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Chronology of Car Suspension System
Car suspension systems play an integral role in the production of vehicles. Since the inception of automobiles, different types of suspensions are used in production. Over the years, the technology has advanced, paving way for better and cutting edge suspensions for new cars.
Suspension systems are categorized into front and rear suspensions. Explained below is the chronology of front suspensions.
Suspension systems are categorized into front and rear suspensions. Explained below is the chronology of front suspensions.
Chronological order of different types of suspension designs
Solid Beam Axle
Earlier the automobiles were fitted with the beam axle that connects both the front wheels with the axle and the whole assembly connected by springs and shocks to the chassis. This traditional style was passed on from the horse drawn carriage to automobile and was successful in achieving the motive. The three main advantages of this age-old suspension are simplicity, strength, and camber control. There are only few components so manufacturing and assemble process becomes much easier. Robustness and high strength of the suspension helps to support large loads and perpendicular tightening of front wheels reduces loss of camber body roll. The other side of the suspensions is dark with heavy mass, bump steer and less on-road stability. This eventually reduces the quality and performance of the car.
Swing Axle
Realizing the drawbacks of solid beam axle, auto components manufacturers introduced swing axle suspension. This suspension has the axle that revolves around the center of the car, enabling both front wheels to move up and down on their respective arches. This forms an independent system that regulates both the wheels with different forces. The movement or the load on one wheel does not get transferred to the other wheel. It also gives a better ride quality by de-coupling the front wheels and a better handling on bumpy roads. The only disadvantage of this type of suspension is lack of handling due to jacking, a process that raise the car through the forces on wheels and the axle. Jacking reduces the traction control which eventually may lose vehicle’s control on road.
Trailing Link Suspension
This type of suspension uses a set of arms positioned ahead of the front wheels to support the unsprung mass. In the olden days, it was believed to be the best suspension system because it delivers enhanced improvement in ride quality, performance, and road-handling. Smaller size of the system also holds a great benefit as it reduces the load on the engine to transform fuel energy to kinetic energy. Like other suspensions, this also had a negative side. The biggest drawback of this suspension is that it bends in case of excessive loads. This causes the wheels to vibrate and eventually leads to loss of tyre grip.
MacPherson
Later in 1970s, the MacPherson front suspension was introduced. In this new system the steering knuckle is directly connected through springs to the chassis. The size is extremely small, perfect for small cars. Due to the strut design, it provides the clearance required for the movement of driveshaft on the front wheel drive automobile. Even this suspension is not completely reliable and free of negativities. With this kind of set up it is impossible to increase the width of the tyre because if it is done, weight on the side loading of the suspension increases, causing the suspension components to bend.
Equal length A-arm
The next evolution was the introduction of equal length A-arm setup. This new suspension is supported by a design in which the arms are positioned on the top and bottom of the steering knuckle. The triangulated A-arm suspension offers further improvement in ride quality and road handling. Designed with rigid and solid arms, the system connects the knuckle to the chassis. It also ensures consistent steering and wheel alignment. Even though it is believed to be the best suspension for modern and new cars, it has one disadvantage. This modern day suspension reduces traction control because it gains positive camber.
Unequal Length Double A-arm
To further enhance performance, unequal length double A-arm setup was manufactured. The system uses a shorter arm on the upper part of the knuckle and the longer one on the bottom. It was designed keeping in mind the performance of the equal length arms that delivered a positive camber.
A shorter arm on the top helps to gain negative camber as the front wheels travels up on their respective arcs. The key advantage of negative camber gain is that the chassis rolls against the front wheels, eventually maintaining a strong stability between wheels and the road surface. It also allows the tyre to generate maximum possible cornering force.
A shorter arm on the top helps to gain negative camber as the front wheels travels up on their respective arcs. The key advantage of negative camber gain is that the chassis rolls against the front wheels, eventually maintaining a strong stability between wheels and the road surface. It also allows the tyre to generate maximum possible cornering force.
