nut steering gear

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Figure shows the worm and nut type of steering gear box. The steering wheel rotation rotates the
worm which in turn moves the nut along its length. This causes the drop arm end to move
linearly, further moving the link rod and thus steering the wheels.

Recirculating ball steering gear

Figure shows the recirculating ball type steering gear box. It consists of a worm at the rod of
steering rod, A nut is mounted on the worm with two sets of balls in the grooves of the worm, in
between the nut and the worm. The balls reduce the friction during the movement of the nut on the
worm. The nut has a number of teeth on the outside, which mesh with the teeth sector, on which
is further mounted the drop arm, which steers. the road wheels through the link rod and the steering
arms. When the steering wheel is turned, the balls in the worm roll in the grooves and cause
the nut to travel along the length of the worm. The balls are recirculated through the guides as
shown in figure. The movement of the nut causes the wheel sector to turn at an angle and actuate
the link rod through the drop arm, resulting in the desired steering of the wheels.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 9

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Rack and pinion steering gear

In this type of steering gearbox, a pinion is mounted at the end of the steering shaft. The pinion
engages with a rack that is provided with ball joint at its each end in order to allow for the rise and
fall of the wheel. The rotary motion of the steering wheel is transmitted to the pinion. The circular
motion of pinion is converted into the linear rack movement, which further transmitted to tie rods
to the stub axle through the ball joint.

This type of steering gearbox provides sufficiently low gear reduction for car and it is quite suitable
even for heavier motor vehicles if assisted with power. It occupies very less space and less number
of linkages

Working

• The rack-and-pinion steering box has a pinion, connected to the steering column.
• This pinion runs in mesh with a rack that is connected to the steering tie rods. Both the
pinion and the rack teeth are helical gears. Helical gearing gives smoother and quieter
operation for the driver.
• When the steering wheel is turned, the pinion gear spins, moving the rack – left or right,
depending on which way the steering is turned. The rack forms the part of the tie rod with
steering spindle at its ends which push or pull the steering links for steering the wheels

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 10

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Power steering
Power steering is an automotive equipment or device that helps to turning the steering wheel easily.
Power steering is powered by hydraulic or electric actuators which attached with steering
mechanism that turns the wheel left or right with less muscles force. It is also known as power
assisted steering.

• It is very responsive
• It reduces the effort exerted by the driver to change the direction of the vehicle
• It absorbs the shock caused by the collision of wheels with foreign objects on the road

Hydraulic Power steering

A power steering system is a mechanical device that helps the driver to turn the vehicle by
increasing the steering force required to turn the wheels, which makes it easier to steer or move
the vehicle. The power steering pump compresses and ensures the hydraulic fluid enters the
vehicle’s power steering system, which supports the driver to steer the vehicle’s steering wheels.

The hydraulic power steering (HPS) system uses a hydraulic system to increase the steering input
force and smoothly steer the front wheels. This force produces through a chain of different parts

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 11

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such as highly compressed hydraulic oil, hydraulic lines, hydraulic rotor pump, hydraulic cylinder,
and a linking mechanism that connects the hydraulic system to the steering system.

• As the driver sends input by turning the steering wheel, the engine-driven hydraulic pump
initiates pumping the highly pressurized hydraulic oil through the line.
• The hydraulic force produced by the pump enters into the cylinder, which act on the
hydraulic cylinder piston.
• The high-pressure piston starts running from one end to the other, pushing more fluid
through the line. As the piston moves, the driver’s input force multiplies numerous times.
• Next, the high-pressure fluid delivered by the cylinder employs pressure to the pinions
connected with the clutch device, thereby applying a large force to the rack gear to steer
the front wheels.

