The twist-beam rear suspension (also torque-beam shaft or deformable torsion beam ) is a type of car suspension based on large H or C-shaped members. H front attached to the body through the rubber bushes, and the back H carries every assembly of the shafts, on each side of the car. The transverse beam of H holds the two arms that are left together, and gives the rigidity of the suspension rolls, with twisting as the two left arms move vertically, relative to each other.
Video Twist-beam rear suspension
About
Coil springs usually bear the pad next to the pioneer shaft. Often the shock is collinear with a spring, to form a coilover. In many cases, the damper is also used as a retaining line to stop the arm down so far that the coil spring drops completely down. This location gives them a very high motion ratio compared to most suspensions, which improves their performance, and reduces their weight.
The longitudinal location of the crosslinks controls important parameters of suspension behavior, such as steer roll curves and toe and camber compliance. The closer the cross to the axle is to the more camber and toe changes under deflection. The main difference between the camber and toe changes of the rotary beam vs. the independent suspension is the change of camber and toe depending on the position of the other wheel, not the car's chassis. In the traditional independent suspension camber and toe are based on the position of the wheel relative to the body. If both wheels compact camber and toe they will not change. So if both wheels start perpendicular to the road and the car is compressed together they will remain perpendicular to the road. Camber and toe changes are the result of one wheel being compressed relative to the other.
This suspension is commonly used in various front-wheel drive vehicles (mainly compacts and subcompacts), and almost everywhere in European superminis. The rear-torque axle was introduced and popularized by Volkswagen as they switched from RR layout car to front gear, FF layout in the 1970s. This design was applied in Audi 50/Volkswagen Polo, Volkswagen Golf and Scirocco, all introduced in 1974.
These suspensions are usually described as semi-independent, meaning that the two wheels can move relative to each other, but their movement is still somewhat interrelated, to a greater extent than in the true independent rear suspension (IRS). This can slightly compromise the handling and quality of the vehicle. For this reason, some manufacturers have changed to the design of different relationships. For example, Volkswagen dropped a rotary beam that supports the true IRS for Volkswagen Golf Mk5, possibly in response to the Ford Focus Control Blade rear suspension as well as Hyundai Elantra (HD) or newer and Hyundai i30. General Motors in Europe Vauxhall/Opel continues to use rotary suspension or torque-beam. This is a cost savings of EUR100 per car versus a multi-link rear suspension. Their latest version used on the 2009-on Opel Astra uses the Watts relationship at a cost of EUR20 to address deficiencies and provide effective and cost effective rear suspension. Renault Megane and Citroen C4 also keep using the rotary beam.
Maps Twist-beam rear suspension
Benefits
- Low cost
- Can be long lasting
- Fewer buses than less stressful and less vulnerable multi-link suspensions to use
- Simple
- Package is neat, reduce clutter under the floor
- Quite light
- Water springs and shocks can be light and low cost
- There is no need for a separate anti-roll bar - the axle itself performs that function
Loss
- The base leg character vs. lateral force is oversteer
- Since the characteristics of the toes may not be suitable, adding toe-control bushing may be expensive.
- Characteristics of Camber are very limited.
- It is not easy to set the stiffness of the scroll
- Las see a lot of tiredness, probably needs a lot of development
- Not much recession compliance - can be bad for impact violence, and will cause unwanted toe changes (steer effect) The wheel moves forward as it rises, it can also be poor for violent impacts (this can be negated by designing beams with mounts higher than a stub axle, which impacts floorpan heights, and causes more rolls of oversteer)
- Need to pack the space for disposal and so on past the cross
- Higher fulfillment may be high
- There is no compensation for wheel alignment. Alignment geometry is regulated by the manufacturer and generally unadjusted. Any deviation from the manufacturer's specifications/tolerances may mean a bent axle or a compromised mount point.
References
External links
- "Trailing arm and Semi-trailing arm suspension". AutoZine
- Swivel block image
Source of the article : Wikipedia
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