Named by the name of the American engineer of Ford Earle Macpherson (Earle Steele Macpherson), first applied it on the serial car Ford Vedette 1948. Later, it was used on Ford Zephyr (1950) and Ford Consul (1951) cars (1951). It is the most common type of independent suspension, which is used on the front axle of the car.

By its design, MacPherson suspension is the development of pendants on double transverse levers, in which the upper transverse lever is replaced with a shock absorbing rack. Due to the design compactness, the McPherson suspension is widely used on the front-wheel drive cars, as it allows you to cross the engine, gearbox and other attached equipment in the pumproom space. The main advantage of this type of suspension is the simplicity of the design, as well as the great stroke of the suspension that prevents breakdowns. At the same time, the design features of the suspension (the hinge attachment of the shock absorbing rack, the big move) lead to a significant change in the column of the wheels (the angle of tilt the wheel to the vertical plane). In the turn, the collapse goes in a plus, the wheel seems to be converted to the car, due to the sharply deteriorating the ability of the car to take a turn at high speed. This is the main minus MacPherson suspension, which is why this type of suspension does not apply on sports cars and premium cars.

MacPherson suspension has the following device:

1. Spring

2. Rack of shock absorber

3. Traction stabilizer transverse stability

4. Cross lever with ballproof

5. Subframe

6. Swivel fist

The suspension is attached to the body through a subframe, which is a supporting structure. It is hard attached to the body or through silent blocks to reduce vibrations transmitted to the body. Two triangular transverse levers are attached to the side of the subframe, which are connected through a ball joint with a swivel fist. The swivel fist turns the wheel due to the steering thrust which is attached to the side. Shock absorbers with springs installed on them are attached directly to the steering fist. Two thrust from the shock absorber of transverse resistance are suitable for shock absorbers through ball joints that are responsible for transverse stability. As you can see the suspension device is sufficient enough to describe it in 3 lines.

Pros and cons

pros

+ Low cost

+ Easily serviced

+ compactness

- bad handling in turns

- Transfer noise of road surface on the body

Video work suspension MacPherson:

http://www.youtube.com/watch?v\u003di7xjo3f476m

2. Double suspension ( Double Wishbone Suspension.)

Unfortunately, it is still reliably known, who first invented a double suspension, for the first time it appeared in the early 30s on the Packard brand cars. This company was based in the heart of American automotive industry city - Detroit. The first car brand Pakard went off the conveyor in 1899, the latter was built in 1958. After the 30s, many American cars began to be equipped with a double suspension, which the nerd say about Europe, because Because of the size of the car, there was not enough space to accommodate such a suspension. From those a lot of time passed and now the suspension on double transverse levers is considered an ideal type of independent suspension. Because of its constructive features, it provides the best control over the position of the wheel relative to the road, because double levers always hold the wheel perpendicular to the road, for this reason the handling of such cars is much better.

Duct suspension can be used on the front and rear axis of the car. The suspension is used as anterior suspension on many sports cars, representative and business class sedans, as well as on the Formula One cars.

Double suspension device:

1. Upper transverse lever
2. Shock absorber
3. Spring
4. Drive shaft
5. Steering craving
6. Lower transverse lever

The suspension design on double transverse levers includes two transverse lever, spring and shock absorber.

Lever arm May have a Y-shaped or U-shaped form. Unlike MacPherson, there are two levers, each of the levers is attached to the body through silent blocks and to a steering fist through a ball connection. The top lever, as a rule, has a smaller length, which gives a negative angle of collapse of wheels when compressed and positive - when tensile (swell ). This property gives additional sustainability by car when turning turns, leaving the wheel perpendicular road regardless of the body position.

Pros and cons

pros

+ perpendicular wheel position relative to the road in turns

+ resistance to Cute

+ Improved handling

Minuses

- big size

- Cost

- laborious service

Video operation of double suspension

3. Multi-dimensional suspension (MULTILINK).

Further development of a double-end suspension. This is the most common suspension on the rear axle at the moment. This is caused by the fact that when using a double-end suspension when braking or reset gas (on rear-wheel drive vehicles), an angle changes the rear wheel alignment. Because The suspension is attached to the subframe through Silent blocks that are deformed when braking and rear wheels begin to look out. In this phenomenon, it would seem anything terrible, but imagine that you went over with a speed in the turn and decided to resort to braking, to slow down in turning itself is no longer a good idea. And here also the external loaded wheel begins to watch the turn, the car very quickly acquires excessive turning and consequences can be the most sad. You can prevent this phenomenon by replacing Silent blocks to hinged connections, but then comfort will suffer very much, because I do not want to knock your teeth on the bumps. Therefore, engineers went to another way.

