Front suspension on trailing arms. Incomplete independence: how it works and why semi-dependent suspension is good. Trailing arm suspension

Just as it is impossible to imagine a car without an engine, it is unrealistic to do it without a suspension - the most important system responsible for the comfort, safety and durability of a car. This element in the design of the car is riveted to the great attention of engineers, who are still finding new opportunities to improve its performance, making it more and more perfect.

Regardless of the type of suspension, almost all have springs that play an important role in absorbing shock and vibration when driving on poor quality road surfaces. Modern spring suspension is divided into two main types - dependent and independent, which in recent times are often replaced by their intermediate variant - semi-independent spring suspension. Each of them has certain disadvantages, advantages and specific features.

dependent construction

This is the oldest type of vehicle spring suspension, which is a simple rigid connection of a pair of wheels to each other. At present, the use of this type continues, which is presented on the market in two designs: on longitudinal springs and guide levers. The spring design is quite simple. The bridge is suspended from the body on special elements - springs, which are elastic steel plates connected to the body by a ladder.

The lever-based design is arranged differently. The main elements here are levers, of which there may be several in the design. They perform similar functions to springs, and most often use four trailing arms and one transverse arm. Despite the considerable age of this design, it has a sufficient number positive aspects- strength, simplicity and low maintenance cost. Among the disadvantages of a car with this type of suspension, one can note less stability and more difficult handling.

Interesting! Despite the shortcomings, the dependent suspension is ideal for heavy SUVs operating in extreme conditions. They will be able to continue moving even in that case. If rear axle was damaged, for example, bent.

Independent spring suspension

This is a system in which the wheels are independent of each other, each moving at its own rhythm, which is influenced by the characteristics of the surface. An independent spring suspension can be created on the basis of straight or trailing arms, one part of which is fixedly fixed to the car body. Direct arms in independent suspension are always made too massive, because they have to take too much load. In addition, the disadvantage of such a system can be considered a low ground clearance.

The slanting levers in the spring independent suspension were used to a greater extent for the rear drive axle. As a difference with the mechanism described above, it is worth noting the presence of a hinge. Such a suspension is cheaper for the manufacturer, but it also has a rather serious drawback - a variable wheel alignment, with which you have to suffer a lot. The use of this type of suspension is effective only on the rear axles of the car - it is not used on the front axles.

Semi-independent suspension

Semi-independent spring suspension occupies an intermediate link between the two systems described above and is the most the best option for the rear axle of most modern cars equipped with front-wheel drive. Outwardly, such a system is simple - two trailing arms are securely fixed by a beam located across. The whole design is simple and reliable, but can only be used on the rear axle if it is not the leading one.

When the car is moving, and especially when accelerating / hard braking, various forces, including twisting, act on the semi-independent spring suspension beam. To be able to adjust the stiffness of the beam, an electric motor can be installed on it - in this case, the driver has the opportunity to change the stiffness of the suspension at his own discretion. Such designs of semi-independent suspension are successfully installed on many modern cars belonging to different classes.

Advantages and disadvantages of semi-independent suspensions

Like any other automotive unit, the design of a semi-independent spring suspension has both its advantages and some disadvantages. Its strengths include the following:

• optimal dimensions and low weight, which reduces the percentage of unsprung mass;
• ease of installation or self repair;
• low cost;
• the ability to change characteristics;
• optimal kinematics of the wheelset.

Among the main disadvantages that are inevitable in almost any design, one can name the possibility of using it only on the rear axle, which, at the same time, cannot be the leading one. Such a suspension imposes strict requirements on the bottom of the car, which must have a strictly defined geometry. However, it is the semi-independent spring system that becomes optimal for most vehicles. Enough detail about the suspension options is described in the video:

Independent suspension is the most popular type of suspension. It differs from others in that each wheel does not affect the others, and there is no rigid connection between the wheels. There are many types of independent suspension, but the most popular is the MacPherson strut. It differs from others in good performance and relatively low cost.

