The independent rear suspension unit Jaguar (IRS) has been a common component of a number of Jaguar production cars since 1961, passing two major configuration changes until 2006 and last used on Jaguar XK8 and Aston Martin DB7. This article concentrates on the first generation Jaguar IRS, which explicitly establishes the marque reputation for sophistication of the suspension, combining as it does with smooth ride and low noise, vibration and loudness (NVH) levels. Both generations overlap in time because they are used both in full size and updated sports models at different times. Modern S-Type, XF, XJ and XK models, although they are also rear-wheel drive with independent suspension, using components, and their derivatives, are designed for the Ford DEW98 platform so they are not covered in the original Jaguar description. home suspension system. The X-Type (codename: X400) also has two other IRS versions based on the Ford Mondeo real system, depending on whether the drive is front or 4-wheel.
Video Jaguar independent rear suspension
IRS generasi pertama (1961-1986)
Development
When it was first introduced, it was relatively rare for British cars to independently sprung the rear wheels, most of the time production cars using live axles. The independent suspension system offers the advantage of lower unsprung masses to increase landholding, and when properly designed, the ability to maintain a roadwheel that is perpendicular to the road surface when cornering and in response to uneven road surfaces increases the landholding. The reduction of wavy vertical transfers on the road surface to the vehicle body also provides a smoother ride.
Jaguar's first IRS system took five years to develop. The Mark 2 Saloon equipped with the IRS prototype shows an unsprung weight reduction of 190 pounds (86 kg) compared to the live axle. Its first production app is on the E-Type since its launch in 1961. The assembly is manufactured in three different sizes with different track widths to suit different models. The first generation Jaguar IRS was constantly updated and used until XJS production ended in 1996, though derivatives of the IRS continued to be used by Aston Martin in DB7 until 2004.
The IRS is built around a steel fabricated barrier that allows for relatively easy removal from the vehicle as a complete assembly. This feature has made it suitable for adaptation as a non-standard component in other vehicles.
Overview
The complete rear suspension assembly is carried out on a steel rod (shown with a ghost image in the diagram below), which is attached to the vehicle body through four rubber blocks and also brings differential (blue) and inside (red) brakes. The rear wheel is placed transversely by the top link and the wheel operator (green) and bottom link (cyan). The top link is a half-drive shaft with a universal junction at each end. The bottom link pivot is adjacent to the differential casing at the inside end and where it meets the wheel carrier at the wheel hub (violet) casting at the outlet. The pivot pads at each end of the lower joint are placed widely to provide maximum longitudinal stiffness. The suspension is provided by two coil springs and a damping unit (yellow) on each side of the differential chassis (four total), spring and silencer unit attached to the crossbar at the top and bottom link at the bottom. The cross is located with two spokes of the arm (see photo above) each running forward from the bottom link to the point on the body of the vehicle and rotating at each end through the rubber bushes.
Detailed description
Crossbeam
To isolate the passenger compartment from noise, vibration and hardness (NVH), the independent rear suspension is designed to carry in a separate barrier assembly attached to the vehicle body with four rubber blocks. The only point of contact with the vehicle body (ie the arm radius) is by using a metal sleeve rubber bush, so there is no contact between the metal and the metal between the suspension and the vehicle body. The steel bar made with differential and inboard brakes (if installed).
Differential
The difference is a Salisbury 4HU or Dana unit with a hypoid spiral gear. This gives the final drive reduction ratio from 2.88: 1 to 4.55: 1, depending on the Jaguar model. Bolts that connect the differentials to the subframes have small holes in their heads so they can be secured with a safety to prevent them from being released, which will be difficult to detect as they are only accessible when all suspension units are removed from the car. The limited slip differential is standard on some models and optional on the other. The first generation IRS always has disc brakes mounted inside, a brake unit located just next to the differential and braking its output shaft.
Upper and wheeled links
The top link is a universal fixed-length half-shaft at each end. The universal joint acts as an inner and outer pivot for the top link, which rotates to transmit the drive from the internal shaft at the output of the differential unit/brake to its outer shaft on the wheel carrier. Wheel carriers take the form of a striped stub axle (for knock-off wheels) or axle stubs and hub plates (for 5-lug wheels). In the next XJS model with an outboard rear brake, wheel carrier, disc brake and parking drum brake is a single steel casting unit. In all cases, the wheeled carrier runs on a cushion mounted inside a large cast aluminum carrier.
Bottom link and hub carrier
Each lower link is made from a steel tube with a two-pronged fork that is welded to each end. The outer end of the lower link pivot about the pivot shaft axis, which runs longitudinally through the bottom of each carrier hub. Installation of inner fulcrum is adjacent to the bottom of the differential casing. The wide spacing of the pivot pad provides torsional and fore-and-back rigidity to the carrier hub. This prevents the hub carrier from rotating relative to the differential and is also necessary because, with the driveshafts acting as a top suspension link, the hub carrier has no other way to withstand front and back motion.
Bearings and bushes
Pivot links up and down using roller bearings, reducing friction relative to the regular bearings and improving the smoothness and speed of the suspension response. The position and shape of rubber vee-blocks and metallic bushes are designed to ensure the installation of a fairly rigid suspension for good control while successfully isolating the body from NVH.
