Suspension Scheme on Double Levers

The suspension on double levers is a classic independent suspension consisting of two levers located above each other, the used sides of which are attached to the body, and opposite ends with hinges to the upper and lower parts of the rotary pin.

Double lever suspension

Thus, the front wheel hub can be rotated around two hinges when turning. Structurally, only one of the levers can have a willy shape, the other may be single.
If the levers of such suspension will have the same length, then when the wheels are vertical movements, it will not change it. However, when the brunt of the body on the rotation is an external, more loaded, the wheel will be tilted at an angle equal to the corner of the roll, and this may lead to a violation of stability. Therefore, usually the top lever makes shorter than the bottom. With such a suspension design, the vertical movement of the wheel changes the corner of the collapse, but there is no stability when turning, because a more loaded wheel is located vertically to the road surface and has better grip.

Car brake with suspension on double levers. The slope of the suspension levers makes it possible to avoid "cables" of the body when braking

Pendants on double levers of modern cars have not only different lengths of the levers, but also the slope of the levers in the horizontal plane.
The suspension with such a geometry makes it possible to avoid the "cable" of the body when braking and intense acceleration. Usually, for this purpose, the axes are tilted with which the suspension is carried out to the body and relative to which the levers are rotated.

The front suspension of the Jaguar S-TYPE car has double transverse levers and a very long swivel trumper arm. This design provides a large space for the placement of aggregates under the hood of the car.

It should be attributed to the disadvantages of this type of suspension, it takes quite a lot of space in the width of the car, and this creates certain difficulties in the placement of the transversely located force aggregate. Now, many designers are used in such pendants of rotary pins with a large top lever (more than the radius of the wheel), which allows you to increase the space for the placement of the engine and the gearbox.
Recently, more and more often instead of the split lower levers, levers are used, L-shaped. A longer part of such a lever is attached to the body through elastic sleeves, possessing a good damping ability, which makes it possible to effectively extinguish vibrations transmitted to the body, and at the same time there is no significant change in the position of the wheel. Springs, torsions, pneumatic and hydropneumatic devices can be used as the elastic elements of pendants on double levers.

The intensive development of the automotive industry led to the creation of new types of engines, chassis, modernization of security systems, etc. We will talk about an independent car suspension in this article. It has a number of features, advantages and disadvantages. It is this type of body subressing that we now look at.

Suspension on longitudinal and oblique levers

It is worth noting immediately that there are a large number of suspension types. All of them were developed to improve the technical characteristics of the car and enhance comfort while driving. Some types are better suitable for the SUV, others are perfectly coped with urban driving. I'll talk about independent suspension on longitudinal levers. This design was popular in the 70s and 1980s in French cars, and in the future I found an application in the motor collections. Torsions or springs are used as an elastic element. The wheel is connected to the longitudinal lever, and the last - with the car body (moving). The advantages of such a system are the simplicity and low cost of service, and the disadvantages of the roll and changing the wheelbase during the movement of the car.

As for oblique levers, the key difference from the above design lies in the fact that the axis of the swing of the longitudinal lever is at an angle. This approach allowed to minimize the change in the wheelbase and roll. But the handling was still far from the ideal, since when driving irregularities, the angles of wheels are changed. Often, such a layout was used on the rear independent car suspension.

Swinging semi-axes

Another popular type of independent suspension. The device is sufficient. There are two semi-axes, in the inner ends of which there are hinges connecting with differential. Accordingly, the external end of the semi-axis is rigidly attached to the wheel of the wheel. All the same springs or springs are used as elastic elements. One of the main advantages of such a design is that the wheel remains perpendicular to the axis constantly, even at the occasion of obstacles. Actually, longitudinal levers are used in this type of suspension, which reduce vibrations from the roadway.

As for the shortcomings, they are here. When moving around the rough terrain, not only the collapse is changed in wide values, but also the width of the rut. This significantly reduces the handling of the vehicle. This drawback is most noticeable at a speed of 60 km / h and above. As for the strengths, it is simplicity of design and relatively cheap service.

Suspension on longitudinal and transverse levers

One of the most expensive species, which is extremely rare due to the complexity of the design. In fact, the suspension is made according to the type "MacPherson" with small differences. The designers decided to remove the load from the mudguard and therefore lay a slightly somewhat further shock absorber. One end is resting in the engine compartment, and the second is in the salon. To transfer efforts from a depreciation rack to the spring, the designers have added a swinging lever. He could move in a vertical longitudinal plane. In the center, the lever was connected to the spring, one end was attached to the shock absorber, and the second is in the partition.

Actually, almost all the compounds are hinged, and this is a significant disadvantage, since MacPherson and famous for them. Actually, such anterior independent suspension occurs on Rover cars. There is no special advantage, therefore it does not use popularity, and it is difficult to maintain it and expensive.

On double transverse levers

This type of suspension occurs quite often. It has the following construction. The transversely arranged levers on the one hand are attached to the body, usually movably, and on the other hand, to the depreciation rack. In the rear suspension, the rack is not swivel with a ball support and with one degree of freedom. For front suspension - turning rack and two degrees of freedom. In such a design, various elastic elements are used: twisted springs, springs, torsions or hydropneumatic cylinders.

Often the design provides for the fastening of the lever to the cross. The latter with the body is fixed rigidly, that is, motionless. Such an implementation allows the whole to remove the front suspension of the car. From the kinematic point of view, the suspension is devoid of deficiencies and is preferable for installation on racing cars. But the service is expensive at the expense of a large number of ball supports and labor complexities.

Classical multi-phage

Structurally the most complex view of the suspension. According to its principle, it looks like a suspension with double transverse levers. Most often is placed behind the car class "D" or "C". In such a suspension, each lever determines the behavior of the wheel. It is at the expense of such a design that it is possible to achieve maximum manageability and the effect of "infringement" of the rear axle. The latter advantage allows not only to be better in turns, but also slightly reduce the reversal radius.

