AUTOMOBILE ENGINEERING(17ME655)

AUTOMOBILE ENGINEERING
Course learning objectives: The student will be able to learn
• The layout and arrangement of principal parts of an automobile.
• The working of transmission and brake systems.
• The operation and working of steering and suspension systems.
• To know the Injection system and its advancements.
• To know the automobile emissions and its effects on environment.

MODULE 3
STEERING AND SUSPENSION SYSTEMS: Steering geometry and types of steering gear box-
Power Steering, Types of Front Axle, Suspension, Torsion bar suspension systems, leaf spring, coil
spring, independent suspension for front wheel and rear wheel, Air suspension system.

IGNITION SYSTEM: Battery Ignition system, Magneto Ignition system, electronic Ignition system.

STEERING
It is necessary to run the automobile in a desired direction; this can be accomplished by
providing steering system. Besides brakes and accelerator, steering is very much essential to control
the vehicle, without which an automobile will never exist.
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.
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.

Till recently front wheel steered vehicles were designed. In these vehicles front wheels were
steered with rear wheels followed them. However, lately all-wheel steering or four- wheel steering has

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been designed and used in some selected vehicles.

GENERAL ARRANGEMENT OF STEERING LINKAGES

Based on vehicle type i.e., a 'vehicle which has independent front suspension or a vehicle
which has a rigid axle type front suspension (commercial car), different steering linkages are used.

Steering Linkage used in the Vehicle with rigid axle front suspension
It consists of a drop arm or pitman arm connected between steering gear and link rod. The link
rod in turn connects steering arm through 1 a ball joint and the stub axle mounted with road wheel is
rigidly attached to the steering arm as shown in figure O. Each stub axle has a forged track rod arm
rigidly fixed to the wheel axis. To the ends of track rod arms, a track rod is attached by using '0’ ball
joints as in figure. An adjuster is also used in the track rod and it changes length of the track rod for
adjusting wheel alignment.
The steering gear provides the required leverage (mechanical advantage), so that driver's effort
required is less at the steering wheel to apply much larger force to the steering linkage. It also

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gives the desired velocity ratio so that larger angular movement of the steering wheel gives much
smaller movement of the stub axle.
By turning the steering wheel, drop arm swings and imparts a linear movement to the link rod.
The steering arm transmits this movement to the stub axle, and turns it about pivot (may be a king pin
or ball joints). The other wheel is steered through the track rod; hence only one wheel is positively
steered.

Steering Linkage used for Independent front suspension

In the previous type, the main axle beam allows the stub axle to move in the horizontal plane
only. The effective track rod length does not change as there is no vertical deflection of the
suspension.

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In the independent suspension, the two stub axles can move up and down independent of each
other and causes the length of the track rod to change. For this reason, a single track rod is not
suitable.
The arrangement consists of a three piece track rod, the centre being called relay rod, one end
of which is connected to idler arm supported on body structure. The other end of the relay rod is
connected to the drop arm of the steering gear through ball joints. The relay rod is confined to move
in horizontal plane only. Movement in vertical plane is provided by the tie rods about the end ball
joints.

STUB AXLE
Stub axle is one on which the front road wheels are mounted. The king pin connects main
axle beam to the stub axle. Stub axles are made up of Nickel steels and alloy steels containing
chromium and molybdenum. Usually front axle is a dead axle and is manufactured by drop forging
of steel. As it has to withstand bending loads due to vehicle weight and torque loads due to braking
of wheels the central portions is made 'I' section and the ends of the beam are made either circular or
elliptical. This dead front axle is used in heavier vehicles.
The figure shows the arrangement of the stub axle in which king pin has been replaced by
ball joints.

Fig: Stub axle arrangement with king ball joints

STEERING GEOMETRY

It is not enough to simply place the front wheels on hubs, stand them up straight and device a
mechanism to swivel them left or right. The car could be driven but it would steer very poorly and at
higher speeds it would become dangerous to handle, and also tire life would be short.

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Wheel alignment refers to the positioning of the front wheels and steering mechanism that
promotes easy of steering, provides directional stability, reduces tire wear to a minimum. To secure
easy steering, smooth operation and several front wheel alignment factors must be considered such as
camber, king-pin or steering axis inclination, caster, toe in and toe out and turning circles (angles) etc.

