With the continuous development of technology, modern cars are becoming more complex every year. This statement applies to all systems and mechanisms without exception, including the vehicle suspension. The suspension brackets of cars produced today are quite a complex device that combines hundreds of parts.
The elements of many car suspensions are controlled by a computer (electronic method), which captures all sensor readings and, if necessary, is able to instantly change the characteristics of the car. The evolution of the suspension, to a large extent, has contributed to the fact that you and I can drive more comfortable and safer cars, however, the main tasks that the automobile suspension has performed and continue to perform have remained unchanged since the days of carriages and horse-drawn carriages. Let's find out exactly what the merit of these mechanisms is, and what role the rear suspension plays in the life of the vehicle.
1. Purpose of the rear suspension
An automobile suspension is a device that provides elastic adhesion of the wheels of a car to the supporting structure of the body. In addition, the suspension regulates the position of the vehicle body during movement and helps to reduce the load on the wheels. In today's automotive world, there is a wide choice various types automotive suspensions, the most popular of which are spring, pneumatic, spring and
This element takes part in all processes that occur between the road surface and the car. Therefore, everything design changes and improvements to the suspension device, were aimed at improving certain performance qualities, which primarily include:
Comfortable conditions of movement. Imagine that you are driving to a neighboring town in a carriage with wooden wheels, how does it feel? It is clear that it is much more pleasant to overcome several hundred kilometers in a modern car, even despite the quality of the current roads, which in some places seem to have not changed since the time of those same horse-drawn carriages. It was thanks to the functioning of the suspension that it became possible to achieve optimal smoothness of movement, eliminating unnecessary body vibrations and shocks from road irregularities.
The level of controllability of the car, characterized by the correct reaction of the wheels to the "commands" of the steering wheel. But the ability to change direction (turn) also appeared thanks to the suspension (to be more specific, the front one). Of particular relevance, accuracy and ease of maneuvering, acquired with the beginning of the growth of speeds: the higher the speed becomes, the more the behavior of the vehicle changes when the steering wheel is turned.
Safety of vehicle passengers. The design includes some of the most actively moving parts of the machine, which means that the safety of movement directly depends on its characteristics.
Basically a suspension front wheel drive vehicles- semi-independent and is located on the rear wheels, located on an elastic "P" shaped beam. That is, it consists of two trailing arms, one of the ends of which is fixed to the body, and the wheels are placed on the second. The trailing arms are interconnected by a transverse beam, which gives the suspension the appearance of the letter "P". This type of rear suspension has the most optimal wheel kinematics, while being compact and simple, however, its design does not allow the transmission of torque to the rear wheels, so a semi-independent rear suspension is used on most front-wheel drive vehicles.
It has the following advantages:
- simple design;
High level of rigidity in the transverse direction;
small mass;
Possibility of changing characteristics due to changes in the cross section of the beam.
However, like any system, a semi-independent suspension also has some disadvantages, expressed in a non-optimal change in the camber and special requirements for the geometric parameters of the bottom of the body at the attachment points.
As a rule, the rear suspension device is always simpler than the front one. On the bulk of cars, the rear wheels are not able to change the angle of rotation, which means that the constructive side of the rear suspension should provide only vertical movement wheels.
However, the condition of the rear suspension directly affects the safety of the vehicle and the comfort of driving it. Therefore, it is worth remembering that it depends on the regular diagnostics of the rear suspension and on the timely repair of its parts whether you can avoid more serious problems further. Sometimes, this even applies to the safety of the lives of the driver and passengers.
In addition to semi-independent suspension, low-cost car models often use dependent rear suspension. In this embodiment, the wheels are interconnected by means of a beam rear axle, which, in turn, is attached to the car body by trailing arms. If on back a vehicle with this type of suspension to exert an increased load, then slight disturbances in ride and slight vibrations may appear. This is considered the main disadvantage of dependent rear suspension.
2. Types of rear suspension and how they work
The rear suspension of cars has a fairly wide range of variations, but now we will consider only the most common and well-known types of it. Pendant "De Dion". This type the rear suspension was invented over a century ago, however, it is successfully used in our time. In cases where, due to financial or layout considerations, engineers have to abandon independent suspensions, old system"De Dion", comes in handy. Its design is as follows: crankcase main gear is attached to the transverse beam of the frame or to the body, and the wheel drive is carried out using semi-axes placed on hinges. The wheels are connected to each other by means of a beam.
Technically, the suspension is considered dependent, but thanks to the mounting of a massive final drive (attached separately from the axle), unsprung weight is significantly reduced. Over time, the continuous desire of engineers to rid the rear axle of excess load has led to an improvement in the design, and in our time we can observe both its dependent and independent variants. So, for example, in Mercedes car R-class, engineers were able to successfully combine the advantages various schemes: the final drive housing was fixed on the subframe; wheels - suspended on five levers and driven by swinging axle shafts; and the role of elastic elements, in such a design, is performed by pneumatic racks.
Dependent suspension is the same age as the entire automotive industry, which, together with it, has gone through various stages of improvement and has successfully reached our days. However, in a world of rapid development modern technologies, every year it becomes more and more just a part of history. The fact is that bridges that rigidly connect the wheels are used today only on classic SUVs, which include cars such as UAZ, Jeep or Nissan Patrol. Even more rarely, they can be found on cars domestic production, developed more than half a century ago (Volga or Zhiguli).
The main disadvantage of using this type of suspension is obvious: based on the design, the movement of one wheel is transmitted to the other, resulting in resonant oscillations of the wheels in the transverse plane (the so-called "Shimmy" effect), which not only harms comfort, but also significantly affects the vehicle's handling.
Hydropneumatic suspension. The rear version of such a device is similar to the front one and indicates the type car suspension, in which elastic elements of the hydropneumatic type are used. The ancestor of such a system was the Citroen company, which first applied it on its cars back in 1954. The result of her further developments are active suspensions Hydractive, used by the French company to this day. The first generation (Hydractive 1) appeared in 1989. The principle of operation and design of such devices is as follows: when hydropneumatic cylinders pump liquid into elastic elements (spheres), the hydroelectronic unit controls its quantity and pressure.
Between the cylinders and the elastic elements there is a shock-absorbing valve, through which, in the event of body vibrations, a liquid passes, contributing to their attenuation. In soft mode, all hydropneumatic elastic elements are combined with each other, and the gas volume is at the maximum level. The pressure in the spheres is maintained within the required parameters and the rolls of the car (its deviations from the vertical position when driving, most often caused by road irregularities) are compensated.
When it becomes necessary to activate the hard suspension mode, the voltage is applied automatically by the control system, after which the front suspension struts, cylinders and additional elastic elements (located on the stiffness regulators), in relation to each other, are in an isolated position. When the vehicle turns, the stiffness of a single sphere can change, while when driving in a straight line, the changes apply to the entire system.
