Abstract: A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.

Abstract: A suspension apparatus for an automotive vehicle employs, as its main element, a main suspension member 10. The main suspension member 10 includes a main portion 12 constituted by a pipe; two body-side attachment portions 14, 16 that are fixed to opposite ends of the main portion 12, respectively; and a wheel-side attachment portion 18 that is fixed to a rear-side portion of the main portion 12. The opposite ends of the pipe constituting the main portion 12 are located near to each other, such that the main portion 12 has a generally C-shaped configuration in its side view. The body-side attachment portions 14, 16 are attached to a body of the vehicle such that those portions 14, 16 are pivotable about their pivotal axes. The pivotal axes of the two body-side attachment portions 14, 16 are offset from each other in a direction perpendicular to those axes, or are inclined relative to each other.

Abstract: Vehicle having at least one non-driven wheel which, between outer and inner frame sections of the vehicle, can rotate about an axle arranged to be fixed against rotation and axially non-displaceable with respect to the frame sections, and the wheel having a wheel bearing arrangement which is arranged substantially without free play on the axle in such a way that the wheel is arranged with a respective spacing in the axial direction from the frame sections, the wheel bearing arrangement being clamped in between a radial projection formed at one end of the axle and a fixing arrangement fitted to the other end of the axle and comprising a bush arranged concentrically around the other end of the axle, and the axle being held non-displaceably in the axial direction with respect to the frame sections by means of the bush, the wheel bearing arrangement and the radial projection.

Abstract: A suspension apparatus for a vehicle, including: a loop spring that includes a main portion having a shape obtained by forming an elongate member into a loop as seen in a wheel-axis direction in which an axis of a wheel extends and a first and a second attachment portion fixedly provided at one and the other of opposite ends of the main portion and attached to a body of the vehicle so as to be rotatable about respective rotation axes; and a carrier supported by the loop spring for holding the wheel rotatably about the axis thereof, wherein the apparatus is configured to suspend the vehicle body based on an elastic reaction force of the main portion, wherein the apparatus further comprises a plurality of carrier supporting portions each of which is fixedly provided on the loop spring at a circumference thereof, and wherein the carrier is supported by the carrier supporting portions.

Abstract: A vehicle (10) comprising a vehicle body, a suspension system coupled to the vehicle body, and a plurality of wheels (16) coupled to the suspension system comprising at least one pair of wheels, each wheel of the at least one pair of wheels being located on opposite sides of the vehicle. The suspension system comprises a changeable wheel track width for the at least one pair of wheels and the wheel track width is changeable between a narrow wheel track width setting (12) and a wide wheel track width setting (14) by pivoting a suspension link (18) about a vertical axis.

Abstract: In the interest of simplified assembly and servicing procedures for motorized land vehicles, there is provided an upright for mounting and supporting a pre-assembled sub-assembly comprising a hub outer casing member ensconcing a pair of bearings therein for rotatably supporting a co-rotating hub member consisting of inboard and outboard members for mounting a road wheel thereto, a driven half-shaft connected to said hub module at its outboard end and to a vehicle final drive output shaft at its inboard end with outboard and inboard universal joints respectively.

Abstract: A countersteering rear vehicle axle, which under the effect of a lateral force upon the wheel that is outside during cornering and is fastened to a wheel carrier, causes a rotating movement of this wheel carrier about a virtual steering axle inclination in the toe-in direction. The wheel carrier is supported by supporting elements on an axle body extending essentially in the longitudinal direction of the vehicle. Above and below the wheel center, in each case, two torsionally soft but bend-resistant supporting elements are provided which are essentially equally inclined with respect to the vertical direction. An upper linkage supporting element is supported, on the one side, on the wheel carrier and, on the other side, on an upper torsion supporting element which is supported on the axle body. A lower linkage supporting element is supported on the wheel carrier, on the one side, and on a lower torsion supporting element, on the other side.

Abstract: A wheelchair conversion vehicle and a method of manufacturing a wheelchair conversion vehicle include replacing the OEM trailing arm with a trailing arm substitute and substantially reproducing the movement of the rear wheel OEM spindle along first or second arc paths between an upper limit and a lower limit. The upper limit is a distance above the OEM ride height and the lower limit is a distance below the OEM ride height. The conversion vehicle and method of manufacturing further include installing a wheelchair access system to provide wheelchair access to the wheelchair conversion vehicle.