(a) Camber

Camber angle is the inclination between the centre line of the tyre and the vertical. If the
wheels are inclined or tilted outward at the top, it is called "positive camber", and if the wheels are
inclined inward at the top, it is called "negative camber". t is also called as 'wheel rake angle:.
Front wheels are not mounted parallel to each other; instead they are tilted slightly outward at
the top. This is done to prevent the top of the wheels from tilting inward too much due to excessive
loads or play in the king pins and wheel bearings.
Effect: It is noted that, to make the tyre wear more uniform, tyre should roll vertically on the
ground. Tyre will wear more on one side than the other side, when it is tilted inward or outward. The
positive camber causes the tyre to roll like a truncated cone. The positive camber makes the wheel to
toe out and tyre will wear more on the outer side. Similarly the negative camber makes the wheels to
and tyre will wear more on the inner side. Initially the wheels are provided with positive camber, after
loading automatically they come to vertical position.
It is clear that, when the vehicle is running with average load, zero camber angle gives
maximum tyre life. If the two front wheels are not provided with equal camber, the vehicle will try to
pull towards the side where the camber is higher. In the same way, if the wheels are provided with
equal camber, the crowned road has a tendency to pull away the vehicle to the side of the road. To
obviate this, usually slight higher camber is provided on the right wheel in case of right drive vehicles
which have to move on the left side. For left hand drive vehicles, left wheel is sided with higher
camber.
Camber angle is usually less than 2° and exact amount depends upon king pin inclination.

Fig (a): Camber and king pin inclination

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Fig: Camber and king pin angle (steering axis inclination) on exaggerated scale.

(b) Kingpin angle or Steering axis inclination

The kingpin or Ball joints are mounted in such a way that they slant inward. The kingpin
inclination is the inward tilt of the kingpin or ball joint centre line from the vertical i.e., the angle
between vertical and kingpin or ball joint centre line]. In case of kingpin, this is called king pin angle
and if ball joints are used, then it is called steering axis inclination.
Effect: Kingpin inclination in combination with caster provides directional stability. When the
vehicle turns, the vehicle body is lifted up slightly due to kingpin inclination. After completing the
turn, driver leaves the steering wheel and vehicle weight causes the wheels to recover straight ahead
position. The kingpin angle is kept about 70 to 80 and exact amount depends upon wheel rake angle.
This kingpin angle also; uses suspension shocks to be transmitted to and absorbed by the heavy inner
spindle and knuckle assembly.

(c) Included angle and Scrub radius

It is the angle obtained in the vertical plane between the wheel centre line and the king pin or
ball joint centre line. It is equal to camber plus king pin inclination (X + Y).
The king pin centre line when extended meets the road surface near the tyre centre line. The
distance between these two centre lines at the point where they intersect on the road surface is called
"Scrub Radius". It is positive when steering axis or ball joint centre line meets the road surface inside
the tyre centre line. If it meets the road surface outside the tyre centre line, the scrub radius is negative.
A small scrub radius is desirable as it reduces steering wheel shock from road irregularities and
reduces steering effort.
Effect: The figure explains, how the combined angle affects scrub radius and hence' forces
acting to turn the wheel in a rear wheel drive vehicle. It is seen that unless scrub radius is zero, a
torque acts to turn the wheel away from the straight ahead position.
A negative scrub radius causes the wheel to toe in as in figure (a). A positive scrub radius
causes the wheel to toe out as in figure (c)

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A zero scrub radius keeps the wheel in straight position without any tendency to toe in or toe
out as in figure (b). In this case, wheel centre line and king pin or ball joint centre line exactly meets
on the ground. This condition is called "centre point steering".
By experience, it has been proved that, if the ball joint centre line and wheel centre line meets
below the ground, it gives best results.
If both the wheels are not provided with equal combined angle, the vehicle will pull towards
the side where scrub radius is high.
Combined angle varies from 90 to 100 and scrub radius ranges up to 12 mm.

Fig: The wheel and king pin centre line meet (a) above the ground (negative scrub
radius) - wheels toe in (b) Exactly on the ground (zero scrub radius - 0 effect and
(c) below the ground (positive scrub radius) - wheels toe out

(d) Castor
The kingpins are tilted slightly from the vertical as shown in figure 6.15 (a) and (b). The angle
between the kingpin centre line and vertical, obtained in the plane of wheel is called the castor angle.
If the kingpin centre line contacts the ground at a point in front of the wheel centre, it is called Positive
Castor and if it meets behind the wheel centre line it is called Negative Castor. The castor angles
should not exceed 30. In modern vehicles negative castor ranges from 20 to 80.
Effect: Castor produces a trailing effect and hence gives directional stability by making the
wheels to lead or follow in the same direction as the vehicle moves. Incorrect castor angle results in-
hard steering, when brakes are applied vehicle pulls to one side, tendency to wander due to lack of
directional stability.
Example: Castor angle provided on the furniture rollers and on the front wheels of the bicycles, the
positive castor provided in both these cases causes the wheels to be pulled in any direction.

