UNIT 12

Electronic Suspension Systems

Lesson 1
Design and Operation of
Electronic Suspension Controls

ICS
091 Microprocessor Systems
and Interfaces

Successful completion of this units learning objectives will allow you to meet the
Integrated Curriculum Standards (ICS) and Mathematical Content Expectations
for the National Council of Teachers of Mathematics (NCTM) and National
Automotive Technicians Education Foundation (NATEF).

101 Basic Physics

Introduction
Successful completion of this lessons learning
objectives (technical competencies) will allow you
to meet the Integrated Curriculum Standards (ICS)
listed in the right margin.

155 Suspension and Steering

Systems

102 Mechanics and Forces

NATEF
A4K16
A4K17

Learning Objectives
Upon completion and review of this lesson, you will be able to:
Explain the operation of air-adjustable shocks.
Describe the function and basic operation of an automotive
microprocessor used in electronic suspension control.
Describe the types of automotive computer input and output
signals used in electronic suspension control systems.
Identify the components of a typical electronically controlled
automotive suspension system and explain system
operation.

Key Terms

None

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Electronic Controlled Suspensions (ECS)

Electronic controlled suspensions (Figure 12-1) can adjust actuators or variable
damping shocks according to existing road or load conditions. The actuators are
"position force changeover actuators." The system uses a controller that gathers
information from various inputs and adjusts each actuator's orifice for proper
vehicle response. Inputs include the following:

Vehicle speed sensor

Brake light switch
Position detection switch
DCS switch (Driver Control switch)
G-force sensor (Accelerometer)
Steering angular velocity sensor

Figure 12-1 Electronic Controlled Suspension

The controller can make the front firmer while braking to prevent diving. The
G-force sensor and steering angular velocity sensor provide input to determine
when to stiffen or soften the right or left side actuators in turns. Electronically
controlled suspensions improve handling, providing the best vehicle response
under various driving conditions.
This lesson will examine three common electronic suspension systems:

Speed-sensitive suspension
Road sensing suspension
Electronic level control suspension

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Speed-Sensitive Suspension
The Speed-Sensitive Suspension System controls the firmness of the vehicles ride
by automatically controlling an actuator in each of the four struts. The system has
three damping modes:

Comfort
Normal
Firm

Damping mode selection is controlled by the electronic control module according to

vehicle speed conditions, lift/dive input, lateral acceleration switch input, and any
existing error conditions. When two demanded positions conflict, the system goes
to the firmest damping position.
The control module (Figure 12-2) receives speed, lift/dive and lateral acceleration
switch input, and determines the optimum mode strut valving for current operating
conditions. The control module also receives feedback from the struts to determine
proper system operation. If the control module receives an incorrect feedback
signal for two successive ignition cycles, a Diagnostic Trouble Code (DTC) is set.

Figure 12-2 Control Module

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Strut
The strut (Figure 12-3) contains an electro-mechanical actuator which rotates a
selector valve to a specific location commanded by the control module. The
selector valve contains different sized orifices which will increase or decrease the
damping rate of the strut to control ride firmness. Actuators are an integral part of
the strut and are usually not serviceable separately from the strut.

Figure 12-3 Strut

Speed Input
Ride firmness is selected according to the following speed conditions:

Speed increasing and below 5 mph (stationary) = Firm

Speed increasing and between 5 and 40 mph = Comfort
Speed increasing and between 40 and 70 mph = Firm
Speed decreasing and above 60 mph = Firm
Speed decreasing and between 65 and 35 mph = Normal
Speed decreasing and between 35 and 2 mph = Comfort
Speed decreasing and below 2 mph = Firm

Figures 12-4 and 12-5 show a schematic for a Road Sensing Suspension Module
that controls the firmness of the vehicles ride by automatically controlling an
actuator or solenoid in each of the four struts.

