Spring Rates, Wheel Rates, Motion

Ratios and Roll Stiffness

Session 5

Jim Ziech
Adjunct Professor
Mechanical and Aeronautical Engineering

1
Spring Rate Calculations

2
Coil Springs

Fig. 21.3 p.762 Milliken 3

 Spring Rate Calculations
Coil Spring Calculations:

G d4 E
Ks = G=
64 R3 N 2 (1 + )

K s= Spring Rate in lbs/in G = Modulus of rigidity

d = Spring Wire Diameter R = Mean Radius of the Spring
N = Number of Active Coils = Poissons Ratio
Squared and Ground Ends -1.75 turns
Squared or Closed Ends ----
Plain Ends -0.5 turns
Plain ends Ground -1.0 turns

4
 Spring Rate Calculations
Coil Spring Calculations:

If Steel is used: E = 30,000,000 psi

1,500,000 d 4
K 3
D N

D = mean coil diameter

5
 Spring Rate Calculations
Torsion Bar Rates:

L
TL T JG
d
JG L
L = Bar Length
d4
J d = Bar Diameter
32 r = lever arm
r length
T d 4G
[in Lb / rad ]
32 L

Let the deflection at the end =
r
6
 Spring Rate Calculations
Torsion Bar Rates:
L
Since T = F r & d
r

d G F xr d 4G

4
T
32 L r
32 L
r

Then the deflection rate at the free end is found

F d 4G
k
32 L r 2

7
 Spring Rate Calculations
The deflection rate at the free end is
L
F d 4G d
k
32 L r 2

r

The deflection rate at the wheel can now be
found through analysis of the motion ratio

8
 Spring Rate Calculations
Torsion Bar Calculations:

If Steel is used: E = 30,000,000 psi

2,200,000 d 4
K
L r2
L = Bar Length d = Bar Diameter
r = lever arm length

9
Typical Leaf Spring

10
 Typical Leaf Spring
Typical deflection behavior:

11
 Typical Leaf Spring
Typical Path behavior on deflection

12
Leaf Spring Calculations
Single Leaf Spring Rate:

3
E bt
ks 3
Where t = leaf thickness
b = leaf width
4l l = leaf half length
Multi-Leaf Spring Rate:

ks
2 n / n E n b t
' 3
Where n = number of leaves
6l3 n = number leaves at ends

13
Motion Ratio Analysis
(Installation Ratio)

14
Motion Ratio Analysis

15
 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.

16
 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
17
 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
A
b
B
dB
dA b
a 18
 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 19
 Motion Ratio Analysis
Using the previous analysis and Figure 2, the following
apply. 2
a
K w = K s Cos
2

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

20
Suspension Roll Stiffness

21
 Suspension Roll Stiffness
ROLL STIFFNESS due to wheel Rates:

The roll stiffness (K) 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

22
 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 T = ( K L + K R )
2 2 2 2 4

For equal spring rates, left and right the above

equation reduces to the following.
2
t
T= (K)
2

23
 Suspension Roll Stiffness
The roll stiffness is then as shown below.
2
T
t
K = = (K)
2
For roll stiffness in N-m/Deg [57.3 deg./rad]
2
T t K
K = =
2 57.3

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

24
 Suspension Roll Stiffness

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

t
2 t
2
K = (K) = K
2 2 57.3 deg 12 in
rad ft
2
t
K = K
1375
T = track width (in) K = Individual Wheel Rate (lb/in)
25
 Suspension Roll Stiffness

The total roll stiffness K is equal to

K t = K Fs + K Rs + K devices
K F = Front Susp. Roll Stiffness K R = Rear Susp. Roll Stiffness
K (devices) = Stabilizer Bar etc. contributions (auxiliary roll stiffness)

26
 Lateral Spring Center Position

Note: Not SAE axis system 27

 Lateral Spring Center Position
The Spring Center to Cg distance (x) at either end of
the vehicle is important if unequal left/right spring
rates are used. Create vertical displacement of y and
sum moments about left tire patch.

y ( K l K r ) ( x sc-cg ll ) = K r y t

K r t - ( K l + K r )ll
x sc-cg =
( Kl + Kr )
Which reduces to
Kr
x sc-cg = t - ll (1)
( K l + K r ) 28
 Lateral Spring Center Position

Then from
( K r )t - ( K l + K r ) l l
x sc-cg =
Kl + Kr
xsc-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

29
 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 if Cg is offset left/right.
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 (6)
( K l + K r ) ( W l +W r )

30
 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.
( l l + x sc-cg ) = Kr t
( Kl + Kr )
Therefore the roll stiffness for asymmetric springing is,

2 2
(
Kl ll + x ) + (
Kr rl - x )
k =
57.3
31
 Roll Stiffness (Asymmetric Chassis)

Recall, for equal spring rates,

2
T t K
K = =
2 57.3
Then by substitution becomes,
Kr
2

t ( K l + K r )
2

K r + K l
k =
57.3

32
 Roll Stiffness
Example:

Symmetric Setup:

LRw = 175 lb/in RRw = 175 lb/in

Track = 68 inches

2
t
K = K
1375
2
68 ft - lbs
K = 175 K = 588
1375 deg

33
 Roll Stiffness
Example:
Asymmetric Setup:
LRw = 200 lb/in RRw = 150 lb/in (note: ave 175 lb/in)
Track = 68 inches

Kr
2

t ( K l + K r )
2

K r + K l
k =
57.3
150
2

68 (200 + 150)
2

150 + 200 ft - lbs

k = K = 432
12 (57.3) deg

34
 Suspension Roll Stiffness

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

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

ks = spring stiffness (N/m)

k s t s
2
K r susp k b KS ts = rear spring spacing
2 ( 57.3)
kb = Rear stabilizer bar (N-m/deg)
kr susp = Rotational stiffness (N-m/deg)

35
 Suspension Roll Stiffness

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

k t
2
M t K ax a t r a
2 ( 57.3)
The moment produced on the rear axle due to the springs and anti-
roll bar is

k s t s
2
M s K r susp c a k b c a
2 ( 57.3)

a = Axle roll angle c = Chassis roll angle

36
 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 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.

k b

k sp f mr 2 t f
2

K f suspc
2 ( 57.3)
37
 Suspension Roll Stiffness
Combining chassis roll rate with the tire contribution

k b

k sp f mr 2 t f
2

kt t r
2

K f suspc K ax
2 ( 57.3) 2 ( 57.3)

K fsusp K ax
K F
K fsusp K ax

38
Anti-Roll (Stabilizer) Bar

39
 Anti Roll Bar Analysis
The deflection rate at the free end of a torsion bar.
F d 4G
k L
32 L r 2
d
The deflection rate at the wheel can now be
found through analysis of the motion ratio r
previously defined.

a
F A 2
FB = k b k a
A
b
B
dB
dA b
a
40
 Anti Roll Bar Analysis
The deflection rate at the wheel is based on the motion
ratio between the wheel and the bar end r2 versus r1.
2
r2
k wh kbar
r1
r1 = length of the attachment arm r2 = the pivot to attachment length
2
d G r2
4
k wh
2
32 L r r1
The Roll stiffness has previously been defined as
2
T t K
K = =
2 57.3
41
 Anti Roll Bar Analysis
The Roll stiffness has previously been defined as
2
Tt K
K = =
2 57 .3
The stabilizer bar contribution to roll stiffness is now

2
d G r2
4 t2
k bar
2
32 L r r1 2 57 .3

42
The end!

Thank You

43