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Fig: (a) Castor; (b) Castor on front wheel of the

bicycle.

TOE IN AND TOE OUT CONDITIONS

Toe in is accomplished by placing the front of the wheels closes together than the back, when
viewed from the top and vehicle is stationary. Toe in is nothing but the difference between the centre
to centre distances of the rear ends and the front ends i.e. (B - A)
If the wheels are set closer at the back end than at the front, i.e. (A - B), then the difference of
distances between the wheels at the front and at the rear is called Toe out.
Effect: When the wheel is cambered, the tire engages the road at an angle. Since the tire will
adopt itself to the road, the rolling edge of the tire will not be at right angles to the centre line of the
wheel. This will cause it to roll in the form of truncated cone and thus causes more wear on outer
surface of the wheel, the purpose of toe in is to neutralize the cone rolling effect of front wheels
caused by camber angle. Therefore, the amount of toe in depends up on the camber angle, and in
modern cars it is usually kept 2 to 4 mm.
In some front wheel drive cars, initial toe out has been provided to counter the tendency to toe
in. Excessive steering linkage looseness will allow the wheels to toe out under dynamic loads.
Excessive toe in or toe out will cause tyre wear.

Fig: Toe - in
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TOE OUT ON TURNS

When a vehicle takes a turn, the inner wheel must turn on a smaller turning circle than the
outer wheel. This causes the wheels to toe out on turns due to difference in their turning angles .: This
essential action is allowed by bending both steering arms so they angle slightly towards the centre of
the vehicle.
When the vehicle takes turn, the steering arm on the inside of the turn swivels more sharply,
due to angle of the arm at this point.

Fig: Toe out on turns as viewed from top

STEERING GEARS
Steering gear is the heart of steering system and the driver controls the direction of front
wheels with the steering gear. It converts rotational motion of the steering wheel into to and fro
motion (arc motion) of the link rod of the steering linkage which in turn swivel the front wheels.
Steering gear also provides torque multiplication. It multiplies the drives steering effort to
provide adequate force for steering column. For cars, the steering ratio or torque multiplication factor
ranges between 10 : 1 to 22 : 1 and for trucks it ranges between 24 : 1 to 32 : 1.
There are many types of steering gears used in automobiles. The important steering gears are
a) Worm and Wheel steering gear
It consists of a worm and worm wheel. In place of worm wheel, only a sector may also be
used. As the steering wheel turns, the rotation of the worm drives the worm wheel. A drop arm is
rigidly attached to the wheel spindle. So rotation of worm wheel through steering wheel causes the
drop arm to move to and fro, thereby, actuates the link rod connected to it and swivels the front
wheels.
b) Worm and Nut steering gear
It consists of a worm and a ball nut and these are arranged as shown in figure. The rotation of
steering wheel turns the worm and hence the nut moves along its length. This movement of the nut
actuates the drop arm end to move linearly and thus actuates the link rod and swivels the wheels.

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Fig: Worm and wheel steering gear.

Fig: Worm and out type steering gear.

c) Recirculating ball type steering gear

The figure shows a recirculating ball type steering gear. It consists of a worm and nut
arrangement as in figure. The steering shaft carries the worm and a nut rides on the worm with two
sets of balls in the grooves in between nut and worm. These balls reduce friction during movement of
the nut on the worm. The drop arm is rigidly attached to the wheel sector and the teeth of wheel sector
meshes with teeth of the nut. The drop arm in turn connected to the link rod, through which it swivels
the road wheels.

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Fig: Recirculating ball type

steering gear.
When the steering wheel is turned, the nut rides on the worm and the balls roll in the groove
and makes the nut to travel along the length of the worm. These two sets of balls are recirculated
through the guides. As the nut rides on the worm, its movement drives the wheel sector and hence link
rod and thus steers the wheels.

CONDITION FOR TRUE ROLLING

Fig: Condition for exact steering

The condition for true rolling is obtained when all four wheels are rolling perfectly under all
conditions of running. If the vehicle takes a turn, this fundamental condition of correct steering is
satisfied when all four wheels rotate about a common centre called as Instantaneous centre. The axes
of front wheels when produced meet the rear wheel axis at this point 'I'. It is also seen that, the inside
wheel turns through a greater angle than the outer wheel. The larger the steering angle, the smaller is

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the turning circle. However, there is maximum limit to the steering angle, and is limited to 440. The
extreme positions on both sides are called 'Lock' positions.

