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ABSTRACT Air ride suspension carries the load on each axle with a pressurized air bag much like a high pressure balloon. Air ride suspension systems have been in common use for over forty years and have proven to provide the smoothest and most shock-free ride of any known vehicle suspension system. Modern air bags are constructed using the same methods as a tire by using high strength cords which are then encapsulated in rubber. These units are very durable in service and have a proven life of many years. In addition to providing extremely smooth ride quality, air ride suspension also provides other important features. First, the system automatically adjusts air pressure in the air bag so that the trailer always rides at the same height, whether lightly loaded or heavily loaded. This allows the suspension system to always provide the maximum usable wheel travel independent of trailer load. In addition, the higher air bag pressure associated with higher trailer loads, automatically provides a stiffer suspension which is exactly what is required for a smooth ride. The lower air bag pressure for lightly loaded conditions, automatically provides for a softer suspension, thus providing the same ride quality for all trailer loading conditions. Since each axle is independently supported by its own air bag, the air ride suspension is a truly, fully independent suspension system. The automatic control of the air bag pressure is accomplished by a solid state electronic control system specifically designed and packaged for vehicle use. This system continuously monitors the "ride height" of the trailer suspension and increases air pressure if the ride height is too low, by turning on an on-board air compressor. The air compressor stops automatically when the proper ride height is reached. If the ride height is too high, an automatic vent valve vents excess air pressure and stops venting when the proper ride height is reached. All required electrical power is provided by a 12 volt battery contained in the trailer equipment compartment
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Chapter-1
1.1 Preface
It is important to understand air suspensions because there is a direct interaction between the air suspension and the leveling of a vehicle. In fact, there are leveling systems available that use the vehicle air suspension to do the leveling. The HWH Active Air system actually controls the air suspension of a vehicle while the vehicle is traveling. You must understand the air suspension before dealing with our systems that are installed on vehicles with an air suspension. At this time it is important to note that the following discussions are generic in nature. There are many different types and manufacturers of air suspensions and many different ways they are put together. Even different chassiss built by the same manufacturer can be different in some ways. There are different air bag, air tank and valve arrangements. When dealing with suspension issues, it is critical that you obtain plumbing and wiring diagrams for the specific chassis that you are working on.
Figure 1: Locating Suspension Units A suspension system comprises springs, shock absorbers and linkages. This suspension connects an automobile to its wheels. The suspension systems not only help in the proper functioning of the car's handling and braking, but also keep vehicle occupants comfortable and make your drive smooth and pleasant. It also protects the vehicle from wear and tear. To know about the suspension system, one needs to know about the spring rate or suspension rate. Various spring types are used for different vehicles. In case of heavier suspension loads, the spring rate is higher and vice versa. Spring rate is measured as a ratio used to measure how resistant a spring is to being compressed or expanded during the spring's deflection Besides spring rate, one needs to take in account the wheel rate. Wheel rate is the effective spring rate when measured at the wheel. It is generally equal to or considerably less than the spring rate. There are two types of suspension systems- dependent and independent. A dependent suspension comprises a beam that holds wheels parallel to each other and perpendicular to the axle. An independent suspension helps in the rising and falling movement of the wheels. There is also a semi-dependent suspension where
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PROBLEM DEFINITION
2.1 General Problems without Suspension: Unspring Weight Having a large beam connecting the two front wheels results in a lot of mass. This extra mass really hinders the road holding capability of the suspension on rough road. Wheel Movement Because both wheels are tied together the force acting on each wheel are directed to the other wheel. Under the load this cause the wheels toShimmy and decrease the stability of the vehicle in corners Bad Bump Steer Because a beam axle makes locating the steering correctly difficult , most solid axle suspensions suffer from an uncontrollable amount of bump steer . Again, hindering the performance of the car. Size Simply put solid axle are huge and fitting them into a chassis requires an amount of space practically available. Ride Quality Due to the high mass of the axle and the wheels being connected there is not much ride isolation between the springs and unsprung mass. This results in rough ride and even worse, compromised road holding capacity.
2.2 Problems in Spring Suspension: The conventional metal springs faced some drawbacks which were air suspension system overcomes and so they are preferred and used in more these days. Let's see some of the plus points of this system. 1) The automatic control devices installed in the vehicle allows making optimum use of the variable space for deflection of wheel. 2) The height of the automobile remains steady and so the changes in the alignment of headlamp due to varying loads are restricted. 3) It helps to reduce the load while the vehicle in motion .
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On a summer day in 1904 a young man by the name of William Brush helped bring about the modern automobile suspension system. Driving his brother Alanson's Crestmobile, Brush was rolling along too fast for the unpaved roads of the day and went into a curve at 30 mph. The car's right front wheel skittered onto the dirt shoulder and whammed into a deep rut. Almost at once, the wheel started to shimmy violently. The undulations of the jarred right front elliptic leaf spring had sent shock waves across the solid I-beam axle to the left side of the vehicle. This set the entire front of the car to vibrating furiously. Brush was caught unawares and lost control. The car crashed through a barbed-wire fence, hit a ditch and overturned in a cow pasture. Several hours later young William 'fessed up to Alanson, whose demeanor switched from stern to thoughtful, since he was trying to design a better car. That car, dubbed the Brush Two-Seat Runabout, finally appeared in 1906. It featured a revolutionary suspension system that incorporated two innovations never before assembled together: front coil springs and devices at each wheel that dampened spring bounce -- shock absorbers -- mounted on a flexible hickory axle. Some European car makers had tried coil springs, with Gottlieb Daimler in Germany being the leading exponent. However, most manufacturers stood fast with leaf springs. They were less costly, and by simply adding leaves or changing the shape from full elliptic to three-quarter or half elliptic, the spring could be made to support varying weights. Leaf Spring Leaf springs in one form or another have been used since the Romans suspended a two-wheeled vehicle called a Pilentum on elastic wooden poles. The first steel spring put on a vehicle was a single flat plate installed on carriages by the French in the 18th century. The venerable leaf spring, which some manufacturers still use in rear suspensions today, was invented by Obadiah Elliot of London in 1804. He simply piled one steel plate on top of another, pinned them together and shackled each end to a carriage.
