Multi-link suspension. How does a multi-link suspension work? Double wishbone suspension on which cars

Multi-link suspension has been installed on cars since the mid-twentieth century. It is currently the most popular. The suspension of a car consists of components and parts. It is designed to create an elastic connection between the car frame and its wheels. With its help, the load on the wheels and the body is reduced, it dampens vibrations, and also helps to control the position of the car body on the road when driving, especially when cornering. Thus, the suspension makes the car more stable on the road with a smooth ride.

A multi-link suspension is most often installed on the rear axle, but it is quite possible to install it on the front axle as well. In addition, it is installed on all types of drives: front wheel drive vehicles, rear wheel drive and with all-wheel drive. Multi-link suspension is a combined concept, as indicated by the name "multi-link". It does not have a clear design, but it combines the advantages of a double wishbone suspension with longitudinal and transverse levers. Thus, it was possible to achieve optimal kinematics and control effect. The multi-link suspension makes the car's movements smoother, reduces the noise level, and makes it easy to control the car on the road.

The design of the suspension consists in the fact that the wheel hubs are attached thanks to four levers, which allows adjustment both in the longitudinal and in the transverse plane. For correct operation suspension, it is necessary to correctly calculate the rigidity of the hinges and the compliance of the levers. To make the dimensions optimal, the suspension is mounted on a subframe. The design is complex and is done by computer.

The design of the multi-link suspension includes the following components and parts:

• subframe used for attaching levers;
• hub support;
• longitudinal and transverse levers;
• springs;
• shock absorbers;
• stabilizer roll stability.

The basis of the design is the subframe. To it are attached transverse levers connected to the hub support. They provide the position of the hub in the transverse plane. Their number can be from three to five. In the simplest design, three are used: one upper and two lower - front and rear.

The upper arm is designed to connect the wheel support to the subframe and transmit transverse forces. The rear one experiences the main load from the weight of the car frame, which is transmitted through the spring. The front lower is responsible for the convergence of the wheel. The trailing arm is attached to the body by means of a support, its function is to hold the wheel in the direction of the longitudinal axis. The other side connects to the hub support. Each wheel is equipped with its own trailing arm.

On the hub are bearings and wheel mounts. The bearings are attached to the support with bolts. For loads in the suspension, a helical spring is designed. Its support is the rear lower wishbones. One of the components of a multi-link suspension is an anti-roll bar, which serves to reduce body roll of the car when it is cornering. In addition, the stabilizer provides good grip rear wheels with the road. The anti-roll bar is secured with rubber mounts. The rods are connected to the hub supports with special rods. Shock absorbers are connected to the hub support and are most often not connected to the spring.

Advantages and disadvantages

When evaluating the suspension, its consumer properties are taken into account: the stability of the car on the road, ease of control and comfort. Most often, motorists have little interest in the technical details of the car. These questions are dealt with by the engineers who create it. They choose the type of suspension, select the optimal dimensions and specifications individual nodes. The machine undergoes many tests during development, therefore it meets all the requirements of the consumer.

It is known that comfort and handling are properties that are often opposite, as they depend on the stiffness of the suspension. You can combine them only in complex multi-link suspensions. The smooth running of the car is ensured by silent blocks and ball joints, as well as well-calibrated kinematics. When hitting obstacles, shocks are well extinguished. All suspension elements are attached to the subframe thanks to powerful silent blocks, so the interior is isolated from the noise of the wheels. The main advantage is manageability.

This suspension is used on expensive cars, providing good grip on the road surface and the ability to clearly control the car on the road.

The main advantages of multi-link suspension:

1. the wheels are independent of each other;
2. low suspension mass, thanks to aluminum parts;
3. good road grip;
4. good handling when cornering;
5. possibility of use in the scheme 4×4.

Multi-link suspension requires high-quality roads, so it wears out quickly on domestic roads. The complexity of the design makes the cost of the suspension very expensive. Many manufacturers use non-separable levers on their models. Because of this, their cost is quite high.

Suspension diagnostics and repair

Multi-link suspension requires permanent care and if necessary timely repair. Despite the complexity of the design, you can check the condition of the multi-link suspension yourself.

For diagnostics, the car must be driven to viewing hole or jack up. During the check, you should have a car maintenance manual on hand, which describes its main parts and gives the necessary recommendations.

First of all, shock absorbers are removed, which are checked for cracks. Then the integrity of ball bearings, rods, levers, silent blocks is checked. All mounting bolts are checked and rubber seals. All parts must not have any damage. If damaged parts are found, they must be replaced: either independently, using the diagrams in the manual, or at a service station.

