Guide in the car. How the suspension of a modern car is arranged with simple words. Purpose of suspension and general device

The road for the movement of vehicles is rarely ideal. Even on the high-coating highway, cracks are always present, potholes and irregularities. Without depreciation system, the comfortable movement would be impossible, and the body of the car would not stand the shock loads transmitted from the wheels. The car suspension is created to clean such a load, and, depending on the appointment and cost, has a different design.

Appointment and device suspension car

When the vehicle is moving, all oscillations arising from the irregularities of the road are transmitted to the body. The task of the suspension is to soften or extinguish such oscillations. An additional feature is to ensure the binding and wheels, while the wheels have the ability to change the location regardless of the body, adjusting the direction of movement. Together with the wheels, the suspension is among the mandatory elements of the chassis of the machine.

The suspension is a technically complex device consisting of the following parts:

1. Elastic elements - metal and non-metallic parts that make up the entire load from the movement of irregularities, and, by virtue of their properties that distribute it to the body structure.
2. Dimmering devices (shock absorbers) - units with a pneumatic, hydraulic or combined structure, levies of fluctuations in the body obtained from elastic parts.
3. Guide parts are different levers connecting the suspension with the body and controlling the displacement of the wheels relative to each other and body.
4. Transverse stability stabilizers - elastic rods from metal connecting suspension and body, and eliminating possible roll rolls when moving.
5. Wheel supports - parts of the front axle in the form of swivel fists taking loads from the wheels and distributing them on the suspension.
6. Fastening means of parts, aggregates and nodes, whose task is to connect the suspension and the body among themselves. These are hard connections on bolts, ball supports or hinges, composite silent blocks.

Damping elements

Parts of the suspension, quenching oscillations during the movement of the car are called damping elements. These include the following devices:

1. Two-pipe shock absorbers consisting of inner and outer pipes, and performing the function of the tank and piston, which are reported by holes and multidirectional valves, which due to the inertia of the working medium inhibit return-translational movements and fluctuations are quenched.

Depending on the internal work environment, the shock absorbers are divided into:

• Hydraulic;
• Gas-filled;
• Gas hydraulic.

Elastic elements

The task of these suspension elements is to extinguish the blows from the vehicle wheels on the body, and are the following details:

1. Spring. The easiest element present in almost all types of suspension. For efficiency, it may have a different form.
2. Spring. The most ancient element of the suspension is a set of steel sheets connected together and quenching oscillations due to mutual friction.
3. Pneumatic element. Performs the role of alternative to the spring and is a pillow of rubber, where air is downloaded.
4. Torsion. Elastic compact element in the form of a rod, one end of which is connected to the suspension lever, and the other is clamped onto the body. When moving the suspension lever, the rod performs the role of an elastic element and twisted.
5. Stretcher. It is an intermediate part between the body and the suspension elements, forming one assembly unit with them.
6. Transverse stability stabilizer. It is a rod associated with racks or levers of wheel suspension to stabilize the movement of the car.

Principle of work suspension

The automotive suspension works, converting the force of impact from the wheel of the wheel to an uneven coating, in the movement of elastic parts (springs). The rigidity of such movements is controlled and softened by quenching devices (shock absorbers). Due to this, the force of strikes transmitted to the body decreases, which ensures the smoothness of the movement.

The stiffness of the suspension in different cars varies greatly: how it is tougher - the easier and more predictably control, but the comfort of the ride decreases. Soft creates ease of operation, but due to noticeably reduced controllability (which is not recommended to be allowed). For this reason, manufacturers of vehicles always try to find a compromise between comfort and safety.

Suspension classification

In modern automotive, the following types of suspension are most often used:

1. MacPherson. Developed in 1960 by the engineer, granted his surname. Consists of the following parts:

• Stabilizer transverse stability, or "swinging candles". Bashes to the body with a hinge and has a property to swing with the vertical movement of the wheel.
• Block (spring element and telescopic type shock absorber);
• Lever.

The advantage of the suspension in a low price, simplicity and reliability. The disadvantage is a noticeable change in the corner of the collapse on the wheels.

