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A simple MacPherson strut suspension on the left front wheel of a rear-wheel drive vehicle.

Front of the vehicle top right in image.

Red section: Steering knuckle or hub carrier Blue section: Lower control arm or track control arm Light blue section: Steering gear tie rod Lower purple section: Radius rod Upper purple Section: Coil spring Yellow section: Tubular housing containing shock absorber or damper

In automobiles, the tie rods are part of the steering mechanism. They differ from the archetypical tie rod by both pushing and pulling (operating in both tension and compression). In the UK, these items are generally referred to as track rods.

The tie rod is part of the steering mechanism in a vehicle. A tie rod is a slender structural rod that is used as a tie and capable of carrying tensile loads only. A tie rod consists of an inner and an outer end. The spokes on a bicycles wheels are tie rods. As the ratio of its length to the radius of gyration of its cross section is normally quite large, it would likely buckle under the action of compressive forces. The tie rod transmits force from the steering center link or the rack gear to the steering knuckle. This will cause the wheel to turn. The outer tie rod end connects with an adjusting sleeve, which allows the length of the tie rod to be adjustable. This adjustment is used to set a vehicles alignment angle. The working strength of the tie rod is that of the product of the allowable working stress and the minimum cross-sectional area. If the threads are cut into a cylindrical rod, that minimum area can be found at the root of the thread. Rods are often made thicker at the ends and this then means that the tie rod does not become weaker when the threads are cut into it. Tie rods are connected at the ends in various ways. But it is desirable that the strength of the connection should be at least an equal strength to that of the rod. The ends can be threaded and then passed through drilled holes or shackles (this is a U-shaped piece of metal that is secured with a pin or bolt across the opening), and then retained by nuts that are screwed on the ends. If the ends are threaded right hand and left hand, the length between the points of loading may be altered. This then brings a second method for prestressing the rod at will by turning it in the buts so that the length will be charged. A turnbuckle (a device that is used for adjusting the tension in tie rods) can accomplish the same purpose. Another way of making any end connections is to forge an eye or hook on the rod. It is advisable that your vehicles steering and suspension systems are checked regularly, at least once a year along with a complete wheel alignment. A worn tie rod can cause wandering, erratic steering and also major tire wear. If a tie rod is necessary then a wheel alignment will also be required because tie rod replacement will disturb the alignment setting. As the ratio of its length to the radius of gyration of its cross section is normally quite large, it would likely buckle under the action of compressive forces. The tie rod transmits force from the steering center link or the rack gear to the steering knuckle. This will cause the wheel to turn. The outer tie rod end connects with an adjusting sleeve, which allows the length of the tie rod to be adjustable. This adjustment is used to set a vehicles alignment angle.

The working strength of the tie rod is that of the product of the allowable working stress and the minimum cross-sectional area. If the threads are cut into a cylindrical rod, that minimum area can be found at the root of the thread. Rods are often made thicker at the ends and this then means that the tie rod does not become weaker when the threads are cut into it. Tie rods are connected at the ends in various ways. But it is desirable that the strength of the connection should be at least an equal strength to that of the rod. The ends can be threaded and then passed through drilled holes or shackles (this is a U-shaped piece of metal that is secured with a pin or bolt across the opening), and then retained by nuts that are screwed on the ends. If the ends are threaded right hand and left hand, the length between the points of loading may be altered. This then brings a second method for prestressing the rod at will by turning it in the buts so that the length will be charged. A turnbuckle (a device that is used for adjusting the tension in tie rods) can accomplish the same purpose. Another way of making any end connections is to forge an eye or hook on the rod. It is advisable that your vehicles steering and suspension systems are checked regularly, at least once a year along with a complete wheel alignment. A worn tie rod can cause wandering, erratic steering and also major tire wear. If a tie rod is necessary then a wheel alignment will also be required because tie rod replacement will disturb the alignment setting.

Reff 1. http://news.carjunky.com/how_stuff_works/what-is-a-tie-rod-abc170.shtml

Automotive Suspension Failures


by Charles C. Roberts, Jr. Automobile suspension systems are mechanical devices whose function is to support the vehicle body and other components above the wheels. There are a variety of designs including coil spring, longitudinal leaf, transverse leaf, torsion bar, MacPherson, Christy, and solid axle.