On the rear suspension, in addition to shock absorbers, it is necessary to check the traction and seals. Next to the rear suspension is exhaust pipe, which may be the cause of extraneous sounds. The muffler should be carefully examined, shake it in different sides, check fasteners. These actions can remove the resulting extraneous sound.

If you regularly diagnose the car and carry out its timely repair, this will extend its service life and improve driving safety.

Video “Repair of the front multi-link suspension”

The recording shows how to replace the rear silent blocks of the front levers on a Ford Focus.

Used on cars different types suspensions, both independent and dependent. The most widely used car layout now, in which MacPherson struts are installed in front, and rear axle- semi-independent torsion beam. The closest competitor to these two types is multi-link suspension, which is increasingly equipped with cars.

Like any other type of car suspension, the multi-link has its own design and operational features, positive and negative sides. Therefore, it cannot be considered ideal for use on a car, it is just another version of the chassis component, which, according to certain criteria, is better than others, but negative qualities are also present.

Design features

Multi-link suspension, like all independent types, is universal and can be used on both axles of the car. But more often it is still placed on the rear axle, although there are cars that have a multi-link in front.

Multi-link suspension is not some new development, moreover, it is just a modified version of one of the oldest types - a two-lever independent. Yes, and it has been used on cars for a long time.

Rear Suspension Mercedes-Benz

The whole essence of this type of design lies in the fact that the wishbones of the double wishbone suspension (which usually had an A-shape) were simply divided, thereby obtaining four levers instead of two (upper and lower). Although in some variations of this suspension, the upper arm remained A-shaped and it is alone. Additionally, another lever was added to the design of the multi-link - a longitudinal one.

Since the multi-link suspension is independent, an anti-roll bar is used to combat the swing of the bearing part, reduce its rolls and ensure constant adhesion of the wheels to the roadway.

Components

The classic multi-link in its design includes:

• Frame or stretcher;
• Cross levers (upper and two lower);
• The lever is longitudinal;
• Hub support (together with the hub);
• shock absorber;
• Spring;
• Anti-roll bar;
• Connecting elements (silent blocks, ball bearings).

It is indicated above that there are three transverse levers, so the upper one has an A-shape. But there is also a suspension option, when it is also divided into two elements.

Audi multi-link front suspension

The supporting part in a multi-link suspension is a subframe or frame structure. It is to them that all the levers are connected by means of rubber products- silent blocks.

The second end of these levers is connected to the hub support. If the multi-link is set to controlled axle, then the connection is carried out using ball bearings, which allows the hub to change the angle of position. On the rear axle, there is no need for this, so ball joints are not needed and all the same silent blocks are used instead.

Audi multi-link rear suspension

It is worth mentioning here that the idea of ​​steering rear wheels is being actively developed (they are also swivel). And in this case, ball elements are used in the design of the rear multi-link.

In any variation, the multi-links of the lower levers are always two and they are located at a certain angle to each other. At the same time, one of them (rear) is the main one and it accounts for most of the loads. Additionally, it acts as a lower support for the spring. The front lower arm, on the other hand, takes less effort, but it is adjustable, which allows you to set the toe angle on the wheels.

The shock absorber in such a suspension is located separately from the spring, at the bottom it is attached to the hub support, and at the top - to the bearing part.

The trailing arm prevents the wheel from moving longitudinally. This phenomenon was present in the double wishbone suspension and had a negative effect. The use of an additional lever made it possible to get rid of it.

The stabilizer is the only element that connects the suspensions of two wheels of the same axle. As usual, in the central part it is fixed to the subframe or body, but its ends can be connected to different constituent parts suspension - lower rear or trailing arms, hub support, shock absorber housing. To some elements, the ends are attached directly through rubber bushings, to others - through racks.

Principle of operation. Positive and negative sides

The principle of operation of a multi-link suspension is no different from a double-lever. The transverse levers provide the possibility of shifting the wheel up and down relative to the body, and the possibility of its longitudinal movement is excluded by the trailing arm. The spring, shock absorber dampen all the forces that the wheel receives from the roadway and exclude their transfer to the body. The stabilizer, as already noted, prevents rolls and rocking of the body. In general, nothing new.