The turning circle is defined as the diameter of the smallest circle which the outer front
wheel of an automobile can traverse and obtained when the wheels are at lock positions.

STEERING MECHANISM
We know that for perfect steering all four wheels must rotate about Instantaneous centre. To
achieve this, inner wheel has to turn more than outer wheel. Several mechanisms are used, among
which two are important.
1. Ackermann Mechanism
2. Davis Mechanism.

The Ackermann mechanism is based on a four- bar chain mechanism, which has two longer
links RS and AB of unequal length and other two shorter links 'RA' and 'SB' of equal lengths. By
using track rod 'AB' shorter than RS (distance C or distance between kingpins), the inner wheel is
forced to turn a greater angle, when the car is taking a turn. When the car is going straight ahead, all
four wheels are parallel, but while turning, the inner and outer wheel angles become different.
The figure (a) and (b) shows the Ackermann's mechanism. It is seen that shorter links are made
integral with stub axles and are connected together through track rod. In the straight ahead position,
the shorter links makes equal inclination 'a' with the centre line of the vehicle. The dotted line shows
position of links when the car is taking left turn.

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Let, I = length of the track rod 'AB' and r = Length of shorter links RA and SB.
From figure (b), after neglecting obliquity of link AB in the turned position, the pivots A and B
moves through same distance 'X' in horizontal direction.

POWER STEERING
In heavy duty trucks and tractors, driver has to apply inadequate effort to turn the wheels. The
use of booster arrangement in steering system overcomes this drawback. The booster is put in to
operation when the steering wheel is turned. It does most of the work for steering. The power steering
system uses compressed air, electrical mechanisms, and hydraulic pressure.

Fig: Oil assisted power steering

The figure shows a simplified diagram of hydraulic booster. The arrangement consists of a
worm and worm-wheel, distributor slide valve, booster cylinder etc. When the steering wheel is
turned, the worm turns the sector of worm wheel and hence actuates the arm. The arm in turn actuates
the road wheels through drag link. If the resistance offered to turn the wheels is too high and driver's
effort to the steering wheel is too weak, then the worm, like a screw in a nut will be displaced axially
together with the distributor slide valve. This axial movement will admit compressed air or oil in to
booster cylinder through the pipeline. The piston in the booster cylinder will turn the road wheels via
the gear rack, the toothed worm sector, arm and drag link. In the mean time, the worm sector will
actuate the worm and will shift it along with distribution slide valve to its initial position. This
movement of slide valve will stop the piston travel in the booster cylinder. Here the system uses power

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assistance in proportion to the effort needed to turn the wheels.

SUSPENSION
INTRODUCTION

The ability of vehicles to negotiate rough roads and handle well at high speeds is mainly due
to proper design of suspension system. If the axles are bolted directly to the body, any uneven spot in
the road would transmit adjoining force to the vehicle which in turn results in discomfort for riding.
Hence the automobile chassis is mounted on the axle through springs. This is done to isolate shocks
on the vehicle body from road. The parts which perform the function of isolating the vehicle from
road shocks are called suspension system.

The main objectives of the suspension system are:

1. To prevent the road shocks from being transmitted to the vehicle parts, thereby providing suitable
riding and cushioning effect to the occupants.
2. Reduces wear on the tyre.
3. To keep the vehicle stable while in motion by providing good road holding during driving,
cornering and braking.
4. Provides safe vehicle control and free of irritating vibrations.

REQUIREMENTS
1. Vertical vibrations and pitching: The damper present in suspension system eliminates the
vibrations caused due to striking of front wheel to a bump. However, rear wheel also experiences
similar vibrations as it reaches the bump after some time and this depends on wheel base and vehicle
speed. There are three possible relations of front and rear suspension frequencies.
(i) Front frequency higher than the rear - After the initial vibration i.e., after one or two
vibrations the maximum amplitude occurs.
(ii) Front frequency equal to rear - The amplitude collapses throughout, though pitching tendency
still exists
(iii) Front frequency lesser than the rear - Practically there is no pitching tendency.
So, it is-clear that in order to reduce pitching tendency of the vehicle, the (iii) condition is suitable.