Types of independent suspensions

In such a suspension, two axle shafts are used instead of one. Each axle is attached to the chassis with a hinge, which ensures that the wheel is perpendicular to the axle shaft. In addition, when cornering, the lateral forces of the suspension can throw up the car, which affects the stability of the car. Most often, this type of suspension is used for trucks.

This type of suspension consists in the fact that each wheel on the same axle is attached on both sides to a lever tightly fixed to the frame. When using this suspension, the wheelbase may change, but the track remains the same as it was. The sustainability of this vehicle independent suspension type does not have good characteristics, due to which the wheels can turn with the body. This negatively affects the grip of the tires on the road. When moving, the trailing arms take on the entire load from all directions. For this reason, this type of suspension lacks rigidity and weight. The advantage of trailing arm suspension is the ability to make a flat floor in the car, which increases the volume of the cabin inside. Such a suspension is often used in the production of light trailers.

Dubonnet pendant

This type independent car suspension used on machines in the first half of the twentieth century. On each side of the car was a jet-powered lever. The lever acted on the spring, and the jet thrust was connected to the casing, in which the spring was located and transmitted the forces during braking. This type of suspension did not take root, because liquid constantly leaked from the casing.

This type of suspension is just an advanced trailing arm suspension. It is used for the driving axle. The design of the suspension minimizes the possibility of changing the width between the wheels, and also affects the rolls on the slope of the wheels. When the fuel supply increases during a turn, the rear of the car squats slightly, causing the front wheels to camber. When the fuel supply is reduced, the front of the machine becomes lower and the rear of the machine rises.

There are two arms on each side of the suspension that attach to the frame internally with an elastic mount. Outside, they are connected to the wheel rack. The advantage of this type of suspension is that you have the opportunity to adjust all the necessary parameters and its nature during operation. This suspension is very popular on, because it can be adjusted on it:

• Height of roll centers;
• track width;
• wheel camber;
• Longitudinal and transverse indicators;

This type of suspension has a guide post and an additional lower arm. This allows you to rock when the top pivot is working. Macpherson- This is a continuation of the candle suspension. The steering knuckle slides up and down the guide frame, which provides the turn. The MacPherson strut type is very popular because this type of suspension is simple, compact and inexpensive.

A multi-link suspension is a type of double wishbone suspension. They are used on machines rear wheel drive. For a long time it was used in front, but then the designers were able to improve the handling and stability of the car. There was no screwing in the new suspension.

Disadvantages and advantages of independent suspensions

Basically, this type of suspension is used on. They better tolerate potholes on the road surface. When one wheel gets into a hole, it does not affect the second one. If the machine at high speed falls into a large hole, then it has a lower risk of rolling over if installed car independent suspension. Cars with this type of suspension are safer and more mobile. They also have a higher level of grip, which is clearly visible at a good speed.

The main disadvantage of this type of suspension is a higher probability that it will fail faster than. This moment is clearly visible during a trip on mountain roads, when one wheel goes over an obstacle, and the second goes along its own path. Because of this, the clearance becomes less, as a result of which the bottom of the machine may be damaged. One thing is for sure: asphalt roads are the element of independent car suspensions.

In an independent suspension, the wheels of one axle do not have a rigid connection, and the movement of one of them either has no effect on the second, or has only a small effect on it. At the same time, the settings such as: track, camber, and in some types, the wheelbase, change during compression and rebound of the suspension, sometimes within very significant limits.

With swing axles

Suspension with swing axles has one hinge on each of them. This ensures their independent suspension, but during operation of this type of suspension, both the track and the camber change to a large extent, which makes such a suspension kinematically imperfect. Due to its simplicity and low cost, such a suspension was at one time widely used as a leading rear axle on rear-wheel drive vehicles. However, as speeds and handling requirements increased, they began to abandon it everywhere, as a rule, in favor of a more complex, but also more advanced suspension on longitudinal or oblique levers. For example, ZAZ-965 had swing axles in the rear suspension, but its successor ZAZ-966 already received oblique levers and axle shafts with two hinges on each. undergone the same transformation rear suspension second generation American Chevrolet Corvair.