Multi-link suspension. First stock car with multi-link suspension, saw the world in 1961 and it was the Jaguar E-type. Over time, it was decided to consolidate the success obtained by applying of this type and on the front axle of the vehicle (for example, individual Audi models). The use of a multi-link suspension provides the car with incredible smoothness of movement, excellent handling, and at the same time helps to reduce noise.
Since the 1980s, engineers Mercedes Benz, instead of a pair of doubles, began to use five separate levers on their cars: two of them hold the wheel, and the remaining three provide it with the necessary position in the vertical and horizontal planes. Compared to a simpler double wishbone suspension, the multi-link version is just a godsend for the most successful layout of components and assemblies. Moreover, having the ability to change the size and shape of the levers, you can much more accurately set the necessary characteristics of the suspension, and thanks to the elasto-kinematics (the laws of the kinematics of any suspension that incorporates elastic elements), the rear suspension also has a steering effect when cornering.
As a rule, evaluating the suspension of a vehicle, most motorists, first of all, turn their attention to such properties as the level of controllability, comfort, and stability (depending on the priorities, the sequence may be different). Therefore, they absolutely do not care what type of suspension is installed on their car and what design it has, the main thing is that it simply meets all the necessary requirements.
In principle, it is correct, because the choice of the type of suspension, its calculation geometric parameters And technical capabilities individual components is the task of engineers. During the development and design, the vehicle goes through a lot of various calculations, tests and tests, which means that the suspension standard car already has optimal consumer characteristics that meet the requirements of most customers.
3. Torsion type stabilizer
Modern passenger cars can be equipped with one of two main types of stabilizers - lever or torsion bar. Lever Stabilizers(often called "jet rods") have the form of a hollow pipe, at the ends of which there are fasteners with silent blocks (they are rubber-metal hinges). They are installed between the fist mounts on one side and the seat on the body on the other. Due to the rigid fixation and springs, the installation of the stabilizer allows you to create a kind of triangle, the sides of which are a shock absorber (spring), a bridge (beam) and, accordingly, the stabilizer itself.
The torsion stabilizer is the main part of the car suspension, connecting the wheels with the help of a torsion element. Today, many car owners consider the torsion stabilizer to be an almost indispensable element. different types pendants cars. Its fastening can be performed both on the front and rear axles of vehicles, however, on vehicles where the beam acts as a rear suspension, the stabilizer is not used, and the suspension itself performs its functions.
On the technical side of the issue, the stabilizer is a rod with a circular cross section, shaped like the letter "P". Usually, it is made of well-machined spring steel and is placed under the body in a horizontal direction (across). To the body, the part is attached in two places, and rubber bushings are used to fix it, which contribute to its rotation.
As a rule, the shape of the torsion stabilizer takes into account the placement of all automotive components located under the bottom of the body . When the distance between the bottom of the body and the lower part of the suspension changes on one side of the car, the placement of the stabilizer mounts shifts slightly, which causes the torsion bar to bend. The greater the height difference, the stronger the resistance of the torsion bar, due to which the stabilizing effect is more smooth (compared to a lever stabilizer). Therefore, most often, it is installed on the front suspension.
Semi-independent rear wheel suspension
The suspension of vehicles with front-wheel drive is mainly semi-independent on the rear wheels on an elastic "P" - shaped beam.
The rear device is shown in the figure.
Simplicity of design; High rigidity in the transverse direction; Low weight; The ability to change the characteristics by changing the geometry of the beam cross section. Such a system also has disadvantages:
Non-optimal change in camber; Special requirements for the geometry of the bottom of the car at the attachment point. Rear beam
Independent rear suspension device
To improve the handling of cars and increase comfort, an independent rear rack is often used on racks with longitudinal and wishbones. Its device is shown in the figure. Independent suspension
This design has the following benefits:
Relative simplicity of design; Low weight and cost; Improved camber and toe characteristics during operation.
Along with the advantages, this scheme has disadvantages:
Limited limits for the initial setting of the camber; Increased noise during the processing of road irregularities due to the location of the strut supports directly in the body.
Multi-link rear suspension
On cars of the middle and higher classes, which require a high level of driving comfort and improved handling, a multi-link rear is used. One such design is shown in the figure.
Multi-link suspension
It has the following advantages:
Possibility of ensuring optimal wheel alignment angles during operation; Possibility of improving driving comfort; Reduced level of noise and vibration transmitted to the body.
The disadvantages include:
High manufacturing cost; High labor intensity of maintenance and repair.
By using an independent multi-link rear suspension, designers can ensure that both camber and toe-in are optimally adjusted when cornering.
A properly selected combination of rigidity of the rubber elements can provide the effect of the so-called "steering". This term refers to the individual change in the convergence of the rear wheels under the action of centrifugal force which compensates for side slip of the wheel.
Unfortunately, the development of such a design requires a large amount of experimental design work and, accordingly, significant costs. That is why multi-link suspensions not widely used on small and medium-sized cars.
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Car rear suspension: device:: SYL.ru
The article will discuss how the rear suspension of a car is arranged. You will also learn about the nuances that are available when repairing the chassis. The suspension consists of many elements, such as springs, dampers, and links to ensure maximum vehicle stability when cornering and manoeuvring. The comfort of the driver and passengers also depends on the condition of the suspension. Therefore, think about whether it will be pleasant for you to ride in a car in which knocks and rattles come from everywhere.
Rear suspension springs: when to change?
On the rear suspension, the springs are removed in some cases. In particular, if there are mechanical damage or significant subsidence, i.e., a change in height. It is also necessary to dismantle the springs in the event that repairs are made, provided that they will interfere with its implementation. In particular, the springs must be removed if the shock absorbers at the rear of the vehicle are being replaced. Please note that in stores they all have different length. Therefore, before buying, be sure to make sure which particular springs you need for the normal operation of the car. If you plan to drive with a trailer, or if there are often situations in which it is necessary to transport large loads or passengers, then it is best to install a type of springs, the length of which is significantly different from the standard. Of course, if almost all elements are out of order, it will be required complete replacement rear suspension.
Preparing to remove the springs
In the upper parts, pillows made of rubber are installed. Their thickness is also different. It is with their help that you can raise or lower the entire suspension of the car. Also note that it is necessary to change the springs in pairs, even if only one has failed. All replacement work is best done on a lift or inspection hole. But if such amenities are not provided in your garage, then you need to raise each side in turn, placing the entire rear of the car on a secure support. And do not forget to enclose special recoil devices under the front wheels. It is possible that you will also need to dismantle the rear suspension arm in order to replace the silent blocks in its eyes.