Abstract: A torsion-beam rear axle of a vehicle, more preferably motor vehicle, is provided with two rigid trailing arms, which with their one end are each mounted on a vehicle body in a manner capable of being swiveled and at the other end of which a wheel carrier is each attached for the rotatable mounting of a vehicle wheel about its wheel center axis, as well as with a torsionally soft cross-tie connecting the two trailing arms with each other. Each wheel carrier, by means of at least three elastic wheel carrier bearings is fixed to the trailing arm when viewed in forward driving direction of the vehicle, at least two wheel carrier bearings are arranged behind the wheel center axis, and at least one wheel carrier bearing is arranged in front of the wheel center axis in such a manner that through the two wheel carrier bearings arranged behind the wheel center axis to define a swivel axis for the swiveling of the wheel carrier relative to the trailing arm.

Abstract: A torsion beam suspension includes a pair of lateral trailing members, each of which has a front end portion pivotally supported by a vehicle body and also has a rear end portion adapted to suspend wheels. The suspension also includes a torsion beam adapted to have an open face, in which a vehicle front side or a vehicle rear side thereof is opened, and arranged to extend in a lateral direction of a vehicle. Intermediate portions of the pair of trailing members are respectively bonded to corresponding end portions of the torsion beam. On an inner side wall of each of the trailing members, a patch member connecting a corresponding one of the trailing members to the torsion beam is disposed.

Abstract: A fabricated vehicle axle is provided with a single piece main body having an inverted U-shaped configuration. The ends of the main body are curved upwardly to define a pair of gooseneck portions. A first king pin fixture having a king pin bore is secured to one of the gooseneck portions, while a second king pin fixture having a king pin bore is secured to the other gooseneck portion. A bottom plate is secured to the main body and has ends extending beyond the gooseneck portions to provide seats for the king pin fixtures.

Abstract: A wheel is described in which the axle carrier is pivoted to a forked McPherson strut support, which in turn is joined with a McPherson strut on the one hand and a control arm on the other, wherein a dual bearing is present between the control arm and the forked McPherson strut support. The advantage to this is that the two bearings of the dual bearing can vary in stiffness, so that the resultant degree of freedom makes it possible to more exactly influence steering behavior, thereby enabling an improvement in the overall steering behavior of the vehicle. Even given an unchanged bearing bush stiffness by comparison to prior art, the greater distance between the bearing bushes and steering axis reduces the angle by which the forked McPherson strut supports can turn in the event of lateral forces.

Abstract: A conversion assembly for enabling or improving wheelchair accessibility to a front-wheel-drive vehicle, wherein said assembly comprises rear suspension mountings for fixing to the structure of the vehicle in place of an existing rear suspension such that a portion of a floorpan of the vehicle of sufficient width to accommodate the width of a wheelchair can be lowered between said rear suspension mountings. A method of converting a front-wheel-drive vehicle to enable or improve wheelchair accessibility to the vehicle, the method including the steps of removing an existing rear suspension from the vehicle, installing rear suspension mountings to the vehicle, one at each side of the structure of the vehicle, and lowering a portion of the floorpan of the vehicle between said rear suspension mountings.

Abstract: A motor vehicle wherein the steering includes: a steering bar including a rack steering component and a steered component fitted in a sliding manner; a rack housing passed through by the steering component and including a plate displaying a correction sliding rail receiving a roller; two correction arms; assembly elements of the rack housing suitable for allowing pivoting of the rack housing in a steering plane, around an attachment axis obliged to move in a direction contained in the steering plane and in a longitudinal plane of the chassis; a telescopic steering column; two steering gears connecting the steering component and the steered component to the stub pivot arms of the front guiding wheels. The correction slide rail follows a suitable curve such that the vehicle wheel stubs extend along directions that intersect, at each time, at the same point.

Abstract: A suspension system of the present invention pivotally supports a wheel of a motor vehicle. An upper control arm and a lower control arm are cooperable with a spindle, which supports the wheel. A vibration damper is cooperable with the upper control arm. A link interconnects the lower control arm and one of the terminal ends of the vibration damper thereby defining a common axis bisecting the link. The vibration damper moves along the common axis to absorb vibration transferred from a road surface and through the wheel.

Abstract: An independent suspension system for mounting on a vehicle chassis which includes a pair of spaced-apart longitudinal chassis rails has a U-shaped support frame for attachment to the vehicle chassis rails. The support frame has a pair of side frame members, upper ends of which are adapted for engagement with the chassis rails. Lower ends of the side frame members are interconnected by a pair of spaced-apart cross members which are demountably secured between the side frame members. Each cross member has an elongate tubular body with flanged ends having through holes for reception of mounting bolts to secure the cross member to the side frame members.