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Figure 2 :Model T Ford leaf spring Henry Ford's 1908 Model T Ford featured old-fashioned leaf springs with a novel twist -- he used only one spring at each axle, mounted transversely, instead of one at each wheel. Ford's adaptation of high-strength vanadium steel from a French racing car allowed him to save weight and cut costs in many areas of the Model T without compromising its durability. With the exception of a car here and there, independent coil spring front suspension remained in limbo for 25 years after the introduction of the Brush Runabout. Then suddenly in 1934, General Motors, Chrysler, Hudson, and others reintroduced coil spring front suspension, this time with each wheel sprung independently. In that year, most cars started using hydraulic shock absorbers and balloon (low-pressure) tires. Coupling a solid front axle with shock absorbers and these tires really aggravated front end shimmy. Suspending each wheel individually lessened the effects of spring bounce. 3.2 Air Spring Air springs combine spring and shock absorbing action in one unit and were often used without metal springs. The first one was developed by Cowey Motor Works of Great Britain in 1909. It was a cylinder that could be filled with air from
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Figure 3: Stout-Scarab The first practical air suspension was developed by Firestone in 1933 for an experimental car called the Stout-Scarab. This was a rear-engined vehicle that used four rubberized bellows in place of conventional springs. Air was supplied by small compressors attached to each bellow. As you might imagine, the air bag suspension was an expensive setup -- still is, in fact. The first automobile to use torsion bar suspension was the 1921 Leyland. Most of the credit for the wide acceptance of torsion bars in Europe goes to Dr. Ferdinand Porsche who made it standard on most of his cars, beginning with the 1933 Volkswagen prototypes. By 1954, 21 makes of European cars were equipped with torsion bars.
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Chapter-4
BASIC AIR SUSPENSION 4.1 What is an air suspension? The air suspension system is an air-operated, microprocessor controlled suspension system. This system replaces the conventional coil spring suspension and provides automatic front and rear load leveling. The 4 air springs, made of rubber and plastic, support the vehicle load at the front and rear wheels. An air suspension supports the vehicle on the axles with an arrangement of air bags instead of some type of steel spring, leaf or coil, or some type of torsion spring arrangement. The air bags are sometimes referred to as air springs or bellows. Suspensions that have steel or torsion springs that are supplemented by the use of air bags are not considered air suspensions. There are combination systems that have both air and steel springs. Usually the air suspension components are used on the rear of the vehicle.
Figure 2: Advanced Air Suspension Depending on the situation, this type of air suspension will probably have to be dealt with for leveling purposes. Normally, the air suspension is just one part of the air system on the vehicle. Most (but not all) vehicle with an air suspension also have air brakes along with other equipment that may be operated with air. Any of these other systems can cause problems with the
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An L shaped linkage attaches the HCV to the axle. As the axle moves up and down in relationship to the frame, the linkage moves the valve or electronic mechanism. With mechanical valves, there is an air line from the air supply to the HCV. There is an air line from the HCV to the air bag or bags+ that it controls. The HCV also has an exhaust port. When the connecting linkage moves up, the HCV connects the air supply to the air bag(s), inflating the bag(s). When the connecting linkage moves down, the HCV connects the air bag(s) to the exhaust port, deflating the bag(s). This controls the height of the vehicle. If the HCV is electronic, as the linkage moves, the sensors in the HCV send information to an electronic control. These controls will open or close air solenoid valves as needed to inflate or deflate the bags. There are two basic styles of mechanical HCVs, the instant response valve (IR valve) and the delay valve. These names are accurate descriptions of how the valves react. The IR valve will start to inflate or deflate the air bags as soon as the valve activating lever moves. The delay valve has a slight delay when the activating lever moves before inflating or deflating the air bags. The number and arrangement of HCVs used on a suspension
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Figure 4: Height Control Valve varies a little. There are normally three HCVs used on a suspension. Either there is one for the front axle and two for the rear, (most common arrangement) or some use two on the front axle and one on the rear. A few chassis have been done with one HCV for each side of the front and rear axles, a total of four, but this would not be very common. Vehicles with a tag axle use regulated air or tie the tag air bags to the driver air bags to control the tag air bags. Although it may be done, I know of no one using HCVs to control the tag axle air bags.
4.4 ADVANTAGES
Excellent Suspension and driving comfort Fully automatic Level Control Lifting and lowering function Easy to service
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[1]. "Air Suspension Explained." Online. 17 August 2004. Available: www.lincolnmarkviii.org/suspension/asexplained.htm [2]. Air Suspension, Part I. Online. 31 August 2004. Available: http://www.rodandcustommagazine.com/howto/4923/ [3]. The New Wave of Shock Absorbers Online Article. 1 July 2004 Author: Jacques Gordon Available: http://www.motorage.com/motorage/article/articleDetail.jsp?id=110152 [4]. "Magneshocks..Future Of Shock Absorbers Is Here Today!" Online. 16 August 2004. Available: www.magneshocks.com [5]. "Cadillac.com - ESV -Stability Enhancement System." Online. 17 August 2004. Available:www.cadillac.com/cadillacjsp/models/featureDynamic.jsp?model=esv& feature=stabilitrak
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