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The Advanced Automotive Suspension Systems Report

  • January 2014
  • -
  • Supplier Business
  • -
  • 159 pages

The market for light vehicle suspension systems has been changing rapidly over the past few years as technology has enabled levels of comfort and roadholding to improve well beyond the boundaries of the compromise between comfort and safety that once effectively limited performance.

Today, as part of an integrated chassis, advanced suspension systems are a key area through which one vehicle can be differentiated from another and on which OEMs look to build the essential ‘DNA” of a vehicle.

This report examines the key market drivers in this sector and details materials considerations, increasing electricification, challenges and barriers, chassis and suspension weight reduction and suspension performance. Furthermore the report looks at kinematics & elastokinematics along with the move from passive to active suspension. The report goes on to include detailed sections on suspension element technology and dampers & shock absorbers.

The report also includes an appendix of 13 supplier profiles from suppliers of automotive suspension systems. These profiles provide you with relevant data on corporate strategy, investments, product offerings and contact information all built from SupplierBusiness research.

Table Of Contents

The Advanced Automotive Suspension Systems Report

Key market drivers
Increasing degrees of electrification
Efficient handling of multiple voltage architectures
Greenhouse gas emissions and fuel efficiency
The European Union
The United States
Other countries
Weight reduction and materials
Competition and cost

Suspension technology development
?Moving from passive to active suspension
?Suspension systems
Rigid axle suspension
Semi-rigid axle suspension
Independent suspension systems
Strut-type suspension systems
Front suspension market development
Rear suspension market development
Spring systems
Leaf springs
Torsion bar springs
Composite springs
Titanium springs
Hydropneumatic spring systems
Pneumatic springs
Electronic spring systems
Electrical active body control (eABC)
Wheel, body, and roll damping (ASCA)
Dampers/shock absorbers
Vibration dampers or shock absorbers
Amplitude Selective Damping
Gas charged shock absorbers
Position Sensitive Damping
Dynamic Ride Control
BWI's manual selectable ride
BWI's Bi-State real time damping system
Adaptive damping
Frequency Dependent Damping (FDD)
Tenneco's Continuously Controlled Electronic Suspension (CES) and Kinetic H2 CES system
ZF preloaded valve and vario damper technology
ZF Sachs Continuous Damping Control
Magneto-rheological damping
?Stabilisers or anti-roll systems
Other components
? Ball joints
Suspension control systems
Kinematics and elastokinematics
Vertical dynamic control systems
Variable dampers
Ride comfort
The threshold value strategy
The skyhook strateg


Figure 1: Conventional suspension compromises (Body acceleration vs. Wheel load variation)
Figure 2: The extended performance envelope for fully active suspension compared to conventional passive and semi-active systems
Figure 3: Average power consumption 1990-2010 for mid size and luxury cars
Figure 4: Electrical power requirements for NEDC and actual customer requirements for various vehicle classes
Figure 5: Additional functionality requires higher voltages - 48 volts
Figure 6: Conventional suspension compromises
Figure 7: The growth of integrated functions
Figure 8: BWI's active stabiliser bar system
Figure 9: BMW's Dynamic Drive system
Figure 10: Additional costs entailed by tougher European CO2 legislation for a vehicle with emissions of 161g per km
Figure 11: CO2 (g/km) performance and standards in the EU new cars 1994-2011
Figure 12: The effect of alternative German proposals for CO2 reduction regulation for Europe
Figure 13: US targets for future GHG reductions (% reduction from 2005 levels)
Figure 14: Global mandatory automobile efficiency and GHG standards
Figure 15: Global passenger car and light vehicles emission legislation progress 2005-2025
Figure 16: Different weight and cost impact of increasingly lightweight material mixes
Figure 17: Areas for chassis weight reduction
Figure 18: Aluminium potential and market penetration in Europe
Figure 19: Ford Focus control blade rear suspension
Figure 20: AAM's I-Ride suspension module
Figure 21: A schematic of active and semi-active suspension
Figure 22: A schematic showing the Mercedes-Benz Pre-Scan technology
Figure 23: Mercedes Benz's Pre-Scan technology
Figure 24: ZF/ Levant Power's GenShock technology
Figure 25: Rigid axle suspension configurations
Figure 26: A Ford Mustang driven rigid rear axle
Figure 27: Semi-rigid axle suspension configurations
Figure 28: Independent wheel suspension kinematic linkages
Figure 29: Independent suspension systems with 5, 4, 3, and 3 links
Figure 30: Worldwide market share of front axle types in 2005 and 2010
Figure 31: Worldwide market share of rear axle types in 2005 and 2010
Figure 32: A Mercedes-Benz M-Class front axle
Figure 33: Coil over spring configurations
Figure 34: Spring supported by a lateral suspension arm
Figure 35: Sogefi's composite springs
Figure 36: A Nivomat unit
Figure 37: Continental's 4-Corner air suspension system
Figure 38: Continental's air suspension system
Figure 39: CO2 reduction through the use of pneumatic suspension systems
Figure 40: Bose's fully electromechanical front suspension model
Figure 41: eABC schematic diagram
Figure 42: Damping sprung and unsprung mass
Figure 43: Acceleration sensitive damping
Figure 44: Audi RS5 chassis featuring dynamic ride control
Figure 45: Suspension motion sensors
Figure 46: A schematic of Tenneco's Continuously Controlled Electronic Suspension
Figure 47: A schematic of Tenneco's integrated Kinetic H2 CES system
Figure 48: Comparison between standard and pre-loaded valve performance
Figure 49: CDC dampers with internal and external valves
Figure 50: Graph showing the range in which CDC can continuously vary damping forces in compression and rebound
Figure 51: Cross section of a MagneRide actuator
Figure 52: The principal behind magneto-rheological fluid dampers
Figure 53: Comparison of force-velocity characteristics of a MagneRide damper, typical variable valve dampers and a passive damper
Figure 54: ZF Sach's Active Roll Stabilisation system
Figure 55: Active stabiliser bar system schematic
Figure 56: Axle and multi-axle computer simulation
Figure 57: System configuration and sensor positions required for the skyhook strategy.
Figure 58: Skyhook strategy for variable dampers


Table 1: Weight reduction in lightweight shock absorber assemblies
Table 2: Advantages and disadvantages of electromechanical springs

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