SUSPENSION SYSTEMS

ON HIGH MOBILITY ARMORED

VEHICLES

CONTENTS
1. Suspension Systems Definition
2. Basic Terminology
3. Suspension Systems Purposes and Functions
4. Suspension Components
5. Suspension Types
6. Suspension System Classifications and Characteristics
7. Suspension Test Processes for Armored Vehicles
8. Application examples from Armored Vehicles

1.Definition
The suspension system
is a mechanism which
located between chassis
and wheels and allows
relative motion between
them.
A simple suspension
system consists of
spring, damper, ball
joint, control arms and
some fasteners for
keeping them together.

2.1.2.Basic
Sprung Mass
():
Terminology
Sprung mass refers to all masses
that are supported by the spring,
such as vehicle body.
2.2. Unsprung Mass () :
Unsprung mass refers to all
masses that are attached to and
not supported by the spring, such
as wheel, axle, or brakes.

Figure 1.1. A ride model for a military tracked vehicle[1]

2.3. Motion Types which Controlled by Suspension

System

3. Purposes and Functions of Suspension

System on Armored Vehicles
Improve Mobility; speed, traction, lateral stability, steering control and braking are
the essential elements of vehicle mobility.

Support Vehicle Body or Hull; supporting the vehicle body or hull at some
selected height above the ground. Permitting the vehicle to negotiate deep mud, snow,
soft sand without becoming bellied or damaged. Decreasing overall vehicle height makes
it more compelling to enemy observation and fire.

Provide Lateral Stability; when rounding a curve or when operating on a slide slope
with crane-type equipment or firing with heavy weapons on the broadside of vehicle; the
lateral forces will be affected to the vehicle so for to prevent lateral instability one of the
important purpose that is why using suspension.

Provide Longitudinal Stability; the longitudinal forces which occur during

acceleration, braking, bulldozing operations or firing with heavy weapons cause
longitudinal instability and try to rotate body about its lateral axis.

Provide Selective Distribution of Weight on Ground; it is a

function of the suspension system to distribute the vehicle weight in accordance with a
predetermined design plan.

Adjust for Terrain Irregularities; a function of suspension system is

permit the unsprung mass to follow closely the irregular contour of the ground with
minimum disturbance to the vehicle body.

Provide Crew and Passenger Comfort; the elastic suspension system

attenuates the acceleration forces it transmits, in addition limits the noise.

Protect Vehicle Components and Cargo From Shock and

Vibration Damage

Provide Traction Contact with Ground

Transmit Driving and Braking Forces; the reactions to driving and
braking torques must be transmitted through the suspensions system since this is the
only connection between the vehicle and the ground.

Provide Obstacle-Crossing Capabilities

.Provide Means for Changing Course; a properly designed
suspension system will maintain lateral stability under all operating conditions and will
permit the vehicle to change course at reasonably high speed.

.Provide Stable Gun Platform; in theory, the ideal suspension system

would maintain a stable gun position despite the vehicle speed or terrain irregularities.

4. Suspension System Components

4.1. Springs
The spring is the main component of the suspension system
which stores the kinetic energy as the potential energy , and four
types are primarily in use today.

Spring Types
1. Leaf Springs
This type of spring made of a single
elliptical spring with several smaller
leaves attached to it with clamps.
The leaves are fixed rigidly by the
center bolt.
Advantages
Simple
Cheap
The leaves allows to
support greater loads
Suitable for heavy duty
Internal friction
provides damping
Extra leaves or helper
spring can be attached

Disadvantages
Weaken with age
Tend to be heavy
(overmuch
unsprung mass)
Takes up more
space than coil
springs
Early abrasion by
internal friction

2. Torsion Bars
The torsion bar is a circular steel rod
made of spring steel. One end of the
rod is anchored to the frame, and
loading is pure shear due to torsion.
As long as the bar remains in the
elastic region, torque resistance will
return the bar its normal position
upon unloading.
Advantages
Smaller size than leaf springs
Provide adjustable ride height
Low unsprung mass
Disadvantages
Axial space required for installation
Lower spring rates than coil springs

3. Coil Springs
Coil springs are basically torsion
bars that have been wrapped into a
coil.
Coil springs are used widely in
automotive applications due to their
compact size.
Advantages
Less stiff with better ride
comfort compared to leaf
springs
Compact size
Low unsprung mass
High vertical flexibility
Disadvantages
Less roll stiffness than leaf springs
Require control arms to limit
longitudinal and lateral suspension
motion.

4. Pneumatic and
Hyrdopneumatic Springs
The air or nitrogen can be used
according to system (pneumatic
Advantages
or hydropneumatic).
Spring rate is not constant
like mechanical springs and
can be changed with load.
Provide constant and
adjustable ride height
Suitable to manage with
remote control
The stiffness of the system
increases with the increase
of the deflection

Disadvantages
High initial and
maintenance costs
Sealing problems
Multi-component, thus
need space
Needs power units
(hydraulic or pneumatic)

4.2. Dampers
The purpose of a damper, or socalled shock absorber, is to introduce
controlled friction into the suspension
system. In this context, it is possible to
identify three distinct types of friction;
1. Dry Solid Friction
2. Fluid Viscous Friction
3. Fluid Dynamic Friction
. Most modern dampers are of the
oil-filled telescoping type.
. They produce damping force by the
action of fluid, usually oil, being
forced through an orifice or valve.
. The dampers may be a single tube
or a double tube

5. SUSPENSION TYPES

5.1. Solid Axles

(Dependent)

A solid axle has wheels mounted to

each end of a rigid beam.
There is no camber chance on the
wheel due to rigid connection.
Any movement of one wheel is
transmitted to the opposite wheel.
Solid drive (live) axles are used
on the rear of many cars and
most trucks and on the front of
many four-wheel-drive trucks.
Commonly used on heavy trucks
where high load-carrying capacity
is required.
Bad steering performance and
high unsprung mass can be
regarded as disadvantages.