Removing the springs
All work must begin with a pressure regulator in the brake system. It is necessary to disconnect all traction from it. This makes it possible to move the entire rear axle of the vehicle while removing the suspension springs. Unscrew the drive rod from the bracket located on the rear axle. Then remove the bolt and take the lower edge of the thrust to the side. After that, it is necessary to unscrew the nut, which fastened the tee to the tubes. Also take it aside so that it does not interfere with the repair. Now you can pull the bridge to the very bottom. In this case, the entire suspension will weaken as much as possible. Only after that it is possible, by prying the lower edge of the spring with a special mounting blade, to remove it from normal position to take off. Then dismantle the gasket from below, and the rubber pillow from above. Thus, the rear suspension spring is removed on cars of the classic VAZ series.
Spring installation
To make it easier to install new springs, you will need to secure the pad and spacer with electrical tape. You can even use thread. The main thing is to ensure that this lining is kept on the spring and does not move to the side. Installation is in the reverse order. There are no special features in this procedure. And do not forget to properly mount the pressure regulator in the brake system. That's all, the rear suspension spring is in place, now you can start diagnosing and repairing the remaining elements.
Signs of broken shock absorbers
The service life of shock absorbers depends directly on the quality of the road surface, as well as on the driving style of the driver. But it happens that they have some kind of factory defect, which leads to oil leakage. There are two types of shock absorbers. Some are completely replaced, while others can still be restored. For them, special repair kits are purchased in stores. Therefore, pay attention to which shock absorbers you have installed, whether they can be disassembled for carrying out restoration work. As in the case of springs, shock absorbers are replaced exclusively in pairs. Such is the arrangement of the rear suspension - it will not be able to work normally with elements that have varying degrees of wear.
Shock absorber diagnostics
If you install a new device on only one side, the suspension will not work correctly. It is possible to throw the car to the side. Vibration damping when driving on uneven surfaces will be uneven. But first you need to check the performance of the mechanism. To do this, you will need to sharply swing each side of the car. Lower the body as far down as possible. With a good shock absorber, the car will instantly return to its original position. In this case, you will not observe any fluctuations. But if the suspension continues to oscillate after applying force, then we can say that the shock absorbers do not work, since they do not dampen vibrations. In this case, the rear suspension must be repaired in order to protect yourself and passengers.
Replacement procedure
To carry out the work you will need wrenches. All repairs are best done on a viewing hole or lift. Using a 19 wrench, it is necessary to unscrew the nut that secures the lower shock absorber bolt. With its help, the device was attached to the rear axle. It is advisable to process everything in advance threaded connections penetrating lubricant. This will allow you to quickly unscrew the nuts, as well as knock out the bolts with seats. The lower bolt must be removed with the support sleeve located on it. Then you need to unscrew the nut that secures the shock absorber rod to the body. This is how the Ford rear suspension is repaired (if the drive is carried out on the rear wheels). That's all, now you can completely dismantle the shock absorber. Please note that in its eyes there are special pillows made of rubber: two at the top and the same number at the bottom. No matter what condition they are in, it's best to put in new ones when reassembling. Mounting of shock absorbers is carried out strictly in the reverse order.
How to replace jet thrust
Replacing the rear suspension rods is extremely rare. It can be damaged either on impact or under the influence of an aggressive environment. When operating a car, most often the rods are removed during the replacement of rubber bushings. The silent blocks of the rear suspension are changed strictly according to the map Maintenance. All work is best done on a lift or viewing hole. You will need a set of tools, such as penetrating lubricant, mounting spatula, wrenches and sockets. Using a 19 wrench, it is necessary to unscrew the bolt that secures the end of the rod to the bracket on the rear axle. The bolt must be held so that it does not turn, with exactly the same key. Remove nuts and washers underneath. Knock out the bolt from the hole using a suitable drift. In the same way, the nut is unscrewed on the bolt, which is fastened to the body. Now you can completely remove the bolt and dismantle the upper jet thrust. Next, this mechanism or rubber bushings are replaced. Installation is carried out in the reverse order. It is advisable to replace all bolts, as well as nuts, with new ones. Only in this case, the rear suspension of the VAZ will be fixed as firmly as possible in the normal position.
Repair and removal of the lower link and transverse
After repairing the upper rod, you will need to dismantle the lower one. To make it more convenient to work, it is best to unscrew the lower shock absorber fasteners. We must try to take him aside so that he does not interfere with the work. Then unscrew the nut from the bolt that secures the bar to the bracket. By analogy with this, it is necessary to unscrew the nut, which is attached to the body. As with the previous thrust, it must be replaced or repaired. When installing, use new nuts and bolts. Best of all, the rear suspension of the car will work if its fixation is as reliable as possible. Do not be lazy, purchase special thread locks, with their help you will get rid of accidental unscrewing of nuts and bolts.
Please note: the right and left jet thrusts are different. It is impossible to replace them with each other, for this reason, try not to confuse them in places. The last to change is the transverse bar. Similarly with the previous ones, unscrew the nuts from the bolts and remove this device. After that, a complete replacement or repair is carried out. Installation is carried out in the reverse order. That's all, the replacement of the rods has been successfully completed. Try only to cover all threaded connections with grease during repairs, so that later it will be easier to carry out work. After all, sometimes it is still necessary to change the silent blocks of the rear suspension in order to ensure its most efficient operation.
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What can be the rear suspension of a car
Modern cars, thanks to the achievements of science in automotive industry, have become the epitome of perfection. Even inexpensive ones budget car boast enviable characteristics that were shown five years ago the best sports cars or executive sedans. 
Over time, the device of the car has changed, its specifications, behavior on the road, as well as the atmosphere in the interior itself. Formerly machines competed in power, speed, but now the disputes have moved to environmental friendliness, efficiency, comfort, smoothness. Therefore, design solutions had to be changed, and the suspension device also changed with them, since it is she who is called upon to be responsible for this indicator.
If the suspension is set too firm, it will perform well on a twisty road, as body roll is minimal. No wonder racing and track cars have a very stiff suspension. But for road versions, it is not applicable, especially for our roads. First of all, it is accompanied by low ground clearance, which is simply unacceptable in our road conditions. In addition, it is also necessary to “swallow” the irregularities, which are enough. 
The front suspension used to have separate springs and shock absorbers, but now they are combined into struts, it was called MacPherson strut. It has fairly stable characteristics, easy to assemble and dismantle. In addition, the manufacturer himself can choose the optimal ratio of spring and shock absorber, depending on the purpose of the rack.
Rear suspension may vary. This may be a cross beam on which leaf springs are fixed. They are sheets of metal that have a rounded shape. Under pressure, they unbend, after which they take their shape. This type of rear suspension is used on drive axles, as a rule, these are large-class sedans, as well as pickup trucks on a loading platform and trucks. 
There is a rear suspension with springs. Here they are installed in glasses instead of springs. The springs have the usual helical configuration. Shock absorbers are attached separately. Such a suspension has become widespread on mid-range sedans for everyday use. Again, it is used with a leading motor or a beam. Its name is semi-independent.
And finally, the last type is an independent rear suspension. This means that the wheels of the rear axle are not fastened in any way and can move independently of each other. It is quite convenient, but difficult to install, has a low load capacity. In addition, it uses only springs, which makes it softer. As a rule, it serves for small hatchbacks.
