Dependent or independent suspension. Why automakers do not refuse beam

Whatever, once the suspension is independent, then the movement of one wheel is not dependent on the other. It is more common in theory. In practice, completely independent suspensions are rare.

Almost always in the design of the suspension there is such a detail as a stabilizer of transverse stability. Thanks to her, the vertical movements of one wheel through the elastic torsion are transmitted to another. Such a "impairment of independence" is needed to improve car handling, or rather, to reduce rolls in turns. The decision is not the most elegant, having a number of shortcomings, but at the same time inexpensive, because active suspensions are more expensive for orders. And so quite simple item does not give the car to fall in the turn.

Of course, manageability can be configured without this detail, and even the smoothness of the stroke will improve. There are quite a few examples: here Renault Logan, for example, after the first restyling lost the stabilizer in front, and the classic zhiguli in the rear suspension it was never. But most of the modern cars have it in the front, and in the rear suspensions.

Not uncommon and "active" stabilizers who know how to change the angular rigidity of the Torsion or are generally disconnected. There are such, for example, or on Nissan SUVs. This reduces negative factors from the use of the stabilizer.

In the photo: Nissan Patrol "2014-N.V.

It turns out that the suspension from the absolute majority of machines is not absolutely independent, the movement of one wheel still causes moving and the other. Let it be less than in the form of communication in the form of a common rigid axis, like a dependent suspension, when the movement of one wheel is always uniquely connected with the movement of the second.

With continuous bridges, by the way, the transverse stability stabilizer also use: rolls have cars with any suspensions.

Semi-dependent: rare and most common

If the stabilizer is still needed, it may be possible to make it part of the carrier suspension design? Probably, this is how the engineers were reasoned when McPherson's front suspension was invented for. Do not be surprised, but MacPherson she has half-dependent, because instead of the front lower lever suspension, a powerful transverse stability stabilizer is used here. Both wheels associate a uniform elastic part, which is part of the supporting structure. The eighties were generous for interesting technical solutions, so I would not be surprised if there was a similar scheme on some other machines, because the maintenance of the stabilizer is very convenient to use as a lever. In kinematics, the Audi suspension can be considered completely independent of one substantial "but": the vertical movement of one of the wheels necessarily causes the movement of the second wheel to a significant amount associated with a sufficiently high stiffness of the torsion.

A very common scheme of a semi-dependent suspension with a twisted beam is including the fruit of the efforts of the Volkswagen concern engineers. After all, it appeared on VW Golf in 1974. The genius of the idea was that the guide apparatus of both rear wheels was a single detail that was attached to the body just in two points. And the elastokinematics movement of each of the wheels was almost similar to the kinematics of the suspension on the longitudinal levers. The beam in the form of the letter H is attached to the body at two extreme points, and the wheel hubs are located at the lower ends of the letter. The most important part of the design is a cross, which connects the design together and provides the necessary rigidity. If the beam is located close to the attachment points to the body (when the beam becomes the letter P), then the suspension on the kinematic scheme will be completely similar to the construction on the longitudinal levers, and if you move closer to the points of the wheel attachment, it will be more like dependent suspensions. The central part of the beam in this design necessarily has compliance and can bend, providing wheels with the possibility of independent movement. It is possible to attribute such a suspension to addicted only constructively: the wheels are associated with a single part of the carrier structure. But in the work, such a suspension is still similar to it.

In the photo: Volkswagen Golf "1974-83

The design is so convenient for mass engineering that it is used for, and sometimes use and combined with the leading rear axle. For example, the rear is exactly the twisted H-shaped beam, even on options with a full drive.

The secret is simple. First, the design is extremely reliable: powerful side levers are connected by powerful torsion, and it is attached to the body with large and durable silent blocks. These details serve for a long time, and break them hard. And such a design is inexpensive both in manufacturing and in operation.

Kinematics movement of wheels is initially successful and can vary widely by changing the stiffness of fasteners, stiffness of the torsion, lateral levers and their mutual location. In addition, the suspension is very compact, allows you to dissemble shock absorbers as widely as possible, which ensures excellent conditions for their work. You can position the springs and shock absorbers are very low and tightly, which increases the inner volume of the rear of the machine. Of all the types of independent suspensions for native wheels, the best kinematics possess the multi-dimensional structures on the basis of dual-time suspension or MacPherson racks, but they are much more expensive.