Multi-link suspension has several advantages over other types independent suspension. To her positive qualities relate:

• Ensuring the smooth running of the car and the noiselessness of the suspension itself. This is achieved thanks to a large number used rubber elements in the joints, which also dampen vibrations;
• Preservation of the camber angle of the axle wheels during suspension operation. In MacPherson struts, the camber is broken when the wheel is displaced relative to the body, which leads to a deterioration in handling and increased wear tires. Multi-link suspension keeps the wheel at a given angle, regardless of its position to the body;
• Elimination of the possibility of longitudinal displacement of the wheel. In a double wishbone suspension, under certain conditions (braking while entering a turn), the wheel running along the outer radius deviated relative to the body due to the operation of the levers, which could cause skidding. In a multi-link, due to the arrangement of the transverse levers at an angle in combination with the presence of a trailing arm, this negative factor is completely eliminated.

The main disadvantage of this type of suspension is the high cost - both of itself and maintenance work. As with any suspension, weak link» in it are rubber technical elements which wear out and require replacement relatively often. And now, many automakers are implementing modular maintenance, which involves replacing the entire assembly, and not just certain parts of it.

In the case of the suspension, this trend leads to the fact that in order to restore normal operation suspensions will have to be changed levers, since they are considered non-separable. Although this is not entirely true, and if desired, you can find all the required rubber-technical elements, but only from third-party manufacturers.

Improvements and new developments

Due to its drawback, the multi-link suspension has not yet become widespread and will not soon be able to replace the MacPherson strut in combination with torsion beam. It is installed only on premium cars.

The multi-link suspension is unlikely to undergo any changes. It will not work to simplify its design, since in this case it will turn into a double-lever, and an increase constituent elements lead to an increase in the already considerable cost.

If we talk about improving the suspension, then this only applies to the shock absorber. Multi-link allows the use of shock absorbers with varying operating parameters.

Also, this type of suspension makes it possible to use the function of steering the wheels of the rear axle. But in this case, no changes are made to the suspension design. It's just that the rear axle is equipped with steering rods with servo drives controlled by the ECU.

Porsche all-wheel drive chassis

In general, multi-link is not dependent suspension- Another, and not bad, version of the hodovka component. In some parameters, it surpasses other types, somewhere inferior to them, so it is impossible to say that it is the best.

Named after an American engineer Ford Earl Steele MacPherson (Earle Steele MacPherson), who first applied it on stock car Ford models Vedette 1948. It was later used for Ford vehicles Zephyr (1950) and Ford Consul (1951). It is the most common type of independent suspension, which is used on the front axle of the car.

In design, MacPherson strut suspension is an evolution of the double wishbone suspension, in which the upper wishbone is replaced by a shock absorber strut. Due to its compact design, McPherson suspension is widely used on front-wheel drive cars, as it allows you to transversely place the engine, gearbox and more attachments V engine compartment. The main advantage of this type of suspension is the simplicity of design, as well as big move suspension, preventing breakdowns. At the same time, the design features of the suspension (hinged shock absorber strut, large stroke) lead to a significant change in the camber (the angle of the wheel to the vertical plane). In a turn, the camber goes into a plus, the wheel seems to be tucked under the car, in connection with which the ability of the car to turn on high speed. This is the main disadvantage of MacPherson suspension, which is why this type of suspension is not used on sports cars and luxury cars.

MacPherson suspension has the following device:

1. spring

2. shock absorber strut

3. roll bar

4. wishbone with ball joint

5. subframe

6. knuckle

The suspension is attached to the body through a subframe, which is the supporting structure. It is rigidly attached to the body or through silent blocks to reduce vibrations transmitted to the body. Two triangular transverse levers are attached to the side of the subframe, which are connected to the steering knuckle through a ball joint. The steering knuckle rotates the wheel due to the steering rod, which is attached to it from the side. Shock absorbers with springs mounted on them are attached directly to the steering knuckle. Two rods from the lateral stability shock absorber, which are responsible for lateral stability, are connected to the shock absorbers through ball joints. As you can see, the suspension device is simple enough to describe it in 3 lines.

Advantages and disadvantages

pros

+ low cost

+ easy to maintain

+ compactness

- Poor cornering handling

- Noise transmission pavement on the body

MacPherson strut video:

http://www.youtube.com/watch?v=I7XJO3F476M

2. Double wishbone suspension( Double wishbone suspension)

Unfortunately, it is still not known for certain who first invented the double wishbone suspension, it first appeared in the early 30s on Packard cars. This company was based in the heart of the American automotive industry - Detroit. The first Packard car rolled off the production line in 1899, the last one was built in 1958. After the 1930s, many american cars began to be equipped with a double-lever suspension, which cannot be said about Europe, because. due to the size of the car, there was not enough space to accommodate such a suspension. A lot of time has passed since then and now double wishbone suspension is considered perfect view independent suspension. Because of their design features it provides better control behind the position of the wheel relative to the road, because double levers always keep the wheel perpendicular to the road, for this reason the handling of such cars is much better.

