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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 ...
[8] [9] Producing 27 kW (36 hp), [8] it was mounted just ahead of the rear axle. [10] The engine, transmission, and final drive were assembled together and installed as a unit. The Rumpler-invented rear swing axles were suspended by trailing leaf springs, while the front beam axle was suspended by leading leaf springs. [9]
Edmund Elias Rumpler (4 January 1872 – 7 September 1940) was an Austrian automobile and aircraft designer. ... he patented a swing axle rear suspension system [2] ...
Founded in Berlin by Austrian engineer Edmund Rumpler in 1909 as Rumpler Luftfahrzeugbau. [1] The firm originally manufactured copies of the Etrich Taube monoplane under the Rumpler Taube trademark, but turned to building reconnaissance biplanes of its own design through the course of the First World War, in addition to a smaller number of fighters and bombers.
In 1923, as a young mechanical engineering student, Ganz made his first auto sketches for a car for the masses. This was a small lightweight car along the lines of the Rumpler Tropfenwagen with a mid-mounted engine, independent wheel suspension, swing-axles and an aerodynamic body.
The two versions of the Rumpler C.VII were in service simultaneously. The standard C.VII was used for armed long-distance reconnaissance. The armament was one fixed, synchronized LMG 08/15 Spandau machine gun firing forward, and one manually operated 7.92 mm (.312 in) Parabellum MG14 machine gun at the observer/gunner's rear position (the observer also operated a radio).
The Frontbestand table of C-type aircraft at the front shows a maximum of 42 C.III aircraft at the front on 28 February 1917. With the introduction of the more powerful Rumpler C.IV based on a refined C.III airframe, the number of operational C.III aircraft at the front dropped rapidly and by the autumn of 1917 only one was at the front.
The swing axle rear design was prone to significant camber changes when subjected to cornering, resulting in the rear lifting, the inside wheel tucking under which often led to a vehicle rollover. Steering input as commonly found in a high-speed emergency avoidance maneuvers or hard cornering, was a recipe for disaster.