On front axle such a suspension was used very rarely, and almost exclusively on low-speed, light rear-engined cars (for example, the Hillman Imp). There were also improved versions of such a suspension. For example, on some Mercedes-Benz models of the sixties, a rear axle was used with a single joint in the middle, the halves of which worked as a swinging axle shaft. This version of the suspension is characterized by a smaller change in its settings during operation. An additional pneumatic elastic element was installed between the halves of the bridge, which made it possible to adjust the height of the car body above the road.

Some vehicles, such as mid-1960s Ford pickups, used non-driving axles with oscillating axle shafts, the attachment points of which were located close to the wheels of the opposite side. At the same time, the axle shafts turned out to be very long, almost the entire track of the car, and the change in track and camber was not so noticeable.

On trailing arms

In this suspension, each of the wheels of one axle is attached to a trailing arm, which is movably fixed to the frame or body. This type of independent suspension is simple but imperfect. When such a suspension is operating, the wheelbase of the car changes within a fairly wide range, although the track remains constant. When turning, the wheels in it lean along with the body much more than in other suspension designs. The trailing arms perceive forces acting in all directions, which means they are subjected to large loads on torsion and bending, which requires their high rigidity and, accordingly, weighting.

In addition, it is characterized by a very low, in the region of the roadbed, the location of the roll center, which is a disadvantage for the rear suspension. In addition to simplicity, the advantage of such a suspension can be called the fact that between the levers the floor can be made completely flat, increasing the volume available for the passenger compartment or trunk. This is especially felt when torsion bars are used as elastic elements, due to which the trailing arm suspension with transverse torsion shafts was once widely used on French cars.

At one time (mainly the 1970s-1980s), such a suspension with traditional spring or (Citroen, Austin) hydropneumatic elastic elements was quite widely used on rear axle front wheel drive vehicles. However, later in this role it was replaced in this role by a semi-independent suspension with linked levers developed by Audi, a more compact and technologically advanced MacPherson type (in English-speaking countries, such a suspension on the rear axle is called Chapman) or (already in the late 1980s ... 1990 years) the most kinematically perfect on double wishbones

As a front suspension, such a suspension was occasionally used on designs developed before the 1950s, and subsequently, due to its imperfection, almost exclusively on cheap low-speed cars (for example, Citroen 2CV). In addition, trailing arm suspension is very widely used on light trailers.

On slanting levers

This is essentially a kind of trailing arm suspension, created in an effort to get rid of its inherent flaws. It is almost always used on the rear drive axle. In it, the swing axes of the levers are located at a certain angle. Due to this, the change in the wheelbase is minimized compared to the trailing arm suspension, and the effect of body roll on the inclination of the wheels is also reduced (but there is a change in track).

There are two types of this pendant.

In the first, one hinge is used on each axle shaft, as in a suspension with swinging axle shafts (sometimes it is considered a variation of the latter), while the swing axis of the lever must pass through the center of the hinges of the axle shafts (located in the area where they are attached to the differential), that is, it is located under an angle of 45 degrees to the transverse axis of the vehicle. This reduces the cost of the suspension, but during its operation, the camber and toe-in of the wheels change greatly, in a turn the outer wheel “breaks” under the body, and the roll center turns out to be very high (the same disadvantages are also characteristic of the suspension on swinging axle shafts). This option was used almost exclusively on cheap, light and low-speed, usually rear-engined cars (ZAZ-965, Fiat 133, and so on).