The rear suspension device directly affects the smoothness of the car. Here, her action will be noticed more by the passengers of the second row, because it is they who are sitting just above her. In addition, do not forget that the performance of the suspension depends not only on its design, but also on the condition, so you should not demand high results from it with worn rubber seals or leaking shock absorbers.
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Rear suspension VAZ 2107 - device, principle of operation, diagram.
The rear suspension of the VAZ 2107 provides for the conversion of the energy of the impact of the wheels on the unevenness of the road surface with the subsequent damping of these vibrations. The suspension is an integral system of the running gear and provides the connection between the wheels and the body. A well-maintained vehicle suspension creates comfortable conditions for movement on various roads. pavement.
Rear suspension device VAZ 2107.
The rear suspension is dependent, as the car has rear drive with a rigid bridge. The bridge is attached to the body with the help of special jet rods, which are mounted on both sides of the bridge. The rods are made in the form of pipes, at the ends of which there are ring fasteners. On the bridge of the car and under the bottom of the body there are exactly the same fastenings, in engagement with which there are jet thrusts. The thrust ring is installed flush with the ring on the body and a bushing with a rubber ring, called a silent block, is threaded through the aligned holes. Such rubber products provide a soft connection of the suspension parts and ensure their unhindered movement relative to the roadway.
At the ends of the bridge in the upper part, special cups are installed, on which suspension springs are placed. The springs are made in the form of spirals with a circular cross section and abut against the car body through spacers. The spacer is an aluminum ring that rests against the body, a rubber lining is installed in the ring itself, softening the blows of the spring against the body.
When hitting an obstacle, the springs create an oscillation that counteracts the impact force and softens it. To quickly dampen vibrations in the VAZ 2107 suspension, apply oil shock absorbers. The shock absorber consists of a tank filled with oil with two chambers and a piston with a system check valves. When vibrations occur, the shock absorber is set in motion and moves a special fluid inside the chambers, which resists the shock absorbers and, in turn, reduces these vibrations.
The shock absorber piston guide is called the rod. The rod is attached to the car body by means of bushings, similarly jet thrust pendants. The shock absorber chambers are placed in a plastic casing, which is also attached to the rear axle of the VAZ 2107 in the same way.
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device, diagram, parts, springs and stabilizer
1667 ViewsCurrently, technology is developing very quickly, and this circumstance has a considerable impact on the design features of cars. Year after year they become more and more complex, technologically advanced, safe and comfortable. Rear suspension modern machines significantly different from earlier counterparts. Now they are a very complex device, which includes many parts, especially if we consider the system of a three-axle car.
Rear semi-independent suspension
Often this type of rear suspension is found in front-wheel drive vehicles, which is based on an elastic “P”-shaped beam. The advantages here include the utmost simplicity of design, rather high rigidity with respect to the transverse direction, low weight, and also the fact that the stabilizer works very efficiently here. Such a suspension is not without drawbacks, for example, there is a non-optimal change in the camber of the car's wheels relative to each other, as well as high requirements for the correct geometry of the bottom of the car body.
Independent suspension and its features
This type of suspension began to be used for maximum increase indicators of vehicle controllability, as well as increasing comfort while driving. It is mounted on racks and has longitudinal and transverse levers. The advantages here include the fact that it is unpretentious, the springs allow you to compensate for shocks when traveling in off-road conditions, it has an affordable cost, is easy to repair and is light in weight.
As for the disadvantages, the numerous parts of the rear suspension during its operation can make noise, and the initial camber is regulated within strictly limited limits. With regular transportation of goods, you need to be prepared for the fact that the springs may fail.
Multi-link suspension
This option allows you to provide best comfort while driving and enhances vehicle control. The advantages of this design include the fact that there is an opportunity to set the optimal camber angle, as well as a minimum noise level.
Springs are initially used at a low height, so they rarely require replacement.
There are also disadvantages - a multi-link system has a rather high construction cost and is famous for its difficulty in repair, since this type of rear suspension scheme is quite complicated.
The stabilizer works well and compensates for the transverse vibrations of the body, but with long-term operation By bad roads may fail. If at the setup stage the rubber elements are correctly selected in terms of stiffness, then it will become like a thruster. This indicates an individual change in the indicators of the convergence of the wheels of the car when centrifugal force acts on them. As a result, it is possible to exclude a breakdown in the drift of the side wheel. When you need to change, for example, springs, you won’t be able to quickly cope with the work, since you will have to perform a large amount of development work. The stabilizer is also not easy to change and it is often easier to take the car to a service than trying to do it yourself.
It is noteworthy that the multi-link suspension was first used in the automotive industry in the middle of the last century. Now she has reached the greatest popularity. The multi-link design allows you to achieve an elastic connection between the frame and the wheels. As a result, the car becomes more stable in corners and off-road. Multi-link suspension in most cases is installed on the rear axle, but sometimes it can also be present on the front. Such a suspension does not have a strict design, since it always depends on the design features of the car. It can be thruster, which is very convenient to use.
A little about the rear suspension stabilizer
If we consider in detail the rear suspension device, then you need to pay attention to the stabilizer. Structurally, this detail is nothing complicated. It is noteworthy that some modern cars, due to their design features, force the use of a stabilizer, the central part of which is not straight, but of a more complex configuration. They are always made from a piece of a metal cylindrical profile of the desired length and diameter.
The raw material here is a special metal, due to which, when twisted, the stabilizer becomes elastic. central part of this element is invariably fixed at two points to the body or subframe.
Stabilizer for all cars different sizes and may have a number of design features depending on what type of suspension is used.
About springs
The rear suspension of a car invariably includes springs. It was already mentioned earlier that the anti-roll bar allows you to make the suspension work as a whole smoother, and so the springs serve the same purpose. If they sag, and the owner of the car does not change them in time, thinking, for example, that the multi-link and thruster suspension is a reliable design, then the shock absorbers will simply fail soon. This can be determined by the increased roll of the car in traffic jams. Initially, the springs have a certain height and are designed for a specific load. During operation, they can get along and require replacement. You can change the springs yourself, but this is quite a difficult job that may require special tool.
Conclusion
So, now you know what types of rear suspension are and how it works. Indeed, the design of modern cars is quite complex, as they strive to make them as comfortable as possible and at the same time safe. The main thing is to always make sure that the suspension parts are in good condition, and if necessary, replace them in a timely manner.
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Design features of the suspension of trucks and cars
39. Design features of the suspension of trucks and cars
39.1. Car suspension design
General arrangement of the front suspension. On passenger cars, an independent suspension of the front wheels is used, in which the movement of one of the wheels is practically independent of the other. The single-lever suspension of the front coma of the “swinging candle” type (Fig. 107, a), used on front-wheel drive vehicles, includes telescopic hydraulic shock absorber struts 3, coil springs 2, wishbones 6 and anti-roll bar 1.