Electronic Power steering

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 12

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The mechanical structure of EPS systems is shown in Figure, which mainly composes of torque-
angle sensor, steering wheel, steering column, worm gear, rack and pinion, the assist motor, the
electronic control unit (ECU).

when the vehicle is in the starting or running state, the input torque and the angle of the steering
wheel are detected through the torque-angle sensor placed on the steering column, and these
signals will be transmitted to an ECU for processing, and then drive the assist motor to provide an
assist torque

Brakes
The main purpose of the brakes to slowdown or to stop the vehicle as desired by the driver.

The different types of brakes are

• Mechanical brake
• Hydraulic brake
• Air or Pneumatic brake

Explain hydraulic braking system with its layout

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• A hydraulic brake is an arrangement of braking mechanism which uses brake fluid,

typically containing glycol ethers or diethylene glycol, to transfer pressure from the
controlling mechanism to the braking mechanism.

• The major components of a hydraulic braking system include master cylinder, fluid lines
and wheel cylinder.
• Figure shows the layout of hydraulic braking system with disc brake at front and drum
brake at rear.
• In a hydraulic brake system, when the brake pedal is pressed, a pushrod exerts force on the
piston(s) in the master cylinder, causing fluid from the brake fluid reservoir to flow into a
pressure chamber through a compensating port. This results in an increase in the pressure
of the entire hydraulic system, forcing fluid through the hydraulic lines toward calipers and
wheel cylinders
• The brake caliper pistons or wheel cylinder pistons then apply force to the brake pads,
pushing them against the spinning rotor, and the friction between the pads and the rotor
causes a braking torque to be generated, slowing the vehicle.

Explain air or pneumatic braking system with its layout

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 14

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Air braking system is one of a high-power braking system. It is commonly used on heavy vehicles,
like trucks, buses, etc. When driving a heavy load vehicle, it is impossible for human to generate
the braking force. So an another power system is used to generate braking force which force the
braking pads and generate a friction force between brakes and tires which tends to stop the
vehicle.Air brake system uses air to generate this force. This type of braking is similar to the
hydraulic brakes expect these brakes uses compressed air to apply brakes instead of hydraulic
pressure.

Air brake can better understand by the layout diagram as shown in figure. This system mainly
consists a compressor, air filter, reservoir, valves and brake pads. The compressor takes air from
atmosphere through a filter and compressed it. This compressed air sent to a reservoir through the
unloader valve, which gets lifted or opened at a predetermined reservoir pressure. This air supply
to brake chambers which is also called the diaphragm units situated at each wheel, through the
brake valve.

The brake valve is controlled by the driver who can control the intensity of braking according to
the requirement. When the driver pushes the brake lever, pressure in the reservoir decreases which
pushes the brakes pad toward types and apply brakes.

Advantage of air brake:

1. Air brake system are much more powerful than the ordinary mechanical or hydraulic brakes and
that is the reason they are exclusively used in heavy vehicles.

2. They are easy to install on chassis because it is interconnected by pipes.

Explain Master cylinder with a neat sketch

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o It is the heart of the hydraulic system.

o It builds up hydraulic pressure to operate the brakes.
o It maintains a constant volume of fluid in the system owing to its reservoir.
o It serves as a pump to bleed or force air out of the hydraulic system.

Construction

• The master cylinder consists of two main chambers or reservoirs: (i) The "fluid reservoir"
(which contains the fluid to supply to the brake system), and (ii) the "compression
chamber" (in which piston operates).
• The reservoir supplies fluid to the brake system through two ports. The larger port is called
the filler or intake port and is connected to the hollow portion of the piston between the
primary and secondary cups which act as piston sews.
• The smaller port is called the compensating, bypass or relief port which connects the
reservoir directly with the cylinder and lines when the piston is in the released position.
• The reservoir is vented to the atmosphere so that atmospheric pressure causes the flow
through the filler port. The vent is placed in the filler cap. The "boot" covers the push rod
and the end of the cylinder to keep it free from foreign matter.
• Towards the brake lines side of the compression chamber, there is a fluid "check valve"
with a rubber cup inside. It serves to retain the residual pressure in the brake lines even
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when the brakes are released.