In the second version (it is shown in the illustration), each axle shaft has two hinges - internal and external, while the swing axis of the lever does not pass through the internal hinge, and its angle with the transverse axis of the car is not 45, but 10-25 degrees, which more beneficial in terms of suspension kinematics. This reduces tread change and camber to acceptable levels.

The second option in the 1970s ... the 1980s was very widely used on rear-wheel drive cars, as a rule, directly replacing those used with previous generations dependent suspensions with continuous bridge. You can name such models as Zaporozhets ZAZ-966 and -968, BMW 3rd ... 7th series, some models of Mercedes-Benz, Ford Granada, Ford Sierra, Ford Scorpio, Opel Senator, Porsche 911 and so on. Both traditional twisted springs and torsion shafts, sometimes air springs, were used as elastic elements. Subsequently, as vehicle suspensions improved and the requirements for stability and control increased, it was replaced either by the cheaper and more compact MacPherson (Chapman) suspension, or by the more advanced double wishbone suspension, and is rarely used today.

On front wheel drive vehicles such a suspension was rarely used, since for them its kinematic advantages are of little significance (the role of the rear suspension in them is generally much less than that of rear-wheel drive). Examples include, for example, Trabant, in which the elastic element in the suspension on oblique levers was a transverse spring fixed in its center on the body, the ends of which were attached to the ends of A-shaped obliquely located levers.

On longitudinal and transverse levers

This is a complex and very rare type of suspension.

In fact, it was a variant of the MacPherson strut suspension, but to unload the mudguard of the wing, the springs were not located vertically, but horizontally longitudinally, and rested with their rear end against the partition between engine compartment and interior (front shield). To transfer force from the shock absorber strut to the springs, it was necessary to introduce an additional trailing arm swinging in a vertical plane from each side, the front end of which is hinged at the top of the strut, the rear end is also hinged on the front end, and in its middle part there was a stop for the front end of the spring. Due to its comparative complexity, such a suspension has lost the main advantages of the MacPherson strut - compactness, technological simplicity, a small number of hinges and low cost, while retaining all its kinematic disadvantages.

The English Rovers 2200 TS and 3500 V8, as well as the German Glas 700, S1004 and S1204, had such a suspension. Similar additional trailing arms were available in the front suspension of the first Mercedes S-Class, but the springs were still traditionally located in a vertical position between the body and the lower wishbones, and the small trailing arms themselves served only to improve kinematics.

On double trailing arms

This suspension has two trailing arms on each side. As a rule, such a suspension was used on the front axle of relatively low-speed rear-engine cars - typical examples of its use are the Volkswagen Beetle and the first generations of the Volkswagen Transporter, early models of Porsche sports cars, as well as the S3D and Zaporozhets motorized stroller.

All of them essentially had a common design (the so-called “Porsche system”, in honor of the inventor) - as elastic elements, transverse torsion shafts located one above the other were used, connecting a pair of levers, and the torsion bars were enclosed in pipes that formed a cross member (in later models "Zaporozhets", in addition to torsion bars, cylindrical twisted springs located around shock absorbers were also used as additional elastic elements).

The main advantage of such a suspension is its greater compactness in the longitudinal and vertical directions. In addition, the suspension cross member is located far ahead of the front wheel axle, which makes it possible to move the cabin forward a lot, placing the legs of the driver and front passenger between the front wheel arches, which made it possible to significantly reduce the length of the rear-engined car. At the same time, however, the trunk located in front turned out to be very modest in volume, precisely because of the suspension cross member carried far forward.

From the point of view of kinematics, this suspension is not perfect: although smaller than with single trailing arms, but still significant changes wheelbase during rebound and compression strokes, and there is also a strong change in camber during body roll. To this it should be added that the levers in it must perceive large bending and torsional loads from both vertical and lateral forces, which makes them quite massive.

