The two-lee suspension is a common type of independent suspension. The two-track suspension structure is based on the application of two levers, the top and bottom attached to the body, and the other to the steering wheel hub.
At the dawn of the automobile era, cars were different from horse carriages only the presence of the engine. As a result, the suspension of the elliptical springs was almost unchanged. Its imperfections, however, as the speed of cars increased, were becoming more and more self-aware, and as a result of the efforts of engineers and inventors, it was replaced by an independent, two-red one.
The cars of the beginning of the twentieth century, which are so different from modern times, were far from "comfort" and "manageability". This is what was lacking for the buyers of not cheap cars.
Good navigation quality has been achieved with the start of independent suspension. They, like most of the motor vehicles, migrated to civilian cars from the motorsport. High speeds and addicted suspension were incompatible. Manoeuvrability has remained at the level of the same equestrian crew. In addition, the body of the car was above the bridge of the bridges, so the centre of gravity was high. If there were no immediate problems, quick turns had to be overcome at the speed of pedestrians.
Although the two-red suspension appeared on the vehicles before the Second World War, it is still considered the most balanced and optimal for the car. In addition, the best-known race series, Formula 1, is used for the most famous racing series of the Formula 1 racing series. Russian motorists are familiar with such a design-on "Zhiguly" of the classic family, from "Kopeiki" to "Seven" the front suspension was independent, two-red.
Dual-lever structure
Just as it was almost a century ago, it is two levers which are arranged in a transversally one over the other. The bottom, through the side blocks, is based on a beam or a mimic, and the upper one on the body. The other ends of the levers, through the ball supports, are connected to the wheel hub.
Different lengths are used to save space and achieve the optimum kinematics of the suspension. The top, short, is followed by the letter "A" and the lowercase letter "L".
A spring, a torsion, an pneumo or a semi-elliptical spring may be used as a resilient element in a two-line suspension. It is true that the last car in passenger cars is practically not met and is used only on light trucks.
Together with the shock absorber, the elastic element is fixed to the lower arm and the other to the body of the vehicle.
Pros and cons of two-line suspension
As mentioned above, an independent two-line suspension gives the car good governability. But it's not her only virtue. When roughness is applied, the jolt of the suspension is more efficient, which affects the level of comfort in the drive. And most importantly, this type of independent suspension to date is the most reliable.
If she's that good, why doesn't she put on all the cars? The problem is that a two-man suspension has a significant drawback. The fact is that the upper arm is pretty appreciable "eats" subspace. And if you consider that the vast majority of modern motor vehicles with a transverse position of the engine, the "two-track" is simply not in the body. In this case, almost all of the vehicles A-, B-and C-class are content with compact and cheaper pendant-like McPherson. For the same reason, the two-line suspension is practically not used on the rear axle of the car, because the volume of the trunk is reduced.
Sooner or later, any, even the most reliable suspension is worn. There's another minus "two burps" coming up. The thing is, the levers are making the mess. That is, the ball support and the site blocks were made with one detail. And the levers themselves, for the reduction of unmural masses, are mostly made of aluminum. Therefore, if you wear the "inexpensive" side-blocks or the ball support, you have to buy the whole of the cheap levers.
You can diagnose the status of the suspension elements on your own. To do this, you need to stop the right wheel, and then use the montums to check the status of the ball support and the site blocks. The latter are most often calculated for the lifetime of the car and do not require attention. And the most vulnerable places in the two-lever suspension are the ball bearings and the shock absorber. In spite of the simplicity of the construction, the repair is better to entrust professional car logins, but, with the appropriate skills, adaptors and desires, you can also do it yourself.