2. Two. It consists of two levers of different lengths - the upper short and lower long. This scheme is one of the most advanced, as the car on it has excellent transverse stability and low wear of the tire in view of the minimum transverse movements of the wheels.

3. Multi-section. It has a similar structure with a double-handed, but much more perfect and more difficult. In it, all the hinges, levers and silent blocks are attached to a special subframe. Many ball supports and rubberized sleeves are perfectly quenched by blows when driving on unevenness, and reduce noise in the cabin. This suspension scheme provides the best tire grip with the surface, the smoothness of the stroke and handling. The advantages of multi-dimensional suspension are as follows:

• Optimal wheel turning;
• Isolated longitudinal and transverse adjustments;
• Small unsophisticated masses;
• The independence of the wheels from each other;
• Excellent potential with full drive.

But the main disadvantage of the suspension is its big value, although recently there is not only representative machines, but also a car golf class with such an aggregate.

4. Adaptive. It carries fundamental differences from other types of mechanisms, being a logical and improved continuation of the hydropneumatic suspension, first implemented by Citroen and Mercedes firms. Her advantages are as follows:

• Small high speed launch and minimal body roll;
• Forcibly changing damping;
• Automatic adaptation to any road surface;
• Excellent stability with direct movement;
• Adaptation under the driver;
• High security.

Different firms in the manufacture of the unit are developing their original scheme, but in general, the design consists of the following components:

• Adjustable transverse stability stabilizers;
• Chassis control unit;
• Active amortized racks;
• Various sensors (road enlightenment, irregularities, etc.).

The main minus device consists in its complexity.

5. Type "de Dion". The invention of the French engineer has the main goal - to the maximum unload the rear axle of the vehicle by separating the main transmission case, while it is attached directly to the body. The torque is transmitted through the semi-axes and shoes, which allows the suspension to be as dependent, so independent. The main disadvantages of the design are "squat" to the rear wheels with a sharp start and "quille" when brake.

6. Rear dependent. The device can be observed on the classic vase models, where cylindrical screw springs perform a distinctive feature in the role of elastic elements. They are "hanging" the beam of the rear axle and is attached to the body four longitudinal levers. Cross reactive traction extinguishes rolls and improves handling. The design does not provide good comfort and smoothness of the move due to unsappressible masses, and the massive rear axle, but is relevant when mounting the crankcase of the main transmission, gearbox and other massive parts.

7. Semi-dependent rear. It is widely used in many all-wheel drive vehicles, and consists of pairs of longitudinal levers, fitting in the center of the cross. Such a suspension has the following advantages:

• Compact sizes and relatively low weight;
• Simplicity of repair and maintenance;
• A noticeable decrease in unsavory masses;
• The best kinematics of the wheels.

The main minus suspension is the impossibility of its installation on rear-wheel drive cars.

8. Pickups and SUVs. Depending on the purpose of the car, three types of suspension distinguish:

• Independent front and dependent rear;
• Fully independent;
• Fully dependent.

In most cases, a spring or spring suspension is installed on the rear axle, which interacts with rigid in-point bridges. Springs are used in heavy jeeps and pickups due to the ability to withstand an impressive load, unpretentiousness and reliability. Such a suspension is inexpensive in price, which influenced the equipment of individual budget vehicles.

The spring circuit is the long-time, soft, and in structure is not complicated, therefore it is installed more often on the light jeeps. Spring and torsion schemes are installed on the front axles.

9. Trucks. A dependent suspensions with longitudinal and transverse springs and hydraulic shock absorbers are installed on trucks. Such a scheme is as simple as possible and cheap in production. But at high speeds, the driver faces bad handling, since the springs do not perfect the function of the guide elements.

The chassis of the car is a complex of nodes and mechanisms, the main purpose of which is to move the vehicle with the condition of repayment of vibrations, shaking and other factors that negatively affect the level of comfort.

The elements of the driving part of the vehicle combine the body and the wheels of the machine, reduce rocking, accept and ensure the transmission of the current forces.

In the process of moving the car, people who are in the cabin feel different types of oscillations:

• Slow - differ in a large amplitude;
• Fast - have a minimum swing level.