Abstract: An in-wheel suspension including a wheel; a carrier that rotatably supports the wheel; an arm (90) that is coupled with a vehicle body, and that extends into the wheel; at least one link that is coupled with the carrier so as to be pivotable about a first shaft substantially parallel to a wheel rotation axis and coupled with the arm so as to be pivotable about a second shaft substantially parallel to the wheel rotation axis, the at least one link extending in a longitudinal direction of a vehicle; and at least one of an elastic element and an attenuation element that is arranged between the carrier and the link.

Abstract: A spindle includes an inner bearing shoulder to seat an inner bearing and an outer bearing shoulder to seat an outer bearing. The inner and outer bearing shoulders are spaced apart by a controlled distance such that the outboard bearing is accurately positioned relative to the inboard bearing to control endplay and preload without requiring bearing adjustment.

Abstract: A low profile chassis and suspension system for a road vehicle. The chassis supports a payload section or cargo compartment, such as for a delivery truck, ambulance, or shuttle bus. The chassis includes a largely planar frame having a top surface which is located beneath the rotational axes of the rear wheels. The wheel suspension system is particularly compact and close to the road surface. In some embodiments each wheel is suspended from the vehicle by a pair of pivotal support arms. Preferably, one arm is located above the other arm, and both arms pivot along pivot axes that are generally perpendicular to the rotational axis of the supported wheel. A spring urges one of the arms apart from the frame. In other embodiments, the spring is placed beneath the rotational axis of the wheel. In some embodiments both of the pivoting support arms are located beneath the rotational axis of the wheel.

Abstract: The invention relates to a wheel suspension, which has at least one transverse link and one wheel carrier. The wheel carrier has a connecting element, through which a bolt extends, for connecting to the transverse link. The connecting element has a stop on a limb which is assigned to a bolt head, with the bolt head having a counterstop which corresponds to the stop.

Abstract: An in-wheel suspension including a vehicle body-side member (90). The vehicle body-side member (90) is coupled with a vehicle body at least two coupling portions (92a, 92b, 92c), one of which is positioned above a wheel center and the other of which is positioned below the wheel center, via respective elastic members (96a, 96b, 96c). The elastic member (96b) arranged at the upper coupling portion (92b) has portions with high rigidity, and portions with low rigidity formed in an oblique direction that extends upward and toward an inside of a vehicle from a position outside of the vehicle. The elastic member (96a, 96c) arranged at the lower coupling portion (92a, 92c) has portions with high rigidity, and portions with low rigidity formed in an oblique direction that extends downward and toward the inside of the vehicle from a position outside of the vehicle.

Abstract: A wheel suspension mechanism for comprises an absorber including an outer sleeve. A support spindle is rotatably received in the outer sleeve and reciprocally moved relative to the outer sleeve. The support spindle has an annular flange radially extending from a middle section thereof to divide the support spindle into a first section and a second section. A flexible member is compressively sleeved on the first section and abuts against the annular flange of the support spindle for providing a cushion effect. A wheel assembly is connected to the second section of the support spindle of the absorber and the wheel assembly is rotatably slanted relative to the absorber for adapting to mesh with an uneven rail.

Abstract: A joint structure for an independent system designed to improve the maintenance performance of a rear wheel suspension. Rear wheel axles extend leftward and rearward from a final case supported by the rear portion of a body frame to independently suspend respective left and right rear wheels. The respective rear wheel axles are coupled to left-hand and right-hand joints on the left and right sides, respectively, of the final case. A driven sprocket engaging with a chain is attached to the left-hand joint and a separate holder is detachably attached to the front of the final case. A joint-part shaft of the right-hand joint is supported by the final case via a bearing and also a brake disk is attached thereto. A male-shaped joint-part shaft integrally extending from the left-hand joint is fitted into the female-shaped joint-part shaft for integrally rotatable coupling.

Abstract: A hydroformed steering knuckle assembly for a vehicle and method of making same includes a hydroformed main body. The hydroformed steering knuckle assembly also includes at least one component secured to the hydroformed main body. The hydroformed main body is a hydroformed monolithic structure being integral, unitary, and one-piece.