Double wishbone suspension can be used on the front and rear axles of the car. The suspension is used as the front suspension on many sports cars, executive and business class sedans, as well as formula one cars.

Double wishbone suspension device:

1. upper wishbone
2. shock absorber
3. spring
4. drive shaft
5. tie rod
6. lower wishbone

The double wishbone suspension design includes two wishbones, a spring and a shock absorber.

Lever arm may be Y-shaped or U-shaped. Unlike MacPherson, there are two levers, each of the levers is attached to the body through silent blocks and to knuckle through a ball joint. The upper arm is usually shorter, which gives negative angle wheel camber in compression and positive - in tension (rebound). This property gives additional stability the car when cornering, leaving the wheel perpendicular to the road, regardless of the position of the body.

Advantages and disadvantages

pros

+ perpendicular position of the wheel relative to the road in turns

+ peck resistance

+ improved handling

Minuses

- big size

- price

- laborious maintenance

Video of the double wishbone suspension

3. Multi-link suspension (Multilink).

Further development of the double wishbone suspension. This is the most common suspension on the rear axle at the moment. This is due to the fact that when using a double wishbone suspension when braking or releasing gas (on rear wheel drive vehicles) there is a change in the angle of convergence of the rear wheels. Because the suspension is attached to the subframe through silent blocks, which are deformed during braking and rear wheels start looking out. It would seem that there is nothing terrible in this phenomenon, but imagine that you went over the speed in a turn and decided to resort to braking, braking in a turn by itself is no longer very good idea. And then the external loaded wheel begins to look out of the turn, the car very quickly acquires oversteer and the consequences can be the saddest. You can prevent this phenomenon by replacing silent blocks with swivel joints, but then comfort will suffer greatly, because no one wants to knock their teeth on bumps. So the engineers went the other way.

The suspension is one of the most important components vehicle. It is to this node that the attention of the mass of engineers and designers is riveted. Types car suspensions are different, depending on the cost of the car, the drive and, of course, the segment that occupies the model. More on this later in the article.

Suspension system or car suspension - a set of mechanisms, components and parts that play the role of a connecting link between the road and the car body. The suspension performs the following functions:

1. Physically connects solid bridges or wheels with the carrier system of the car - the frame or body.
2. It supplies the carrier system with the moments and forces that arise in the process of interaction of the wheels with the roadway.
3. Provides the desired nature of the movement of the wheels relative to the frame or body, as well as the required smoothness.

The main suspension components are:

1. Resilience components.
2. Force direction distribution components.
3. Roll stabilization components.
4. Extinguishing component.
5. Fasteners.

There are many types of pendants. Some were used earlier, others are still used today, so we will consider those types that are in modern automotive industry received the most distribution.

MCPherson suspension, device, advantages and disadvantages

This suspension variation was developed by engineer Earl MacPherson in 1960. Named after the inventor. Its main components:

1. Lever arm.
2. Anti-roll bar.
3. Block (consists of a spring element and a telescopic shock absorber).

Another name for a telescopic shock absorber is a "swinging plug" because it is attached to the body by means of a hinge and is able to swing when the wheel moves up and down.

This type of suspension has its drawbacks - a significant transformation of the camber angle, but it is very popular due to its simplicity of design, reliability and affordable price.

Double wishbone suspension, device, advantages and disadvantages

One of the most advanced designs. It is a suspension with two levers various lengths(short upper and long lower), which guarantees the car minimal tire wear and excellent lateral stability on the roadway (transverse wheel movements are generally insignificant).

Consequently, each wheel perceives bumps and pits independently of the others - this makes it possible to maintain normal grip of the tire with the roadway and the greatest vertical relationship to the road.

Multi-link suspension, device, advantages and disadvantages

This variation of the suspension is a bit like a two-lever system, but it is much more perfect and more complex. It is not surprising that all the advantages of the previous type were transferred to it. This is a set of hinges, silent blocks and levers mounted on a special subframe. Most of the "silent" and ball bearings provide not only excellent smoothness, but also perfectly dampen shocks during a sharp collision with any obstacle. In addition, they reduce the noise in the car from the wheels.