Working

• When the brake pedal is pressed piston of the master cylinder moves forward to force the
liquid under pressure into the system. The relief port is sealed out of the system.
• The liquid pressure is conducted to the wheel cylinders, where it forces the wheel cylinder
pistons outwards. These pistons force the brakes shoes out against the brake drums and the
brakes are applied.
• As soon as the brake pedal is released, the return spring quickly forces the master cylinder
piston back against the piston stop. Since the fluid in the lines returns rather slowly, a
vacuum tends to form in the cylinder in front of the piston.

• This causes the primary cup to collapse/deflect to allow the liquid to flow from the reservoir
through the filler port past the piston to fill the vacuum.

Explain wheel cylinder with a neat sketch

Wheel cylinder is the second important hydraulic brake system. It consists of two pistons which
can move in opposite directions by the fluid pressure. It is rigidly mounted on the brake shield or
backing plate. The boots protect the cylinders from foreign substances. Bleeder valves are provided
in the cylinder to permit air and liquid to be pumped out of the system during of the bleeding
operation. Piston cup fits tightly in the cylinder against each piston and seal the mechanism against
leakage of the brake fluid. A Spring serves to hold the cups against the piston when the pressure
is decreased.

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When the brakes are applied the brake fluid enters the cylinder from a brake line connection inlet
between the two pistons. It causes to force out the two pistons in opposite directions. This motion
is transmitted to the brake shoe. Directly or through links force them against the brake drum, thus
applying the brake

Explain drum brake with a neat sketch

A drum brake assembly consists of a cast-iron drum bolted to and rotates with the wheel. A fixed
backing plate to which the shoes, wheel cylinders, automatic adjusters and linkages are attached.
Pressing of brake shoes against the circumference of rotating drum causes friction resulting in
braking

When the brake pedal is pressed, the braking effort is transferred to wheel cylinder/expander. Due
to this, force F is induced on each brake shoe. This force acts against the spring force. With this
force, the brake shoes are pushed outward against the brake lining (friction lining) in inner surface
of the rim. Friction between shoes and drum produces braking torque casuing the drum to slow
down or stop.

When the brake pedal is released, the retractor spring pulls the brake shoe inward to disengage the
brake. An adjuster is provided to compensate for wear and tear of brake shoes. When the force is
released, the retractor spring, retract the shoes to their original position.

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Explain disc brake with a neat sketch

A disc brake consists of a rotating disc and two friction pads that are actuated by a hydraulic
braking system. The friction pads remain free on each side of the disc when brakes are no applied.
They rub against the disc when brakes are applied to stop the vehicle.

Working of Hydraulic Disc Brake :

In a disc brake, the fluid from the master cylinder is forced into a caliper where it presses against
a piston. The piston in turn crushes two brake pads against the disc that is being attached to the
wheel, making it to stop or slow down. The main advantage of disc brakes is their resistance to
wear as the discs remain cool even after repeated brake applications.

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Give comparison between disc brake and drum brake.

Disc Brake Drum Brake
It has disc shaped metal rotor spinning within It is a small round drum that has a set of shoes
the wheel inside it
They are provided with brake pads They are provided with brake shoes
Uses calipers to squeeze pairs of pads against Friction is caused by shoes that press outward
a rotor to create friction against a rotating cylinder shaped part
Heat dissipation is more Heat dissipation is less
Performs better in wet weather as the water It will collect water on the inside surface where
tends to fling off the brake disc the brake shoes contact the drum
It has higher overall capacity Overall capacity is lesser than the disc brake
It is expensive than the drum brake It is not very expensive

Explain vacuum servo brake with a neat sketch

Construction

Servo Cylinder: It is a simple piston cylinder arrangement in which one side of the piston rod is
connected with the brake shoe. The piston is subjected to vacuum at both side in brake released
position. When the brake is applied one side of the piston is exposed to atmosphere due to which
a immediate braking force applied to piston which push the brake shoe.