From the operational point of view there is no shortcomings. All consists are that there is not one lever of independent suspension, but much more. Each of them is equipped with a pair of silent blocks and ball supports. Therefore, the service costs decent money.

Rear independent suspension on VAZ

Torsion-lever suspension of the classics, installed on the rear axle, is considered half-dependent. The design has both its advantages and disadvantages. To improve controllability, car owners often establish an independent suspension. It is not difficult to guess that all alterations are performed on the front-wheel drive vehicles.

The suspension itself is sold assembly. According to the manufacturer, it does not require improvements and mounted by a node without making changes to the car's design. But in practice it is not quite so. Barrel of the silencer prevents, so it is worth buying a shortened version. It did not cost without refinement. Some need to be modified with a file, while others are placed in the places you need. But most importantly, such a design significantly increases the handling of the car, although it becomes sharper and less predictable to demolish the rear axle.

When choosing a car, it is advisable to pay attention to the type of suspension. Independent - an excellent choice for urban ride, and dependent - an indispensable for travel around Ughab and trips to the cottage. The most advantage of the latter is that the clearance remains unchanged. It is relevant for off-road and completely pointless for asphalt. Many modern SUVs have a spring of a multi-dimensional in front of the front.

Let's summarize

Never need to forget about the maintenance of the chassis of the car, and the suspension in particular. After all, even a multi-dimensione with "killed" silent blocks and ball supports will not give sensations and comfort. In addition, movement on such a car is dangerous for life. Therefore, timely, it is necessary. Currently, the most preferred type of suspension can be considered a multi-phase. But its service costs quite expensive, although much depends on the conditions of operation and the quality of spare parts. The dependent suspension is suitable for trucks and SUVs, where the permeability, mainfieldability in the field and reliability, and not comfort.

The car suspension is a totality of elements that provide an elastic connection between the body (frame) and wheels (bridges) of the car. Mainly the suspension is intended to reduce the intensity of vibration and dynamic loads (blows, jolts), operating per person, transported goods or elements of the car design when it is moved along an uneven road. At the same time, it should ensure constant contact of the wheel with a road surface and effectively transfer the leading force and braking force without deviating the wheels from the corresponding position. Proper suspension operation makes car control comfortable and safe. Despite the seeming simplicity, the suspension is one of the most important systems of the modern car and the history of its existence has undergone significant changes and improvements.

History of appearance

Attempts to make the movement of the vehicle softer and more comfortable were taken back in Karet. Initially, the axes of the wheels were hard to fastened to the housing, and each road irregularity was transferred to the passengers sitting inside. Only soft pillows on the seats could increase the level of comfort.

Dependent suspension with transverse resort location

In the first way, to create an elastic "layer" between the wheels and the body of the carriage was the use of elliptic springs. Later, this decision was also borrowed for the car. However, the spring has already become semi-elliptical and could be installed transversely. The car with such a suspension was poorly controlled even at low speed. Therefore, soon the springs began to install longitudinally for each wheel.

The development of the automotive industry led the evolution of the suspension. Currently there are dozens of their varieties.

The main functions and characteristics of the car suspension

Each suspension has its own characteristics and performance that directly affect manageability, comfort and safety of passengers. However, any suspension regardless of its type should perform the following functions:

1. Absorption of blows and shocks on the road To reduce loads on the body and improving the comfort of movement.
2. Stabilization of the car while driving By providing constant contact of the wheel tire with road surface and limiting excessive body rolls.
3. Saving a given geometry of movement and wheel position To preserve the accuracy of the steering during movement and braking.

Drift car with hard suspension

The rigid car suspension is suitable for a dynamic driving at which an instantaneous and accurate response to the driver's actions is required. It provides a small ground clearance, maximum stability, rinse resistance and body swinging. It is used mainly on sports cars.

Luxury car with energy-intensive suspension

In most passenger cars, a soft suspension is used. It smoothes irregularly as possible, but makes the car somewhat roll and worse managed. If adjustable rigidity is required, a screw suspension is mounted on the car. It is a rack shock absorbers with a variable spring tension force.

SUV with long-time suspension

The movement of the suspension is the distance from the extreme upper position of the wheel when compressing to the extreme bottom when hanging the wheels. The suspension stroke is largely determined by the "off-road" vehicles of the car. The more its value, the greater the obstacle can be overcome without hitting the limiter or without saving leading wheels.

Suspension device

Any car suspension consists of the following main elements:

1. Elastic device - Perceives loads from the irregularities of the road surface. Views: springs, springs, pneumatic elements, etc.
2. Demmp- Has the body fluctuations when driving through irregularities. Views: all types.
3. Guide device— Provides a specified movement of the wheel relative to the body. Views:levers, transverse and jet thrust, springs. To change the direction of impact on the damping element in the sports suspensions of Pull-Rod and Push-Rod, rockers are used.
4. Stabilizer transverse stability - Reduces the transverse body roll.
5. Rubber metal hinges- provide an elastic connection of the suspension elements with the body. Partially amortized, soften the blows and vibrations. Views: Silent blocks and sleeves.
6. Stroke suspension limiters - limit the move the suspension in extreme positions.

Suspension classification

Mostly pendants are divided into two large types: and independent. This classification is determined by the kinematic scheme of the suspension guide device.

Dependent suspension

Wheels are rigidly connected via beam or continuous bridge. The vertical position of the pair of wheels relative to the total axis does not change, the front wheels are rotary. The rear suspension device is similar. It happens spring, spring or pneumatic. In the case of the installation of springs or pneumobalon, it is necessary to use special traction to fix bridges from moving.

Differences dependent and independent suspension

• easy and reliable in operation;
• high load capacity.

• bad handling;
• bad stability at high speeds;
• little comfortable.

Independent suspension

Wheels can change the vertical position relative to each other, while remaining in the same plane.