Rice. 107. Schematic diagrams of the device of the front suspensions and the angles of the front wheels: a - suspension of the "swinging candle" type of front-wheel drive vehicles; b - lever-spring pivotless suspension of VAZ-2105 and IZH-21251 cars; 1 - anti-roll bar; 2 - spring; 3- telescopic stand; 4 - front wheels; 5 - Tie Rod; 6 - suspension arm; 7- spherical bearing; 8 and 13 - upper and lower levers; 9 and 12 - upper and lower ball joints; 10 and 11 - respectively, the swivel rack and the trunnion with the axis; 14 and 18 - rubber buffers for compression and rebound; 15 - shock absorber; 16 - Crossbar; 17 - axes of levers; I - vertical; II - track; α - camber angle; β - wheel toe angle; γ - angle caster axis of rotation of the wheel; ω - angle of rotation of the wheel; υ - angle of transverse inclination of the axis
wheel turning; α - wheel rolling shoulder.
The advantages of this type of front wheel suspension are the simplicity of its design, compactness, a significant distance between the spring supports, which reduces the force transmitted from them to the body, and the minimum number of articulated joints in the suspension. On cars with a classic layout, lever-spring pivotless (VAZ-2105 and IZH-21251 cars) or pivot (GAZ-31029 car) suspensions are installed.
The double-lever pivotless suspension of the front wheels of the VAZ-2105 and IZH-21251 cars (Fig. 107, b) consists of the upper 8 and lower 13 levers, mounted on one side on axles 17, respectively, to the car body (for the VAZ-2105 car) or to the support crossbar 16 (in the car IZH-21251) and to the crossbar 16 of the suspension, and on the other hand - with the help of the upper 9 and lower 12 ball joints to the rotary rack 10 of the wheel. Between lower arm and a body (on a VAZ-2105 car) or a suspension cross member (on an IZH-21251 car) there is a spring inside which a shock absorber is installed.
General device and rear suspension. The rear suspension of passenger cars can be dependent and independent. In a dependent rear suspension (Fig. 114, a), the wheels are rigidly interconnected by a beam 5. When one of the rear wheels hits an obstacle, it moves up, causing the body to tilt.
In an independent rear suspension (Fig. 114, b), due to the low torsional rigidity of the beam 5, as well as its displacement from the axis of the rear wheels forward, closer to the hinges 6 of the levers, the wheels move along with the levers almost independently of each other. Therefore, when one wheel hits road irregularities (bumps, depressions), its vibrations are not transmitted to the other, which ensures a decrease in body tilt and an increase in vehicle stability when driving.
Rice. 114. Schematic diagram of the device and operation of the rear suspension of passenger cars: a - dependent; b - independent; 1 - shock absorber; 2 - upper shock absorber spring support; 3 - spring; 4 - hinge for attaching the shock absorber to the lever; 5 - connecting beam of levers; 6 - hinge for attaching the lever to
body; 7 - lever
The rear suspension of front-wheel drive vehicles includes trailing arms 7, which are attached to the car body with the help of hinges 6 (wheel hubs are attached to their rear part), as well as springs
3 and shock absorbers 1. The upper part of the springs and shock absorbers are installed in the supports 2. The suspension arms of the rear wheels are interconnected by a connecting beam 5.
The rear suspension of VAZ cars (Fig. 6.7) is dependent, spring-loaded, with hydraulic shock absorbers. The rear wheels of the car are interconnected by a beam of the rear axle
Rice. 6.7. Rear suspension of VAZ cars: 1 - hinge; 2 - rear axle; 3, 17, 20 - bars; 4, 11 - gaskets; 5, 10, 12 cups; 6, 16 - buffers; 7, 14 - fingers; 8 - bracket; 9 - spring; 13 - thrust; 15 - cross member;
18 - regulator; 19 - torsion bar; 21 - shock absorber
The guiding device of the rear suspension is the longitudinal lower 3 and upper 17, as well as the transverse 20 rods, the elastic device is twisted coil springs 9, the damping device is double-acting telescopic hydraulic shock absorbers 21. The rear axle 2 is connected to the car body by means of four longitudinal 3 and 17 and one transverse 20 bars. Shock absorbers 21 are attached with their upper ends cantilevered on pins 14 to the cross member 15 of the car body, and with their lower ends - to the rear axle beam.
The rear suspension of a small class car (Fig. 7.8) is dependent, leaf spring, with hydraulic shock absorbers. The suspension is made on two longitudinal semi-elliptical springs, working together with hydraulic telescopic shock absorbers.
Rice. 7.8. Rear suspension of a small class car: 1 - shock absorber; 2 - earring; 3 - spring; 4, 5 - compression buffers; 6 - bushing; 7 - finger; 8 - str-
mint; 9 - overlay; 10 - beam
The front end of each spring 3 is fixedly attached to the car body, and the rear end is movably fixed with the help of an earring 2. To fasten the ends of the spring, rubber-metal hinges are used, consisting of metal pins 7 and rubber bushings 6. vehicle and do not need lubrication.
The middle part of the spring is attached to the beam 10 of the rear axle from below with the help of stepladders 8 and lining 9 in order to lower the center of gravity of the vehicle and increase its stability. Such fastening of the springs to the body and the beam of the bridge ensures the transfer of the pushing force from the drive axle to the body, which is necessary for the movement of the car, and eliminates the breakage of the springs when they deflect when driving on an uneven road. Vibration damping in the suspension is carried out by hydraulic shock absorbers 1, which are attached to the spring pads 9 and the car body with the help of rubber-metal hinges. To prevent creaking and reduce friction, plastic washers are installed between the sheets at the ends of the springs. The upward travel of the rear wheels is limited by compression rubber buffers 4, which are hollow and mounted on the axle beam. Additional rubber compression buffers 5 are mounted on the body.
Front suspension trucks GAS (Fig. 6.8, a) dependent, spring, with shock absorbers. The leaf spring 7 is attached to the bridge beam with two ladders 8, and to the frame through rubber supports. The leaf springs are tightened with a center bolt. Two root sheets, the ends of which are bent at an angle of 90°, form an end thrust surface. Special cups 5 and 10 are riveted to the bent ends of the root sheets, increasing the contact area of the sheets with rubber supports. The front end of the spring is fixed. It is fixed in the bracket 1 between the top 2 and bottom 11 rubber supports, and rests against the end rubber support 12.
The rear suspension of GAZ trucks (Fig. 6.8, b) is dependent, spring, without shock absorbers. It is made on two longitudinal semi-elliptical leaf springs with additional springs (sprung springs).
The rear end of the spring is movable, fixed in the bracket 4 only with the help of two rubber supports. When the spring deflects, it moves as a result of the deformation of these supports. The upward deflection of the spring limits the rubber buffer 9 installed on it between the ladders 8. The shock absorber 3 dampens the vibrations of the cab and the front wheels of the vehicle.