In the role of "extinguishers" of rapid oscillations protrude seats, rubber supports (gearbox and motor), as well as other "softening" elements.

From the second type of oscillations (slow) protect the elements of the vehicle's chassis - suspension nodes, tires and others.

Structurally, the machine's chassis includes:

• Suspension (rear and front);
• Tires;
• Wheels.

Below will look at each component from the position of functions and features items.

Car suspension

Chassis elements providing high-quality coated contact

It is the opinion that the quality of contact with the surface of the road depends only on tires, elastic and damping nodes (shock absorber, springs).

In practice, additional elements of the chassis, interacting with each other and kinematics of guide devices, have no less importance.

So, to ensure a sufficient level of safety and comfort, the following elements must be located between the body and the coating:

• Tires - devices that are the first to take on the negative impact of pits or "growths" on the surface of the road surface. Due to certain elasticity, the tires reduce the oscillations and play the role of the suspension status indicators. If the drawing is abruptly uneven, this indicates a violation of the work of the elements of the chassis (for example, to reduce the resistance of the car suspension).
  
• Elastic parts (springs, springs) - devices whose task includes holding a vehicle body at a certain level and maintain high-quality contact of the coating machine. The prolonged use of these products leads to gradual aging of the metal, its "fatigue" due to regular overloads. As a result, the characteristics of the car affecting the level of comfort are deteriorating. Change the magnitude of the clearance, the load symmetry parameter, wheel arrangement angles and other parameters are subject to change. It is important to understand that the springs, and not shock absorbers support the mass of the car. If the road clearance decreases and the vehicle "deals" without load, it's time to install new springs.
  
• Guide details. These elements of the chassis include torsories, springs and lever system that ensure the kinematics of the interaction of the body part and wheels. The main function of the nodes is to maintain moving up or down the wheels in one plane of rotation. In other words, the latter should be approximately in one position, under 90 degrees to the road. If the geometry of the guide nodes is violated, the car becomes unpredictable on the road, the tread protector is quickly wearing, the resource of shock absorbers and other suspension elements decreases.
  
• Auxiliary elastic vehicles of the car. Here you can attribute rubinometallic hinges, which are often called compression buffers. Their task includes suppressing vibrations and HF of oscillations arising from the interaction of metal elements of the chassis. The presence of these nodes contributes to the resource of the car suspension parts, namely shock absorbers. That is why it is so important to check the state of the rubberometallic parts providing the suspension connection. The better the auxiliary elastic elements are performed, the longer the shock absorbers.
  
• The transverse stability stabilizer (SPU) is an element of the chassis of the car necessary to improve the controllability and reduce the level of the TC roll when entering the rotation. With a sharp maneuver, one side of the vehicle is pressed against the surface of the road, and the second - on the contrary, "breaks off" from the coating. The task of SPU is to prevent this gap and ensure sufficient pressing of the "open" side of the car to the road. In addition, in the case of the hitch of the machine on the obstacle, the SPU is spinning and guarantees a quick return of the wheel to the initial position.
  
• The damping element (shock absorber) is an apparatus of the chassis, providing body fluctuations that occur due to the attendance of the road surface, as well as due to the appearance of inertial forces. The shock absorber also limits the oscillations of non-controlled elements (beams, bridges, tires, hubs, and others) in relation to the body. As a result, the quality of the wheel contact and the surface of the road coating is improved.

We looked at the basic elements of the chassis of the car, which are constructively different from each other on different models of machines, but in the end carrying the main purpose - to ensure a comfortable and safe movement of the vehicle.

At the dawn of the automotive development, manufacturers did not pay due attention to the suspension. Because of this, the comfort of the trips suffered - the car was too tough, the oscillations did not quit. Soon, the automakers began to develop more and more new types of suspension, which turned the use of the car into one solid pleasure.

What is the suspension?

Road surface irregularities consistently lead to body fluctuations. It is because of them that there is a characteristic shaking in the car's cabin, especially at the average speeds. In addition, wheel blows about road potholes generate some energy capable of damaging body elements or some units.

The suspension softens the vibrations of the car, which makes the trip comfortable. In addition, it protects the body from possible damage. Modern suspensions are able to mitigate the movement of the machine that even rather large potholes will not be noticeable for passengers.

