Download Independent Suspension System Full Report PDF

TitleIndependent Suspension System Full Report
TagsSuspension (Vehicle) Automotive Industry Vehicle Industry Motor Vehicle Automobiles
File Size373.8 KB
Total Pages21
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Independent suspension is a broad term for any automobile suspension system that

allows each wheel on the same axle to move vertically (i.e. reacting to a bump in the road)

independently of each other. This is contrasted with a beam axle, live axle or de Dion axle

system in which the wheels are linked - movement on one side affects the wheel on the other

side. It is common for the left and right sides of the suspension to be connected with anti-roll

bars. The anti-roll bar ties the left and right suspension spring rates together but does not tie

their motion together.

Most modern vehicles have independent front suspension (IFS). Many vehicles also

have an independent rear suspension (IRS). IRS, as the name implies, has the rear wheels

independently sprung. A fully independent suspension has an independent suspension on all

wheels. Some early independent systems used swing axles, but modern systems use

Chapman or MacPherson struts, trailing arms, multilink, or wishbones.

Independent suspension typically offers better ride quality and handling

characteristics, due to lower unsprung weight and the ability of each wheel to address the

road undisturbed by activities of the other wheel on the vehicle. In the case of straight line

drag racing though, it can be more of a burden because of the design, IRS may cause the

vehicle to experience wheel hop on a hard launch. Independent suspension requires

additional engineering effort and expense in development versus a beam or live axle

arrangement. A very complex IRS solution can also result in higher manufacturing costs.

The key reason for lower unsprung weight relative to a live axle design is that, for

driven wheels, the differential unit does not form part of the unsprung elements of the

suspension system. Instead it is either bolted directly to the vehicle's chassis or more

commonly to a sub-frame.

The relative movement between the wheels and the differential is achieved through

the use of swinging drive shafts connected via universal (U) joints, analogous to the constant-

velocity (CV) joints used in front wheel drive vehicles.

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