The rear suspension of GAZ trucks (Fig. 6.8, b) It is made on two longitudinal semi-elliptical leaf springs with additional springs (sprung springs). Spring 16 and spring 15 are attached to the rear axle beam with ladders 14 using pads 13 and 17. The ends of the spring are fixed in brackets in rubber supports, as in the front suspension of a car. Podressornik has the same device as the spring, but consists of a smaller number of sheets. The ends of the sprung are not connected to the frame. With an increase in the load on the car, the sprung rests with its ends against the rubber supports fixed in the frame brackets, after which it works together with the spring. Damping vibrations of the body and wheels of the car in the rear suspension occurs due to friction between the sheets of springs and springs.
The front suspension of KamAZ trucks (Fig. 6.9, a) is dependent, leaf spring, with shock absorbers. It is made on two longitudinal semi-elliptical springs with two hydraulic telescopic shock absorbers.
Each spring 4 is attached to the beam by the middle part front axle stepladders 11 and pad 7. A lining 6 with a bracket for attaching the lower end of the shock absorber 8 is installed between the spring and the bridge beam. bracket 12 is hinged on a smooth pin 13, which is fixed with two coupling bolts 2. The rear end of the spring is sliding. It is freely installed in the bracket 17 of the frame and rests on the cracker 19. An overlay is attached to the rear end of the spring, protecting the root sheet from wear. The upward stroke of the front axle is limited by hollow rubber compression buffers 10 mounted on the frame spars.
Shock absorbers 8 are connected by their lower ends to the brackets of the pads 6, and by their upper ends to the brackets 9 of the frame. Rubber-metal hinges are used for fastening shock absorbers.
The rear suspension of KamAZ trucks (Fig. 6.9, b) is balanced, dependent. Its main parts are two longitudinal semi-elliptical springs and six longitudinal jet rods. Each spring 22 is attached by the middle part to the hub 25 with an overlay 20 and two ladders 21. The ends of the spring are freely installed in supports 23 attached to the beams of the middle 32 and rear 24 of the drive axles.
The hub 25 is mounted in a bushing on an axle 26 fixed in a bracket 29 which is connected to a suspension bracket 30 attached to the frame spar. The hub is attached to the axle with a nut and is protected from the outside by a cover, and from the inside by cuffs and sealing rings. The lid has a hole with a stopper for filling oil.
The middle 32 and rear 24 drive axles are each connected to the frame by three jet rods: two lower 28 and upper 31. The ends of the jet rods are fixed in brackets on the frame and bridges by self-clamping hinges 27.
The upward movement of the middle and rear axles is limited by rubber buffers, which are mounted on the frame spars. Vibration damping in the suspension occurs due to friction between the leaf springs.
zinref.ru
Independent vehicle suspension
There are two options for suspension of the car body - dependent and independent suspension. In modern passenger cars, as a rule, an independent suspension is used. This implies that the wheels on the same axle do not have a rigid connection with each other, and a change in position relative to the car body of one has little or no effect on the position of the second. At the same time, the camber and toe angles can vary within fairly significant limits.
Suspension with swing axles
This is one of the simplest and cheapest types of suspension. Its main element is the semi-axes, which have hinges at the inner ends, through which they are connected to the differential. The outer ends are rigidly connected to the hub. Springs or leaf springs act as elastic elements. The design feature is that when hitting any obstacle, the position of the wheel relative to the axle shaft remains invariably perpendicular. 
Additionally, longitudinal or transverse levers may be present in the design, designed to dampen the reaction forces of the road. Such a device had a rear suspension of many rear-wheel drive cars produced in the middle of the last century. In the USSR, an example is the suspension of a ZAZ-965 car.
The disadvantage of such an independent suspension is its kinematic imperfection. This means that when driving on rough roads, the camber and track width vary widely, which negatively affects handling. This is especially noticeable at speeds over 60 km/h. Among the advantages can be called a simple device, cheap maintenance and repair.
Trailing arm suspension
There are two types of independent trailing arm suspension. In the first, springs are used as elastic elements, and in the second, torsion bars. The wheels of the car are attached to the trailing arms, which, in turn, are movably articulated with the frame or body. Such a suspension found its application in many French front-wheel drive cars produced in the 70-80s, as well as scooters and motorcycles. 
Among the advantages of this design can also be called a simple device, cheap manufacturing, maintenance and repair, as well as the ability to make the floor of the car absolutely flat. It has much more disadvantages: during movement, it changes to a significant extent wheelbase, and in corners the car rolls a lot, which means that handling is far from ideal.
Wishbone suspension
The device of such a suspension is in many ways similar to the previous one, the only difference is that the swing axes of the levers are located at an oblique angle. Due to this, the change in the wheelbase of the car is minimized, and body rolls have almost no effect on the angle of inclination of the car's wheels, however, on bumps, the track width changes, and the toe and camber angles change, which means that handling deteriorates. In the role of elastic elements, twisted springs, torsion bars or air springs were used. This option independent suspension was more often used for the rear axle of cars, the only exception was the Czech Trabant, the front suspension of which was made according to this scheme. 
There are two types of suspensions on oblique levers:
- single-hinged;
- double-hinged.
In the first case, the axle shaft has one hinge, and the swing axis of the lever passes through the hinge and is located at an angle of 45 degrees to the longitudinal axis of the machine. This design is cheaper, but also kinematically not perfect, therefore, it was used only on light and slow cars(ZAZ-965, Fiat-133).
In the second case, the axle shafts have two hinges each, external and internal, and the swing axis of the lever itself does not pass through internal hinge. To the longitudinal axis of the car, it is located at an angle of 10-25 degrees, this is preferable for the kinematics of the suspension, since deviations in the gauge, wheelbase and camber remain within the normal range. Such a device had a rear suspension for ZAZ-968, Ford Sierra, Opel Senator and many others.
Suspension on longitudinal and transverse levers
A very complex and therefore rare design. It can be considered a type of MacPherson strut suspension, but in order to unload the mudguard of the wing, the springs were located horizontally along the car. The rear end of the spring rests against the partition between engine compartment and salon. In order to transfer the force from the shock absorber to the spring, it was necessary to introduce an additional lever, swinging in a vertical longitudinal plane along each side. One end of the lever is pivotally connected to the top of the suspension strut, and the other end is also pivotally connected to the bulkhead. In the middle of the lever has a stop for the spring. 
According to this scheme, the front suspension of some Rover models. It has no special advantages over MacPherson, and has retained all the kinematic shortcomings, but has lost its main advantages, such as compactness, technological simplicity, and a small number of articulated joints.
Suspension on double trailing arms
Its second name is the "Porsche system", after the name of the inventor. In such a suspension, there are two trailing arms on each side of the car, and the role of elastic elements is performed by torsion shafts located one above the other. Such a device had a front suspension of cars, the engine of which is located at the rear (models of early sports cars Porsche, Volkswagen Beetle and Volkswagen Transporter of the first generation). 
