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Introduction to suspension :-
The ride and handling characteristics of an automo- bile center on the characteristics of the tires. Tires are the vehicle's reaction point with the roadway. They manage the input of forces and disturbances from the road, and they are the final link in the driver's chain of output commands. Tire characteris- tics are therefore a key factor in the effect the road has on the vehicle, and in the effectiveness of the output forces that control vehicle stability and cornering characteristics. The tire's basic character- istics are managed by the system of springs, dampers, and linkages that control the way in which tires move and react to disturbances and control inputs and that is known as a suspension system
The bounce and steering movements of the wheels provide for a variety of simultaneous needs. They provide steering input for directional control, they compensate for (or utilize) body roll to improve cornering ability, and they move vertically in response to roadway irregularities in order to smooth out the ride and maintain adhesion. Wheels are connected to the sprung mass through linkages and are therefore affected by the rolling and pitching movements that occur about the suspen- sions system's reaction centers. The mechanical requirements for directional control, cornering forces, and ride comfort are continuously changing according to roadway and driving conditions. The suspension and steering linkages are designed to allow the wheels to move as needed to meet the dynamic requirements of various combinations of events. However, the designer is normally constrained by mechanical conflicts between structural members, the engine and drivetrain, and
other components that also must fit into the vehicle. Consequently, errors in geometry are common, and the actual suspension system often falls short of the ideal in a variety of ways.
Suspension systems can be broadly classified into two subgroups:
1. Dependent and
2. Independent
These terms refer to the ability of opposite wheels to move independently of each other.
A dependent suspension normally has a beam (a simple 'cart' axle) or (driven) live axle that holds wheels parallel to each other and perpendicular to the axle. When the camber of one wheel changes, the camber of the opposite wheel changes in the same way (by convention on one side this is a positive change in camber and on the other side this a negative change). De Dion suspensions are also in this category as they rigidly connect the wheels together.
An independent suspension allows wheels to rise and fall on their own without affecting the opposite wheel. Suspensions with other devices, such as sway bars that link the wheels in some way are still classed as independent.
A third type is a semi-dependent suspension. In this case, the motion of one wheel does affect the position of the other but they are not rigidly attached to each other. A twist-beam rear suspen- sion is such a system.
MONOSHOCK SUSPENSION
Mono-Shock motorcycle rear suspensions was created in the late 80’s and in many applications has more advanced performance than that of the
twin-shocks. It utilizes a linkage to connect to the swing arm which, by and large, gets rid of the torque and will supply better handling and break- ing. Single shock rear suspension requires less maintenance and adjustments.
On a motorcycle with a mono-shock rear suspen- sion, a single shock absorber connects the rear swing arm to the motorcycle's frame. Typically this lone shock absorber is in front of the rear wheel,
and uses a linkage to connect to the swingarm. Such linkages are frequently designed to give a rising
rate of damping for the rear. Mono-shocks are said to eliminate torque to the swingarm and provide more consistent handling and braking. Having only one shock absorber, they tend to be easier to adjust than twin-shock systems