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Vacuum Reservoir: When the engine is in running position the vacuum in servo cylinder is created
by inlet manifold but when the engine is stopped the vacuum reservoir is used to create vacuum in
servo cylinder.

Control Unit: The control unit is used to apply brake. It is also a piston cylinder arrangement in
which the upper valve is used to connect atmosphere to the servo cylinder and the lower valve is
used to connect vacuum reservoir to servo cylinder. When the brake is applied the upper valve is
in open position while the lower one is in closed position.

NRV: NRV which mean non return valve is used to connect servo cylinder to inlet manifold which
allow only one sided flow of air from servo cylinder to inlet manifold.

Master Cylinder: Master cylinder is same as used in hydraulic brake which is used to operate the
control unit.

Working

• When the brake is in release position both side to servo cylinder is exposed to vacuum. The
upper valve of the control unit is in closed position while the lower valve is in open
position.
• Now when the driver presses the brake pedal, the master cylinder comes into action which
pushes the piston of control unit in upward direction. This movement of piston opens the
upper valve of control unit and simultaneously closes the lower one.
• The opening of upper valve allows entering air into the servo cylinder left side through
control unit. This will create a differential pressure in servo unit. This will pushes the servo
piston at right side thus applied brake.
• This arrangement of vacuum booster considerably reduces the effort applied by the driver
and whole braking force is applied by the vacuum.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 21

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Explain Antilock braking system

The Antilock braking system (ABS) prevents the wheels of a vehicle from locking when the brakes
are applied, thus maintaining the ability to steer a vehicle. The locking of front ro rear wheels of a
vehicle is extremely dangerous.

When the front wheels are locked (during hard braking or when the brakes are used on a slippery
road surface), the driver losses the control of direction and the vehicle continues to move in its
current direction. When the rear wheels are locked, the vehicle can spin around, thereby creating
an extremely unstable condition. An ABS controls the brakes in such a way that the wheels do not
lock. Above figure shows the effect of ABS on a vehicle, on which the brakes are qapplied on a
slippery surface.

Working

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 22

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The main components of ABS are Wheel speed sensors, ABS control module, Brake control unit,
Valves and Pump.

Wheel speed sensors continuously monitor the speed of each wheel. As long as all the wheels have
comparable speed, the system does not interfere with their operation. However, if the speed sensors
find that any of the wheels’ speed is reducing drastically, it means that the particular wheel is going
to lock. However, the locked wheel hampers vehicle stability. Thus, the vehicle stops responding
to the steering input given by the driver. At this moment, the vehicle also starts to skid, thereby
causing a fatal accident. To avoid such a mishap, the ABS comes into action.

After receiving the signal of very low speed from the wheel speed sensor, the ABS module orders
the brake control unit to reduce that wheel’s braking force. Reducing the braking force means
reducing the hydraulic pressure in the brake line acting on that wheel. The Brake Control Unit
reduces the line pressure with the help of valves in the system. The wheel starts rotating faster
when the braking force reduces, thereby avoiding the wheel-lock. As the wheel doesn’t lock, the
vehicle’s steerability remains intact. Thus, it means that the vehicle moves according to the driver’s
input without skidding. Once the Brake Control Unit restores the regular operation, it also restores
the brake line’s hydraulic pressure with the help of a pump.

Advantages of Antilock braking system:

• ABS maintains the vehicle’s steerability and stability during panic braking.
• It reduces the braking distance by up to 10% or more, especially on wet surfaces.

Disadvantages:

• The only disadvantage of the Antilock Braking System is its higher cost.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 23

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SUSPENSION SYSTEM
It is a mechanical system of springs or shock absorbers connecting the wheels and axles to the
chassis of a wheeled vehicle.

It has traditionally performed two functions:

• Managing the vehicle’s handling and braking for safety, and

• Keeping passengers comfortable from bumps, vibrations, and other factors.