• good handling;
• good car stability;
• large comfortable.

• more expensive and complex design;
• less reliability during operation.

Semi-dependent suspension

Semi-dependent suspension or torsion beam - This is an intermediate solution between the dependent and independent suspension. The wheels still remain associated, but there is the possibility of their small movement relative to each other. This property is ensured due to the elastic properties of the P-shaped beam connecting the wheels. Such a suspension is mainly used as the rear suspension of budget vehicles.

Types of independent suspension

MacPherson

- The most common suspension of the front axle of modern cars. The bottom lever is connected to the hub by means of a ball support. Depending on its configuration, a longitudinal reactive traction can be used. A shock absorption rack with a spring is fastened to the hub node, its upper support is fixed on the body.

The transverse thrust, fixed on the body and connecting both levers, is a stabilizer, counteracts the car roll. The lower balloons and the bearing cup of the rack-shock absorber make it possible for rotation of the wheel.

The details of the rear suspension are made by the same principle, the difference lies only in the absence of the possibility of rotation of the wheels. The lower lever is replaced with longitudinal and transverse thrust fixing the hub.

• simplicity of design;
• compactness;
• reliability;
• inexpensive in production and repair.

• average handling.

Double front suspension

A more efficient and complex design. The upper point of fastening the hub is the second transverse lever. Spring or spring can be used as an elastic element. The rear suspension has a similar structure. Similar suspension scheme provides better car handling.

Air suspension

Pneumatic suspension

The role of the springs in this suspension is performed by pneumatic bullons with compressed air. When it is possible to adjust the height of the body. It also improves the smoothness of the course. Used on luxury cars.

Hydraulic suspension

Height adjustment and rigidity LEXUS hydraulic

Shock absorbers are connected to a single closed contour with hydraulic fluid. makes it possible to adjust the rigidity and height of the road lumen. If there is a control electron in the car, as well as the functions, it is independently adjusted for the conditions of the road and driving.

Sports independent suspension

Screw suspension (coilovers)

Print suspension, or coilovers - depreciation racks with the ability to adjust stiffness directly by car. Due to the threaded connection of the lower stop, the spring can be adjusted its height, as well as the magnitude of the road lumen.

Push-Rod and Pull-Rod suspension

These devices were designed for racing cars with open wheels. Based on a double-way diagram. The main feature is that the damping elements are located inside the body. The design of the type of suspension types is very similar, the difference is only in the location of the elements perceive load.

Difference of sports suspension Push-Rod and Pull-Rod

Sports suspension Push-Rod: Perceiving load element - pusher, works on compression.

Let's not postpone from a long box to immediately deal with themes . Especially the theme is quite interesting, although now the second consecutive car. I'm afraid of the female part of readers and pedestrians, it's not exactly the soul, but so it happened to listen to the topic from :

"How does car suspension work? Types of suspension? What does the stiffness of the machine depends on? What is "tough, soft, elastic ..." suspension "

We tell ... about some embodiments (and how much they actually turn out to be!)

The suspension carries out an elastic communication of the body or a car frame with bridges or directly with wheels, softening the shocks and shocks that occur when the wheels are on the irregularities of the road. In this article we will try to consider the most popular types of car suspension.

1. Independent suspension on two transverse levers.

Two Wilk Lever, usually triangular in shape, send wheels. The rolling axis of the levers is located parallel to the longitudinal axis of the car. Over time, independent double-type suspension has become standard car equipment. At one time, she proved the following indisputable advantages:

Small unsultuous mass

Slight need for space

Ability to adjust the car handling

Available fit with front-wheel drive

The main advantage of such suspension is the possibility for the designer by choosing a certain geometry of levers to rigidly set all the main installation parameters of the suspension - the change in the collapse of the wheels and ruts with the strokes of compression and the penny, the height of the longitudinal and transverse centers of the roll, and so on. In addition, such a suspension is often completely mounted on the crosslinor attached to the body or frame, and thus is a separate unit that can be entirely dismantled from the car for repair or replacement.

From the point of view of kinematics and manageability, double transverse levers are considered the most optimal and perfect type, which causes a very widespread distribution of such suspension on sports and racing cars. In particular, all the modern Formula 1 cars have exactly such a suspension both in front and rear. Most sports cars and executive sedans are also used by this type of suspension on both axes.

Advantages: One of the most optimal suspension schemes is all said.

Disadvantages: The layout restrictions associated with the length of the transverse levers (the suspension itself "eats" is quite a large space in motor or luggage compartments).

2. Independent suspension with oblique levers.

The axis of swing is diagonally relative to the longitudinal axis of the car and slightly tilted by the middle of the car. The suspension of this type cannot be installed on automobiles with front-wheel drive, although proved its effectiveness on small and medium-sized vehicles with rear-wheel drive.

TOthe turning of the wheels on longitudinal or oblique levers is practically not used in modern cars, but the presence of this type of suspension, for example, in classic Porsche 911, is definitely a reason for the discussion.

Advantages:

Disadvantages:

3. Independent suspension with a swinging axis.

The basis of an independent suspension with a swinging axis is a ruped patent from 1903, which was used by the "Daimler - Ben" to the seventies of the 20th century. The left pipe of the semi-axis is rigidly connected to the main transmission housing, and the right tube has a spring compound.

4. Independent suspension with longitudinal levers.

Independent suspension with longitudinal levers was patented Porsche. TOthe turning of the wheels on longitudinal or oblique levers is practically not used in modern cars, but the presence of this type of suspension, for example, in classic Porsche 911, is definitely a reason for the discussion. In contrast to other solutions, the advantage of this type of suspension was that this type of axis was connected to a transverse-torsion spring barbell, which created more space. The problem, however, was that the reactions of strong transverse vibrations of the car arose, which could lead to a loss of manageability than, for example, "Citroen" models "2 CV".

