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Video History-Suspension 1
Video History-Suspension 2
Video History-Suspension 3
Video History-Suspension 4
Video History-Suspension 5
Video History-Suspension 6
Video History-Suspension 7

Video Undercarriage 1
Video Undercarriage 2
Video Steering Wheel 1
Video Steering Wheel 2
Video Steering Lock
Video Steering
Video Safety Steering
Video Rack Pinion Steering
Video Steering Ratio 1
Video Steering Ratio 2
Video Steering Ratio 3
Video Ball Steering
Video Worm Roller Steering
Video Hydraulic Power Steer. 1
Video Hydraulic Power Steer. 2
Video Electr. Power Steer. 1
Video Electr. Power Steer. 2
Video Electr.-hydraulic Pump
Video Torque (power steer.)
Video Electr. Stab. Program
Video Finger Steering
Video One-piece Track Rod
Video Four Wheel Steering 1
Video Four Wheel Steering 2
Video Four Wheel Steering 3
Video Dry Joint
Video History
Video Suspension control 1
Video Wheel positions
Video Suspension
Video Spring systems
Video Electr. Air Suspension
Video Center of Gravity
Video Oblique/lateral drift angle
Video Elasto-kinematics
Video Elk Test
Video Wheel Bearing 1
Video Wheel Bearing 2
Video Wheel Bearing 3
Video Wheel Bearing 4
Video Ind. pulse sensor
Video Wheel sensor 2
Video Transversal Axis
Video Suspension Carrier
Video Below View
Video Adj. suspension
Video Stabilizer 1
Video Stabilizer 2
Video Double-wishbone 1
Video Double-wishbone 2
Video Double-wishbone 3
Video Air suspension truck
Video McPherson Strut 1
Video McPherson Strut 2
Video McPherson Strut 3
Video McPherson Strut 4
Video Trailing Arm
Video Twist-beam Rear Axle
Video Space Arms
Video Multilink Axle
Video Semi-trailing Arm Axle
Video Rear-wheel Drive
Video Electr. Stab. Program
Video ABS/ESP-Hydr. Unit
Video One-arm Swing. Fork
Video Formula-3 Racing Car
Video Pend. Wheel Suspen.
Video Torson Crank Suspen.
Video DeDion Axle 1
Video DeDion Axle 2
Video Rigid Axle 1
Video Rigid Axle 2
Video Rigid Axle 3
Video Rigid Axle 4
Video Rigid Axle 5
Video Self steering axle
Video Track rod joint
Video Springs
Video Coil Spring 1
Video Coil Spring 2
Video Coil Spring 3
Video Leaf Spring
Video Torsion Bar Spring
Video Rubber Suspension
Video Hydropn. Suspension
Video Air Suspension 1
Video Air Suspension 2
Video Shock Absorber 1
Video Shock Absorber 2
Video Shock Absorber 3
Video Shock Absorber 4
Video Shock Absorber 5
Video Single-tube Damper 1
Video Single Tube Damper 2
Video Double-tube Damper
Video Shock Absorber Piston
Video Friction Absorber
Video Tyres
Video Wheel Positions

Video Tyre Calculation
Video Inch -> mm
Video Slip
Video Axle Load Distrib.
Video Payload Distrib.
Video Roller Resistance 2

Video Wheel suspension 1
Video Wheel suspension 2
Video Wheels 1
Video Suspension 1
Video Suspension 2
Video Suspension 5
Video Steering 1
Video Steering 2


          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

DeDion Axle










Function

Although invented as early as 1893 by the French company De Dion, this construction took a relatively long time to assert itself. In sports cars it made frequent appearances a good 30 years later, and then on and off, right up into the 80s. The reason for the hesitant acceptance may lie in the relatively expensive, and space-consuming construction method.

Perhaps one can use the Opel company to illustrate the problem clearly. In 1964 they brought three new, top of the range models onto the market, and wanted, in the next 4 years, to customise the technology underneath the body-work to suit the changed requirements. The original vehicles have rear-wheel drive, and rigid rear axles. Because the coach-work was built according to American design, there is ample room for change. In this particular case the conversion to the De Dion axle turns out to be sensible, particularly as the higher costs are justifiable in the top of the range vehicles. This would be rewarded with very good driving characteristics and with all the advantages of the rigid axle but without their disadvantages: a distinctive, very difficult to harness, will of its own, breaking out of the complete vehicle rear-end on corrugated road surfaces.

How it works

In the first picture, only the most important components are to be seen. First of all, the light axle casing, which connects both wheel-bearing mountings. In the middle, the final drive, which can now be bolted, together with the cardan shaft, to the vehicle floor, because it is not rigidly connected with the wheels, but through articulated axle drive shafts which also provide for a steady transmission of torque when the springs compress and rebound. The linking of the axle casing onto the car body was omitted here for purposes of clarity. An example can be seen in figure 2, here it is guided by two trailing arms (green) and a wishbone (blue). The grey coil-springs with internal shock absorbers and the red stabiliser make up the rest of the wheel suspension.

This is only one example of the guiding of the axle casing. As a part of the unsprung mass, it is important that it has little weight. By this, all components are meant, which are associated with the road directly, and not through the vehicle suspension. Large unsprung masses, such as the powered rigid axle, make it very difficult for the suspension/shock absorbers to keep everything under control. In the end, what's left are the undiminished advantages of the rigid axle, the track and camber stability. It does not matter how the construction moves, if both wheels remain on a relatively level road, the maximum contact surface between tyre and road is maintained. 08\06





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Translator: Don Leslie - Email: lesdon@t-online.de

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