Functions or Objectives of Suspension System

1. To eliminate road shocks from transmission to vehicle components.

2. To obtain good road holding while driving, cornering and braking.

3. To keep the proper steering geometry.

4. To obtain a particular height to body structure.

5. To resist the torque and braking reactions.

8. To maintain the stability of the vehicle while traveling over rough round

9. To safeguard the occupants against road shocks and provide a riding comfort.

10. To prevent the structure of the vehicle from shock loading and vibration due to irregularities
of the road surface without impairing its stability.

11. To reduce the tyre wear

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Types of Suspension springs

1. Steel springs
a) Leaf spring
b) Tapered leaf spring
c) Coil spring
d) Torsion bar
2. Rubber spring
a) Compression spring
b) Compression shear spring
c) Steel reinforced spring
d) Progressive spring
e) Face shear spring
3. Air springs
a) Bellow type
b) Piston type

With a neat sketch explain the working of torsion bar

Torsion bar is simply a rod acting in torsion and taking shear stresses only. These are made of
heat-treated alloy spring steel. Torsion bar is often used with the independent suspension.

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As shown in Figure the bar is fixed at one end to the frame, while the other end is fixed to the end
of the wheel arm and supported in the bearing. The other end of the wheel arm is connected to the
wheel hub. When the wheel strikes a bump, it starts vibrating up and down, thus exerting torque
on the torsion bar which acts as a spring. ·

Torsion bar spring is lighter as compared to leaf springs and also it occupies less space. The torsion
bar may be mounted either longitudinally or transversely in the system. One of the most useful things
about this system is that the torsion bars are adjustable

With a neat sketch explain the working of leaf spring.

• A leaf spring is the simple type of suspension spring commonly used in heavy duty vehicles
• 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 the 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 spring can serve locating and to some extent damping as well as springing functions
• The advantage of leaf spring over helical spring is that the ends of the spring be guided
along a definite path as it deflects to act as a structural member in addition to energy
absorbing device

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Coil spring

• A coil spring is a mechanical device which is typically used to store energy and
subsequently release it, to absorb shock, or to maintain a force between contacting surfaces.
• The coil springs are used in independent suspension system, though they have also been
used in the conventional rigid axle suspension as they can be well accommodating in the
restricted spaces.
• The energy stored per unit volume is almost double in the case of coil springs than the leaf
springs.
• Coil spring do not have noise problems, nor do they have static friction causing harshness
of ride as in case of leaf springs.
• The spring takes the shear and bending stresses. The coil springs don’t take torque reaction
and side thrust.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 27

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Air suspension

Air suspension is a type of vehicle suspension powered by an electric or engine-driven air pump
or compressor. This compressor pumps the air into a flexible bellows
• Air springs are used in air suspension systems.
• The metal spring (coil or leaf) is removed, and an airbag also referred to as an air spring,
is inserted or fabricated to fit in the place of the factory spring.
• When air pressure is supplied to the airbag, the suspension can be adjusted either up or
down (lifted or lowered).
Characteristics of air springs:
• They are soft if the vehicle is not loaded but the stiffness increases when the load is
increased by increasing the air pressure inside the chamber. So, it gives the optimum riding
comfort when the vehicle is lightly loaded and fully loaded conditions.
• The height of the vehicle is kept constant by varying the air pressure whenever the load
variation occurs.
• Air springs increase vehicle stability by absorbing road shock.
• Air spring systems are designed to maximize safe load-carrying capacity, stability, and
overall ride quality.
Types of air suspension:
• Bellow type air suspension
• Piston type air suspension

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 28

MODERN MOBILITY (21ME654)

Bellow type air suspension

This type of spring consists of rubber bellows. The bellows are made into circular sections having
two convolutions for proper functioning as shown in Figure. So, a bellow type air suspension
replaces the coil spring.