This type of independent suspension is simple, but is imperfect. When this suspension is working, the wheel base of the car is changing in fairly large limits, the truth of the river remains constant. When turning the wheels in it bent together with the body significantly more than in other suspension structures. Kosy levers allow partially to get rid of the main flaws of the suspension on the longitudinal levers, but with a decrease in the influence of the body rolls on the slope of the wheels there is a change in the gauge, which also affects manageability and stability.

Advantages: Simplicity, low cost, relative compactness.

Disadvantages: Outdated design, extremely far from perfection.

5. Independent suspension with lever and spring rack (Mac-Ferson).

The so-called "Mac-Ferson suspension" was patented in 1945. It was the further development of a two-dimensional suspension, in which the upper control lever was replaced by a vertical guide. The spring rack "Mac-Fersson" have designs for use both with front and rear axle. In this case, the wheel hub is connected to the telescopic tube. With front (controlled) wheels, the entire rack is connected by hinges.

MacPherson for the first time applied the Ford Models on the serial car by 1948, produced by the French branch of the company. Later, it was used to Ford Zephyr and Ford Consul, which also claim to be the first large-sized car with such a suspension, since the plant released by Vedette in Palesee initially experienced great difficulties with the development of a new model.

In many respects, similar suspensions were previously developed, until the very beginning of the 20th century, in particular, a very similar type was developed by the fiat engineer Guido Fornaca in the middle of the twenties - it is believed that MacPherson partly took advantage of its development.

The immediate ancestor of this type of suspension is a type of front suspension on two transverse levers of unequal length, in which the spring in a single block with a shock absorber was put into space above the top lever. It made the suspension more compact, and allowed the front-wheel drive to skip between the levers of the semi-axis with a hinge.

Replacing the top lever with a ballproof and located above it block the shock absorber and springs on a shock absorbing rack with a swivel hinge mudguard, MacPherson received a compact, constructively simple and cheap suspension called him named, which was soon applied to many models of Ford European market.

In the original version of such a suspension, the ball hinge was located at the continuation of the axis of the amortized rack, so the axis of the amortized rack was the axis of rotation of the wheel. Later, for example, on the Audi 80 and Volkswagen Passat of the first generations, the ball hinge began to shift to the wheel, which made it possible to get smaller, and even the negative values \u200b\u200bof the running routing.

This suspension has received a mass distribution only in the seventies, when technological problems were finally solved, in particular, the mass production of shock absorbing racks with a necessary resource. In connection with its technological and low cost, this type of suspension later quickly found a very wide application in the automotive industry, despite a number of shortcomings.

In the eighties, there was a tendency to the widespread use of MacPherson suspension, including on large and relatively expensive cars. However, afterwards the need for further growth of technical and consumer qualities led to a refund on many relatively expensive cars to the suspension on double transverse levers, more expensive in production, but having better kinematics parameters and rising riding comfort.

Rear suspension type "Chepman" - an option to MacPherson suspension for the rear axle.

MacPherson created his suspension to install on all the wheels of the car, both the front and the rear - in particular, this is how it was used in the Chevrolet Cadet project. However, on the first serial models, the suspension of its development was applied only in front, and the rear of the considerations of simplification and cheaper remained traditional, dependent with a hard leading bridge on longitudinal springs.

Only in 1957, the Lotus engineer Colin Chepman applied a similar suspension for the rear wheels of the Lotus Elite model, so it is called "pendant Chepmen" in English-speaking countries. But, for example, there is no such difference in Germany, and the combination of "MacPherson's rear suspension" is considered quite admissible.

The most significant advantages of the system is its compactness and a small unsresserving mass. The Mac-Ferson suspension was widely distributed thanks to the low cost, the employment of production, compactness, as well as further refinement facilities.

6. Independent suspension with two transverse springs.

In 1963, General Motors developed "Corvette" with an exceptional suspension solution - an independent suspension with two transverse springs. Previously, preference was given to spiral springs, and not springs. Later, in 1985, "Corvette" of the first issues is again equipped with a suspension with transverse springs made of plastic. However, in general, these designs were not successful.

7. Independent candle suspension.

This type of suspension was installed on the Made of early releases, for example, on Liancha-Lambda (1928). In the suspensions of this type, the wheel together with the swivel fist is moved along the vertical guide mounted inside the wheel housing. In or outside this guide installed a spiral spring. This design, however, does not provide the position of the wheels required for optimal contact with the road surface and controllability.

FROMthe type of independent suspension of a passenger car in our day. It is characterized by simplicity, cheap, compactness and relatively good kinematics.

This is a suspension on the guide rack and one transverse lever, sometimes with an additional longitudinal lever. The main idea in the design of this suspension scheme was not controllability and comfort, but compactness and simplicity. With quite an average indicators, multiplied by the need for a serious strengthening of the place of fastening the rack to the body and a rather serious problem of road noise transmitted on the body (and still a whole chamber of flaws), the suspension turned out to be so technologically and so much like the linkers, which is still applied almost everywhere . In fact, only this suspension allows the designers to have a power unit transversely. MacPherson suspension can be used both for the front and rear wheels. However, in English-speaking countries, a similar suspension of the rear wheels is called "Chapman suspension". Also, this suspension is sometimes called the term "candle suspension" or "swinging candle". To date, there is a trend towards the transition from the classic MacPherson to a diagram with an additional top transverse lever (a certain hybrid MacPherson and suspension on transverse levers) is obtained), which allows, retaining relative compactness, seriously improve manageability indicators.

Advantages: simplicity, low cost, small unsappressible masses, successful scheme for various layout solutions in small spaces.

Disadvantages: noise, low reliability, small roll compensation ("Kleva" when braking and "squats" during acceleration).