Abstract: A conversion assembly for enabling or improving wheelchair accessibility to a front-wheel-drive vehicle, wherein said assembly comprises rear suspension mountings for fixing to the structure of the vehicle in place of an existing rear suspension such that a portion of a floorpan of the vehicle of sufficient width to accommodate the width of a wheelchair can be lowered between said rear suspension mountings. A method of converting a front-wheel-drive vehicle to enable or improve wheelchair accessibility to the vehicle, the method including the steps of removing an existing rear suspension from the vehicle, installing rear suspension mountings to the vehicle, one at each side of the structure of the vehicle, and lowering a portion of the floorpan of the vehicle between said rear suspension mountings.

Abstract: A low profile chassis and suspension system for a road vehicle. The chassis supports a payload section or cargo compartment, such as for a delivery truck, ambulance, or shuttle bus. The chassis includes a largely planar frame having a top surface which is located beneath the rotational axes of the rear wheels. The wheel suspension system is particularly compact and close to the road surface. A trailing arm-type wheel support supports a stub axle in a cantilevered fashion. A spring urges the wheel support apart from the frame. A planar portion of the wheel support, the wheel support pivot joints, and the spring are located beneath the rotational axis of the wheel. In another embodiment, the frame includes a recessed pocket which facilitates use of ramp for wheel chair access.

Abstract: A frame and suspension for a high ground clearance truck trailer. Independently moving suspension arms are suspended outboard and rearward on opposing sides of the frame, and wheel spindles are cantilevered outboard and below the frame so as to provide an unobstructed empty volume underneath the frame.

Abstract: A vehicle comprising a variable-camber suspension device, the suspension device (1) allowing a substantially vertical suspension movement and a camber movement of the wheel (2) with respect to the body (5) of the vehicle, the vertical suspension movement and the camber movement being substantially independent. The suspension device is connected to the body by connection means (6, 7) allowing a rotation (?) of the suspension device with respect to the body about a transverse axis of rotation.

Abstract: The invention relates to a wheel suspension for a vehicle, which wheel suspension includes a wheel holder for supporting a vehicle wheel, a leaf spring attached to a vehicle frame at each end and attached between the vehicle and the wheel holder, which leaf spring is arranged with its main axis in the longitudinal direction of the vehicle. The wheel holder is arranged in a substantially transverse, vertical plane relative to a vertical plane through the main axis of the leaf spring, that an outer end of the wheel holder is arrange to support a vehicle wheel, and that an inner end of the wheel holder is rigidly attached to the leaf spring.

Abstract: A blank for an axle beam intended to support a wheel axle is formed from a continuous piece and, at its respective ends, has, on the one hand, a bushing constituting a bearing for a kingpin for supporting a wheel spindle and, on the other hand, lug-shaped protrusions on each side of the bushing, and a wheel axle made from such a blank. The invention can provide a blank which is suitable both for steerable and non-steerable wheel axles for vehicles.

Abstract: Strut for a vehicle which is interposed between a suspension and a semi-axis of the vehicle, and which is provided with a central body, and a passing housing which is obtained through the central body along a longitudinal axis (A) in order to house a rolling contact bearing which is interposed between the strut itself and the semi-axis; a coupling device being foreseen between the rolling contact bearing and the passing housing, and being defined by two connecting outlines which are obtained around the rolling contact bearing and, respectively, inside the passing housing with a shape which is complementary in relation to each other, and presenting a radius (R) of angularly variable dimensions with continuity on a plane which is transverse to the longitudinal axis (A), and at least one respective convex portion in relation to the longitudinal axis (A).

Abstract: A suspension element is disposed inside of a rim. The upper end of the suspension element is connected to a first support member mounted to a vehicle body. The lower end of the suspension element is connected to a second support member rotatably connected to the disk on the wheel. The shock and vibration from the wheel in the vertical direction are damped and absorbed by the suspension element. Also, a spring mechanism and a flat bearing are disposed in the wheel. The spring mechanism is disposed between a rotating member rotatably supported on the vehicle body and the rim of the wheel. If the rotating member is fixed to a brake drum, braking torque is transmitted to the wheel through the spring mechanism. The flat bearing is disposed between the rim and the rotating member and prohibits the axial movement of the wheel relative to the vehicle body.

Abstract: A vehicle suspension mounting structure and method can include a control arm connected to a bushing via a fastener rod and the method of connecting the sale. The bushing can be attached to a portion of the vehicle frame. The fastener rod can be inserted into a cavity in the control arm such that the fastener rod extends away from the control arm and is prevented from being removed from the cavity in the control arm by a lip provided at a proximal end (relative to the control arm) of the fastener rod. The mounting structure and method can provide a safer and stronger connection between the control arm and bushing. In addition, serviceability can be improved and cost savings can be realized in some cases.

