The coupled effects of damper asymmetry and the suspension kinematics on the dynamic and kinematic responses of a kineto-dynamic quarter car model comprising a double wishbone suspension have been investigated. The results suggest that both the suspension linkages and compression/rebound damping asymmetry contribute to asymmetry in kinematic as well as dynamic responses of the road vehicle. Under a harmonic excitation, the mean shift in the unsprung mass displacement relative to the sprung mass due to asymmetric damper can cause additional camber angle variation during the wheel vertical motions. Although the study investigated the kinematic responses in terms of bump camber and wheel track variations, the results suggest that the damper asymmetry could also influence other kinematic responses including the bump steer and the wheel base variations. The damping asymmetry of a bilinear damper yields conflicting effects on the sprung mass acceleration response to bump and pothole excitations. A higher rebound to compression asymmetry ratio in a bilinear damper helps reduce the magnitude of the first peak in sprung mass acceleration response to bump excitation, but yields higher acceleration under a pothole excitation. A higher rebound to compression asymmetry ratio also yields higher magnitude of the second peak in sprung mass acceleration under the bump input. In case of two-stage damper with different low and high-speed damping coefficients, lower values of the high-velocity damping coefficients resulted in considerable reductions in the sprung mass acceleration response under both the inputs. The results suggest coupled effects of design parameters of an asymmetric damper such as rebound to compression damping asymmetry ratio, high speed damping reduction factors and saturation velocities on the responses to bump and pothole excitations. The asymmetry ratio is strongly dependent upon the low-speed compression damping. Under a bump input, asymmetry ratios of 2 and 3 resulted in a good compromise between the ride and road holding performance for low- speed compression mode damping ratios of 0.2 and 0.1, respectively. Under a pothole input, however, a linear (asymmetry ratio = 1) or higher compression to rebound ratio provide a better design compromise. The results obtained through minimisation of the sprung mass acceleration with constrained rattle space provided design guidance for the asymmetric dampers under both the bump and pothole excitations.


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    Title :

    Influence of automotive damper asymmetry on the kinematic and dynamic responses, and optimal damper asymmetric parameters


    Additional title:

    Einfluss der Fahrzeugdämpfer-Asymmetrie auf das kinematische und dynamische Verhalten, sowie optimale Dämpfer-Asymmetrieparameter


    Contributors:

    Published in:

    Publication date :

    2010


    Size :

    26 Seiten, 8 Bilder, 6 Tabellen, 22 Quellen




    Type of media :

    Article (Journal)


    Type of material :

    Print


    Language :

    English






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