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Figure 12-4 Road Sensing Suspension Module A

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Figure 12-5 Road Sensing Suspension Module B

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Lift/Dive Input
Lift/dive input is received from the Powertrain Control Module (PCM). The system
goes to the firm mode during wide open throttle to provide anti-lift. The system will
also go to the firm mode when a high deceleration rate is seen to provide anti-dive.
Lateral Acceleration Switch Input
The lateral acceleration switch (also called an accelerometer) is used to provide the
control module with body roll information. The control module will command the
struts to the firm mode when lateral acceleration is sensed.
Feedback Voltage
Each actuator provides a feedback voltage signifying actuator position relative to a
Home position. A single 3 volt pad signifies the home position which correlates to
the first comfort damping position of the actuator, while subsequent 0-1 volt pads
signify the remaining damping positions. Each damping position is separated by a 5
volt pad.

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Road Sensing Suspension

The Road Sensing Suspension (RSS) system (Figure 12-6) controls damping
forces in the shock absorbers and struts in response to various road and driving
conditions. The system is capable of making these changes within 10 to 15
milliseconds. The RSS module receives the following inputs:

Vertical acceleration
Wheel to body position
Vehicle speed
Lift/dive

Figure 12-6 Road Sensing Suspension System Schematic

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The RSS Module (Figure 12-7) is a computer used to control and monitor the Road
Sensing Suspension, Speed Sensitive Steering, and Electronic Level Control
systems.

Figure 12-7 Road Sensing Suspension Module Location

Position Sensors
A position sensor is mounted at each corner of the vehicle between a control arm
and the body. This input signal provides the system with relative wheel to body
position and velocity. Rear position sensor input is also used for trim height
information for the Electronic Level Control System.
Accelerometer
An accelerometer is mounted on each corner of the vehicle. The accelerometer
supplies the controller with the vertical acceleration of the body.
Speed Sensor
Vehicle speed input is received from the PCM. When the system receives a lift or
dive signal, it will adjust the suspension system to the firm position on all corners.
The lift signal is calculated in the PCM based on throttle position, transmission
gear, and vehicle speed. The dive signal, also calculated in the PCM, looks at the
rate of change of vehicle speed.
Damper
The damper contains a solenoid valve controlled by the RSS Module. The solenoid
provides two levels of damping: form and soft. The soft mode is accomplished by
switching the solenoid to the on state. causing the damper oil to bypass the main
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damper valving. The firm mode is accomplished by switching the solenoid to the
off state, causing the damper oil to flow through the main damper valving. Each
mode is much softer/firmer than a passive damper. The solenoid is an integral part
of the damper and is not serviceable separately.
RSS Resistor Module
The RSS Resistor Module (Figure 12-8) sits in the trunk in the right quarter panel
external to the RSS Module, and consists of four resistors encapsulated in a
ceramic material. When a solenoid is switched to the on state, full system voltage
is applied for a short period of time (approximately 15 milliseconds) to quickly
activate the solenoid. It is undesirable to maintain this high current to the solenoid
any longer than required; therefore, a resistor is put into the circuit. This hold
mode provides enough current to hold the solenoid in the on position.

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Figure 12-8 Road Sensing Suspension System Schematic

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Steering Solenoid
The steering solenoid valve is a device that is controlled to vary power steering
assist levels. The solenoid is driven by the controller using pulse width modulation
as a function of the vehicle speed. When the solenoid is in the off position, the
vehicle will have full power steering assist.
Electronic Level Control (ELC)
The Electronic Level Control (ELC) system (Figure 12-9) automatically adjusts the
rear trim height in response to changes in vehicle loading. The system consists of
an air compressor assembly, air dryer, exhaust solenoid, compressor relay, height
sensor, air adjustable shocks, and air tubing. The compressor is activated when the
ignition is on and a sufficient amount of weight is added to the vehicle to cause the
rear suspension to deflect more than approximately one inch. The exhaust solenoid
is powered at all times, allowing the system to exhaust with the ignition off when
excess weight is removed from the vehicle.

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Figure 12-9 RSS Module Control of Suspension Struts for the

Purpose of Electronic Level Control

Compressor
The compressor assembly is a positive displacement rocking piston air pump
powered by a 12 volt DC permanent magnet voltage. The compressor head casting
contains intake and exhaust valves plus a solenoid operated exhaust valve that
releases air from the ELC system when energized. Compressor intake air is drawn
through an inlet hose and filter, mounted in the underbody assembly.
Air Dryer
The air dryer is attached to the air compressor outlet and provides a dual function:

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It contains a dry chemical that absorbs moisture from the pressurized air
before it is delivered to the shocks. Moisture is removed from the chemical
and returned to the atmosphere when air is exhausted from the system.