Disadvantages of such a scheme too. Elastoknematics of the H-shaped beam is such that the angular rigidity of the beam is always associated with the suspension of the suspension in the transverse direction and the load. As a result, the beam is always excessively rigid for its role stabilizer transverse stability. The unsappressible masses of this type of suspension are also quite high, and an attempt to reduce the mass of beams by reducing the length of the longitudinal levers leads to the deterioration of the kinematics of its operation and an increase in communication rigidity. And unleash the rigidity of the rubberometallic elements in the longitudinal and transverse direction is also structurally difficult, they will always be connected, because it is only two silent blocks working for a twist and gap.

The complication of the design by the introduction of reactive thrust, for example, in the form of a WATT mechanism - not new. Comparatively recently, it was used in serial production on Opel Astra J / Chevrolet Cruze, and athletes during the preparation of machines with a n-shaped beam often used additional jet levers to improve control and kinematics control.

Watt Mechanism

The supporting elements of the beams are trying to put at an angle to the rolling plane of the beam: it is possible to reduce the transmission of vibrations on the body with a decrease in blockage of blocks in the transverse direction and improving kinematics. Additional tricks in the form of removal of reference platform springs on the external brackets allow you to provide the necessary angle of trust of the wheels under load. But in any case, this type of suspension remains structurally simple and cheap. And that is why it is used so massively.

And in practice, how is it?

A comparison of various cars with different types of rear suspension does not make it possible to choose a unambiguous leader. Of course, the multi-dimensional suspension is easier to endure and good handling, and the high smoothness of the stroke in combination with high load capacity. But the trouble: comparing even the car of one class, it is impossible to conclude that the suspension is used only on the basis of their running characteristics. A real gift for lovers find out what is better, and what is worse, there are cars on the MQB platform: many of them, depending on the motor in the rear suspension, can be used both beam and multi-dimensional design.

Independent suspension - suspension design, in which there is no hard connection between the right and left wheels of one pair. Actively applied in modern cars, as it provides good handling at high speed.

Chassis

In the most common classification, the car suspension is divided into two types: dependent and independent. The main feature of the dependent suspension is that two wheels, being on the same axis, are rigidly connected to each other. In an independent suspension, there is no common axis. As a result, handling and general comfort for the driver in vehicles with such a suspension is significantly higher.

Types of independent suspension

Built, as it is clear from the title, on the joints equipped with hinges. It was used in combination with springs, but did not receive much distribution due to imperfection - too much degrees of freedom get wheels, which does not produce better effect on handling.

Given these features, most often such suspension supplied cars with a rear axle. Such a suspension, in particular, was applied from behind in the domestic "humpback" Zaporozhet ZZ-956.

This type of independent suspension is characterized by simplicity, ensuring it quite widespread. From the title it is clear that the basis of the design is the longitudinal levers attached to the body, which have the ability to swing up and down. The disadvantage of such suspension was and remains its relative "dependence", since with rolls the wheel on the opposite side of the body is too much rises, partially losing the clutch with the road. Thanks to this negative quality, it is primarily on the rear axle of front-wheel drive cars. The suspension of this type in the second half of the twentieth century, Citroen cars and other "French" were equipped. The relative advantage of longitudinal levers can be considered that they practically do not occupy space under the body, allowing you to increase the volume of the trunk.

In the eighties, the suspension on the longitudinal levers was gradually displaced by the MacPherson system, and later, suspension on double transverse levers.

McPherson suspension

The most common type of independent suspension. It is often used in the front axle of the car, regardless of whether it leads or not. MacPherson suspension is a type of suspension on double transverse levers, in which the upper transverse lever is removed, and the role of the second support is performed by a shock absorbing rack.

The compactness of the McPherson suspension allows you to successfully use the design on the front-wheel-water cars, as it does not interfere with installing the engine and the box is transversely and leaves enough space for drive drives (Solus).