Another assignment of the suspension is to reduce the degree of rolls with steep corners of the car at high speeds. This is possible due to the transverse stability stabilizer. It is an elastic beam, a fastening body with a suspension.

Suspension device

What car suspension consists, forms a rather complex technical unit. There is nothing surprising in his difficulty, because the suspension needs to distribute the weight of the car, as well as reduce the loads affecting the body. In this regard, the repair of some suspension models is very difficult in the garage conditions, you have to contact the car service.

The car suspension consists of several nodes, each of which lies its own function:

• Elastic elements. At different models, they may vary: springs, torsions, and sometimes springs. They can be made of metal or rubber. The task of these elements is the distribution of loads from irregularities on the body.
• Shock absorbers. These are quenching devices that level the body fluctuations due to irregularities, providing a smooth movement of the car.
• Levers playing the role of guide elements. They are responsible for the mutual movement of the wheels and the body.
• The transverse stability stabilizer, which was described above.
• Swivel fists performing the role of support for wheels. They evenly distribute the load from each wheel throughout the suspension.
• The elements connecting the pendant with the body: silent blocks, hinges, rigid bolted fasteners.

That's actually all that enters the car suspension. In some types of equipment, the suspension device may differ from this classical option, but everything that concerns the car looks like this.

Principle of work suspension

When the wheels with road irregularities, the energy occurs, which is distributed through the body and its individual elements according to the laws of physics. If there were no suspension, then shaking would be unbearable. This is well noticeable on the example of some cars of the war period. Shaking was such that the driver risked to fly out of the cockpit on particularly sharp Ughab. These vehicles had a too primitive suspension, which was not able to absorb the power of the jokes.

When the wheel falls on unevenness, that energy that could collapse on the body goes into the quenching node, that is, the shock absorber. Depending on the direction of exposure to energy, it is compressed or expanding. It turns out that only the wheel comes to the vertical movement, and not the entire body of the car.

At the same time, levers are connected to work. They disseminate the energy of oscillations from a particular part of the car body, evenly distributing it throughout the suspension. It saves off the bodice of the body, as well as on possible technical damage.

Stiffness - security guide

With the way the car suspension works, the comfort of travel and passenger safety is connected. It is important to choose this unit correctly, otherwise there will be problems. At a minimum, it will be difficult to use the car in some situations.

For example, if the machine is used for quick and aggressive ride, the suspension must be rare. In this case, the car handling will be incomparably higher than with a soft suspension. In addition, the car will accelerate and slow down much more dynamic. A good solution is an active suspension. Its rigidity can be adjusted depending on the conditions of use of the vehicle.

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.

Article on automotive suspension - History, Types of suspension, Classification and purpose, Features of functioning. At the end of the article - an interesting video on the topic and photos.

Purpose of suspension

Another role of suspension is the implementation of regular contact of the wheels with a road surface, as well as the transmission of the engine and braking force to the road surface, so that the wheels do not violate the desired position.

In good condition, the suspension works correctly, as a result of which the driver manage the car safely and comfortably. Despite the external simplicity of the design, the suspension belongs to one of the most important devices in the modern machine. Its history is rooted in the distant past, and from the moment of its invention the suspension passed through many engineering solutions.

A little story about the car suspension

For the first time, the so-called elliptical springs were applied for the carriage, which were a flexible connection between the wheels and the bottom of the carriage. Much later, this principle was used for cars. But at the same time, the spring itself has changed - it turned into a semi-elliptical one, and this allowed it to be installed transversely.

However, the machine with such a primitive suspension was managed with difficulty even at the lowest speeds. For this reason, the suspension was subsequently installed in the longitudinal position for each wheel separately.

Further development of the automotive industry made it possible to evolve and suspension. To date, these devices have dozens of varieties.

Suspension and technical data

However, despite the fact that all types of car suspension are different, they are produced for the same purposes:

• Repayment of vibration and blows from an uneven road surface in order to minimize the loads on the body housing, as well as to improve the comfort of the driver and passengers.
• Stabilization of the position of the machine in the process of following by regular contact with the road, as well as the reduction of possible bruises of the body body.
• Preserving the necessary geometry of the position and move all wheels to ensure the accuracy of maneuvering.