Live Axle Suspension Systems

Dead Axle Suspension Systems

deDion Axle

Live axle Bogie Suspension System on the MM1

Teracruzer (USA)

5.2. Independent
Suspensions

Independent suspensions allow each wheel to

move vertically without affecting the opposite
wheel.
They are used almost universally on the front
due to the requirement for steering also better
resistance to steering vibrations.
Provide an inherently higher roll stiffness
relative to the vertical spring rate.
The demand for greater speed and mobility
for military vehicles warrants the use of
independent suspensions on such vehicles.
Low weight (low unsprung mass).
Reducing vibrations such as wheel shimmy
and axle tramp.
Providing more ground clearance.
Permitting improved wheel spacing.
The disadvantages are cost and maintenance

Types of the independent suspension

Double Wishbone Suspensions

Due to packaging requirements the system

lends itself particularly well to front-engined,
rear-wheel-drive vehicles.
Shorter control arm design at the top provides
good camber qualities when cornering.

MacPherson Strut Suspensions

It is ideal for front-wheel-drive cars that use

transversely mounted engine.
Requires a larger amount of vertical space for
installation

Multi-Link
Suspensions

Have ball joint

connections at the end of
the control arms to
eliminate bending loads.
Over-constrains the
motion but provides
advantages in control of
toe angles.

Trailing Arm
Suspensions

Trailing arm
suspensions are used
on the rear of vehicles.
The differential usually is
mounted to the chassis,
reducing unsprung
weight

Swing Arm
Suspensions

Easiest way to obtain an

independent rear
suspension
The major drawback to
this system is the large
camber change that
results from suspension
deflection.

6. SUSPENSION SYSTEM CLASSIFICATIONS

AND CHARACTERISTICS

6.1. Passive Suspension Systems 6.2. Semi- Active Suspension

Systems

Consist of conventional components with

spring and damping properties which are
time-invariant.
These suspension systems are limited
with respect to cross-country mobility.
A passive suspension system significantly
limits the maximum speed of a vehicle
over rough, changing terrain.

Contain spring and damping elements, the

properties of which can be changed by an
external control.
Require an acceleration sensing system and
elastic support system that can be continuously
modulated.
A more uniform ground loading, a more
comfortable ride, and increased cross-country
speed.
The degree of improvement is dependent upon
the response characteristic of the sensors and
the modulated element.

6.3. Active Suspension Systems

An active suspension system is a system that is poweractuated to approach constant wheel loading through
modulation of wheel displacement and springing and/or
damping characteristic.
Terrain or inertial sensors are used to actuate the system.
External power is required to the operate the system.
Types of sensors under investigation are (a) mechanical, (b)
electrical, (c) electromagnetic, (d) sonic, and (e) inertial.

Example : Hydro-pneumatic Suspension System

In armored fighting vehicles and other heavy off-road vehicles it is important to have a soft
suspension (low spring rate) allowing big wheel travel when negotiating rough terrain.
Soft suspensions limit the handling characteristic of the vehicle especially on the rough terrain, thus,
for good handling performance that high spring rate will be needed.
It is possible to choose between two spring rates- one that favours good ride comfort and another
favouring good handling when active or semi-active suspension systems are used.
Hydro-pneumatic suspension systems are easily adjusted to active and semi-active systems.

Hydro-pneumatic suspension layout

Hydro-pneumatic suspension that

interconnected in the direction of pitch

 An interconnected suspension system is one in which a

displacement at one wheel station can produce forces at other
wheel stations.

Interconnected suspension system provides stable gun platform, roll

and pitch stiffness and quickly absorbs recoil shocks.

Hydro-pneumatic Suspension System on Challenger 2 MBT (United Kingdom)

Hydro-pneumatic Suspension on Terrex 3 (ST

Kinetics-Singapore )

7. SUSPENSION TEST PROCESSES FOR ARMORED VEHICLES

Before the mass production, Armored vehicles are subjected to

range of physical tests.
The tests include:
Finding the suspension permeability at
different frequencies
Brake test
Rotation test
Slalom
Single Obstacle Crossing
Multi-Obstacle Crossing
Rough Road Driving

Suspension Permeability
Accelerometers are placed below and
above of the suspension during the
frequency scanning.
The acceleration values is superimposed
and suspension permeability is analyzed.

Brake Test

The test is described in the AVTP 03-40

standards for the determination of vehicle
braking capability.

Braking deceleration is calculated at different

speeds.
The angle pitch is measured in the braking test.

Rotation Test

This test is implemented according to

AVTP 03-160 W standard.
Angle roll, lateral acceleration and
strain gauge values are measured.

Slalom Test

AVTP 03-160 W standard

This test is applied to
evaluate the dynamic
stability during the rotation
and slalom motion.
Lateral acc. values are
measured.

Obstacle Crossing Tests

AVTP 03-170 standard

involves the test
methods to evaluate
suspension
performance for
wheeled vehicles.
Angle pitch, angle roll,
vertical acceleration
and strain gauge are
measured.

Rough Road Driving

These tests are applied on the determined

tracks (APG, Sinus etc.) and off road
tracks.
Angle pitch, angle roll, vertical acc., hull
acc., seat acc., and strain gauge values
are determined.

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