On double wishbones

In this suspension, on each side of the car, there are two transverse arms, the inner ends of which are movably fixed to the body, cross member or frame, and the outer ends are connected to the rack that carries the wheel - usually swivel in the front suspension and non-swivel in the rear. Typically, the upper arms are shorter than the lower ones, which provides a kinematically advantageous change in camber towards a greater negative during the suspension compression stroke. The levers can be either parallel to each other or located relative to each other at a certain angle in the longitudinal and transverse planes. Finally, one or both of the arms can be replaced by a transverse spring (see below for this type of suspension).

The fundamental advantage of such a suspension is the ability for the designer, by choosing a certain geometry of the levers, to rigidly set all the main suspension settings - changing the camber and track during compression and rebound strokes, the height of the longitudinal and transverse roll centers, and so on. In addition, such a suspension is often completely mounted on a cross member attached to the body or frame, and thus is a separate unit that can be completely removed from the car for repair or replacement.
From the point of view of kinematics and controllability, double wishbones are considered the most advanced type of guide vane, which leads to a very wide distribution of such a suspension on sports and racing cars. In particular, all modern Formula 1 race cars have just such a suspension, both front and rear. Majority sports cars and executive sedans these days also use this type of suspension on both axles.

If wishbone suspension is used to sprung swivel wheels, it must be designed to allow them to turn to the required angles. To do this, either the rack connecting the levers itself is made swivel, using special ball joints with two degrees of freedom to connect it to the levers (they are often called " ball joints”, but in fact, the support of them is only the lower hinge, on which the rack actually rests), or the rack is non-rotatable and swings on conventional cylindrical hinges with one degree of freedom (for example, threaded bushings), and the rotation of the wheels is ensured by rotating in bearings of a vertical pivot-pivot, which plays the role of a real-life axis of rotation of the wheels.

Even if there are no kingpins structurally in the suspension, and the rack is made swivel on ball joints, they still often talk about the kingpin (“virtually”) as the axis of rotation of the wheels, as well as its angles of inclination - longitudinal (“caster”) and transverse. Kingpins are now commonly used in the suspension of trucks, buses, heavy pickups and SUVs, and in the suspension of cars, when necessary to ensure the rotation of the wheels, ball-joint struts are used, since they do not require frequent lubrication.

1. What is dependent suspension?

To begin with, speaking about the types of suspension, it is worth understanding what kind of “dependence” and “independence” we are talking about. And they are talking primarily about the dependence of the wheels of the same axle on each other when passing irregularities. Accordingly, a dependent suspension is such a suspension in which the axle rigidly connects two wheels together.

2. What are the advantages and disadvantages of dependent suspension?

From the design of the dependent suspension directly follow simultaneously its main disadvantage and some advantage: the disadvantage is that when one wheel of the axle hits a roughness, the other wheel of the axle also tilts, which reduces the comfort of movement and uniform adhesion of the wheels to the surface, and the advantage is that when driving on a flat road, the wheels are rigidly fixed on the axle, do not change their vertical position when cornering, which ensures uniform and constant grip on the surface.

However, the disadvantages of dependent suspension do not end there. In addition to the dependence of the wheels on each other, the spread of such a suspension in modern cars was reduced to zero due to the large, as well as the need to greatly raise the floor of the car to ensure a complete one, especially in the case of a drive axle.

Speaking of dependent suspension, it is worth noting several important facts. Firstly, the dependent suspension in modern cars is practically never found on the front axle - there it was replaced by a more advanced, light and convenient MacPherson strut. On the streets you can still find cars with an axle in front - but these are either old four-wheel drive SUVs with two drive axles, or trucks and buses. Thus, speaking of a dependent suspension when choosing modern car, we mean its application on the rear axle.

Secondly, the dependent suspension can be structurally different and be present both on the driving and on the driven rear axle. In the first case, this is a bridge suspended on longitudinal springs or longitudinal guide levers: such a scheme is still found on some modern SUVs and pickups. In the second case, this is the rear beam, which is used on inexpensive front-wheel drive cars. Sometimes torsion bars are used in the design of such a beam, and we are talking about the so-called semi-dependent beam - but structurally it is still the same dependent suspension with a slightly different principle of operation.