Since for any vehicle one of the most important systems that affect comfort and safety when driving is the suspension. Designing a multi-section suspension, as the most optimal option, is an important point for the automaker. For the first time they were talking about in the middle of the last century, and today she received well-deserved recognition and demand on most passenger cars, poster and all-wheel drive, where most often installed on the rear axle.

Device and principle of operation of multi-dimensional suspension

Almost any multi-dimensional suspension includes a number of mandatory elements:

• levers - longitudinal and transverse;
• support hub;
• stretcher;
• shock absorbers and springs.

Instead of the last two elements, a pneumatic rack can be used. The main role in the multi-type rear suspension plays a subframe to which transversely arranged levers, connected, in turn, with a hub support. Such a suspension can consist of three or five levers.

The process of designing a multi-section suspension is highly complex, and is carried out only with the help of computer simulation. Each lever in this system is responsible for a certain point in the wheel behavior - change the transverse movement or collapse. As a rule, designers provide for independent work of each link in such a mechanism, and often levers are attached to a strictly defined form, which is necessary for the engineers to create a body of the intended form. The evolution of the suspension and its main features can be found by looking at the video:

The advantages of the system with a lot of levers

In many cars, especially those who do not relate to the premium segment, such concepts as comfort and good handling are often mutually exclusive. The creation of multi-type independent suspension allowed the designers to make almost any car comfortable for passengers, and simultaneously easy to control. Among the main advantages of the course multi-section suspension, the following can be allocated:

• all wheels of one bridge do not fully depend on each other;
• the possibility of using aluminum parts in the design allows to reduce the mass of the suspension itself;
• excellent grip of each wheel with a road surface, which is especially important when moving on the raw track or in ice;
• preserving the optimal control of the car even at high speed, sharp maneuvering and high-speed passage of steep turns;
• thanks to powerful silent blocks, with which the elements of multi-dimensional suspension are attached to the subframe, it was possible to achieve a good insulation of the cabin from noise;
• ability to use in TS equipped with front, rear or complete drive.

It has a multi-dimensional suspension not only the advantages, but also cons. As the main one, it is necessary to note the complexity of the design. In addition, most automakers see the need to install non-separable levers, the cost of which is very impressive. For multi-dimensional suspension, roads with high-quality coating are extremely desirable, which in our country is rather an exception than the rule. From here - the frequent need for repair, which is difficult to conduct it, and the appeal to specialists do notes.

Is it possible to preserve a multi-dimensional suspension on bad roads

Despite quite expensive operation, the car owners almost never emerge in doubt that better - beam or multi-dimensional suspension. In terms of comfort and safety, these systems are simply incompatible. To maintain this type of suspension, constant monitoring and maintenance is required. Despite the complexity of the whole design, many care manipulations can be performed independently. Especially in the presence of a watch or lift.

When servicing multi-dimensional suspension, you must first be guided by the manufacturer's recommendations set forth in the manual. First of all, shock absorbers are checked - the presence of cracks, dents or sublishes indicates the need to replace. After that, the inspection is subject to rods, balls, silent blocks. Attention is paid to fasteners, which, if necessary, tighten, as well as all rubber seals. The multi-dimensional suspension of the rear axle in inexperienced drivers can cause suspicions if the rear noises occur during the rear movement.

The exhaust tube becomes frequent cause. When independent verification, it should be paid to the first place - its mount should be reliable, and if it weakened, it is enough to pull it up so that the outside sound disappeared. Riding a car, in a multi-dimensional suspension of which damaged items were found quite dangerous. So, a slightly belt lever causes the angle of the wheel, which leads not only to the rapid wear of rubber, but also changes the behavior of the car on the road to the worse.

Now there are different types of suspension on cars. There is a dependent and independent. Recently, a half-dependent beam of the back and MacPherson in front of the Budget Class is set. On business and premium machines, an independent multi-dimensional suspension has always been used. What are the pros and cons of her? How is it arranged? All this and not only - further in our current article.

Characteristic

The multi-dimensional suspension is installed on cars with rear and front-wheel drive layout. It has a more complex device, so used on expensive class cars. For the first time, the multi-dimensional suspension was installed on "Jaguar E-round" in the early 60s. Over time, she was upgraded and is now actively used on Mercedes cars, BMW, Audi and many others.

Device

What are the features of this design? The multi-dimensional suspension involves the presence of the following items:

• Subframe.
• Transverse and longitudinal levers.
• Hub supports.
• Shock absorbers and springs.

How is it all fixed?

Fastening the hub to the wheel is carried out by four levers. This allows the wheel of the car to move in a transverse and longitudinal plane. The bearing element in the design of this suspension is a subframe.