Trailing arm independent suspension is compact and allows you to move the passenger compartment forward and your legs front passenger and place the driver between the wheel arches, which means reducing the length of the car. Of the minuses, one can note changes in the wheelbase when hitting obstacles and a change in camber when the body rolls. Also, due to the fact that the levers are subjected to constant high bending and torsion loads, it is necessary to strengthen them, increasing the size and mass.
Double wishbone suspension
The device of this type of independent suspension is as follows: on both sides of the car, two levers are transversely located, which are movably connected to the body, cross member or frame on one side, and to the shock absorber strut on the other. If this is the front suspension, then the strut is swivel, with ball joints having two degrees of freedom, if the rear suspension, then the strut is fixed, with cylindrical joints having one degree of freedom. 
Elastic elements are used various:
- twisted springs;
- torsion bars;
- springs;
- hydropneumatic elements;
- pneumatic cylinders.
On many vehicles, the suspension elements are attached to a cross member that is rigidly connected to the body. This means that you can remove the entire structure as a separate unit, and carry out repairs in more convenient conditions. In addition, the manufacturer has the opportunity to choose the most best way placement of levers, thereby rigidly setting the required parameters. This ensures good controllability. For this reason, double wishbone suspension is used in racing cars. From the point of view of kinematics, this suspension has no drawbacks.
Multi-link suspension
The most complex device has a multi-link suspension. It is similar in structure to the double wishbone suspension and is mainly used on the rear axle of cars of class D and above, although it is sometimes found on cars of class C. Each of the levers is responsible for a certain parameter of wheel behavior on the road. 
Multi-link suspension provides the car the best handling. Thanks to it, you can achieve the effect of steering the rear wheels, which allows you to reduce the turning radius of the car, and better allows you to keep the trajectory in turns.
The multi-link suspension also has disadvantages, however, they are not of an operational nature - the cost of construction, the complexity of design and repair are high.
MacPherson suspension
The front suspension of most modern cars of class A - C is made according to the MacPherson type. The main structural elements are shock absorbers and a coiled spring as an elastic element. The MacPherson strut suspension device, its advantages and disadvantages are discussed in more detail in a separate article. 
Instead of an afterword
In modern automotive industry, dependent and independent suspension are used. It should not be assumed that one of them is better than the other, since their purpose and scope are different. Under a solid bridge ground clearance always remains the same, and this is a valuable quality for a machine that travels primarily off-road. That is why SUVs use a spring or leaf spring rear suspension with a continuous axle. The independent suspension of a car cannot provide this, and real ground clearance it may turn out to be less than stated, but its element is asphalt roads, on which it undoubtedly outperforms the bridge in handling and comfort.
The suspension of vehicles with front-wheel drive is mainly semi-independent on the rear wheels on an elastic "P" - shaped beam.
The rear device is shown in the figure.
Simplicity of design;
High rigidity in the transverse direction;
Small weight;
Possibility to change the characteristics by changing the geometry of the cross section of the beam.
This system also has disadvantages:
Suboptimal change in camber;
Special requirements for the geometry of the bottom of the car at the attachment point.
rear beam
Independent rear suspension device
To improve the handling of cars and increase comfort, an independent rear on racks with longitudinal and transverse levers is often used. Its device is shown in the figure.
Independent suspension
This design has the following advantages:
Relative simplicity of design;
Small weight and cost;
Improved camber and toe-in characteristics during operation.
Along with the advantages, this scheme has disadvantages:
Limited limits for initial camber setting;
Increased noise during the processing of road irregularities due to the location of the pillar supports directly in the body.
Multi-link rear suspension
On cars of the middle and higher classes, which require a high level of driving comfort and improved handling, a multi-link rear is used. One such design is shown in the figure.
Multi-link suspension
It has the following advantages:
Possibility of ensuring optimal wheel alignment angles during operation;
The possibility of improving the comfort of movement;
Reduced noise and vibration transmitted to the body.
The disadvantages include:
High manufacturing cost;
High labor intensity of maintenance and repair.
By using an independent multi-link rear suspension, designers can ensure that both camber and toe-in are optimally adjusted when cornering.
A properly selected combination of rigidity of the rubber elements can provide the effect of the so-called "steering". This term refers to the individual change in the convergence of the rear wheels under the action of centrifugal force, which compensates for the side slip of the wheel.
Unfortunately, the development of such a design requires a large amount of experimental design work and, accordingly, significant costs. That is why multi-link suspensions are not widely used on cars of small and medium classes.
REAR SUSPENSION
DEVICE FEATURES
The rear suspension of the car is dependent, includes a guiding device, elastic elements and devices that dampen body vibrations.
Rice. 4-30. Rear suspension: 1 - spacer; 2 - rubber bushing; 3 - lower longitudinal rod; 4 - lower insulating gasket of the spring; 5 - lower support cup of the spring; 6 - compression stroke buffer; 7 - bolt for fastening the upper longitudinal rod; 8 - bracket for fastening the upper longitudinal rod; 9 - suspension spring; 10 - upper spring cup; 11 - the upper insulating gasket of the spring; 12 - spring support cup; 13 - thrust lever drive pressure regulator rear brakes; 14 - rubber bushing of the shock absorber eye; 15 - shock absorber mounting bracket; 16 - additional compression stroke buffer; 17 - upper longitudinal rod; 18 - bracket for fastening the lower longitudinal rod; 19 - mounting bracket transverse bar to the body; 20 - rear brake pressure regulator; 21 - shock absorber; 22 - transverse rod; 23 - pressure regulator drive lever; 24 - holder of the support bushing of the lever; 25 - lever bushing; 26 - washer; 27 - remote bushing
Guiding device. The rear axle beam is pivotally connected to the body by means of reaction rods: two lower 3 (Fig. 4-30) and two upper 17 longitudinal and one transverse rod 22. The longitudinal rods transmit pushing and braking forces from the drive wheels through the rear axle beam to the body. the transverse bar keeps the body from lateral displacements. The reaction rods are attached to the body brackets and the rear axle beam through rubber-metal hinges, which are structurally the same and differ only in size. The hinge consists of a rubber bushing 2 installed in the eye of the rod, a spacer sleeve 1 that passes through the hole of the rubber bushing, a thrust washer and a rod fastening bolt.
The elastic elements of the suspension consist of coiled coil springs 9, two main buffers 6 of the compression stroke and an additional compression buffer 16. Springs under a static load of 295 kgf are sorted into two groups A and B. The groups are marked similarly to the front suspension spring groups, i.e. group A - yellow stripe, group B - green. The spring mounted on the suspension rests with its upper end on the support cup 10 through the rubber insulating gasket 11, which is placed in the stamped steel cup 12 of the body. The lower end of the spring rests in the cup 5 of the rear axle beam through an insulating plastic gasket 4. The main buffers 6 are installed inside the springs and secured with a mushroom nipple in the holes upper supports 10. Additional buffer 16 is mounted on a bracket bolted to the bottom of the body.