This arrangement allows the maximum better grip tires with any type of road surface, perfect handling and smoothness. Benefits of multi-link suspension:

1. Optimum wheel turning.
2. Small unsprung masses.
3. Separate longitudinal and transverse adjustments.
4. Independence of each wheel from the rest.
5. Good potential in all-wheel drive.

The only one, but significant disadvantage"Multi-link" - high cost. It is worth noting that earlier this species suspensions were used only on executive cars. Nowadays, even golf-class cars are equipped with it.

The suspension is adaptive, the device, the pros and cons of the suspension

Adaptive suspensions are fundamentally different from other variations. When creating such a scheme, the hydropneumatic suspension was taken as the basis, which was implemented on Mercedes cars Benz and Citroen. However, then it was quite heavy, primitive and took up a lot of space. Today, the designers got rid of all such disadvantages, and the only drawback adaptive suspension based on its complexity.

Benefits of adaptive suspension:

1. Automatic adaptation to any road surface.
2. Adaptation for a specific driver.
3. Forced damping.
4. Excellent stability.
5. High security.
6. Wave buildup on high speeds and minimal body roll.

Different concerns use their own adaptive suspension schemes, but their common features are the same. Any adaptive design includes the following components:

1. Electronic sensors - clearance, rough roads and so on.
2. Running section control unit.
3. Active shock absorbers.
4. Anti-roll bars (adjustable).

The control unit analyzes the information received from the sensors, and then sends commands to the shock absorbers and stabilizer. All this happens almost instantly.

"De Dion" suspension, pros and cons

This pendant is also named after the inventor (like MCPherson), who was the Frenchman Albert De Dion. The purpose of this type of suspension is to minimize the load (by separating the main gear case) on rear axle auto. If earlier it was attached directly to the bridge beam, now the crankcase is fixed on the body itself.

This makes it possible to transmit torque by means of semi-axes, which are fixed on the CV joints. However, it was not possible to get rid of the main shortcomings of all dependent variations of this suspension. For example, it is virtually impossible to slow down “without pecking”, and in the case of abrupt start the car simply "crouches" on the rear wheels. Despite attempts to eliminate these shortcomings through the installation of additional components (guides), the unbalanced behavior of the machine remains the main problem.

Rear dependent suspension, classic suspension

This type is feature"classic" Zhiguli. A feature of this design is cylindrical helical springs, which play the role of elastic components. On these two springs, the rear axle beam “hangs”, which is fixed to the body by means of four trailing arms.

This set is complemented by reactive transverse bar, the purpose of which is to improve handling performance and dampen body roll.

Ride and comfort leave a lot to be desired as a result of the heavy weight unsprung masses and the rear axle. This is especially true when the rear axle turns out to be the leading one, since the crankcase is attached to the beam main gear, reducer and other elements.

Semi-independent rear suspension, device, advantages and disadvantages

This scheme has received widespread and is used in the design of many modern four-wheel drive vehicles. Represents two trailing arms fastened in the center to the crossbar. This type of suspension has many advantages:

1. Light weight.
2. Small sizes.
3. The best wheel kinematics.
4. Ease of repair and maintenance.
5. Significant reduction in unsprung masses.

The disadvantage of this design is the inability to use it on rear-wheel drive vehicles.

SUV and pickup suspension, device, advantages and disadvantages

IN different models jeep designers are coming different ways. It depends on the purpose and weight of the SUV. There are three suspension options available:

1. Fully dependent suspension.
2. Completely independent option.
3. Front independent and dependent rear circuits.

The rear axle, as a rule, is equipped with spring or spring suspension in combination with solid rigid axles. Springs are used to create heavy jeeps and pickups, as they are unpretentious, reliable and able to withstand heavy loads. In addition, such a scheme is quite cheap, as a result of which some budget cars are equipped with springs.

The spring circuit has a long stroke and softness. It is more focused on comfort and is mounted on light jeeps.

In the front axle, as a rule, dependent spring or torsion schemes are used. Some jeeps are equipped with rigid solid bridges, but such a solution is rarely seen in our time.

Truck suspensions, device, advantages and disadvantages

Trucks usually use a dependent design with shock absorbers hydraulic type and longitudinal or transverse springs. Due to its simplicity, this suspension is widely used in production to date.