8. Dependent suspension.

The dependent suspension is mainly used for the rear axle. As anterior suspension, it is applied to "jeep". This type of suspension was main to about thirties 20th century. They also included spiral springs from spiral springs. The problems associated with this type of suspension relate to a large mass of unsourous parts, especially for the axes of leading wheels, as well as the impossibility of ensuring the optimal corners of the installation of the wheels.

FROMalmost the old type of suspension. His story leads from cart and carts. Its main principle is that the wheels of one axis are connected with a rigid beam, which is most often called "bridge".

In most cases, if you do not concern exotic schemes, the bridge can be fixed both on the springs (reliable, but not comfortable, quite mediocre handling) and on the springs and guide levers (only slightly less reliable, but the comfort and manageability becomes much more) . It is used where something really hard is required. After all, fastening the steel pipe, into which they are harnessed, for example, the drive semi-axes are not yet invented. In modern passenger cars, almost does not occur, although there is exceptions. Ford Mustang, for example. In SUVs and pickups, Jeep Wrangler, Land Rover Defender, Mercedes Benz G-Class, Ford Ranger, Mazda BT-50, and so on), but the tendency to the universal transition to independent schemes is visible to the naked eye - controllability and speed are now in demand more than "armor-resistant" design.

Advantages: Reliability, reliability, reliability and once again reliability, simplicity of design, constant rut and road clearance (on off-road it is a plus, and not a minus, as for some reason, many consider), great strokes that allow you to overcome serious obstacles.

Disadvantages: When working out irregularities and in the turns of the wheels, they always move together (they are rigidly connected), which, together with high unsophisticated masses (heavy bridge is an axiom), it does not better affect the stability of movement and controllability.

On transverse refrigera

This very simple and cheap suspension type was widely used in the first decades of the vehicle development, but as the speeds increase almost completely outdated.
The suspension consisted of an undiscriminated beam of the bridge (leading or not leading) and the semi-elliptic transverse springs above it. In the suspension of the leading bridge there was a need to place its massive gearbox, so the transverse springs had the form of the capital letter "L". For reducing the propeliency of springs, longitudinal jet thrust were used.
This type of suspension is most famous for Ford T and Ford A / Gas. On Ford cars, this type of suspension was used up to the 1948 model (inclusive). Gas engineers abandoned him already on the GAZ-M-1 model, created on the basis of Ford B, but had a fully recycled suspension on longitudinal springs. The refusal of this type of suspension on the transverse springs in this case was associated with the fact that it, according to the operation of gas-a, has insufficiently in domestic roads.

On longitudinal springs

This is the most ancient suspension option. The bridge beam is suspended in two longitudinally oriented springs. The bridge can be both leading and not leading, and is located both over the spring (usually on passenger cars) and under it (trucks, buses, SUVs). As a rule, the mounting of the bridge to the spring is carried out using metal clamps approximately in its middle (but usually with a small displacement forward).

Spring in its classic form is a package of elastic metal sheets connected by clamps. The sheet on which the ears of the sweat fastening are located is called a radical - as a rule, it is made the most thick.
In recent decades, there is a transition to small or even one-collar springs, sometimes non-metallic composite materials (carbon styles and so on) are used for them.

With guide levers

There are various schemes of such suspension with various numbers and arrangement of levers. A five-point dependent suspension with Panari is used often applied. Its advantage is that the levers are tough and predictably set the movement of the leading bridge in all directions - vertical, longitudinal and lateral.

More primitive options have fewer levers. If the lever is only two, during the operation of the suspension, they are transferred, which requires either their own advantage (for example, on some "fiants" of the beginning of the sixties and English sports cars in the spring rear suspension were made by elastic, lamellar, in fact - similar quarter-elliptical springs) or a special hinge joint of the levers with beam, or the adequacy of the beam itself torsion (the so-called torsion-lever suspension with conjugate levers is still widespread on the front-wheel drive vehicles
As elastic elements, both twisted springs can be used and, for example, pneumatic bullons (especially on trucks and buses, as well as - Vlooraiders). In the latter case, the hard task of the movement of the suspension guide apparatus is required in all directions, since the pneumatic bullons are not able to perceive even small transverse and longitudinal loads.

9. De-DION suspension dependent suspension.

In 1896, De Dion-Buton developed the design of the rear axle, which allowed to divide the case of the differential and axis. In the suspension of the design "De Dion-Bud", the torque was perceived by the bottom of the body of the car, and the leading wheels were mounted on the rigid axis. With this design, the mass of non-immitted parts has decreased significantly. Such a type of suspension was widely used by Alpha Romeo. It goes without saying that such a suspension can only work on the rear axle.

Suspension "De Dion" in a schematic image: Blue - continuous beam suspension, yellow - Main transmission with differential, red - semi-axles, green - hinges on them, orange - frame or body.

The de Dion suspension can be described as an intermediate type between dependent and independent suspensions. This type of suspension can only be used on leading bridges, more precisely, only the leading bridge can have the type of suspension "de Dion", as it was developed as an alternative to the continuous leading bridge and implies the presence of leading wheels on the axis.
In the suspension "De Dion", the wheels are connected relatively light, one way or another an inequerous non-erect beam, and the gearbox of the main transmission is fixedly attached to the frame or body and transmits the rotation on the wheels through the semi-axis with two hinges each.
This allows you to minimize the unsavory masses (even compared to many types of independent suspension). Sometimes to improve this effect, even brake mechanisms are transferred to differential, leaving irresponsored only the hubs of the wheels and wheels themselves.
During the operation of such a suspension, the length of the semi-axes changes, which forces them to perform them with moving in the longitudinal direction by hinges of equal angular velocities (as on the front-wheel drive vehicles). In English, Rover 3500 used conventional cardan hinge, and for compensation, the suspension beam had to perform with a unique design with a sliding hinge, allowing it to increase or decrease their width of several centimeters when compressed and swelling the suspension.
"De Dion" is a technically very perfect type of suspension, and even many types of independent, yielding the best of them only on an uneven road, and then in certain indicators in kinematic parameters. At the same time, its cost is high enough (higher than many types of independent suspension), therefore it is applied relatively rarely, usually on sports cars. For example, many Alfa Romeo models had such a suspension. From recent cars with such a suspension, you can call SMART.