This modification of the suspension on the longitudinal levers, created in the desire to deliver the design from "congenital diseases". Kosy levers are called because they are installed not strictly parallel to the body, but at a certain angle, which interferes with the wheels "Corn" in the perpendicular axis of the direction of the direction. This circumstance made it possible to increase control in comparison with vehicles equipped with suspension on longitudinal levers. Kosy levers can be seen in the early BMW cars of the Third Series, Ford Granada, Sierra and Scorpio, that is, on rear-wheel drive models.

Rare enough in our time the type of suspension with two longitudinal levers on each side. It was used mainly on the front axle of the backarter cars. The most striking example of "Volkswagen Beetle" and the first two generations of minibuses "conveyor".

This type of suspension, the world is obliged to be not essential Ferdinand Porsche. In the domestic automotive history, the most famous example of application is the design of the front axle suspension of the Zaporozhets. Motorists with great experience, probably remember the torsions prisoners in the pipes that performed the role of elastic elements in the ZAZ-956 suspension, the most noticeable part of its detail, but it is hardly known that it is they who coupled with double longitudinal levers make up the basis of the "Porsche system"

In this design, on each side of the car there are two transverse levers, one end moving on the body, a subframe or frame, and the second, external, on the rack, to which the rotary fist is attached, carrying the wheel (front axle), or the hub (rear axle ).

The main advantage of the suspension of this type is the possibility even without adjusting screws or other elements, the selection of the length of the levers, set all the main characteristics (for example, the collapse parameters of the wheels). Thanks to this, an extremely important factor in most modern car suspension as an anterior and rear axis is based on the principle of two levers.

Active suspension

In principle, the suspension of this type may be a kind of any of the above. The essence of the concept reflected in the title is the ability to change the position and stiffness of the elements working on the command of the command from the control unit. It is based on pneumatic cylinders, hydraulic or pneumohydraulic cylinders. In passenger cars, it is rare due to complexity and high costs. A classic example can be considered a clearance change system, which can be found in Citroen cars, from DS of the beginning of the fifties, to the Xantia of the midst of the nineties.

Pros and cons independent suspension

Small weight of unsophisticated masses. The weight of all the elements of the suspension is considered unsappressive mass (including the weight of the wheel). The less weight, the better the suspension works, fluctuations are lighter, longer than the "life" of the suspension elements.

More suspension settings.

Better management and clutch with expensive at high speeds.

More difficult design, more details and, accordingly, more complicated and more expensive.

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 to 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.

There are two options for the supply of car body - dependent and independent suspension. In modern passenger cars, it is usually an independent suspension. This implies that the wheels on one axis do not have a tight bundle with each other, and the change in the position relative to the body of the machine one in any way or almost does not affect the position of the second. At the same time, the corners of the collapse and wheel convergence are able to change in fairly significant limits.

Suspension with swinging shorts

This is one of the simplest and cheapest views of the suspension. Its main element are semi-axes having hinge in the inner ends, by which they are connected to the differential. The outer ends are rigidly connected to the hub. The role of elastic elements are springs or leaf springs. The feature of the design is that at a distance of any obstacle, the position of the wheel remains consistently perpendicular.

Additionally, longitudinal or transverse levers can be present in the design, designed to quench the reaction forces of the road. Such a device had the rear suspension of many rear-wheel drive cars, produced in the middle of the last century. In the USSR, the suspension of the VEZ-965 car can be brought as an example.

The lack of such an independent suspension in its kinematic imperfection. This means that when driving around uneven roads, the collapse of the wheels and the width of the rut is changed in large limits, which negatively affects manageability. Especially this becomes noticeable at speeds of more than 60 km / h. Among the advantages can be called a simple device, cheap service and repair.

Suspension on longitudinal levers

There are two varieties of independent suspension on longitudinal levers. In the first, springs are used as elastic elements, and in the second - torsions. The wheels of the car are attached to the longitudinal levers, which, in turn, are movably mounted with a frame or body. Such suspension found its application in many French front-wheel drive cars, produced in the 70s and 1980s, as well as motor collections and motorcycles.