2. Rolling: The centre of gravity of the vehicle will be at certain height above the ground level. A
turning couple about the longitudinal axis of the vehicle will be induced during cornering because of
the centrifugal force acting at C.G. and forces at tyre - road contact surface. This result in a motion
called rolling. The manner in which the vehicle is sprung determines the axis about which the vehicle
will roll.

Brake dip: When the brakes are applied, the vehicle nose has a tendency to be lowered or to
dip.

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This in turn depends up on C.G position relative to the ground, wheel base, and other suspension
characteristics

3. Unsprung weight: When the wheels hit a bump, they vibrate along with the unsprung parts which
store the vibration energy and transmit it to the sprung parts through the springs. When the weight of
unsprung parts if greater, it increases energy stored due to vibrations and thus transmits greater
shocks to the sprung parts. Therefore it is necessary to keep the unsprung weight as low as possible.

TYPES OF SUSPENSION PRINGS

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.

Torsion bars
It is a simple rod which is acting in torsion and takes stresses only. It nearly stores the same
amount of energy per unit weight as that of coil spring. Torsion bar is often used with independent
suspensions.
When compared with other systems, it is lighter and occupies less space. Torsion tubes may
also be used instead of torsion bars. One end of torsion bar is fixed to the frame, while the other end
is fixed to the end of the wheel arm the supported in bearing. The wheel arm is connected to the
wheel hub when the wheel hits a bump; it starts vibrating up and down and produces a torque on
torsion bar, which acts as a spring.

Fig: Torsion bars

The two disadvantages associated with the use of torsion bar are.
(i) It does not take braking or driving torque. This necessitates the use of additional linkages for
the same purpose.
(ii) No friction force exist, no damping and hence no control of vibrations produced due to road

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shocks.

TYPES OF FRONT WHEEL SUSPENSION

There are two types:
1. Rigid axle free wheel suspension.
2. Independent front wheel suspension.

Fig: Independent front wheel suspension

In Independent suspension each front wheel is supported by a coil spring and a torsion bar.
The independent suspension is confined only to the front wheels in the majority of vehicles because
of its high cost. The independent front system has the following advantages.
1. It provides more space for the engine.
2. It provides softer suspension.
3. It reduces the tendency of wheels to turn about the king pin axis due to gyroscopic action.
4. It also reduces the tendency of tilting the vehicle on one side when the vehicle is lifted or
dropped due to uneven road surface.

b) Rear Suspension

Fig: Coil spring rear suspension system.

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In rear suspension systems the coil springs and leaf springs are extensively used. Fig. illustrates a
typical suspension system utilizing coil springs. The rear axle housing is mounted on springs and is
attached to a set of upper and lower control arms. Universal Coupling shown
(represented in fig. by A & B, keep the wheel vertical and the sliding coupling "C" maintains the
wheel track constant. This method is used in Dedoin type of axle, the control arm pivot points are
rubber bushed. One end of the arm is connected to housing and the other to the frame. The arm
arrangement allows the rear axle housing to move up and down, but prevents excessive Fore and Aft
and side-to-side movement.
The main disadvantages are
1. Ignition lost is high.
2. As there is large number of parts, maintenance required is more.
3. The steering geometry is misaligned with the wear of component.

PITCHING AND BOUNCING

The centre of gravity of the vehicle will be at certain height above the ground level. A turning
couple about the longitudinal axis of the vehicle will be induced during cornering because of the
centrifugal force acting at C.G and forces at tyre-road contact surface. This result in a motion called
rolling. This causes the left hand suspension move out of phase with the right hand suspension. The
tendency of the front portion (Nose) of the vehicle to dip due to braking is known as Brake Dip.

Fig: Vehicle with different forces acting on it.

In Figure are shown the different types of the spring mass motions. Pitching is the rotary
motion about the transverse direction through the vehicle parallel to the ground. This causes front
suspensions to move out of the phase with the rear.
Bouncing is the motion of centre of gravity in the vertical direction. It can be front end or rear end
bounce. Diagonal pitching is the combination of pitch and roll.

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CONFERT CURVES

Fig: Confert curves

The graph shown is known as confert curves and gives us an idea of variation of amplitude of
vibration with and without the use of shock absorber.
* Magnification factor is the ratio of maximum displacement of the forced vibration to the deflection
due to the static force in a system.

SPRINGS
The following are the commonly used suspension springs in Cars and Trucks.
1. Leaf or Laminated Springs.
2. Helical or Coil springs.
3. Torsion Bar
4. Rubber or elastic springs.
5. Hydro elastic springs.
6. Air springs.

