Front suspension: 1 - lever; 2 - ball bearing; 3 - steering knuckle; 4 - hub; 5 - shock absorber; 6 - anti-roll bar; 7 - bracket for attaching the stabilizer bar to the subframe; 8 - bar stabilizer bar; 9 - subframe.
The front suspension is independent, MacPherson type, with telescopic shock absorber struts, wishbones, subframe and anti-roll bar.
Elements of the front suspension on the car: 1 - lever; 2 - ball bearing; 3 - steering knuckle; 4 - shock absorber; 5 - anti-roll bar; 6 —bar stabilizer bar; 7 - subframe
The suspension is based on two shock absorbers that allow the front wheels to move up and down when driving through bumps and at the same time dampen body vibrations. A bracket for attaching the rack to the steering knuckle is welded to the lower part of the strut housing, and a bracket for attaching the anti-roll bar strut is welded to the middle part. A hydraulic gas-filled shock absorber is installed in the rack housing.
Shock absorber elements: 1 - telescopic stand; 2 - compression stroke buffer; 3 - spring; 4 - nut; 5 - thrust washer; 6 — the top support of a rack; 7 - thrust bearing; 8 — the top basic cup of a spring; 9 - centering sleeve of the spring; 10 - top rubber gasket; 11 - bottom rubber gasket
A polyurethane foam compression stroke buffer is located on the shock absorber rod, designed to limit the upward travel of the wheel when the car moves over bumps. The helical coil spring of the shock absorber strut with its lower coil rests through a rubber gasket on the lower cup welded to the strut body, and with its upper coil (reduced diameter) - on the centering sleeve fixed on the shock absorber rod together with the upper rubber-metal support of the rack. The upper support of the strut, resting against the cup of the mudguard of the body, due to its elasticity, makes it possible for the strut to swing during the suspension strokes and prevents high-frequency vibrations from being transmitted to the body.
A thrust bearing located on the damper rod between the upper spring seat and the upper strut mount allows the strut to turn with the steered wheel.
Braking and traction forces during the movement of the car are perceived by the suspension arms connected through ball bearings to the steering knuckles, and through silent blocks to the suspension subframe. The subframe is attached to the spars at four points: rigidly at the front - with two nuts to the studs, and at the rear through silent blocks (pressed into the holes in the subframe) - two bolts.
Mounting holes for the subframe, suspension and steering parts: 1 - lever (anterior); 2 - subframe (anterior); 3 - lever (rear); 4 - subframe (rear); 5 — stabilizer bars; 6 - steering mechanism
The ball joint housing is riveted to the arm with three rivets, and the ball joint pin is attached to the steering knuckle eye with a clamp connection.
A double-row closed-type angular contact ball bearing is pressed into the hole of the steering knuckle, and the wheel hub is pressed into the inner rings of the bearing.
Inner rings shrink (through the hub) nut on the threaded part of the shank of the outer hinge housing of the drive. In operation, the bearing is not adjustable and does not require relubrication. The front wheel bearings are interchangeable. Nuts of bearings of naves of both wheels identical, with the right carving.
The anti-roll bar is made of spring steel. The rod in its middle part is attached to the suspension subframe with brackets through two rubber cushions. Both ends of the rod through the ball joints of the struts of the anti-roll bar are attached to the bodies of the shock absorber struts.
To ensure good stability and controllability of the car, the front wheels are set at certain angles relative to the body and suspension elements.
Wheel alignment? the angle between the plane of rotation of the wheel and the longitudinal axis of the vehicle. Wheel alignment contributes to the correct position of the steered wheels at various speeds and angles of rotation of the car. Signs of deviation of the toe angle from the norm: severe sawtooth tire wear in the transverse direction, tire screeching in corners, increased fuel consumption due to high rolling resistance of the front wheels. Toe-in is adjusted by rotating the steering rods with the lock nuts of the steering rod ends loosened.
The angle of the longitudinal inclination of the axis of rotation? the angle between the vertical and the line passing through the centers of rotation of the ball joint and the bearing of the upper support of the shock absorber strut in a plane parallel to the longitudinal axis of the vehicle. It contributes to the stabilization of the steered wheels in the direction of rectilinear motion. Symptoms of angle deviation from the norm? car pulling to the side while driving, different efforts on the steering wheel in left and right turns, one-sided tire tread wear.
Wheel collapse? the angle between the plane of rotation of the wheel and the vertical. It contributes to the correct position of the rolling wheel during suspension operation. With a strong deviation of this angle from the norm, the car can be pulled away from rectilinear movement and one-sided wear of the tread.
Only the toe angle is adjustable. The angle of camber and the angle of longitudinal inclination of the axis of rotation of the wheel are set structurally by the geometry of the suspension and body parts. In operation, these angles are not subject to adjustment.
It is recommended to control and adjust the wheel alignment angles at a service station using special equipment (adjustment stand). Before adjusting the wheels must be set to the position of the rectilinear movement of the car. The car must be installed on a horizontal platform and loaded in accordance with the recommendations of the manufacturer.
The installation angles must correspond to the following values: - toe-in: 0°±10' - camber angle: -20'±45' - caster angle: 4°±45'
Steering knuckle assembly with bearing and hub: 1 — an eye of fastening of a tip of steering draft; 2 — an eye of fastening of the gauge of speed of rotation of a wheel; 3 - shield; 4 - hub; 5 - mounting holes to the shock absorber bracket; 6 — an eye of fastening of a directing brake shoes; 7 - hub bearing; 8 — an eye of fastening of a finger of a spherical support
Front suspension arm
The body of the ball joint in the factory version is riveted to the lever with three rivets.
B–A — convergence of the front wheels; A and B - distance (mm) between the edges of the wheel rims in front and behind; δs is the toe angle of the front wheels; S - track
t - angle of longitudinal inclination of the axis of rotation of the wheel (caster)
γ - camber angle