Spring Rates, Wheel Rates, Motion

Ratios and Roll Stiffness

Appendix 1

ME 470 Vehicle Structural Design

Dr. Richard Hathaway, P.E., Professor
Mechanical and Aeronautical Engineering
Spring Rate Calculations
 Spring Rate Calculations
■ Coil Spring Calculations:
G d4
K=
64 R3 N
K = Spring Rate in lbs/in G = Modulus of rigidity
d = Spring Wire Diameter R = Mean Radius of the Spring
N = Number of Active Coils
Squared and Ground Ends -1.75 turns
Squared or Closed Ends ----
Plain Ends -0.5 turns
Plain ends Ground -1.0 turns

E
G=
2 (1 + µ )
 Spring Rate Calculations
■ Coil Spring Calculations:

◆ If Steel is used: E = 30,000,000

psi
1,500,000 d 4
K≅ 3
D N
 Spring Rate Calculations
■ Torsion Bar Rates:

L
TL T JG d
θ= =
JG θ L
L = Bar Length
π d4
J=
32 d = Bar
r Diameter
T π d 4G r = lever arm
= length
θ 32 L θ

δ
Let the deflection at the end = δ θ=
r
 Spring Rate Calculations
■ Torsion Bar Rates:
δ L
Since T = F x r & θ=
r d
F x r π d 4G
T πd G 4
=
= δ 32 L r
θ 32 L
r θ

Then the deflection rate at the free end is found

F π d 4G
= =k
δ 32 L r 2
 Spring Rate Calculations
■ The deflection rate at the free end is
L
F π d 4G d
= =k
δ 32 L r 2

r
θ
The deflection rate at the wheel can now be
found through analysis of the motion ratio
 Spring Rate Calculations
■ Torsion Bar Calculations:

◆ If Steel is used: E = 30,000,000

psi
2,200,000 d 4
K≅ 2
Lr
L = Bar Length d = Bar Diameter
r = lever arm length
Typical Leaf Spring
 Typical Leaf Spring
Typical deflection behavior:
 Typical Leaf Spring
Typical Path behavior on deflection
Motion Ratio Analysis
Motion Ratio Analysis
 Motion Ratio Analysis

■ Spring Position

■ The displacement relationship between the spring and the

wheel determines the actual rate the wheel works against
for any spring rate. This displacement relationship may be
defined as a motion ratio. The rate at the wheel is defined
as the wheel rate (Kw). The rate of the spring itself is
called the spring rate (Ks). The displacement relationship
is a function of both spring position on the load carrying
member and the angular orientation of the spring to that
member.
 Motion Ratio Analysis
■ Wheel Rate - Location Dependent.

◆ The spring position is important as it defines the mechanical

advantage which exists between the wheel and the spring. Figure 1
depicts a spring acting on a simple lever.

Figure 1
 Motion Ratio Analysis
■ From the simple lever system a number of relationships
can be drawn.

a
FB= FA  
b 

b 
dB= dA  
a
a
F A  2
FB = k = b = k a
B A 
dB b  b
dA 
a
 Motion Ratio Analysis
■ Motion Ratio in the Road Vehicle.
◆ The motion ratio describes the displacement ratio between the
spring and the centerline of the wheel. The motion ratio
squared times the spring rate gives the wheel rate.

Figure 2
 Motion Ratio Analysis
■ Using the previous analysis and Figure 2, the following
apply. 2
a
K w = K s   Cos α
2

b

◆ The above analysis assumes minimal camber change at the wheel.

◆ The motion ratio can be determined experimentally and the

measured distance ratio squared for an accurate value.
2
 travel along spring axis 
= 
Kw Ks  
 vertical travel of wheel centerline 
Suspension Roll Stiffness
 Suspension Roll Stiffness
■ ROLL STIFFNESS due to wheel Rates:

◆ The roll stiffness (Kφ) can be determined using elementary

analysis techniques. If the wheel rates (K) are determined
and the spring spacing (t) is known then the roll stiffness
relationship to spring stiffness follows.
  Note: t is equal
to the wheel track
if the wheel rates
are used
 Suspension Roll Stiffness

■ The torque to rotate the chassis about the roll axis is

shown in the following equation.

t t t t t
2
T =  K L + K R θ T = ( K L + K R )θ
2 2 2 2 4

■ For equal spring rates, left and right the above

equation reduces to the following.
2
t
T= (K)θ
2
 Suspension Roll Stiffness
■ The roll stiffness is then as shown below.
T t2
K φ = = (K)
θ 2
■ For roll stiffness in N-m/Deg
2
T t K
Kφ = =
θ ( 2 • 57.3)

K = Individual wheel rate (N/m) t = track width (m)

 Suspension Roll Stiffness

■ In English units this can be reduced to Lb-Ft/Deg

 
t
2  t
2 
K φ = (K) =  K
2  2 • 57.3 deg • 12 in 
 rad ft 
2
t
Kφ = K
1375
T = track width (in) K = Individual Wheel Rate (lb/in)
 Suspension Roll Stiffness

■ The total roll stiffness Kφ is equal to 

K φ t = K φ Fs + K φ Rs + K φ devices
K φ F = Front Roll Stiffness K φR = Rear Roll Stiffness

K φ(devices) = Stabilizer etc contributions

Lateral Spring Center Position
 Lateral Spring Center Position

■ The Spring Center to Cg distance (x) at either end of

the vehicle is important.
K r t - ( K l + K r )ll
x sc -cg =
( Kl + Kr )

