Compression springs are the main automotive spring type for delivering the suspension required across multiple transportation methods. Delivering comfort and control, the suspension spring is the link between the driver and the road, absorbing surface irregularities and preventing shocks and vibrations. Coil spring suspension requirements are different for every vehicle and deliver different performance levels subject to the compression spring design, rate of pitch, material and spring manufacture.
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A suspension spring needs to not only provide precision driving and comfort but it also needs to deliver a load capability, supporting added weight without disproportionate slack. The suspension coil spring stores the force in the spring&#;s deflection, preventing the impact of the surface on the quality of the drive. High performance vehicles have very different demands to domestic cars. Superbikes have completely differing needs to that of Motorcycle Enduro racing, performance cars have differing needs to karting and rally cars.
This is why our engineers work with the best R&D teams for some of the biggest automotive brands and best race houses in world, developing exceptional coil spring suspension to suit every need.
Whole suspension systems are designed to operate in harmony. Depending on the vehicle type and intended market, the suspension coil spring, along with the engine and braking, all contribute to the desired type of handling experience. From gentle cruising in a large comfortable saloon unable to tell if you&#;re on gravel or silk, to hard cornering and a blistering grip that really allows some spirited handling - the strength of the suspension spring lies at the heart of the performance.
In their installed state, suspension springs contain a huge amount of potential energy. As a vehicle travels and encounters bumps in the road, these forces push the wheel up and away from the surface. Suspension springs work by absorbing the shock and giving the opposite force in response. This means that the shock is not felt in the vehicle and the majority of the interaction happens in the suspension system &#; not impacting on the driver.
Suspension springs work closest with the shock absorber. A shock absorber is a spring damper, stopping the suspension coil spring from cycling between compression and extension excessively. This allows the spring to take the shock by planting the wheel firmly back on the road. Suspension springs dictate the ride height of a car and a failed or worn spring can misalign the whole geometry of the system. Wheel camber can be affected, causing uneven tyre wear and drifted steering.
As a vehicle&#;s speed increases, so do the forces involved on the road. A big luxury saloon car built for comfort wants a soft ride and lower spring rate, ironing out all the ripples of the road and giving maximum passenger comfort. Conversely, a sports car wants a harder/higher spring rate. This transfers maximum feel and grip to the driver, at the expense of ride comfort.
Take a sports car for example - when the tyre encounters any undulating surface, the wheel wants to move in the opposite direction. With no suspension spring coil in place this force would transfer through the whole of the car and probably result in the wheel temporarily losing contact with the ground completely. This results in loss of grip/drive and in worst circumstances, complete control of the vehicle.
The vehicle geometry and centre of gravity is also shifted, creating an unpredictable driving experience. With a suspension spring and damper in place, the force is absorbed and then the tyre with the full weight of the vehicle is returned to the ground. A stiffer suspension will return the tyre back to &#;normal&#; quicker but at the expense of allowing more of the force to travel into the vehicle. The opposite applies to a softer suspension set up. Better ride comfort but reduced grip. Matching spring stiffness and damper stiffness is important, the two work together and if mismatched, will not perform correctly.
Suspension springs are in a vulnerable position and damage can occur that could lead to failure. It&#;s important to notice any corrosion or strange sounds originating from the suspension and if a broken suspension spring needs to be replaced, they must be done in pairs as springs will relax over time. They need to match to keep the geometry and ride height even.
Surface damage is the number one cause of a broken suspension spring. If allowed to corrode, the material will weaken and possibly snap. Depending on the location this could mean spring debris fouling the bodywork or worst still, the tyre.
Inspect the surface condition for corrosion and damage. Check the vehicle ride height is even. Do this by measuring the distance from the floor to the highest part of the wheel arch.
This measurement should be even on both sides of the axel. If it isn&#;t, this could indicate that you have a broken suspension spring or other failed suspension spring component.
Coil suspension springs in situ contain an intense amount of potential energy. They should not be interfered with unless done so by a professional.
If a suspension spring is worn or damaged, the overall vehicle geometry will be wrong. At best this means that the driving experience will be impaired. The vehicle may experience uneven tyre wear and handling issues. At worst, a damaged suspension spring may fail and throw a piece of shrapnel through your tyre at 70mph causing a catastrophic blow out.
Regular suspension coil spring inspections will no doubt increase safety by highlighting any issues before they become dangerous problems.
Worn or broken suspension springs
Misaligned or bent suspension springs
Leaking or damaged shock absorber seals
Worn or damaged suspension spring mounts
Always replace a broken, worn out or damaged component.
The basic principle of suspension springs has remained the same since its inception.
However, advancements are being made all the time. Extensive material research and
developments are allowing more and more advanced design programs to create plans for
highly efficient suspension springs that push the boundaries of accepted convention.
Adaptive components will also be more commonplace. Adjustable suspension performance
isn&#;t new but we can see real time adaptive suspensions becoming more commonplace.
Imagine a vehicle that can &#;see&#; the upcoming pothole and adjust itself accordingly to
reduce shock and possible damage.
Alloy steels offer the current optimal material for suspension springs. Work on polymer
springs is ongoing but still in its infancy. With increasingly powerful design programs we can
now accurately model progressive, dual and even triple-rate springs that work within
complex systems.