Abstract: An independent rear suspension system is provided that has a trailing arm connected between a frame rail and a wheel support knuckle. A lower control arm is connected between a frame cross member and the knuckle. The suspension system also includes an upper link that extends between the frame rail and the knuckle. The toe link and upper link are generally vertically aligned. A stabilizer bar extends between the toe link and upper link and is connected to the lower control arm outboard of the shock and spring to reduce space requirements for the suspension system forward of the wheel support knuckle. The lower control arm is elongated and attached to the frame cross member inboard of the frame rails to improve the ratio of wheel travel to shock travel.

Abstract: The invention relates to an axle assembly of a non-trackbound curve-tilting vehicle. Said axle assembly comprises a lower dual-arm cross-bar (2) that can be pivoted about a lower medium longitudinal axis (1) of a frame or body (100) of the vehicle and that has an arm that is associated with the right vehicle side and an arm that is associated with the left vehicle side. An upper dual-arm cross-bar (3) can be pivoted about an upper medium longitudinal axis (3) of the frame or body (100) of the vehicle and has an arm that is associated with the right vehicle side an arm that is associated with the left vehicle side. A right-hand support part (5) is hinged on the right vehicle side to the free ends of the right arms of the cross-bars (2,4). A left-hand support part (6) is hinged on the left vehicle side to the free ends of the left arms of the cross-bars (2,4).

Abstract: A steer axle and suspension assembly are provided that produce lateral stability in the vehicle without the use of a transverse rod and without generating undue loads on the steer axle beam. The assembly includes at least one suspension arm that is connected to the frame and to a component of the steer axle assembly such as the axle beam, kingpin, or steering knuckle. The suspension arm is connected to the steer axle assembly at a location outboard of the longitudinal frame rails of the vehicle and extends longitudinally at an angle to the frame rails. The suspension arm arrangement can be used with a variety of suspensions including leaf spring and multi-link suspensions.

Abstract: A golf cart spindle to allow mounting of a larger wheel and tire combination on a golf cart. The spindle having a spindle body which includes a top end and a bottom end, the spindle body including a bolt channel between the top end and bottom end of the spindle body, the spindle body sized to fit existing front spindle supports of the golf cart as a replacement to the production spindle. The spindle having a spindle leg extending from the spindle body, the spindle leg having a spindle end attached to the spindle body; the spindle leg having an axle end. The spindle having an axle extending from the axle end of the spindle leg. Whereby, the spindle leg extends from the spindle body such that the axle end and the axle is positioned forward and lower than the original position of the axle of the production spindle.

Abstract: A motortricycle with oscillation mechanism including left and right suspension arms respectively swingably mounted onto a vehicle body frame, rear wheels mounted respectively onto the outer portions of the left and right suspension arms. An oscillation mechanism permitting leftward and rightward oscillation of the vehicle body frame relative to the side of the suspension arms is provided between the suspension arms and the vehicle body frame, and an engine for driving the left and right rear wheels is mounted onto the vehicle body frame. Since the engine of the motortricycle is mounted on the vehicle body frame rather than on the suspension arms, weight on the suspension arms can be largely reduced, and the riding comfort can be further enhanced.

Abstract: Leg assembly (10) for an amphibious vehicle comprises leg (11) and hydraulic ram (33) each pivotally mounted, above the waterline, externally to hull (17). The line of action of ram (33) is such that it is optimal (eg less than 30 DEG) with respect to the tangent to the arc of travel of leg (11) when it is lowered or raised. Leg (11) carries wheel (13) which may be swivelled for steering using hydraulic linear actuator (15). Assembly (10) is compact, light, yet capable of lifting the vehicle off the ground.

Abstract: In a wheel guide arrangement of a steered motor vehicle wheel which has control arms and a steering knuckle, and wherein the steering knuckle includes a reception structure for a wheel mount and also connecting areas for the mounting of stubs of ball joints connected to the wheel control arms, the connecting areas are disposed at different distances from the wheel axis and the ball joints are arranged between the connecting areas and the wheel axis of rotation, that is, above the connecting areas.

Abstract: A control arm assembly for a suspension system of a vehicle includes a one-piece extruded control arm for operative connection to a frame of the vehicle. The control arm assembly also includes at least one of a bushing and/or balljoint connected to the control arm and for connection to structure of the vehicle.

