Multi-link suspension
A multi-link suspension is a type of
Typically each arm has a spherical joint (ball joint) or rubber bushing at each end. Consequently, they react to loads along their own length, in tension and compression, but not in bending. Some multi-links do use a
On a front suspension one of the lateral arms is replaced by the tie-rod, which connects the rack or steering box to the wheel hub.
The
Layout
In order to simplify understanding, it is usual to consider the function of the arms in each of three orthogonal planes:
- Top view:
The arms have to control toe/steer and lateral compliance. This needs a pair of arms longitudinally separated.
- Front view:
The arms have to control camber, particularly the way that the camber changes as the wheel moves up (into jounce, or bump) and down into rebound or droop.
- Side view:
The arms have to transmit traction and braking loads, usually accomplished via a longitudinal link. They also have to control caster. Note that brake torques also have to be reacted - either by a second longitudinal link, or by rotating the hub, which forces the lateral arms out of plane, so allowing them to react 'spin' forces, or by rigidly fixing the longitudinal link to the hub.
- Solid axle suspension
- When used in a solid axle suspension the multi-link system use the lower arms to control forward and backward motion, and the upper arms to control forward and backward rotation. This rotation is present under acceleration and braking.
Advantages
Multi-link suspension allows the auto designer the ability to incorporate both good
In its simplest form, multi-link suspension is orthogonal—i.e., it is possible to alter one parameter in the suspension at a time, without affecting anything else. This is in direct contrast to a
Advantages also extend to off-road driving. A multi-link suspension allows the vehicle to flex more; this means simply that the suspension is able to move more easily to conform to the varying angles of off-road driving. Multi-link-equipped vehicles are ideally suited for sports such as
The benefit of the triangulated and double-triangulated arrangement is that they do not need a panhard bar. The benefits of this are increased articulation and potential ease of installation.
Multi-link for solid axle offers a benefit over the independent multi-link in that it is significantly cheaper and much less complex to build.
Disadvantages
Multilink suspension is costly and complex. It is also difficult to tune the geometry without a full 3D
Gallery
Source:[4]
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5-link rear wheel suspension mechanism (front view)
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5-link rear wheel suspension mechanism (top view)
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5-link suspension mechanism with rack-and-pinion steering input (front view)
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5-link suspension mechanism with rack-and-pinion steering input (top view)
See also
- Automotive suspension design
References
- ^ Bastow, D. (1970) Suspension ad Steering, Automobile Engineer, 8 May 1970, 217–231.
- ^ von der Ohe, M. (1984) Independent Wheel Suspension, US Pat. 4,444,415, Filed Dec. 23, 1981
- ^ von der Ohe, M. (1983) Front and Rear Suspension of the New Model W201, SAE technical Paper 831045.
- ISBN 978-1-4822-5290-3.
- Adams, H. (1993). Chassis Engineering. New York, New York, Penguin Putnam.
- Milliken, W.F., Milliken, D. (2002). Chassis Design: Principles and Dynamics, SAE International.
External links
- "What is: Multilink suspension?" from CarPoint Australia
- 1998 technical paper on the design of multilink suspensions
- 2002 technical paper on the design and analysis of five-link suspensions