It is fastened to the transverse lever through special hints with a metal base. To reduce vibrations, rubber uses. The transverse levers are connected to the support hub. This is the correct position of the wheels in the transverse plane. Often the multi-dimensional independent rear suspension includes three transverse lever:

• Lower rear.
• Front.
• Upper.

The latter transfers the effort and connects the subframe with the wheel support housing. Lower is responsible for the alignment. The rear element perceives the efforts that are transmitted from the body when the car is moving. Wheel maintenance in the longitudinal position is carried out thanks to the longitudinal lever. It is attached to the car body with support. On the other hand, the element connects to the hub.

In a passenger car there are four longitudinal levers - one for each wheel. The naval support itself is the base for the wheel and bearing. The latter is attached with a bolt. By the way, if you do not comply with the tightening moment, you can deal with the bearing. When repairing, you should leave a small backlash in the hub. Otherwise, you will crush the bearing. Also, the multi-dimensional front suspension has a screw spring in its design. It relies on the bottom rear transverse lever and takes effort from him. Separately from the spring is a shock absorber. It is usually connected to the support hub.

Stabilizer

Multi-section, unlike a semi-dependent beam, has a transverse stability stabilizer in its design. The name itself speaks for the purpose of the element. This detail reduces rolls when turning turns at speed. Also, this parameter affects the stiffness of shock absorbers and springs. The presence of the stabilizer significantly reduces the risk of driving when turning the turn, as it ensures the continuous contact of the wheels with the road surface. The element is a kind of metal bar. He looks like the photo below.

It is installed on the subframe of multi-dimensional suspension and is attached using rubber supports. Thanks to the rod rod binds to the hub support. What is the multi-dimensional suspension pluses and minuses? Let's look at them below.

Benefits

Cars using this suspension are an order of magnitude more comfortable. The design uses several levers. All of them are attached to subframes through silent blocks. Due to this, when the pit is passed, the suspension perfectly smashes all the irregularities.

By the way, the lever works only the wheel, which fell into the pit. If it is a beam, all efforts will be transmitted to the neighboring hub. In the car, where the multi-dimensional suspension is used is unnecessary noise and vibrations when the road irregularities passes. Also, this car is safer. This is explained by the use of transverse stability stabilizer. For its weight, the levers are much easier than the beam. This reduces the cutting outage of the car.

Thus, a multi-dimensional suspension is:

• Comfort.
• No strong blows on the body.
• Increased clutch of wheels with expensive.
• The possibility of transverse and longitudinal adjustment.

disadvantages

If the question rises that it is better - a beam or a multi-dimensional suspension, it is worth considering the minuses of the latter. The biggest drawback is the complexity of the design. Hence the cost of service and the cheapest price of the car itself.

The cost of multi-dimensional suspension is 2-3 times higher than the usual semi-dependent beam. The following is a resource. Since there are many hinges, levers and stylens, all of them sooner or later fail. The service life of the details of the multi-section suspension is 100 thousand kilometers. As for the beam, it is almost eternal. The design is an order of magnitude more reliable and does not require expensive service. Maximum what you want to replace are shock absorbers. They "go" on our roads about 80 thousand kilometers. Multi-section suspension when driving on irregularities requires greater attention. If the machine starts to make the knocks in the front or rear, it is worth viewing the state of the levers and stylensblocks. In the presence of hopes and free strokes, they should be replaced.

The cost of new levers on Mercedes in the 124th body is 120 dollars per wheel. Despite the big age and the low cost of the car, parts for it were not cheaper. The same applies to other machines that use this type of suspension. When you need a lift or observation pit. Typically, such machines are repaired in service centers. And these are additional costs.

Is it possible to identify the problem yourself?

If when driving a car you notice the characteristic knocks, it is possible to repair the suspension. To find out the exact cause, you need a wearing a pit or aleacade. If this is anterior suspension, we look at the state on it there is a boot. If he cracked, you need an urgent replacement. Otherwise, all dirt will fall inside and have to buy a new Slusa assembly.

Check the backlash in the steering rolls. Inspect the shock absorbers. If there are drums, most likely the sound comes from them. This means that the valve inside the shock absorber is pierced and the rod moves arbitrarily. Silent blocks of levers and transverse stability stabilizers either should also not have a backlash. The inspection of the rear suspension should be started with shock absorbers. Next, check and thrust. Often, elements are damaged in the area of \u200b\u200bcontact with the exhaust pipe.

Pay special attention to this place. If the silencer beats about the body, there are characteristic traces of strikes, it is worth replacing his pillow. In most cases, the problem disappears. After examining the state of the suspension, sum up which elements failed and require replacement. In the absence of experience, it is recommended to contact the service.