3. What is independent suspension?

An independent suspension is a suspension in which the wheels of one axle are not connected to each other, and changing the position of one wheel does not affect the other.

4. What are the advantages and disadvantages of independent suspension?

In contrast to the dependent suspension, one of the main advantages of the independent one is precisely that when one wheel hits an unevenness, the other does not change its position. This independent operation of the suspensions on different sides of the axle provides more comfort and more even grip when passing bumps. In addition, independent suspension provides lower unsprung masses, and also allows you to work on their reduction by changing the configuration and materials of suspension elements - for example, aluminum levers are today a fairly popular way to reduce unsprung masses at expensive cars. One of the drawbacks is that wheel position parameters like camber, toe and track width can change when the suspension is working.

There are many more design variations of independent suspensions than dependent ones - over the years, schemes have been developed on longitudinal, oblique and transverse levers, multi-link, pneumatic, hydropneumatic and active suspensions, and even variations with magnetorheological shock absorbers filled with a ferromagnetic fluid that changes its properties under the influence of magnetic field. However, the fundamental goals of the development of all these designs have remained the same as before: this is to ensure maximum comfort when moving, stability in the behavior of the car and improve its handling.

5. What kind of suspension do you prefer when buying a car?

When choosing a car, it is worth considering the potential scenarios for its operation and your own wishes for the cost of its maintenance. In general, the simple principle “the more difficult, the more expensive” works here.

The dependent suspension is simpler in design and, accordingly, its maintenance will be simpler and cheaper, and it will most likely need repairs later than independent ones for cars in one price category. However, choosing simplicity and reliability, you will have to put up with a little less comfort and controllability. Separately, it is worth mentioning off-road vehicles: in the case of choosing a cross-country vehicle, dependent axle suspension (at least at the rear) is practically an uncontested choice.

The independent suspension has a more complex design - this means that, on the one hand, it will provide more comfort and more reckless handling, but at the same time, its resource will most likely be lower, as well. But, in fairness, it is worth noting that repair and maintenance multi-link suspensions popular cars nowadays is not something prohibitively complex or expensive.

Thus, if you are ready to pay a little more for more comfort, and the scenario for using the car is predominantly urban or good roads, then an independent suspension will be the best choice. If, when choosing a car, you strive for maximum efficiency in repair and maintenance, or the car will be operated in harsh conditions, where the suspension resource is a priority over comfort and handling, then you should prefer a simpler dependent suspension.

Independent suspension is the most common type of suspension, which differs from dependent ones in that the wheels on the same axle do not have such a rigid connection, the movement of one wheel does not affect the other, or it does, but very little. There are many varieties of independent suspensions, so there is no unequivocal opinion about them. Now the most popular are multi-link and MacPherson-type independent suspensions, which have relatively good kinematic characteristics and a low price.

Types of independent suspensions.

Suspensions with swing axles. Such suspensions use two axle shafts instead of one continuous one. At the same time, each axle shaft is fixed to the chassis by means of a hinge, which ensures the perpendicular position of the wheel in relation to its axle shaft. Because of this, independent suspension of the wheels is carried out, which affects the change in a wide range of track and camber. Moreover, the track and camber are greater, the shorter the axle shaft. In addition, when cornering, the lateral forces of the suspension tend to throw up the car, which does not have a very good effect on its stability.

Trailing arm suspensions. The design of this suspension provides that each wheel on one axle is attached to a lever, which is movably fixed to the body or frame. When this suspension is working, the wheelbase changes vehicle, while the changes may be different on both sides, but the track remains constant. Suspension stability when cornering is not very good, the wheels turn with the body, which negatively affects the grip of the tires on the road. Trailing arms take on the entire load coming from all directions. Therefore, such a suspension lacks rigidity, weighting. In addition, in these types of suspensions, the roll center is very low, which adversely affects the rear suspension. Due to the high understeer on rear wheel drive vehicles, trailing arm rear suspension will quickly become unusable. The advantage is that between the levers you can make a flat floor in the car, which increases the volume of the cabin. Such a suspension is often used on light trailers.