Among the advantages of such a design can also be called a simple device, cheap manufacture, maintenance and repair, as well as the ability to make the floor of the car completely smooth. The disadvantages of it has much more: during the movement, the wheelbase changes in significant limits, and in the corners, the car is strongly cubed, and hence the handling is far from ideal.

Suspension on oblique levers

The device of such a suspension is largely similar to the previous one, the difference consists only in the fact that the axes of the rush of the levers are located under the oblique angle. Due to this, it is reduced to a minimum change in the wheelbase of the machine, and the carriages of the body almost do not affect the angle of inclination of the vehicle wheels, but on irregularities, the width of the rut is changed, and the angles of convergence and collapse are changed, which means that controllability deteriorates. The role of elastic elements used twisted springs, torsions or pneumatic bullons. This option of independent suspension was often used for the rear axle of cars, the exception was only the Czech Trabant, the front suspension of which was performed according to such a scheme.


There are two varieties of pendants on oblique levers:

1. single coat;
2. duplex.

In the first case, the semi-axis has one hinge, and the axis of swing the lever passes through the hinge and is at an angle of 45 degrees to the longitudinal axis of the machine. Such a design is cheaper, but also kinematically perfect, therefore it was used only on lungs and slow machines (ZAZ-965, FIAT-133).

In the second case, half-axis have two hinge, external and internal, and the axis of the rock swing does not pass through the internal hinge. It is located at an angle of 10-25 degrees to the longitudinal axis of the car, it is preferable to the kinematics of the suspension as the deviations of the rut values, the wheelbase and the collapse remain within the normal range. Such a device had rear suspension of cars ZAZ-968, Ford Sierra, Opel Senator and many others.

Suspension on longitudinal and transverse levers

Very complicated, and therefore rarely encountered design. It can be considered a variety of suspension MacPherson, but in order to unload the springs of the springs wing splashed horizontally along the car. The rear end of the spring rests on the partition between the engine compartment and the interior. In order to convey the effort from the shock absorber, it was necessary to introduce an additional lever, swinging in a vertical longitudinal plane along each side. One end of the lever is hinged with the top of the depreciation rack, and the second is also hinged with the partition. In the middle, the lever has an emphasis for a spring.


According to such a scheme, the front suspension of some ROVER models is performed. She has no special advantages over MacPherson, and has kept all the kinematic shortcomings, but they lost the main advantages, such as compactness, technological simplicity, a small number of hinged compounds.

Suspension on double longitudinal levers

Its second name "Porsche system", according to the surname of the inventor. In such a suspension, on each side of the car there are two longitudinal levers, and the role of elastic elements perform torsion shafts located on each other. Such a device had anterior suspension of cars, the motor of which is located at the back (models of early sports machines Porsche, Volkswagen Beetle and Volkswagen Transporter of the first generation).


The independent suspension on the longitudinal levers is compact, in addition, it allows you to make the interior forward, and the legs of the front passenger and the driver are accommodated between the wheeled arches, and therefore reduce the length of the car. Of the minuses, you can mark the changes of the wheelbase at the occasion of obstacles and the change in the collapse of the wheels with the bodies rolls. Also, due to the fact that the levers are subjected to constant heavy bending loads and twist, you have to increase them, increasing the size and mass.

Suspension on double transverse levers

The device of this type of independent suspension is as follows: two levers are transversely located on both sides of the car, which are movably connected to the body, cross-line or frame, and the second with a depreciation resistant. If this is anterior suspension, then the rack is swivel, with ball hinges having two degrees of freedom, if the rear is non-refining rack, with cylindrical hinges having one degree of freedom.

Elastic elements are used different:

• twisted springs;
• torsions;
• springs;
• hydropneumatic elements;
• pneumatic cylinders.

On many cars, suspension elements are attached to the crossbar, which is rigidly connected to the body. This means that you can remove the entire design of the whole, as a separate node, and carry out repairs in more convenient conditions. In addition, the manufacturer has the opportunity to choose the most optimal method of placing levers, having hardly setting the required parameters. Thereby ensures good handling. For this reason, the suspension on double transverse levers is used in racing cars. From the point of view of kinematics, this suspension does not have drawbacks.