Which reduces to
 K r 
x sc -cg =   t - ll
( K l + K r ) 
 Lateral Spring Center Position

◆ Then from
( K r )t - ( K l + K r ) l l
x sc -cg =
Kl + Kr
∴ x sc -cg > 0 if K r t > ( K l + K r ) l l

■ The spring center to cg distance (x) is positive (to right of

cg) if
K l ll < K r l r
 Lateral Spring Center Position

■ The location of the Cg from the inside wheel centerline,

distance ll, at each axle can be found from the scale
weights at each wheel location.
Wr
ll = t
( W l +W r )
■ Then by substitution into equation 1 yields equation 6
indicating the distance between the spring center (sc) and
the center of gravity (cg).
 Kr Wr 
=
x sc -cg  -  t
 ( K l + K r ) (W l +W r ) 
 Roll Stiffness (Asymmetric Chassis)

■ Roll stiffness should be calculated using the distance

from the instantaneous spring center to each of the
wheel locations.
◆ The spring center location from the left tire
centerline is as shown.
Kr
( l l + x sc-cg ) = t
( Kl + Kr )
◆ Therefore the roll stiffness for asymmetric
springing is, 2 2
= K l ( ll + x ) + K r ( l r - x )
kφ
57.3
 Roll Stiffness (Asymmetric Chassis)

■ Recall, for equal spring rates,

2
T t K
Kφ = =
θ ( 2 • 57.3)
Then by substitution becomes,
  Kr  
2

t ( K l + K r )  
2

  K r + K l  
kφ =
57.3
 Roll Stiffness
Example:

Symmetric Setup:

LRw = 175 lb/in

RRw = 175 lb/in 2

68 ft - lbs
Kφ = 175 K φ = 588
1375 deg

Track = 68 inches
 Roll Stiffness
Example:
Asymmetric Setup:

LRw = 200 lb/in RRw = 150 lb/in

Note: Avg = 175 lb/in Track = 68

inches
2
  150 
2

68  (200 + 150)  
  150 + 200   ft - lbs
kφ = K φ = 432
688 deg

Asymmetric Setup:
LRw = 200 lb/in RRw = 175 lb/in

2
  175 
2

68 (200 + 175)  
  175 + 200   ft - lbs
kφ = K φ = 550
688 deg
 Suspension Roll Stiffness

◆ The rotational stiffness of the rear axle (kφ ax) due to the tire
stiffness is
kt = tire stiffness (N/m)
kt x ( t r )
2
Kφ ax = = KT tr = rear track width
2 x 57.3
kφ ax = Rotational stiffness (N-m/deg)

◆ The rotational stiffness of the rear springs and rear stabilizer bar are

ks = spring stiffness (N/m)

ks x ( ts )
2
Kφ r susp = kφ b + = KS ts = rear spring spacing
2 x 57.3
kφb = Rear stabilizer bar (N-m/deg)
kφr susp = Rotational stiffness (N-m/deg)
 Suspension Roll Stiffness

■ The moment produced on the rear axle due to the tire stiffness is

kt x ( t r )
2
M t = − Kφ axθ a = − θa
2 x 57.3
■ The moment produced on the rear axle due to the springs and anti-
roll bar is

 ks x ( ts ) 
2
M s = Kφ r susp (θ c − θ a ) = kφ b +  (θ c − θ a )
 2 x 57.3 

θa = Axle roll angle θc = Chassis roll angle

 Suspension Roll Stiffness

■ If no stabilizer bar is present the front suspension springs and the

tire stiffness can be combined as a series system of springs to
determine an equivalent ride rate.

K t x K sp' K sp' = K sp x mr 2
K ride =
K t + K sp' mr = motion ratio

■ If a stabilizer bar is present, the front springs and the stabilizer

bar act together (parallel) to contribute to the stiffness, this is
then translated to the tires.

= kφ b +
( )
k sp f x mr 2 x ( t f ) 
2

Kφ f susp c 
 2 x 57.3 
 Suspension Roll Stiffness
■ Combining chassis roll rate with the tire
contribution


= kφ b +
( )
k sp f x mr 2 x ( t f ) 
2
Kφ ax =
kt x ( t r )
2

Kφ f susp c 
 2 x 57.3  2 x 57.3

Kϕ fsusp x Kϕ ax
Kϕ F =
Kφ fsusp + Kφ ax
Anti-Roll (Stabilizer) Bar Analysis
 Anti Roll Bar Analysis
■ The deflection rate at the free end of a torsion bar.
F π d 4G
= =k L
δ 32 L r 2
d
The deflection rate at the wheel can now be
found through analysis of the motion ratio r
previously defined.
θ

a
F A  2
FB = k = b = k a
B A 
dB b b
dA 
a
 Anti Roll Bar Analysis
■ The deflection rate at the wheel is based on the motion
ratio. 2
 r2 
k wh = kbar  
 r1 
r1 = length of the attachment arm r2 = the pivot to attachment length
2
π d G  r2 
4
k wh =  
2 
32 L r  r1 
 The Roll stiffness has previously been defined as
2
T t K
Kφ = =
θ ( 2 • 57.3)
 Anti Roll Bar Analysis
 The Roll stiffness has previously been defined as
2
T t K
Kφ = =
θ ( 2 • 57.3)
 The stabilizer bar contribution to roll stiffness is now

2
π d G  r2 
4
 t2 
kφ bar =  
2   
32 L r  r1   2 x 57.3 
The end!

Thank You