With our dedicated material scientists, there are very few metal spring materials we can&#;t
access or work with, and we hold one of the largest global stocks of chrome silicon and
chrome vanadium wire anywhere in the world.
We also work with a diverse range of steels, copper and titanium alloys, as well as super
alloys, including Inconel, Hastelloy and Nimonic.
With material and design advancements, we are always striving to reduce compression
spring mass but not at the cost of the suspension spring performance.
We have a number of projects focused on gaining greater efficiencies in suspension across
the motorsport industry.
It is our privilege to work with R&D departments across recognised brands within the
automotive and car and motorbike racing industry. They are at the forefront of testing
advanced vehicular suspension spring technology and our design, material testing
laboratories and advanced manufacturing techniques help enhance the suspension spring
further.
We have a host of ongoing internal projects, all looking to advance R&D of spring
technology and we work closely with the Institute of Spring Technology to achieve these
goals.
The suspension spring has been an integral part of vehicular drive success since the s. It
will always be a key component of nearly every transport method and its design heritage
will always advance as the demands in vehicular manufacture advance.
As a key coil spring suspension manufacturer we look forward to continuing our lead role
fulfilling the world&#;s suspension spring demands.
The suspension system affects both the driver's control of the car and the comfort of the occupants. The springs allow the wheels to move up to absorb bumps in the road and reduce jolting, while the dampers prevent bouncing up and down. Various mechanical links keep the wheels in line.
For more automotive suspension springsinformation, please contact us. We will provide professional answers.
Leaf spring
A leaf spring is fixed to the axle by U-bolts that clamp the centre of the stack of steel strips. As the spring deflects , its leaves flatten, make greater contact with one another and stiffen the spring. As the leave flattens, it lengthens so one end has a pivoted shackle.Most cars have steel springs, and the oldest type is the leaf spring . The topmost and longest strip, the master leaf, is curled at each end into an eye by which it is connected to the frame . The leaves below are progressively shorter and less curved.
Leaf springs in action
As the spring deflects, it flattens, causing the second leaf to touch the master leaf, then the third to touch the second. The spring thus becomes progressively stiffer. Such a spring gives a smoother ride than a stiff, plain single leaf could.
In some cars the multi-leaf spring has been replaced by a special single leaf that is tapered in section and has progressive stiffness as it is deflected.
Coil spring
A coil spring is made of resilient steel rod. It extends as the wheel moves down and compresses as the wheel moves up, so the car body remains reasonably level.A coil spring is simply a spiral of resilient steel rod. It is stretched or compressed by the vertical movement of the wheels.
The torsion bar is a length of spring steel with splined or square ends. One splined end is fixed to a lever arm that forms part of the suspension. The bar rotates as the lever arm moves up and down.
Torsion bar
A torsion bar is of spring steel with one end rigidly fixed to the frame. The bar twists as the other end rotates with movements of the suspension lower arm.The other splined end is fixed to the frame. The splines stop the bar turning in its fixings. Instead, the bar has to twist as the suspension deflects.
In all forms of steel spring, the forces set up by road shocks are stored by the spring deflection rather than passed on to the passengers. The forces are then released gradually to restore the car to a level ride.
Rubber springs can perform the same function, but they do not store as much energy and are therefore used on light vehicles only.
A form of hydraulic suspension can be combined with rubber springs to refine the system. Up-and-down movement of the wheel pumps fluid from one chamber to another through a damper valve . Each chamber has a flexible diaphragm with compressed gas on the other side of it.
The gas is compressed further as fluid comes into the chamber through the valve. In effect the gas is acting as a pneumatic spring.
There is usually a link tube through which some of the fluid pumped out of a front-wheel chamber travels to the rear wheel on the same side to equalise the suspension.
Citroen hydraulic suspension can be pumped up and down to raise or lower the car to a desired height.
Springs deflect as the car goes over a bump, then bounce back. The car would continue to bounce up and down if the energy stored in the springs were not dissipated in some way.
Dampers - commonly called shock absorbers - perform this function. A damper has a piston which moves inside a sealed, oil-filled cylinder with the up-and-down movement of the wheel.
There are narrow control passages and one-way valves in the piston, which allow oil to flow through it from one chamber to another - but only very slowly.
This action slows down the spring oscillations and returns the car to a level ride.
There are three types of damper. Telescopic dampers look like telescopes and shorten in the same way. One end is bolted to the axle , the other to the body.
Strut inserts are similar, but are designed to fit inside a MacPherson strut (See Renewing MacPherson-strut inserts ).
Lever-arm dampers resemble hydraulic door closers. The damper, which contains one or two pistons, is fixed to the car body or frame, and a pivoted lever extends from it to the axle.
Some cars have dampers that contain both oil and gas. These act more efficiently than oil-filled dampers.
Hydraulic suspension
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Hydraulic suspension combines rubber springs with a damper system linking the front and rear wheel on the same side of the car. As the front wheel rises over a bump, some of the fluid from its suspension unit (known as a displacer unit) flows to the rear-wheel unit and raises it, so tending to keep the car level. In each of the displacer units, the fluid passes through a two-way valve, which provides the damping effect. Once the rear wheel has passed over the bump, the fluid returns to the front displacer unit and the original level is restored.