Piston type air suspension

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 29

MODERN MOBILITY (21ME654)

This spring has a metal-air container in the form of an inverted drum. The drum is connected to
the frame. A sliding piston is connected to the lower wishbone. A flexible diaphragm provides a
seal. The diaphragm is tightly connected at its outer circumference to the lip of the drum and at
the center to the piston as shown in Figure

With a neat sketch explain the working of Air suspension system

Components of Air Suspension System : The components of the air suspension system are:

• Air filter

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 30

MODERN MOBILITY (21ME654)

• Air Accumulator
• Relief valve
• Air spring
• Lift control valve
• Return valve
• Supply line

Construction of Air Suspension:

The layout of an air suspension system has been shown in Fig. The four air springs, which may be
either the bellows-type or the piston type, are mounted on the same position where generally the
coil springs are mounted. It also consists of an air compressor, air accumulator, relief valve, lift
control valve, leveling valve, and pipeline.

Working of Air Suspension:

An air compressor takes the atmospheric air through a filter and compresses it to a pressure of
about 240 MPa, at which pressure the air in the accumulator tank is maintained, which is also
provided with a safety relief valve. This high-pressure air goes through the lift control valve and
the leveling valves, to the air springs as shown. Each air spring is filled with compressed air which
supports the weight of the vehicle. The air gets further compressed and absorbs the shock when
the wheel encounters a bump on the road.

Independent suspension
Independent suspension is any automobile suspension system that allows each wheel on the same
axle to move vertically (i.e. reacting to a bump on the road) independently of the others. Most
modern vehicles have independent front suspension (IFS). Many vehicles also have an independent
rear suspension (IRS).

Types of front independent suspension system

• Mac-pherson strut suspension

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 31

MODERN MOBILITY (21ME654)

• Double wish bone suspension

• Vertical guide suspension
• Trailing link suspension
• Swinging half axle suspension

Mac-pherson strut

• The Mac-pherson strut is a type of car suspension system which uses the axis of a telescopic
damper as the upper steering pivot.
• It is widely used in modern vehicles
• Mac-pherson struts consist of a wishbone or a substantial compression link stabilized by a
secondary link which provides a bottom mounting point for the hub or axle of the wheel.
This lower arm system provides both lateral and longitudinal location of the wheel.
• The upper part of the hub is rigidly fixed to the inner part of the strut, the outer part of
which extends upwards directly to a mounting in the chassis of the vehicle.
• The wishbone is hinged to the cross member and resists accelerating, braking and side
forces.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 32

MODERN MOBILITY (21ME654)

Double wishbone

• It consists of upper & lower wishbone arms pivoted to the frame member.
• A Spring is placed in between the lower wishbone & the underside of the cross member.
• The vehicle weight is transmitted from the body & the cross member to the coil spring
through which it goes to the lower wishbone member.
• A shock absorber is placed inside the coil spring & is attached to the cross- member & to
lower wishbone members.
• The wishbone not only position the wheels & transmit the vehicle load to spring, but these
also resist acceleration, braking & cornering forces.
• The upper arms are shorter in length than the lower ones. This helps to keep the wheel track
constant thereby avoiding the tyre scrub thus minimizes the tyre wear.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 33

MODERN MOBILITY (21ME654)

Vertical guide suspension

Figure shows the vertical guide suspension. The king pin is attached directly to the cross member
of the frame. It can slide up and down as shown, corresponding to the up and down motion of the
wheel thus compressing or elongating the springs. In this the track, wheel base and wheel attitude
remain unchanged, but the system is having disadvantage of decreased stability.

Trailing link suspension

In this type of suspension, a coil spring is attached to the trailing link which itself is attached to
the shaft carrying the wheel hub. When the wheel moves up and down, it winds and unwinds the
spring. A torsion bar has also been used in certain designs in place of coil springs.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 34

MODERN MOBILITY (21ME654)

Swinging half axle suspension

In this wheel are mounted on rigidly on the half axles, which are pivoted on their ends to the chassis
member at the middle of the car. The main disadvantage of this system is that up and down
movement of the wheel cause the camber angle to vary and also during cornering the car is lifted.

