Multilink Suspension System

Marcelo Enriquez Velasquez VEMEC TEAM

Universidad Catolica Boliviana ”San Pablo” (U.C.B.)
La Paz, Bolivia
marcelo.enriquez@ucb.edu.bo

Abstract—This document presents the characteristics, uses and

prices of the Multilink or multi-link suspension. With the purpose
of informing its main advantages and disadvantages, a theoretical
analysis was made comparing it with other suspension systems, to
finally conclude if its use is appropriate for the Vemec equipment.

Index Terms—Wheel connection, operating characteristics,

rear axle, multi-link, suspension

I. I NTRODUCTION
There are several suspension systems or suspension types.
All of them are based on the same operating principle,
consisting of an elastic system, damping and independent
stabilizer bar for each of the vehicle’s axles. To determine the
best type of suspension, emphasis will be placed on comfort,
simplicity and price. In this case the Multilink or multi-
link suspension is a concept designed on the basis of the
deformable parallelogram suspension, but which currently has
many uses and applications as follows
Fig. 1. Deformable parallelogram suspensions
Thanks to this variant, the multi-link allows the fundamental
wheel parameters such as camber or toe-in to be modified
in the most stability-optimized way in the various driving
situations. This means that the longitudinal and transverse
dynamics can be set precisely and virtually independently of
each other, and a maximum degree of directional stability and
comfort can be achieved. [2]

II. O BJETIVE

The purpose of this document is to present all the informa-

tion regarding the Multilink suspension, this report will serve
for the evaluation of the system and its possible use for the
Nasa Rover Challenge competition.

III. D EVELOPMENT Fig. 2. Multilink Suspension

The following is a complete analysis of the Multilink or B. Suspension system classification

multi-link suspension system, from its origin to its uses,
advantages and disadvantages.
A. Origin and models
The multilink suspension is a type of independent suspen-
sion characterized by the use of five ”arms” that link the
vehicle chassis to the wheels, but this idea was previously used
in the deformable parallelogram suspension system, which is
formed by two transverse arms, the wheel stub axle and the
frame itself. The fundamental difference provided by these
new suspensions is that the guide elements of the multi-link
suspension can have elastic anchorages by means of rubber
sleeves. [1]
• Multiarm With transverse or oblique guiding elements
• Suspension Multi-link longitudinal guiding.
As an informative fact, there are many variants of this type of
suspensions such as threaded body suspensions, which allow
height and hardness adjustment, or suspensions focused on
competition that have an expansion vessel for the lubricant.
origin and models.
C. Applications
Multi-link suspensions are mainly used for the rear wheels
and are currently the most evolved rear suspension solution.
and are currently the most evolved rear suspension solution.
It is a passenger car system, but it can be modified for a more
sporty use. In its upper part it has normally adjustable cupolas,
which offer you the possibility of modifying the angle of fall of
the wheels, unlike the suspension of superimposed triangles,
which tends to distribute the falls directly. This suspension
distribution is incorporated in several new sports cars such as
the Audi S6 or BMW M5. [3]

D. Suspension parts
Fig. 4. Upper swing arm
The figure below shows the most important parts of a
Multilink suspension system.

• Control rod Angle of fall

This component is not subjected to much stress; in fact it

does not have a strictly load-bearing function, but allows to
control the upright rotations around the elastokinematic axis
of rotation, allowing the toe-in variations that characterize the
operation of the suspension. [4]

Fig. 3. Multilink Suspension

1) Cross beam
2) Lower swing arm
3) Control rod Angle of fall
4) Upper swing arm
5) Vertical connecting rod
6) Upright
7) Shock absorber spring group. Fig. 5. Control rod Angle of fall
8) Stabilizer bar

The following are the characteristics of each part as well as

its composition and its main strength, being this between the
angle of fall, swing, rotation among others. • Vertical Connecting Rod

• Upper swing arm
It is made of forged steel to guarantee the necessary rigidity
for correct operation despite its arched shape due to space
requirements; its function is to support the forces transmitted
to the upper part of the suspension and to allow the recovery
of the angle of fall in the event of swinging. [4]
The vertical connecting rod is the connecting element between
the upright and the lower swing arm; it works in traction
and compression under the effect of longitudinal forces (e.g.
when braking or overcoming an obstacle). The connections
with the lower link and the upright are made by means of
elastic bushings with adequate flexibility to favor the elastic
recoil effect of the wheel center. [4]