Fig: Semi elliptical leaf spring

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Fig: Long, wide and quite thin. Entire spring is made up of one leaf.

1. Leaf or Laminated Springs

The leaf springs are made up of steel plates of leaves as shown in fig. These are commonly
used in automobile rear suspensions. The leaves are held together at centre by a bolt which passes
through holes in the leaves. Many leaf springs have special springs have special inserts between the
leaves to permit the leaves to slip over one another when the spring bends. The spring leaves are of
graduated length as shown; the front end of the largest leaf is bent into a circle to form a spring eye
and is attached to the spring hanger by a bolt. Rubber bushings are used to provide the insertion to
the bolt from the spring hanger. The rubber bushings serve two purposes.
a) Absorb vibration and thus prevent it from getting up to the vehicle frame.
b) Allow the spring eye to twist back and forth as the leaf spring bends.
The rear end of the spring is also bent to form a spring eye. This spring eye is attached to the
car frame through a spring shackle. The shackle allows for changes in the length of the leaf spring as
it bends. As when the springs pushed upward or downward by bumps or holes in the road, the
distance between the two spring eye changes. The shackle acts as a swinging support that permits
this change in length.

2. Coil Springs
Nowadays coil springs have become very popular because of the limitations involved in leaf
spring. Fig shows a front suspension system using coil springs. In the system shown, the coil spring
is held between a spring seat in the car frame and a lower control arm. The inner ends of control arms
are pivoted on the car frame, the outer ends are connected to the steering knuckle. This in turn is
attached to the control arms. The ball joints used to allow the steering knuckles to swing to the left or
right for steering. In the assembled car, the wheels are mounted from left to right pivots the front
wheels, so that the car can be steered.

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Fig: Coil Spring.

SHOCK ABSORBERS
Shock absorbers are necessary as the springs do not 'settle down' fast enough. In other words,
after a spring has been compressed and released, it continues to shorten and lengthens or oscillates
for a time.
If a wheel of car hits a bump, the spring compresses. Then the spring expands after the wheel
passes bump, the expansion. of the spring causes the car to be thrown upward. Now, having over-
expanded, the spring shortens again. This action causes the wheel to momentarily leave the road and
the car drops down. The action is repeated until the oscillation gradually dies out.
Such spring action on a car would produce a very bumpy and uncomfortable ride. It could
also be dangerous because a bouncing wheel would make the car impossible to control. This would
be especially dangerous on a curve. It is obvious, therefore, that a device is needed to control the
oscillating action of the spring. This device is known as the Shock absorber.

Out of so many types of shock absorbers available such as Vane type, opposed piston etc, telescopic
shock absorber is most commonly used.
The telescopic shock absorber consists of an outer cylinder, inner cylinder, piston and piston
rod and in some cases an outer dust and rock shield. At the bottom of the inner cylinder and in the
piston a series of valves controls the movements of the hydraulic fluid within the shock absorber.

Fig: Illustrates the working of telescopic shock absorber

Fig illustrates the working of Telescopic shock absorber. In this, piston rod is attached to the

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two way valve' 1', while valve '2' which is also a two way valve is attached between cylinder and
tube as shown in fig. The inner and outer cylinders are filled with oil. When the vehicle comes across
a bump, the eye connected to axle will move up. With this the oil below valve' I' will moves up. Due
to the resistance to the flow of oil through valve '1’ it exerts pressure on valve '2'. This allows oil to
flow through valve '2' also.
The flow of oil through valves 1 & 2 will be slow because of damping effect. In the similar way, for the
down ward movement of the eye connected to axle, because of road irregularities, the oil will move
from the upper side of valve '1 ' to the lower side and vice - versa.

AIR SUSPENSION SYSTEM

Air or pneumatic suspension is incorporated in some tourist buses to improve the riding
comfort of the passengers. The air suspension system possesses the following advantages over
conventional metal springs.
1. The spring rate varies much less between laden and un-laden conditions, this decreases
dynamic loading.
2. Changes in head lamp alignment due to change in load are avoided.
3. It improves riding comfort to the passengers.
4. Longer service life of the vehicle due to improved smoothness of run.

In air suspension system, four air springs (air bags) which may be of bellow type or piston
type are used instead of coil springs. The atmospheric air passes through a filter and compressor
raises its pressure to about 24kg / mm- and air at this pressure is accumulated in an accumulator. The
relief valve in the accumulator tank acts as a safety valve. This high pressure air then enters to the air
springs through lift control valve and leveling valves.

Fig: Layout of air suspension system

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