Varieties of pendants for elasticity

• rigid;
• soft;
• print.

The soft suspension is installed in the bulk of passenger cars. Her dignity is that she smoothes road irregularities quite well, but on the other hand, the car with such a design of the suspension is more prone to fluffs, and it is worse.

The screw suspension is needed in cases where the need for variable stiffness occurs. It is made in the form of rack shock absorbers, on which the strength of the spring mechanism is regulated.

Travel suspension

That is, the greater the course, the greater in size, the irregularity is able to pass the machine without blows on the limiter, as well as without provisit of the leading bridge.

1. Elastic device. Takes the load provided by road obstacles. It may consist of a spring, pneumatic elements, and so on.
2. Damping device. It is necessary to repay the body vibration in the process of overcoming road irregularities. All varieties of depreciation devices are used as this device.
3. Guide device. Controls the required displacement of the wheel relative to the body housing. It is performed in the form of transverse thrust, levers and springs.
4. Transverse stability stabilizer. Dims the tilting of the body in the transverse direction.
5. Rubber-metal hinges. Serve for an elastic connection of parts of the mechanism with the machine. Additionally, they are a small extent to perform the role of shock absorbers - partially quenching the jackets and oscillations.
6. Suspension stop limiters. Fix the course of the device in the critical lower and in the critical top points.

Suspension classification

The suspension can be divided into two categories - dependent and independent. Such a division is dictated by the kinematics of the suspension guide device.

Varieties: Spring, spring, pneumatic. Installation of spring and pneumatic suspension requires the use of special thrust to fix bridges from possible offset during installation.

Advantages of addicted suspension:

• large loading capacity;
• easy and reliability in application.

• makes it difficult to manage;
• a weak resistance at high speed;
• insufficient comfort.

Advantages of independent car suspension:

• high degree of manageability;
• reliable stability of the machine;
• elevated comfort.

• the device is quite complex and, accordingly, costly in economically;
• reduced durability in operation.

Note: There is also a semi-dependent suspension or so-called torsion beam. Such a device is a cross between independent and dependent suspensions. The wheels continue to be rigidly interconnected, but, nevertheless, the ability of a small displacement separately from each other they still have. Such an opportunity is provided by elastic quality of a bridge beam, which connects the wheels. This design is often used for rear suspension of inexpensive cars.

Types of independent suspension

McPherson suspension (McPherson)

On the photo McPherson suspension

The transverse thrust, which connects both levers, is attached to the bottom of the car and serves as a kind of opposition to the tilt of the car. The wheels are freely rotated thanks to the bearing of the shock absorber and the ball fastener.

Advantages of the suspension MacPherson:

• easy easyness;
• takes a small space;
• durability;
• affordable price both in the acquisition and repair.

• ease of control at the average level.

Double front suspension

This development is considered quite productive, but also very difficult on the device. For the top fastening the hub serves the second transverse lever. For elasticity, the suspension can be applied either spring or torsion. The rear suspension works in the same way. Such an assembly of the suspension gives the machine maximum convenience in control.

Hydraulic suspension

In this design, the shock absorbers are connected to a molded closed contour filled with hydraulics oil. With such a suspension, you can adjust the degree of elasticity and ground clearance. And if the machine has electronics, providing for the adaptive suspension functions, then it can adapt itself in a variety of road conditions.

Sports independent suspension

They are also called coilovers or screw suspensions. Made in the form of depreciation racks, in which you can adjust the degree of rigidity directly by car. The lower part of the spring has a threaded connection, and this allows you to change its vertical position, as well as customize the size of the road lumen.

Push-Rod and Pull-Rod suspension

Sports pendant Push-Rod. Loining the component, called the pusher, functions on compression.

Sports suspension Pull-Rod. The same part that is experiencing the greatest tension, works for tension. This solution makes the center of gravity lower, due to which the car becomes more stable.

However, despite the listed small differences, the effectiveness of these two versions of the suspension is approximately at the same level.

Video about car suspension: