So we have a strong looking single-sided well engineered set up. With a 'weak' axle and a 'weaker' vertical pivot pin at the hub centre. Isn't it true then that a chain is only as strong as it's weakest link. If this argument is wrong then forgive me. If it's true then maybe rethink the design.
Thanks for your comment. I am Japanese and I am replying using translation software, so sorry if there are any mistakes. The axles used in this suspension system are (AISI4130) and the vertical pins in the hub center are produced with (6Al4Vititanium) so they will not break. The biggest weak point of this suspension system is the destruction caused by torsional stress of the swing arm due to the fact that it is a cantilever, and in fact, it has been deformed in the past by the impact of a curb on a race track.
@@_solarteam_ku-on9474 Sir, it seems to me that a single horizontal swing-arm system is much like a single-sided version of a conventional front fork system? What do you believe is gained by it?
Some of the benefits that swing arm suspension can provide include 1・Quicker wheel changes. 2・Minimization of the overall projected area due to the miniaturization of the suspension system 3・Zero change in wheel scuffing 4・When the dampers sink, the wheelbase is extended, which increases the straightness of the vehicle. 5・Hard points for mounting components such as swingarm pivots and damper brackets are located near the bottom of the chassis, allowing the center of gravity of the chassis to be lowered. However, this suspension was designed to fit the unique body shape of racing solar cars, which weigh less than 200 kg and have aerodynamics as their top priority. This makes it difficult to adopt this suspension for ordinary cars.
They don't look weak to me. The longer a member is, the larger the dimension needs to be to avoid flex - that's the only reason the suspension arm needs to be a chunky as it is (and is obviously hollow to save weight). The vertical pin is very short, and supported on both ends. Plenty strong. The "axle" (which isn't an axle because it is not what the wheel rotates on) is single sided but only 4 inches or so of unsupported reach. Making it larger in diameter would require larger hub bearings, longer steering pin, etc. That would increase un-sprung mass, limit steering angle more, etc. Trade offs like that are exactly what engineering is about - if you just make everything big and strong, your design ends up total crap because you toss weight and packaging concerns out the window.
@@teduhumiarum9848 I see your Tesi 1d, and counter with Ner-A-Car back in 1921. But that is anything but "commonly used on motorcycles" - it is at best "occasionally used"". The trick here is how "commonly used on" can instead mean ""more often seen on".
Can you show us the full assembling of these?
great job Bro
Can I integrate this design into a working frame?
so there big bearing that make the hub can move ?
Yes, there are two thrust bearings on the inside to steer the wheel and a large bearing on the outside to turn the hub.
So we have a strong looking single-sided well engineered set up. With a 'weak' axle and a 'weaker' vertical pivot pin at the hub centre. Isn't it true then that a chain is only as strong as it's weakest link. If this argument is wrong then forgive me. If it's true then maybe rethink the design.
Thanks for your comment.
I am Japanese and I am replying using translation software, so sorry if there are any mistakes.
The axles used in this suspension system are (AISI4130) and the vertical pins in the hub center are produced with (6Al4Vititanium) so they will not break.
The biggest weak point of this suspension system is the destruction caused by torsional stress of the swing arm due to the fact that it is a cantilever, and in fact, it has been deformed in the past by the impact of a curb on a race track.
@@_solarteam_ku-on9474 Sir, it seems to me that a single horizontal swing-arm system is much like a single-sided version of a conventional front fork system? What do you believe is gained by it?
Some of the benefits that swing arm suspension can provide include
1・Quicker wheel changes.
2・Minimization of the overall projected area due to the miniaturization of the suspension system
3・Zero change in wheel scuffing
4・When the dampers sink, the wheelbase is extended, which increases the straightness of the vehicle.
5・Hard points for mounting components such as swingarm pivots and damper brackets are located near the bottom of the chassis, allowing the center of gravity of the chassis to be lowered.
However, this suspension was designed to fit the unique body shape of racing solar cars, which weigh less than 200 kg and have aerodynamics as their top priority.
This makes it difficult to adopt this suspension for ordinary cars.
They don't look weak to me. The longer a member is, the larger the dimension needs to be to avoid flex - that's the only reason the suspension arm needs to be a chunky as it is (and is obviously hollow to save weight). The vertical pin is very short, and supported on both ends. Plenty strong. The "axle" (which isn't an axle because it is not what the wheel rotates on) is single sided but only 4 inches or so of unsupported reach. Making it larger in diameter would require larger hub bearings, longer steering pin, etc. That would increase un-sprung mass, limit steering angle more, etc.
Trade offs like that are exactly what engineering is about - if you just make everything big and strong, your design ends up total crap because you toss weight and packaging concerns out the window.
Commonly used in motorcycles? Oh, as in, the very few times you do see it, that is where it is seen....
Bimota Tesi 1D
@@teduhumiarum9848 I see your Tesi 1d, and counter with Ner-A-Car back in 1921. But that is anything but "commonly used on motorcycles" - it is at best "occasionally used"". The trick here is how "commonly used on" can instead mean ""more often seen on".