Multi-dimensional suspension

The most complex device has a multi-dimensional suspension. It is similar in its structure with a suspension on double transverse levers and is used mainly on the rear axle of class D cars and above, although sometimes occurs on class C machines. Each of the levers is responsible for a specific wheel behavior parameter on the road.


The multi-dimensional suspension provides the best handling machine. Thanks to her, it is possible to achieve the effect of infringement of the rear wheels, which allows you to reduce the radius of the car turning, and is betterplying to keep the trajectory in turns.

Multi-dimensional suspension has the disadvantages, however, they do not carry a production nature - the cost of construction, the complexity of design and repair is great.

McPherson suspension type

The front suspension of most modern cars class A - C is made according to the type "MacPherson". The main elements of the design are depreciation racks and twisted spring as an elastic element. The MacPherson suspension device is more detailed, its advantages and disadvantages are considered in a separate article.

Instead of pre-school

In modern automotive, a dependent and independent suspension is used. Do not assume that one of them is better than another, since their purpose and scope are different. Under a solid bridge, the road clearance always remains unchanged, and this is a valuable quality for a car that rides predominantly off-road. That is why SUVs use spring or spring rear suspension with a continuous bridge. An independent car suspension cannot provide this, and the real clearance may be less than the stated, but its elements are asphalt roads, on which it undoubtedly wins the bridge in manageability and comfort.

It is an important car complex, once again talk no need. After all, it is the suspension that performs the task of connecting the body (frame) of the car and expensive.

The main elements of the suspension

The main features of the suspension are:

• Connection of wheels with body or frame;
• Ensures the necessary smoothness of the stroke and the necessary nature of the movement of the wheels relative to the carrier part of the car;
• Transfers the strength and moments that occur when the interaction of the wheels with the road, on the dispensing part of the car.

Suspension elements:

• Guides - precisely those that set the nature of the movement of the wheels;
• Elastic - perceive and guide vertical reaction forces arising from the wheel by road on the irregularities of the road;
• Depreciation () - employees for quenching oscillations of the carrier part of the car arising from the impact of the road.

Classification of car suspension

In fact, the suspension is classified into two types: and dependent. Each of the types depending on the functionality, is already divided into various types of suspensions.

Dependent suspension - The design in which both wheels of the axis are rigidly related. Moving one of them affects another.

Independent suspension - The design in which the wheels of one axis are not connected with each other, or affect only in a small extent. When working independent suspension, the installation parameters of the wheel6 collapse, the base, the rut can vary when the suspension is running.

The car suspension today is a rather complicated design that combines elements of hydraulics, mechanics, pneumatics and electronics at the same time. The presence of electronic suspension control systems allows you to achieve a high-quality combination of suspension parameters, comfort and controlled by car.

Main types of suspensions in passenger cars

Semi-dependent rear suspension. It is the back, since this type of suspension applies only from behind. It looks constructively as follows: two longitudinal levers are connected in the middle of the cross. This type of suspension is applied only on a native bridge. As a positive characteristic of suspension of this type: light weight, compactness and ease of installation.

Independent car suspension. The main, traditional types of independent mass production suspension, which are installed on modern front-wheel drive cars, are suspension: McPherson (MacPherson), double and multi-dimensional suspension.

Each of these types of suspension has its drawbacks, advantages and features. The most effective is a multi-dimensional independent suspension, but it is expensive in production and is used on representatives of the representative class.

We summarize. By and large, the mass consumer is absolutely no difference, what the number of levers in the front or rear suspension. In general, the car must fulfill its task: to be a comfortable, convenient and safe means of movement.

What, in fact, and the engineering departments of automotive companies are achieved - constantly improving the existing types of suspensions, improving their operational parameters and consumer qualities.

As for choosing the type of suspension, or rather the car model with one type of suspension, then the choice is yours. After all, you can know what purpose your car is intended for, and what is your driving style. Here, based on these factors, and choose the type of suspension of your future car.

Good luck to you in the operation of the suspension of any type.