The air dryer also contains a valving arrangement that maintains a minimum
air pressure of 7-14 psi in the shocks for improved ride characteristics.

Exhaust Solenoid
The exhaust solenoid is located in the compressor head assembly and provides a
dual function:

It exhausts air from the system when energized by the height sensor

It acts as a blow-off valve to limit maximum pressure output of the

compressor.

Compressor Relay
The ELC Relay completes the 12 volt circuit to the compressor motor when
energized (Figure 12-10). A dual contact relay provides increased system reliability.

Figure 12-10 RSS Air Compressor and Other RSS Components

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Height Sensor
The height sensor (Figure 12-11) is an electronic device that controls two basic
circuits:

Compressor relay coil ground circuit

Exhaust solenoid coil ground circuit

Figure 12-11 Height Sensor and RSS Level Sensor

To prevent falsely actuating the compressor relay or exhaust solenoid circuits

during normal ride motions, the height sensor circuit provides a 13 to 27 second
delay before completing ground to either circuit.
In addition, the height sensor electronically limits compressor run time and exhaust
solenoid energized time to about 4.5 to 7 minutes. This time limit function is
necessary to prevent continuous compressor operation (in case of a severe system
leak) or continuous exhaust solenoid operation.
The electronic timer is reset whenever:

The ignition is cycled off and on.

Height sensor exhaust or compressor signal changes with ignition on.
Height sensor compressor signal changes with ignition off.

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Air Adjustable Shocks

The air adjustable shocks are constructed with a rubber-like sleeve attached to the
dust tube and shock reservoir. This sleeve forms a flexible chamber which extends
the shock when air pressure in the chamber is increased. When air pressure is
reduced, the weight of the vehicle collapses the shock. In order to maintain proper
operation and reliability of the air adjustable shocks, a minimum pressure of 7-14
psi must be maintained at all times.
Raising Vehicle
When a load is added to the vehicle, the vehicle body is forced downward which
activates a timing circuit. After an initial time delay of 13-27 seconds, the
compressor runs, sending pressurized air to the air-adjustable shocks through the
plastic tubing. As the air-adjustable shocks inflate, the vehicle body moves upward.
Once the body reaches its original height, the compressor relay circuit is opened
and shuts off the compressor.
Lowering Vehicle
When an excess load is removed from the rear of the vehicle, the body moves
upward relative to the wheels, causing the internal timing circuit to activate. After an
initial delay of 13-27 seconds the exhaust solenoid is energized and air starts
exhausting out of the shocks back through the air dryer and exhaust solenoid valve
into the atmosphere. As the vehicle body lowers toward its original position, the
sensor opens the exhaust solenoid circuit which prevents air from escaping.
A minimum air pressure of 7-14 psi is maintained in the shocks by the air dryer
valve. This residual pressure provides improved ride characteristics when the
vehicle is carrying a minimum load.
Air Replenishment Cycle
In order to ensure that the ELC system is operating with at least minimum air
pressure, an air replenishment cycle is commanded each time the ignition is cycled
on. The air replenishment cycle operates as follows: height sensor position is
checked when the ignition is turned on. If the height sensor indicates that it is not
necessary to raise or lower the vehicle, an internal timer circuit is activated. After a
delay of 35-45 seconds, the compressor is turned on for 3-5 seconds. This ensures
that the air adjustable shocks are filled with adequate residual pressure.
If weight is added to or removed from the vehicle during the 40 second delay, the
air replenishment cycle will be overridden and the vehicle will raise or lower after
the normal 13-27 second delay.
Compressor Head Relief
In order to assure lower compressor motor starting current, a 1.5 second actuation
of the exhaust solenoid valve will occur each time the compressor is to start. This
reduces the air pressure in the compressor head cavity above the piston.

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Short Circuit Protection

In order to ensure protection against possible short circuit conditions in the relay,
self protection is built into the sensor output circuits. When an overcurrent condition
is detected, the respective output is turned off for an additional time delay (10-20
seconds). The circuit is again turned on. If the fault is still there, the protection
circuit will repeat through the time delay. This will continue for 32 cycles, at which
time the shorted output will be disabled until an ignition reset.

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