10. Dependent suspension with breathing.

This suspension can be considered as half-dependent. In today's form, it was developed in the seventies for compact cars. This type of axis was first serially installed on Audi 50. Today, the example of such a car can serve as Lianch Y10. The suspension is collected on a curved tube ahead, at both ends of which the wheels with bearings are mounted. Personal bending forms actually drawn, fixed on the body with a rubyometallic bearing. The lateral forces transmit two symmetric oblique jet rods.

11. Dependent suspension with connected levers.

The suspension with the knitted levers is an axis that is a semi-dependent suspension. The suspension has hard longitudinal levers, connected to each other with a rigid elastic torsion. Such a design in principle makes the levers fluctuate themselves synchronously with each other, but due to the twisting of the Torsion gives them some degree of independence. This type can be considered half-dependent. In this form, the suspension is used on the Volkswagen - Golf model. In general, it has quite a lot of design varieties and is very widely used for the rear axle of front-wheel drive cars.

12. Torsion suspension

Torsion suspension - These are metal torsion trees working for a twist, one end of which is attached to the chassis, and the other is attached to a special perpendicular lever associated with the axis. The torsion suspension is made of thermally treated steel, which allows you to withstand significant loads when cutting. The basic principle of the torsion suspension is work on bending.

The torsion beam can be located longitudinally and transversely. The longitudinal location of the torsion suspension is mainly used on large and heavy trucks. On passenger cars, as a rule, the transverse location of torsion suspensions are used, usually on the rear drive. In both cases, the torsion suspension ensures the smoothness of the stroke, adjusts the roll when turning, provides an optimal amount of damping the wheels of the wheels and the body, reduces the oscillations of the controlled wheels.

On some cars, the torsion suspension is used to automatically align using a motor that tightens the beams to give additional stiffness, depending on the speed and state of the road surface. The height-adjustable suspension can be used when replacing the wheels when the vehicle is promoted using three wheels, and the fourth rises without the help of the jack.

The main advantage of torsion suspensions is durability, ease of height adjustment and compactness in the width of the vehicle. It takes significantly less space than spring suspensions. The torsion suspension is very easy to operate and maintain. If the torsion suspension breaks out, you can adjust the positions using a conventional wrench. It is enough to climb under the bottom of the car and pull the right bolts. However, the main thing is not to overdo it to avoid excessive stiffness when driving. To regulate the torsion suspensions is much easier than adjusting spring suspensions. Car manufacturers change the torsion beam to regulate the position of the movement depending on the weight of the engine.

The prototype of modern torsion automotive suspension can be called a device that was used in the Folswage "Bitle" in the 30s of the last century. This device was modernized by the Czechoslovak professor of the glance to the construction we know today, and installed on Tatra in the mid-30s. And in 1938 Ferdinand Porsche copied the design of the torsion suspension of the glance and introduced it into the mass production of KDF-Wagen.

The torsion suspension was widely used on military equipment during World War II. After the war, the car torsion pendant was used mainly on European cars (including passenger) such as Citroen, Renault and Foltsagen. Over time, car manufacturers refused to use torsion suspensions on passenger passenger cars due to the complexity of the production of torsion. Nowadays, the torsion suspension is mainly used on trucks and SUVs from manufacturers such as Ford, Dodge, General Motors and Mitsubishi Pajero.

Now about the most common misconceptions.

"Spring asked and became softer":

No, the rigidity of the spring does not change. Only its height changes. The turns are closer to each other and the car falls below.
1. "The springs straightened, then they asked for": No, if the springs are straight, it does not mean that they are asking. For example, on the factory assembly drawing of the UAZ 3160 chassis, the springs are absolutely straight. Hunter, they have a barely noticeable bend for the naked eye 8mm, which is also of course perceived as "straight springs." In order to determine the springs asked or not, you can measure some characteristic size. For example, between the lower surface of the frame over the bridge and the surface of the stock rig under the frame. There must be about 140mm. And further. Direct these springs are designed not by chance. When the bridge is located under the springs, only in this way they can provide a favorable characteristic of the commandability: when the roll does not twist the bridge towards excess turning. You can read about turning in the "car handling" section. If somehow (adding sheets, bumping resoras by adding the springs of the thDD) to ensure that they become curved, the car will be inclined to digging at high speed and other unpleasant properties.
2. "I will sink a couple of turns from the spring, it will see and become softer.": Yes, the spring will really become shorter and possibly when installed on the machine, the car will see below than with a full spring. However, while the spring will not be softer, but on the contrary, the gesture is proportional to the length of the scaled bar.
3. "I put in addition to spring springs (combined suspension), the springs relax and the suspension will become softer. With normal driving, the springs will not work, only springs will work, and the springs only at maximum breakdowns " : No, the stiffness in this case will increase and will be equal to the sum of the springs of springs and the springs, which is negatively joining not only at the level of comfort but also on the patency (about the effect of the stiffness of the suspension on comfort later). In order for this method to achieve a variable characteristic of the suspension, it is necessary to bend the spring spring to the free state of the springs and through this state to passage (then the spring will change the direction of force and spring and spring will begin to work as anger). And for example, for a minor springs of the UAZ with the stiffness of 4kg / mm and the tight mass of 400kg on the wheel, it means the lift of the suspension by more than 10 cm !!! Even if you exercise this terrible spring elevator, then in addition to the loss of car stability, the kinematics of the curved springs will make the car completely uncontrollable (see clause 2)
4. "And I (for example, in addition to p. 4), reduce the number of sheets in the spring": A decrease in the number of sheets in the spring truly unequivocally means a decrease in the rigidity of the springs. However, in first, it does not necessarily mean the change in its bend in a free state, and secondly, it becomes more prone to S-shaped bending (winding around the bridge of water by the action of the reactive moment on the bridge) and third springs are constructed as "the beam of equal resistance Begibu "(who studied the" conversion ", he knows what it is). For example, 5-sheet springs from the Volga-sedan and the more rigid 6-sheet springs from the Volga-Wagon Square only an indigenous sheet. It would seem in production cheaper all parts to unify and make only one additional sheet. But it is not so impossible. In disruption, the conditions of equal resistance of the bending load on the sheets of springs becomes unevenly in length and the sheet quickly fails at a more loaded area. (The service life is reduced). Change the number of sheets in the package very much I do not recommend and especially collect springs from sheets from different brands of the car.
5. "I need to increase the stiffness so that the suspension does not break through the suspension" Or "the SUV must have a tough suspension." Well, first of the first "bumps" they are called only in prosecution. In fact, these are additional elastic elements, i.e. They specifically stand there in order to break through and so that at the end of the compression stroke increases the stiffness of the suspension and the necessary energy intensity was ensured with a smaller stiffness of the main elastic element (spring / springs). With increasing stiffness of the main elastic elements, the permeability is also worse. Would you seem to know? The clutch thrust limit that can be developed on the wheel (in addition to the friction coefficient) depends on how power this wheel is pressed to the surface on which it goes. If the car rides on a flat surface, then this pressing force depends only on the mass of the car. However, if the surface is not flat, this force begins to depend on the characteristics of the stiffness of the suspension. For example, imagine 2 vehicle equal to the tight mass of 400kg per wheel, but with different rigidity of the suspension springs 4 and 2 kg / mm, respectively, moving along the same uneven surface. Accordingly, when the passage of irregularities height is 20cm, one wheel worked on a compression on 10 cm, the other on the squeezed to the same 10cm. When squeezing the spring, the stiffness of 4kg / mm per 100mm, the spring force decreased by 4 * 100 \u003d 400kg. And we have only 400kg. So the thrust on this wheel is no longer there, and if we have an open differential on the axis or a limited friction differential (dot) (for example, screw "quail"). In the case, if the rigidity is 2 kg / mm, the spring force decreased only by 2 * 100 \u003d 200kg, and therefore 400-200-200 kg still presses and we can provide at least half craving on the axis. With that, if there is a dot, and most of their blocking coefficient 3, if there is some thrust on one wheel with the worst burden, the second wheel is transmitted 3 times a longer moment. And the facility: the mild Suspension of UAZ on small springs (Hunter, Patriot) has a stiffness of 4kg / mm (and spring and spring), while at the old rander is about the same mass as a patriot, on the front axis 2.3 kg / mm, and At the back 2.7kg / mm.
6. "In the passenger cars with a soft independent suspension springs should be softer" : Not necessarily. For example, in the MacPherson suspension, the springs are really working directly, but in the suspensions on double transverse levers (front VAZ-Classic, Niva, Volga) through the transmission number equal to the distance from the axis of the lever to the spring and from the lever axis to the ball support. With this scheme, the stiffness of the suspension is not equal to the rigidity of the spring. Spring rigidity is much larger.
7. "It is better to put rigid springs so that the car was changed with a roll and therefore more stable" : Not certainly in that way. Yes, really the greater the vertical stiffness, the greater the corner rigidity (responsible for the bonding of the body under the action of centrifugal forces in rotations). But the mass transfer due to the riga of the body significantly further affects the resistance of the car than say the height of the center of gravity, which jeepers are often very wastefully thrown the body lift only in order not to cut the arches. The car must be cubed, the roll does not care bad. This is important for informative in driving. When designing in most cars, a standard roll value of 5 degrees is laid during circumferential acceleration 0.4G (depends on the ratio of rotation radius and movement speed). Separate automakers laid the roll to the smaller angle to create the illusion of stability for the driver.

And what we are all about the suspension and suspension, let's remember The original article is on the site Inforos Link to an article with which this copy is made -

We talked about the existing types of suspensions, and stopped in detail on the types of dependent suspension. Today we will tell about the types of independent suspension.

So, the types of independent suspensions are nine, and two of them have several varieties.

The first type of suspension of this type - with swinging semi-axles. Already from the very name it is clear that the main elements of the design of such suspension are the semi-axis. In their inner ends there are hinges, with which the semi-axes are attached to the main transmission with the differential. The outer ends of the semi-axes are firmly articulated with wheels. Elastic elements in such suspensions serve spring or springs. The peculiarity of this design of an independent suspension is that when the wheel on an obstacle, the wheel always retains its perpendicular placement relative to the semi-axis, and the road reaction forces are quenched themselves and their hinges themselves.

In some subspecies such independent suspension, transverse or longitudinal levers are used, which play the role of "extends" of the reaction forces of the road. As a rule, the design of such suspension was used on the rear axle for rear-wheel drive cars. Such suspensions were installed on cars of Ford, Mercedes-Benz and Chevrolet for the middle of the twentieth century. In the USSR, such a suspension was installed on cars ZAZ. The advantages of the pendants with swinging semi-axles include the simplicity of design, low cost of maintenance and repair. The disadvantages are large oscillations of the rut and collapse at the occasion of obstacles. These disadvantages were especially manifested when driving with a speed of over 60 km / h, which negatively influenced the handling of the car.

The second type of independent suspension is on longitudinal levers. This suspension has two subspecies: spring (elastic elements - springs) and torsion (elastic elements - torsion). The feature of the suspension design lies in the location of the wheels on the longitudinal levers, which are movably attached to the body or car frame. Such a type of suspension was installed on the rear bridges of cars of Citroen, Austin, on motor scooters and small trailers.