Advantages of Independent-Front Suspension:

• Low unsprung weight.

• Softer suspension compared to rigid type.
• Better ride quality.
• Improved vehicle stability.
• Overcomes the ill-effect on steering geometry.
• More space to accommodate the engine.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 35

MODERN MOBILITY (21ME654)

With a neat sketch explain the working of telescopic type shock absorber.

Referring to the above figure, rod G is attached to the two-way valve A. Another two-way valve
B is attached to the lower end of the cylinder C. There is a fluid in the annular space between C
and D. H is gland in the head J. The eye E is connected to the axle and the eye F is attached to
the chassis frame.

Consider the vehicle is overcoming a hump. Then the eye E would move up and thereby the fluid
will pass from the lower side of the valve assembly A to its upper side. But since the space above
A is less by the volume of the rod G, the fluid will also exert its pressure on valve assembly B.
this passing of fluid through valve operating provides the damping. Similarly for the downward
motion of the eye E during rebound, the fluid will pass vise-versa.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 36

MODERN MOBILITY (21ME654)

Front Axle

The major unit on front part of the motor vehicle is front axle. It takes the weight of the front
portion of the automobile. It gives steering facility and absorbs shocks. The weight of the front
part of the vehicle is transmitted to the road surface through front wheels by the front axle of a
vehicle. It also houses the mechanism for steering the vehicle to absorb shocks due to road surface
variations.

Front axle is made of I section in the middle portion and circular or elliptical section at the ends.
The I section of the axle withstand bending loads due to the weight of the vehicle and torque
applied due to braking.

Functions of front axle

• It supports the weight of front part of the vehicle.

• It facilitates steering knuckles and suspension springs.
• It transmits weight of vehicle through springs to the front wheels.
• It absorbs torque applied on it due to braking of vehicle.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 37

MODERN MOBILITY (21ME654)

Stub Axle

Stub axles are connected to the front axle by king pins. Front wheels are mounted on stub axles
arrangement for steering. Kingpins is fitted in the front axle beam eye and is located and locked
there by a taper cotter pin.

Stub axles are of four types

(a) Elliot

(b) Reversed Elliot

(c) LaMoine

(d) Reversed LaMoine

Elliot Type Stub Axle

• This type of stub axle is attached to the front axle by placing it in the yoke end with a
kingpin and a cotter to join the two together.
• The swivel pin is usually fixed in the stub axle forging with its purposes turning in the
forced closing of the axle beam.
• Axle beam forms as a yoke and receives stub axle. The thrust washer place at the top
portion of the stub axle

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 38

MODERN MOBILITY (21ME654)

Reverse Elliot Type Stub Axle

The reverse Elliot type stub axle forms the fork end to receive the front axle beam. The front axle
end forms eye, and the thrust washer placed at the bottom of the front axle beam that is at the
contact face with the stub axle.

The cotter pin in the joint that locks the movement of the kingpin in the front axle. The kingpin is
free to move in the phosphor bronze bushes placed in the eye of the fork end.

Lamoine Type Stub Axle

The front axle beam end forms the eye to take support on the stub axle. The stub axle and kingpin
integrate to create reverse. L shape assembly receives the front axle. The thrust washer place
between the stub axle and front axle beam.

Here the cotter pin in the joint is used to lock the front axle in position. The kingpin is free to move
in the bushes placed in the eye of the front axle. The thrust washer takes the vertical load in the
joint.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 39

MODERN MOBILITY (21ME654)

Reverse Lamoine Type Stub Axle

The front axle beam-ends forms eye to take support the stub axle. The stub axle and kingpin
integrate to form an inverted L shape assembly to receive the front axle.

The thrust washer is placed at the bottom, as shown in the figure. The cotter pin in the joint use
to lock the front axle in position.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru-107 40