Abstract: Improved semi-trailer which mainly consists of a chassis (14) with at least two supporting longitudinal runners (15), connected to each other by means of cross connections (16-17-18), and two or several single or double wheels (4) carrying the chassis (14), characterised in that the longitudinal runners (15) are situated on the side edges of the chassis (14) at a distance form each other which is larger than the distance between the wheels (4), and whereby every wheel (4) is fixed independently of the other wheels (4) on the chassis (14) by means of two parallel supporting arms (32, 33) which can hinge at their far ends.

Abstract: A technique for compensating side pull in a vehicle, the suspension system of the steering axle of the said vehicle comprising a virtual pivot point. The method applies a steering torque (Cg) to the wheel-carrier (2g) by way of one of the arms (5g, 6g) of the virtual pivot point.

Abstract: A vehicle wheel includes a wheel body having an elongated guiding slot radially extended from a center of the wheel body; and an axle centrifugal adjusting arrangement, which includes a sliding member slidably mounted along the guiding slot for mounting the wheel body to the wheel axle; and a gear adjustment device including a first gear unit mounted at the guiding slot of the wheel body, and a second gear unit mounted at the sliding member to substantially engage with the first gear unit so as to selectively adjust the sliding member to slide along the guiding slot.

Abstract: An in-the-wheel suspension system including a drive mechanism for coupling the rotational motion of a wheel rim to the drive shaft of an electric motor and for supporting the wheel rim with respect to the vehicle chassis using one or more springs and dampers. In a hubless version, a spring member supports extend between a frame member attached to the chassis and a bearing member that engages with the rim. In a version used with a wheel hub, the hub is supported by an axle and the spring member supports the axle in movable relation to the frame member. A pivoting support arm that is attached to the axel and pivots about a pivot point attached to the frame member at a location spaced from the wheel axis may be used to support the hub. A Peaucellier linkage may be used to support the axle for movement along a straight line vertical path, the linkage being attached to the frame member at two fixed pivot points.

Abstract: A lightweight, high strength, one-piece subframe and suspension for a trailer that cuts down on the weight of the trailer without diminishing the strength as compared to conventional trailers, and that is compatible with a conventional air ride suspension system. The invention comprises at least two beams positioned generally parallel to each other; a plurality of ribs attached to the at least two beams and positioned extending transverse between and generally perpendicular to the at least two beams; at least one hanger attached to each beam; and wherein the trailer suspension subframe is made of aluminum.

Abstract: The present invention provides a rear suspension system for vehicles that effects suitable toe-in during braking and/or turning. The rear suspension system includes a lower arm mounted to a vehicle frame, the lower arm being displaced when receiving an external force; a mounting rod, one end of which is hingedly connected to one side of the lower arm; a wheel mounting unit, one end of which is connected to the mounting rod, a wheel being mounted on the wheel mounting unit; and a lever unit for rotating the mounting rod when the lower arm is displaced toward a rear of the vehicle frame.

Abstract: In a wheel guide arrangement of a steered motor vehicle wheel which has control arms and a steering knuckle, and wherein the steering knuckle includes a reception structure for a wheel mount and also connecting areas for the mounting of stubs of ball joints connected to the wheel control arms, the connecting areas are disposed at different distances from the wheel axis and the ball joints are arranged between the connecting areas and the wheel axis of rotation, that is, above the connecting areas.

Abstract: A vehicle suspension system wherein the main attachment to the chassis of the steering and suspension components is by the king pin mounting. The suspension system includes a first member attached directly to a shaft rotating with the chassis attachment; a second member attached to the first member by a swivel joint or a bush, allowing vertical movement of a stub axle attached solidly to the second member; and a third member attached to the first member which acts as the steering arm connection and load transference support for the forth member, a telescopic shock absorber and spring unit. The stub axle being at right angles to the king pin. Use of the suspension system allows a lessening or elimination of the toeing in or out of the wheels which commonly occurs with the vertical movement of the wheel.

Abstract: A hub for a wheel wherein a buffer mechanism is inside the hub barrel to reduce shock caused by a difference in level and thus enhance comfort and durability, and the left and right lateral torsion in the direction of an axle of a wheel is eliminated to improve safety, this hub for a wheel (10) includes a mechanism wherein the hub barrel (11) has an axle (21) therein, a rotator (26) for rotating and supporting the axle (21) is made to buffer (40) independently of rotation of the axle (21), the buffer (40) rotatably engages the rotator (26) of the hub barrel (11) by a link mechanism (30), and has a frame shaft (20) for engaging and supporting the vehicle frame (19).