Conclusion

So, we found out the features of multi-dimensional suspension. As you can see, it has many flaws. But its main advantage is comfort. How this car goes, does not compare anything. He is also more maneuverable. If there is a choice - beam or multi-dimension, - it is worth repelled from the budget. You need to take the last suspension only if you are ready to spend at least 400 dollars on its service.

In general terms, the device of the double-particle suspension is quite simple. There are two levers, as a rule, a-shaped form, the base of the triangle facing the wheel. The levers are secured. The inner side of the lower lever is attached to the subframe or, if the body is not carrier, to the frame, the top lever - to the body. The outer side of the levers is movably connected to the rack carrying the wheel. In the case of anterior suspension, the rack is swivel. Between the levers there is quenching fluctuations of the elastic element, which in our days usually consists of a spring and telescopic shock absorber.

The largest impact on the controllability of a car equipped with such a suspension, has a mutual arrangement of levers and their length ratio. Short levers of the same length are practically not found, since if they are presented when overcoming the car, the wheel will move not only in the vertical, but also in the horizontal direction. In other words, a track will change, which is an extremely undesirable effect in terms of manageability. As a result, the upper lever is usually 1.5 - 1.8 times shorter than the lower. This manages to achieve such a change in the collapse of the wheels, so that the wheel (as loaded) is external to the center of rotation (as loaded) always remained perpendicular to the road surface, which in turn means the maximum ability to transmit lateral load.

By the way, MacPherson's suspension, which we talked about last time, can be considered an inverted "double-stage". The lack of transverse offset of the upper end of the rack, characteristic of the MacPherson scheme, is actually equivalent to a very long top lever in a double-particle suspension. The nature of kinematic flams of pendants in the guide rack becomes clear now.

Other advantages of double suspension are the best noise insulation and transfer of a smaller part of the load on the body, the relative ease of repair.

Disadvantages are also there. The cost of designing and maintaining such a suspension is higher than MacPherson, because the competent setting of the "double-page" is a rather complicated geometric task. In addition, the horizontal orientation of the suspension "eats" the place under the hood, as well as in the luggage compartment, if we are talking about the rear suspension. As a consequence, the double suspension is now almost unrealistic to meet on the front-wheel drive compacts with the transverse location of the motor. It makes it difficult for such a type of suspension and designing the bodies of the body.

Additional difficulties occur with the use of double transverse levers in the rear suspension. The fact is that the larger and more powerful engine (that is, above the torque), the stronger the pendants are bent when braking and acceleration. Most of the powerful cars are just rear-wheel drive, and their natural instability is only aggravated by such an effect. Even with a simple dump of gas in turn without pressing the brake pedal, there is a negative drive of the wheels ("Out apartments"). External with respect to the brightened wheel as a more loaded determines the behavior of the car, and the machine demonstrates a pronounced excess turnover to loss of control.

It was for this reason that for a long time of its position did not pass the continuous rear axle. But technical progress sooner or later solves any problem. First, the engineers of Porsche, who collided with the difficulties described on the model 928 with the 8-cylinder engine installed in the front part, decided to draw the elasticity of the levers for the benefit of the case. To the lower levers of the rear suspension, they attached longitudinal "breaking" traction. When the transverse levers on the braking are rejected back, the thrusts are protected by the wheels "socks inside."

Porsche 928 was really famous for handling, and the decision was called "Bridge Weiszakh", in honor of the city of Weiszah on the land of Baden-Württemberg, where the Porsche test polygon is located. It was a piece solution that opened the way to solve more suitable for replication.

In 1982, Daimler-Benz designers on the model 190 (W201) applied the world's first multi-line rear suspension. Despite the fact that the levers on each side there were five, it was all the same "double-tempered", only all its "revolutions" were now precurable for additional levers. The upper and lower levers in the pendant dual (which is already in the amount gives four), and in the plan they form a trapezium. When the ends of the levers come back on the braking, the sides of the trapezoids work in about the same way as the thrust of the "Weiszah" bridge, giving the wheels inverse movement, and so eliminate instability. The fifth lever is oriented as ahead and with the lateral roll of the car heats in favor of light lack of turning, regardless of the intensity of braking.

Since the distant 80s, most high-speed cars have a multi-dimensional suspension, made by a similar principle. Of course, the task of location of the levers in this case is much more complicated and requires careful three-dimensional computer simulation, which strongly limits the use of "multi-dimensions". Let's say at the level of "golf class" this solution can serve as a criterion for modeling the model to the premium segment of this market sector. The presence of multi-dimensional pendants on the rear wheels reduces the requirements for the front suspension, so it is often a combination of an inexpensive MacPherson on the front wheels with an advanced "multi-dimension" from behind.