The advantages of this type of suspension are the simplicity of its design, which, in turn (especially in a torsion subspecies), allowed to make the floor of the car flat, and low cost of manufacture, repair and maintenance. It has more minuses: significant changes in the parameters of the wheelbase when moving, large rolls in turns (due to the low roll center).

The third type of independent suspension is on oblique levers. By its design, it resembles a suspension on longitudinal levers, with the difference that in it the axes of swinging levers are under a slam. It, in turn, is divided into two subspecies: with single-coat semi-axles with diagonal levers (located at an angle of 45 degrees) and two-coarse semi-axes with oblique levers (hinges are located at both ends of the semi-axle). This view of the suspension was mainly installed on the rear axle (on cars such stamps as Ford, Mercedes-Benz, Opel, Porsche, Fiat and ZAZ), with suspension on oblique levers on the front axle, trabant was manufactured. The advantages of such a suspension, compared to the suspension on the longitudinal levers, was to reduce the oscillating of the wheelbase parameters, car rolls in the turn. The disadvantages of this type of suspension include a strong change in the convergence and collapse of the wheels, the high center of the roll (for a subspecies with monosocked semi-axes).

The fourth type of independent suspension is on longitudinal and transverse levers. The design of this suspension uses a guide rack, in which to unload the wing mudguard, a longitudinal lever that takes over the upper support effort is used. This kind of suspension of cumbersome is folded in the structural plan, and therefore unopullen. Such a suspension had cars Rover, Glas. As such advantages of the suspension on the longitudinal and transverse levers are not enough: it is a large distance in the height of inter-supported nodes (reduces the effect of the forces on the mounting suspension to the body) and the variability of the structural movements of the suspension. The disadvantages include the complexity of the design (a large number of parts - hinges, levers), large dimensions, bad kinematics parameters (a significant change in the corner of the collapse at large suspension strokes).

Fifth type of independent suspension - on double longitudinal levers. The peculiarity of its design is that on each side, the axis has two longitudinal levers, which are combined with the transversely torciones playing the role of elastic suspension elements. As a rule, such a suspension was installed on the front axis of the VOLKSWAGEN brand's brand and Porsche began - the middle of the twentieth century. Pros of such a suspension: Compactness, the ability to forward the front of the car body (which has a positive effect on the comfort of the driver and the front passenger). Cons: changing the parameters of the wheelbase at the occasion of obstacles, the large mass of the levers (increases the weight of the car).

Sixth view of the suspension - on double transverse levers. It, depending on the elastic elements used, is divided into five subspecies: spring, torsion, spring, hydropneumatic and pneumatic. The community of this design for all subspecies is the presence of transverse levers, which are movably moved with their internal ends with a body or a frame of the machine, and internal - with a swivel (for the front suspension, with ball joints with two degrees of freedom) and non-turn (for rear suspension, with Cylindrical hinges with one degree of freedom) stand. The upper lever in such a suspension is shorter than the lower, they can be located both in parallel to each other and at some angle.

The spring suspension on double transverse levers in its design has twisted springs playing the role of an elastic element.

They are located between the transverse levers, or above the top lever with an emphasis on the wing mudguard. Such suspension designs are cars of Jaguar.

The torsion suspension on double transverse levers as the elastic element has longitudinal torsions that are fastened to the lower levers. In this subspecies of the suspension, they can be attached both longitudinally and transversely. With such a suspension, cars made Packard, Chrysler, Fiat, Simka and Zil.

The spring suspension as a elastic element uses the springs, which are located transversely double levers.

Pendants were installed on cars with one, two, four springs, which were attached in one or two points. Also in the first half of the twentieth century, cars were produced that had four polishes (two on each side of the board), located crosswise. Suspension stems had Tatra, Fiat, Ford, Autobianci, Chevrolet, Lancia, Packard vehicles.

In the hydropneumatic and pneumatic subspecies of the independent suspension on double transverse levers, the role of elastic elements play pneumatic cylinders or hydropneumatic elements, combined into one integer with the hydraulic power system and the hydraulic brake system. Pneumatic suspension on double transverse levers had Mercedes-Benz, Austin brands, and hydropneumatic suspensions were distributed from Citroen models.

The advantages of independent suspension on double transverse levers are expressed in construction and functional aspects. The design of such suspension is unique in that all its elements can be attached to a special crossbar, which is rigidly mounted in the body or frame. Thus, when repaired, this suspension can be removed completely as a separate unit for repair or replacement. The functional advantage is that choosing a certain geometry of lever placement, you can rigidly set any necessary mounting parameters of the suspension. This contributes to a high degree of handover by a car, because of what the suspension with double transverse levers is often used in sports cars.

The seventh type of independent suspension is "candle". She became the constructive forerunner of MacPherson suspension. In the design of this type of suspension, a rigid frame is applied to which a swivel fist is notaled. From above, it is supported by a spring or springs. At the end of the obstacle, the swivel fist slides on the frame up and down, providing a subressing. Today, only Morgan's sports cars have this suspension, this species has had the widest possible way at the beginning of the twentieth century. The pluses of this suspension include the simplicity and compactness of the design, low weight, high reliability. By minuses - large longitudinal oscillations.

The eighth type of independent suspension -. At its design, depreciation racks are used, and the elastic element is the twisted spring.

It is installed mainly on the front axle. In more detail, the design, pros and cons of this suspension, we consider in a separate material. MacPherson suspension is installed on most modern cars.

The ninth type of independent (semi-dependent) suspension is a torsion-lever, combining two longitudinal leverage in its design and torsion curly beam. This suspension type was used on the rear axle of front-wheel drive cars. Developed a torsion-lever suspension at Audi, on the models of which it was installed in the 1970s.

Today, such suspension occasionally use Chinese companies on budget models. The benefits of such suspension include their durability and reliability, relative simplicity of design. By cons - stiffness, which affects the comfort of passengers of the rear row of the car, the predisposition to rolls in turn (due to the low location of the center of the roll).