Optimization of steering linkage and double-wishbone suspension via R-W multi-body dynamic analysis

Optimal kinematic design of a multi-link steering system for a bus independent suspension: An application of response surface methodology

“…In open literature, to date and to the best of the authors' knowledge there have been a few works published on the kinematic optimisation the multi-link steering mechanisms for independent suspensions. Bian et al established the multibody model of the steering mechanism based on the R-W (Robertson and Wittenburg) method for the MacPherson strut [10] and double wishbone suspension [11] for automobiles. In these two works, the suggested models are identical.…”

“…β F and MSE values were obtained by taking these values as reference. Since a lower range of β L is used in most of the driving conditions of a passenger bus, minimising the β F for this range is acceptable [10,11]. In this study, design criterion was chosen such as maximum steering error which is defined as:…”

A unified approach to the kinematic synthesis of five-link, four-link, and double-wishbone suspension mechanisms with rack-and-pinion steering control

“…A substantial amount of literature also exists on the design and analysis of the more commonly used double-wishbone suspension (also known as the AA suspension), and of its short–long A (SLA) version, as well as on the kinematic synthesis of the corresponding RSSR-SS and RSSR-RRS linkages. 91–115 Other than their traditional application to passenger cars, 116–121 double-wishbone suspensions have found increasing use in motor coaches, trucks, agricultural tractors, and off-road vehicles. 115, 122–125 There are also reports on three-link suspension configurations that depart from what it is commonly assumed to be a double-wishbone mechanism, 129–131 which are also termed multi-link suspensions.…”

“…Some of the above-cited papers report on the design of multi-link 40, 57, 58 and double- wishbone 100, 103, 105, 106, 107, 109 front-suspension mechanisms through repeated analysis and the use of simulation software or computer algebra systems. Graphical 1–5,10–12 , analytical and numerical approaches 26, 48, 50, 56, 97, 101, 102, 113 to five-link, four-link, and three-link front suspension kinematic synthesis are available to the interested reader, but these methods appear to be difficult to implement and are rarely accompanied by clearly illustrated numerical examples.…”