Figure 1 - MacPherson strut suspension

Figure 2 - Solid axle suspension

Figure 3 - Control arm suspension with coil springs Figures 1 through 3 are drawings of typical suspension systems found on most vehicles on the road. Figure 1 is the classical MacPherson strut suspension, which is common on many front drive vehicles. The strut, which is also a shock damper, moves vertically while the control arm limits transverse and longitudinal movement. The system is compact, efficient and adapts easily to front and rear applications. Figure 2 is a view of an earlier design: the solid axle suspension with king pin. The solid axle beam is supported by springs and connects to a swiveling axle via the king pin. This suspension is often used on heavier vehicles such as trucks and on some older vehicles. Figure 3 depicts a control arm suspension with coil springs. This independent suspension system is used on many older and rear wheel drive vehicles. Automobile accident investigation may focus on a vehicle's suspension system, being guided by evidence of possible malfunction or statements from the insured driver or witnesses. Automotive suspension failure can be caused by a design defect, a manufacturing defect, poor maintenance or the accident.

Figure 4 Figure 4 is a view of a MacPherson front suspension on the right side of a compact car. Evidence suggests that the lower ball joint (arrow) failed, causing the vehicle to steer uncontrollably, which resulted in an accident. Figure 5 is a top view of the ball joint showing wear patterns from the drive shaft rotor just above the ball joint. The ball joint itself was dry and badly worn with no evidence of lubrication. The vehicle had over 100,000 miles on the odometer. The wear on the top of the ball joint suggests that for a period of time, the joint had failed and had moved vertically and rubbed against the axle rotor. The rotor was acting as a retainer of the joint, preventing it from separating from the suspension. This condition would result in excessive play in the steering, plus a loud noise that should have acted as a warning to the insured driver that a problem existed. The driver continued to operate the vehicle until the accident occurred. The failure of the ball joint was determined to be maintenance related with no evidence of a manufacturing defect.

Figure 5

Figure 6 Figure 6 is a view of a king pin assembly from a large road tractor. Figure 7 is a close-up of a crack in the king pin housing. A truck driver claimed loss of control while on a winding rural highway. Analysis of the housing fracture surface indicated that environmentally assisted cracking had caused the failure. What initiated the environmentally

assisted cracking was severe wear from lack of lubrication, a maintenance related failure.

Figure 7

Figure 8 Figure 8 is a view of a front control arm suspension with a fractured tie rod end. Figure 9 is a close-up of the fracture surface. The driver indicated that the tie rod end suddenly failed, and an accident resulted. The lower arrow in Figure 9 points to a corrosion related crack that had formed through the tubing wall. Despite the corrosion damage to the tubing, the fracture surface (white area, upper arrow) is characteristic of a sudden overload, indicating that a sudden failure under normal conditions was unlikely. The likely cause would be an impact with a noncompliant object such as a curb or another vehicle.

Figure 9

Figure 10 Figure 10 is a view of a rear control arm bolt in a late model front drive automobile. The driver complained of loss of control, which resulted in

a vehicle rollover and personal injury. The right end of the bolt had fractured. A close-up of the fracture surface is shown in Figure 11.

Figure 11 Metallurgical analysis of the part revealed improper heat treating of the bolt, which was the cause of the failure and was a manufacturing defect. When the bolt failed, the right rear control arm parted from the suspension, causing the right rear tire to point outward at an angle. The ensuing yaw motion terminated with a vehicle rollover.

Figure 12 Figure 12 depicts the right rear tire of a vehicle with a severe toe-in of about 30 degrees. The body damage is characteristic of having struck another vehicle. The control arm and tie rod end was badly bent, but not fractured, suggesting that this condition was most likely a result of the impact. Suspension systems are often blamed as a cause of an accident. Driver error can explain many of the accidents, while the remaining ones can be attributed to poor maintenance, design or manufacturing defects. Obviously, insurers are interested in causes of failure that suggest negligent behavior by some other party for subrogation purposes. If legal action is contemplated, then potential litigants should be placed on notice as to the existence of the evidence and a joint protocol developed before any destructive testing is performed.

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Design a slender, light table legs that will support the applied design load and will not fracture if struck.

Function Column, supporting compressive loads

Objective Minimize mass and maximize slenderness

Constraints Specified length, Must not buckle Must not fracture if struck

Free Variables Diameter of the legs Choice of materialsmass

mass:

Maximum elastic buckling load:

Solving for r

Inverting equation (2) gives and equation for the thinnest legs which will not buckle:

to yield the second materials index (maximize):

Set M1to be minimum of 5 and M2to be greater than 100 (an arbitrary choice it can be modified later if a wider choice of materials to be screened is desired). Candidate materials include some ceramics, CFRP engineering ceramics are not tough legs are subjected to abuse and this makes them a bad selection for this application Selection = CFRP must consult designer wrtcost expensive

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