Longitudinal springs are fixed in the body brackets. The bridge is also suspended from the brackets. Shock absorbers are attached to the rear axle beam. The main role in this design is given to the springs that support the bridge, connect the body to the wheel and act as guiding components.

IN in general terms the double wishbone suspension device is quite simple. There are two arms, usually A-shaped, with the base of the triangle facing the wheel. The levers are fixed movably. Inner side the lower arm is attached to the subframe or, if the body is not load-bearing, to the frame, the upper arm to the body. Outside party the levers are movably connected to the rack carrying the wheel. In the case of the front suspension, the strut is swivel. Between the levers is damping vibrations elastic element, which these days usually consists of a spring and a telescopic shock absorber.

The greatest influence on the handling of a car equipped with such a suspension is exerted by the relative position of the levers and the ratio of their lengths. Short levers of the same length are practically never found, since if they are present, when the car overcomes bumps, the wheel will move not only in the vertical, but also in the horizontal direction. In other words, the track will change, which is an extremely undesirable effect in terms of handling. As a result, the upper arm is usually 1.5 to 1.8 times shorter than the lower arm. This makes it possible to achieve such a change in the camber of the wheels that the outer wheel in relation to the center of rotation (as more loaded) always remains perpendicular to the road surface, which in turn means the maximum ability to transfer lateral load.

By the way, the MacPherson suspension, which we talked about last time, can be considered an inverted “double-lever”. No lateral displacement upper end rack, characteristic of the MacPherson circuit, is in fact equivalent to a very long top lever in double wishbone suspension. Now it becomes clear the nature of the kinematic flaws of the suspension on the guide rack.

Other advantages of a double wishbone suspension are better sound insulation and the transfer of a smaller part of the loads to the body, the relative ease of repair.

There are also disadvantages. The cost of designing and maintaining such a suspension is higher than that of MacPherson, because the competent setting of the “double-lever” is a rather complex geometric task. In addition, the horizontal orientation of the suspension "eats up" space under the hood, as well as in luggage compartment when it comes to rear suspension. As a result, double-wishbone suspension is now almost unrealistic to find on front-wheel drive compacts with a transverse engine. This type of suspension also makes it difficult to design areas of the body that are crushed upon impact.

Additional difficulties arise with the use of double wishbones in the rear suspension. The point is that the more more powerful engine(that is, higher torque), the more the suspension arms bend during braking and acceleration. The majority powerful machines just rear-wheel drive, and their natural instability is only aggravated by such an effect. Even with a simple release of gas in a turn without pressing the brake pedal, negative toe-in occurs (“toes apart”). The outer wheel in relation to the turn as more loaded determines the behavior of the car, and the car demonstrates a pronounced oversteer before losing control.

Exactly because of this reason for a long time the continuous rear axle did not give up its positions. But technical progress sooner or later solves any problem. Engineers First Porsche, who encountered the difficulties described on the 928 with a front-mounted 8-cylinder engine, decided to turn the elasticity of the levers to the good of the case. They attached longitudinal “breaking” rods to the lower rear suspension arms. When the transverse levers are bent back during braking, the rods turn the wheels “toes inward”.

The Porsche 928 was really famous for its handling, and the solution was called the "Weissach Bridge", in honor of the city of Weissach in Baden-Württemberg, where test site Porsche. It was a piece of cake that paved the way for a more replicable solution.

In 1982, the designers of Daimler-Benz on the model 190 (W201) used the world's first multi-link rear suspension. Despite the fact that there were five levers on each side, it was still the same “two-lever”, only all its “twists” were now stopped by additional levers. Upper and lower arms in the pendant they are doubled (which already gives a total of four), and in plan they form a trapezium. When the ends of the levers move back under braking, the sides of the trapezoids work in much the same way as the rods of the Weissach bridge, giving the wheels a reverse movement, and thus eliminating instability. The fifth lever is oriented obliquely forward and, when the car is leaning sideways, it steers in favor of light understeer, regardless of the intensity of braking.

Since the distant 80s, most high-speed passenger cars have a multi-link rear suspension, made according to a similar principle. Of course, the task of locating the levers in this case is much more complex and requires careful three-dimensional computer modeling, which greatly limits the use of “multi-links”. Let's say, at the "golf class" level, this decision can serve as a criterion for the model to belong to premium segment this sector of the market. The presence of a multi-link suspension on rear wheels reduces the requirements for the front suspension, so it is not uncommon to combine an inexpensive MacPherson strut on the front wheels with an advanced “multi-link” at the rear.