Dubonnet pendant. On some cars of the first half of the 20th century (Chevrolet, Opel Kadett), a longitudinal-lever suspension was installed in front, which was called "Dubonnet", after the French racer. Each side had a lever and jet thrust. The lever of such a suspension acted on a spring located in a cylindrical casing with shock absorber fluid. And the reactive force was connected to this casing, transferring reactive forces to it during braking. In those days, this design was more popular than double wishbone suspension, because. provided independent suspension of the front wheels at a lower cost. But in the future, this type of suspension was not common, because. fluid was constantly leaking from the casing.

Independent suspension on double trailing arms. The design of this suspension has two trailing arms on each side, combined into a parallelogram. At first, such a suspension was used on the front axle of rear-engined low-speed cars: Zaporozhets, Volkswagen Beetle, the first Porsche models. The main advantage of this independent suspension is good compactness in vertical and longitudinal directions. Due to the fact that the suspension cross member is in front of the axle of the front wheels, the interior of the car allows you to position the driver's legs between the arches of these wheels. Thus, it is possible to reduce the length of the vehicle, but at the same time the trunk in front was small.

Suspension on oblique levers. This type is an advanced trailing arm suspension. Used on the rear drive axle. The suspension design minimizes wheelbase changes and also reduces the effect of body roll on wheel tilt. But in return, the suspension gives a reaction to a change in fuel supply when turning. When the fuel supply is increased during a turn, the rear of the car "squats", which leads to the collapse of the front wheels. Conversely, when the fuel supply is reduced, the front lowers and the rear rises.

On double wishbones. On each side of such a suspension there are two levers that are movably mounted on the frame or body inside, and on the outside they are also connected to the wheel rack. As a rule, the upper arms of this suspension are shorter than the lower ones, which eliminates track change. The advantage of this type is the ability to set all suspension parameters, its nature during operation. This applies to track changes, camber, height of roll centers, both longitudinal and transverse, etc. This type is very popular on sports cars.

MacPherson pendant. This suspension has a guide post with an additional lower arm, which makes it possible to swing when the upper elastic hinge is working. "MacPherson" is a continuation of the candle suspension, where rounded fist slides up or down along a chiseled or tubular guide fixed to the frame, which provides rotation. The MacPherson type is now very common. It is very cheap, simple, compact.

Multi-link suspension. Usually they are a subspecies of double wishbone suspension. They are used as rear suspensions on rear wheel drive vehicles. For a long time, double wishbone suspension was used as the front suspension, because the rear suspension was sensitive to longitudinal forces that occurred when braking or changing the fuel supply. Over time, designers figured out how to improve the handling and stability of the car. The Porsche 928 was the first to experience such a suspension, in which the front part of the lever under the influence of braking force moved slightly to the side, which affected the positive wheel toe. Thus, "screwing" was no longer there. A variation of such a suspension is the MacPherson strut, where additional steering levers are installed.

Advantages and disadvantages of independent suspensions.

Such suspensions are mainly used on passenger cars. They tolerate all the potholes on the roads more gently. One wheel, falling into a hole, does not affect the other, which makes the trip much more comfortable. If the car falls into a large hole, then there is less risk of rolling over than with cars with dependent suspension. With independent suspension, cars obey better, they are safer. There is more grip on the road, which is clearly visible at high speeds.

The disadvantages of such suspensions are that they are more likely to fail than dependent ones. This manifests itself when driving on a mountain road, when one wheel runs into an obstacle, and the second at this time goes along its own path. Thus, the clearance becomes less, the bottom of the car may be damaged.