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The unsprung mass (colloquially unsprung weight) of a vehicle is the mass of the suspension, wheels or tracks (as applicable), and other components directly connected to them. This contrasts with the sprung mass (or weight) supported by the suspension, which includes the body and other components within or attached to it.
Unsprung weight transfer is calculated based on weight of the vehicle's components that are not supported by the springs. This includes tires, wheels, brakes, spindles, half the control arm's weight, and other components. These components are then (for calculation purposes) assumed to be connected to a vehicle with zero sprung weight.
Sprung and unsprung mass are shown. Sprung mass (or sprung weight), in a vehicle with a suspension, such as an automobile, motorcycle, or a tank, is the portion of the vehicle's total mass that is supported by the suspension, including in most applications approximately half of the weight of the suspension itself.
Swing axle suspension characteristics: Camber change on bumps, "jacking" on rebound. A swing axle is a simple type of independent suspension designed and patented by Edmund Rumpler in 1903 for the rear axle of rear wheel drive vehicles. This was a revolutionary invention in automotive suspension, allowing driven (powered) wheels to follow ...
Some early independent systems used swing axles, but modern systems use Chapman or MacPherson struts, trailing arms, multilink, or wishbones. Independent suspension typically offers better ride quality and handling characteristics, due to lower unsprung weight and the ability of each wheel to address the road undisturbed by activities of the ...
An active suspension is a type of automotive suspension that uses an onboard control system to control the vertical movement of the vehicle's wheels and axles relative to the chassis or vehicle frame, rather than the conventional passive suspension that relies solely on large springs to maintain static support and dampen the vertical wheel movements caused by the road surface.
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This weight is combined with that required for the off-centre parts on the wheel and this extra weight causes the wheel to be overbalanced resulting in hammer blow. Lastly, because the above balance weights are in the plane of the wheel and not in the plane of the originating unbalance, the wheel/axle assembly is not dynamically balanced.