The extinguishing device consists of two hydraulic shock absorbers, the device of which is described below.
REMOVING AND INSTALLING THE SUSPENSION
Withdrawal. Raise the rear of the car and place on stands. Remove rear wheels.
Disconnect cardan shaft from the flange of the final drive gear.
Disconnect the hydraulic brake hose from steel tube installed on the axle, and take measures to prevent leakage of fluid from the brake system.
Disconnect the parking brake rear cable bracket from the body, remove the front cable retracting spring and, by unscrewing the lock nut and adjusting nut, release the rear cable branch. Disconnect the rear brake pressure regulator drive link from the bracket on the axle beam. Disconnect the upper ends of the shock absorbers.
Place a hydraulic jack under the rear axle beam. Disconnect the longitudinal and transverse rods from the brackets on the body, lower the jack and remove the bridge.
Proceed to disassembly of the suspension:
Remove the shock absorbers from the brackets on the axle beam;
Disconnect the longitudinal and transverse rods from the brackets on the bridge beam.
Details of a back suspension bracket are shown on fig. 4-31.
Installing the rear suspension is carried out in the reverse order of removal.
At the same time, install class A springs (with yellow marking) on the suspension, in exceptional cases, when there are no springs of this class, it is allowed to install class B springs (with green marking).
To prevent damage and over-tightening of the elastic bushings of the hinges of the rods and shock absorbers:
Load the rear of the vehicle so that the distance from the axle beam to the body side member, measured at 100 mm from the cross bar bracket (Fig. 4-32), is 125 mm;
Tighten with a torque wrench the nuts on the bolts for attaching the longitudinal and transverse rods, as well as on the pins for attaching the shock absorbers to the axle beam and to the body.
CONDITION CHECK
Wash all parts thoroughly before checking.
Rubber parts, bushings and protective coatings protect from solvents when washing.
Springs. Check the elastic characteristic of the springs at the control points (Fig. 4-33), having previously compressed them three times until the coils touch.
Note. According to the length under load of 2950 N (305 kgf), the springs are divided into two classes. Class A - length more than 273 mm and class B - length less than 273 mm. Class A springs are marked with yellow paint on the outside of the coils, and class B with green paint.
Rice. 4-31. Details of the rear suspension: 1 - lower longitudinal rod; 2 - rubber bushing; 3 - bracket for attaching the lower longitudinal rod to the body; 4 - spacer sleeve; 5 - upper longitudinal rod; 6 - additional compression stroke buffer; 7 - spring; 8 - upper spring cup; 9 - compression stroke buffer; 10 - upper isolating spring gasket; 11 - shock absorber; 12 - lower insulating gasket of the spring; 13 - cross bar
Rice. 4-32. Rear suspension installation diagram: 1 - body spar; 2 - cross bar bracket; 3 - rear axle beam; X=125 mm
Rice. 4-33. Basic data for checking the rear suspension spring
Check for spring deformation. If the spring elasticity does not match the data (Fig. 4-33) or deformations can cause the spring to malfunction, replace it.
Check up a condition of rubber basic linings of springs; if necessary, replace them with new ones.
Rods. Check:
Are the rods deformed; if possible, straighten them;
Are there any cracks on the brackets of the rear axle beam and body; if cracks are found, repair the brackets;
The condition of the elastic bushings of the rod hinges; if necessary, replace them with new ones using tool kit 67.7820.9517.
Rear suspension elements:
1 - beam;
2 - bar of the anti-roll bar;
3 - silent block;
4 - bracket for attaching the lever to the body;
5 - longitudinal arm of the beam;
6 - brake drum;
7 - shock absorber;
8 - shock absorber mounting bracket to the lever;
9 - spring;
10 - shock absorber cover;
11 - spring gasket;
12 - compression stroke buffer;
13 - hub rear wheel;
14 - brake mechanism rear wheel
The rear suspension is semi-independent, with an elastic beam, with helical coil springs and double-acting hydraulic telescopic shock absorbers.
Trailing arms are welded to the beam through amplifiers. To increase the lateral stability and reduce the roll of the car, a stabilizer bar made of a steel bar Ø 14 mm passes inside the beam. The ends of the rod are welded to the levers. 
Rear suspension:
1 - rear suspension beam;
2 - shock absorber;
3 - spring;
4 - bracket for attaching the beam lever to the body 
In the middle part of the stabilizer bar there is a rubber cushion
Sleeves are welded to the levers in front, into which silent blocks are pressed.
At the rear, brackets with lugs for attaching shock absorbers and flanges for attaching trunnions (axles) of the rear wheels and brake shields are welded to the suspension arms.
The elastic elements of the suspension are helical springs. With the lower coil, the spring rests on a cup welded to the shock absorber reservoir, and with the upper coil, through a rubber gasket, on a support welded from the inside to the wheel arch. 
Bolt 1 passes through the inner cage of the silent block, connecting the lever to the body bracket. bracket fastened to the welded studs of the body with three nuts 2
A rubber-metal hinge (silent block) is pressed into the lower eye of the shock absorber, through the central bushing of which a bolt passes, which fastens the shock absorber to the suspension arm bracket. The shock absorber rod is attached to the body through two rubber pads (one on the bottom of the support, the other on top) and a support washer (under the nut).
The chrome-plated surface of the rod is protected from dirt by a rubber corrugated boot, inside which a compression stroke buffer is installed.
Cylindrical shoulder, made on the trunnion, is designed for its centering in the hole of the lever flange and centering the brake shield on the trunnion
The hub has a non-adjustable double-row tapered roller bearing. During operation, the bearing does not require relubrication. The outer ring of the bearing is pressed into the hub and secured with a circlip. The landing of the inner rings of the bearing on the trunnion is transitional (with a slight interference or a small gap). The bearing inner rings are axially tightened with a nut tightened big moment and locking the indentation of the collar of the nut into the groove of the trunnion. 
Shock absorber parts and spring:
1 - shock absorber;
2 - spring;
3 - compression stroke buffer;
4 - stock pillows;
5 - spacer sleeve;
6 - support washer;
7 - spring washer;
8 - nut;
9 - cover;
10 - cover cup;
11 - spring gasket
Rear wheel bearing assembly:
1 - trunnion;
2 - hub;
3 - bearing;
4 - retaining ring;
5 - washer;
6 - bearing nut;
7 - sealing ring of the hub cap;
8 - hub cap
The installation angles of the rear wheels are specified by the beam geometry and are not subject to adjustment in operation. The angles can only be checked on a special stand and compared with control values (camber angle - 0°30"±30", wheel alignment - 0°10"±5"). In the event that the rear wheel alignment angles do not correspond to the control values, it is necessary to check the condition of the rear suspension elements.
