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REPAIR MAINTENANCE OPERATION OF MOTOR VEHICLES
Mercedes-Benz E-Class

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Mercedes-Benz E-class
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Mercedes-Benz
E-class
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Description of the model Mercedes E-Class
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Overview
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New steering
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Front suspension







Front suspension
Fig. 7.1. Front suspension: 1 - spar Body; 2 - supporting beam; 3 - cup shock absorber; 4 - upper wishbone; 5 - knuckle; 6 - shock; 7 - Brake disc with caliper; 8 - lower wishbone; 9 - coil spring; 10 - the case of rack steering; 11 - a shaft of steering gear; 12 - mud cover of steering draft; 13 - the left steering rod


The design of the front suspension of the car Mercedes E-Class is shown in Fig. 7.1. The application of modern two-lever design has improved comfort, guiding function of suspension and steering characteristics. Each front wheel is independent suspension to the body.
Front suspension double wishbone. This scheme has replaced the shock absorber base on the previous model. It is also used in models of S- and C-class. In this arrangement the shock absorber and the spring are installed separately. Thanks to the dual levers exempt from shock function of the direction of the front wheels, allowing them to better carry out the main task - vibration damping.
Wishbones.
The direction of each front wheel is performed by two (upper and lower) triangular wishbones. The upper arm 4 (see. Fig. 7.1) is connected directly to the body through a large rubber mount and the lower arm mounted on the carrier beam 2 front suspension.
The lower ball joint.
Coil spring and shock absorber 6, 9 are based on the body through the so-called lower ball joint, which is to change the characteristics of elasticity and become harder with the increase of damping force.
Shock.
Special arrangement damper determines the behavior of the wheels clear when developing road irregularities. The result of the separate provisions of the spring and the shock absorber is well seen in practice. For example, the rectilinear motion or a crosswind. Mercedes E-Class does not deviate at each rut on the road and only slightly deviates from the course with a sudden gust of wind.
Calculate rubber elements on the computer front suspension with two-lever diagram (Latin designation DQ) allow for changing the direction of the wheels only within certain limits, and thus significantly improve the stability of the car under braking and cornering. Thus, when the collapse of the amortization of the angles and toe does not substantially change, which has a positive effect on the characteristics of rolling resistance and tire wear. The suspension geometry in combination with two-lever elastokinematics schemes guarantee a neutral or easily corrected by steering the vehicle, which is to provide active safety imperative of the company Mercedes-Benz in the design of the chassis.
The subframe.
Unlike other Mercedes automobile models and lower wishbones steering Class E fixed to the front suspension bearing beam shaped frame. This so-called sub-frame in turn is screwed to the front side members of the body, and facilitates the assembly of the car engine installation and front suspension. In addition, it enhances occupant protection in a frontal impact and serves to separate the chassis from the body. Thus, due to interior subframe less vibrations and noises are transmitted motion. In subframe mounted engine mounts and steering.
The steering rack and pinion.

Steering
Fig. 7.2. Steering: 1 - knuckle; 2 - Right Tie Rod; 3 - the case of the rack; 4 - steering shaft (in two parts); 5 - power-steering pump


A novelty in the design of the installation is lower wishbone in the forward direction. In addition, another was made modernization - rack and pinion steering with hydraulic Predna scheme replaced the steering of the "screw-nut", which is no longer consistent with long-term vision of the company Mercedes-Benz to facilitate construction. The new design steering (Fig. 7.2) is now no bipod, intermediate levers, reinforcement plate and fixing elements. The steering rod coupled to the steering mechanism without intermediate bypass elements. The design thus provides accurate and precise controllability.

Schematic representation of the toe
Fig. 7.3. Schematic representation of the toe


Wheel alignment
Fig. 7.4. Corners of installation of wheels: A - corner of a longitudinal inclination; B - camber; C - angle of inclination of the cross


Technical Dictionary
Terms suspension geometry
Toe. Managed wheels front of a large reduced to each other than the back (have at least a counter-roll) (Fig. 7.3). This aligns the friction force between the road surface and the wheel which tends to direct the left wheel to the left and the right - to the right. The convergence of the vibration of the wheels and prevents a unilateral tire wear. When cornering wheel running on the inner radius longer fed in the direction of rotation for supporting the rotary motion and undergoes a large load from the impact rotational force than the wheel external radius thus toe angle is changed to the opposite (rear wheel part brought closer to each other ).
The disintegration. Determines the inclination of the front wheels in a vertical plane (Fig. 7.4, B). Camber reduces the effects of road irregularities on the steering, reduces the force on the steering wheel and the friction of the wheels on the roadway.
The angle of inclination of the transverse axis of rotation of the wheel. The angle between the axis of rotation of the wheel and the vertical (see. Fig. 7.4, C). If we continue the line of the axis to the ground and the distance from it to the center point of wheel contact with the road, it turns shoulder running. It should be as small as possible to reduce the impact of side forces on the control. The angle of inclination of the cross with an angle of inclination of the longitudinal impact on what turn the wheel when the car is lifted slightly and releasing the steering wheel front wheels themselves are returned to the center position.
The angle of inclination of the longitudinal axis of rotation of the wheel. The angle between the axis of rotation of the wheel in a side view and a vertical (Fig. 7.4, A). Due pitch angle relative to the front driving wheels used instead of pushing force. That is why the wheels tend to preserve a straight position.




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