Fig. 6. Vertical Connecting Rod
• Crossbeam.
It is the element that connects the bodywork with the suspen-
sion elements; this connection is made by means of elastic
bushings. The main forces that are exchanged between the
wheels and the road are discharged on it, so it is made of
aluminum alloy, and has been designed so that its shape
optimizes the distribution of material achieving the necessary
requirements of strength and lightness. [4]
Fig. 7. Crossbeam.
• Upright
It is the most stressed component, since it connects the wheels
and the suspension elements: in fact, all the forces acting on
the wheels and on the suspension are transmitted through this
component. It is made of spheroidal cast iron; it supports the
wheel spindle pin and the brake caliper. [4]
Fig. 8. Upright
E. OPERATING CHARACTERISTICS OF THE MULTILINK
SUSPENSION
Fig. 9. Crossbeam.
1) Lateral force (Fc)
2) Longitudinal force (Ff)
3) Instantaneous center of rotation of the wheel (S)
4) Lower swing arm (A)
5) Toe control rod (B)
6) Arm ( fuerza longitudinal C )
The behavior of the Multi-link Suspension system is charac-
terized by the following physical attitudes in Motion.
1) STABILIZATION DURING BRAKING
When braking, the action of the longitudinal force Ff displaced
from the arm C with respect to the point S, determines a
rotational moment of the wheel around the point S. Determines
a moment of rotation of the wheel around the point S.
• CORNERING CONTROL
elastic loosening of both the lower swing arm bushings and
the control rod bushings occurs the lower swing arm of the
suspension and the bushings of the toe-in control rod for the
outer wheel suspension. control rod bushings for the outer
wheel suspension. This results in a kind of self-steering of the
rear wheels, which compensates for the vehicle’s understeer
and improves the vehicle’s responsiveness.
F. Advantages and disadvantages
In this section we present the major strengths and weak-
nesses of the Multilink or multi arm suspension system, taking
into account economic aspects such as functionality, weight,
resistance and others:
• Adventages
 – Maneuverability and driving safety
If the suspension is on the steerable wheels, the multi-
link suspension allows the wheel to change direction on
itself, not on a point outside of it.
– Ideal wheel position
It is precisely the fact that it has several arms that gives
it its main virtue: that the wheel is in the ideal position at
all times. The strategic placement of its arms allows you Fig. 10. Superimposed Triangle Suspension
to control the angle of the wheel’s camber and toe-in or
toe-out very effectively. • Superimposed Triangle Suspension

– Comfort of walking
Another advantage is that it can absorb a very high
percentage of noise and vibrations, which ensures better
ride comfort. Each arm is connected to the other com-
ponents by means of silent blocks. This allows a high
absorption of longitudinal vibrations and a great firmness
in transverse movements. [5]
• Disadvantages
– Price and elements
It involves higher manufacturing costs due to more ele-
ments, besides the price of each of the joints is taken into
account, which occupies more space, so it loses space,
and in the case of a small vehicle, the pilot has very
little space.
– Linked system
The system, not being independent, creates movements of
one wheel creates movements on another wheel, which
affects the dynamics as well as its navigability, making
it dangerous in curves. [5]
G. COMPARISON WITH OTHER SUSPENSIONS
• Rigid Suspension
This system is one of the most advanced. It is more sophis-
ticated, since it incorporates upper arms and joints. It is also
known as deformable parallelogram suspension. In short, it is
a system that is used more in competition, as it offers greater
rigidity and inclination of the suspension. [6]
Fig. 11. Superimposed Triangle Suspension
IV. C ONCLUSION
Suspension is an important component in automobiles,
therefore, it not only serves to provide comfort, but is also a
fundamental aspect to offer adequate stability. In conclusion,
the Multilink or Multi Arm Suspension system is a system
that allows the wheel to change direction on itself and absorb
a very high percentage of noise and vibrations. For this
reason, if we compare this type of suspension with others,
we can say that the multi-link suspension guarantees better
maneuverability and safety at the wheel. However, the small
disadvantages are the cost of the suspension and the space it
occupies, leaving the driver with little room to maneuver the
pedals.

The rigid system is one of the oldest and most basic types R EFERENCES
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