Arm Radius
The lower joint itself is not designed to carry normal acceleration and braking, so that it is located by two forward fingers of each of the bottom links to the point on the vehicle body (unity construction), under the rear passenger compartment. Each arm finger attaches to its bottom link at a point just paste the bottom base and rotates vertically about its fastening bolt. The mounting bolt goes through a small metallic bush, consisting of a metal arm held in a rubber bush. Where the arm fingers meet the body of the vehicle, it is attached by a vertical bolt through a large metalastic bush that is pressed to the front end of the radius arm. The safety strap holds the radius sleeve near the vehicle body if one of the front locking screws is released.
As a consequence of the foreskin of the forearm the attachment is not on the lower axis of the inner arm of the inner pivots, it will appear at first sight that the free motion of the suspension will be impossible without some bending components, or eliling the thickness of the eliling of the compressed arm too. However, as described above, the crossbar is a rubber that is attached to the body. Crossbar and bottom link maintain the correct leg angle of one wheel relative to the other, but due to the relative angle of radius of the radius radius, the result of the body roll across the cross beam and the lower link rotates a bit about the crossing point of the crossbar, thus encouraging a small amount steering wheel rear passive, which can produce a much better handling. When the Jaguar component is reused in other vehicles, the differential is often mounted rigidly to the chassis, different radius arm configurations are used, and the steering wheel effect of the passive rear is lost.
Springing and damping
Springing and damping are provided by the four coilover spring and damper units attached to the crossbar at the top and bottom link at the bottom. The use of two spring units and silencers on each side is unusual and allows the use of smaller springs, taking up less space and protruding less into the trunk area. It also equates the loads transmitted to the front and back of the crossbar
Anti-roll bar
Some models are also equipped with anti-roll bars, setting the torque rod is intended to reduce the body roll when cornering.
Brake
During the first 32 years of production of the first generation IRS, disc brakes were installed at the ends of floating ships to minimize unsprung weights at the outboard ends. Hydraulic brake calipers mounted directly to differential. Care is taken to prevent the heat generated by the brakes from damaging the differential output seal, although this never really works. The parking brake uses a separate mechanical caliper that works on the disc.
For the 1993-1996 XJS model, the brakes were moved to the outboard position. This was achieved by using a second-generation IRS hub carrier, which at that time had been in production for seven years for the XJ6 (XJ40). Moving the rear brake eliminates heat transfer problems and allows for easier servicing. The parking brake then uses the brake shoe inside the brake drum in the center of the disc rotor.
Original app
The following Jaguar cars are equipped with the first generation IRS as part of their original specifications. The second column shows the vehicle's estimated rear-end track, according to whether a narrow, medium, or wide suspension version is used.
Non-native app
Due to its self-sustaining design, the first generation IRS is popular for retrofitting to other cars, as well as among hot catchers. It has been installed as a modification to a number of other vehicles, including the following:
- AC Cobra replica
- Ford Mustang
- MG MGB
- Panther J.72
- Panther Lazer
- Panther De Ville
- Reliant Skill
- Toyota Hilux
- Triumph TR7 Second generation of second generation IRS (1986-2006)
Maps Jaguar independent rear suspension
h2>Jaguar made some fundamental changes to the design of the IRS for the new XJ40 model, launched in 1986.
The shape of the subframe transforms into an approximate triangle, bolted forward differential and attaches to the car around the same point as the radius of the arm of the first generation IRS. The back of the differential is further supported by a pair of connecting rods attached to the rear-floor structure of the car. Rubber bushes at the attachment points provide the required NVH suppression rate.
Fixed-length driveshaft as a fixed top suspension link, but a lower wishbone being part of a steel box made on a wider basis. Placing the front and back pivot of the wishbones so far means that the fingers of the hand can (and be removed).
The original twin springs on each side are replaced by springs and single dampers, which act against the car body, not the rear subframe. The brakes are moved to the outboard end of the driveshafts to allow for better heat dissipation and easier servicing. The net result is a reduction in overall weight, but unsprung weight increases as brake relocation more than compensates for weight loss in springs and silencers, and NVH isolation slightly worsens.
In 1995 on the X300 model, the installation of lower wishbones to the hub carrier was changed to use an eccentric head bolt, allowing adjustment of the previously impossible back toe-in without bending the arm.
Original app
The following Jaguar and Aston Martin cars are equipped with a second generation IRS as part of their original specifications:
- Jaguar XJ (XJ40)
- Jaguar XJ (X300)
- Jaguar XJ (X308)
- Jaguar XK (X100)
- Aston Martin DB7
Non-native apps
Jaguar Mark 1
src: ls1tech.com
Current IRS (1998 onwards)
For the launch of the Jaguar S-Type (X200) model, Jaguar, under Ford ownership, developed a new and complex multi-link suspension unit for the Ford DEW98 platform. Driveshafts have now ceased to be a structural part of the suspension, so they can be fitted with a constant velocity connection that allows the length to vary with the travel suspension. This system with modifications has now been incorporated into Jaguar XJ (X350) in 2003, Jaguar XK (X150) in 2006, Jaguar XF (X250) in 2007, Jaguar XJ (X351) revision in 2010, Jaguar XF Sportbrake (X250 ) in 2012 and Jaguar F-Type (X152) in 2013. A highly revised version will also support future Land Rover products starting with Range Rover (L405).
src: i.ytimg.com
References
Locks: First Generation of IRSÃ, , Gen II IRSÃ, , Multi-link Gen. IRSÃ, , and Mondeo Gen. IRSÃ,
Source of the article : Wikipedia
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