Abstract: A knuckle is minimized in size to be located in an internal space of a rear wheel. An upper arm is disposed lower than a conventional double wishbone type and one end of the upper arm is secured to the knuckle. A shock absorber couples at a lower end thereof to the knuckle by passing through a space between a lower arm and assist arm. This configuration thus constructed greatly increases the space of the trunk room, reduces noise by minimizing the transmission of road impact and vibration, and improves ride comfort as well as braking stability and turn stability.

Abstract: A rear suspension system of an automotive vehicle is disclosed. A trailing arm is disposed in a lengthwise direction of a vehicle body, and a mounting bush secures a leading end portion of the trailing arm to the vehicle body. A protrusion member protrudes from an outside circumference of the mounting bush. A coupling is provided on the leading end portion of the trailing arm, for making the length of the protrusion member varied in accordance with an external force imposed on the trailing arm. Thus, the wheel alignment is maintained at the tow-in during a braking or turning, and therefore, the vehicle posture is stabilized during the braking or turning.

Abstract: A knuckle is minimized in size to be located in an internal space of a rear wheel. An upper arm is disposed lower than a conventional double wishbone type and one end of the upper arm is secured to the knuckle. A shock absorber couples at a lower end thereof to the knuckle by passing through a space between a lower arm and assist arm. This configuration thus constructed greatly increases the space of the trunk room, reduces noise by minimizing the transmission of road impact and vibration, and improves ride comfort as well as braking stability and turn stability.

Abstract: A rear suspension system of an automotive vehicle is disclosed. A trailing arm is disposed in a lengthwise direction of a vehicle body, and a mounting bush secures a leading end portion of the trailing arm to the vehicle body. A protrusion member protrudes from an outside circumference of the mounting bush. A coupling means is provided on the leading end portion of the trailing arm, for making the length of the protrusion member varied in accordance with an external force imposed on the trailing arm. Thus, the wheel alignment is maintained at the tow-in during a braking or turning, and therefore, the vehicle posture is stabilized during the braking or turning.

Abstract: An automotive minimal turning radius control system is provided which includes a sensor for sensing a height of the vehicle body, a pair of actuators which are controlled by an ECU according to the sensed height of the vehicle, and a pair of steering stroke adjusters which are actuated by the actuators for adjusting steering stroke.

Abstract: An automotive steering rack-stroke adjusting device with which a driver can conveniently control the length of a steering rack-stroke as needed for changing a minimum turning radius, the device including: a rotational body rotatively arranged at both ends of a power cylinder of a steering system; a stop plate fixed at a rack for inserting or overlapping to the center of the rotational body according to the rotational state of the rotational body when the rack is pulled to the power cylinder to the maximum extent; and an actuator for rotating the rotational body forwards or backwards under the control of a control unit which is manipulated by a driver with an operational switch.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: An automotive steering rack-stroke adjusting device with which a driver can conveniently control the dimension of steering rack-stroke as needed for changing a minimum rotation radius to thereby provide convenience for the driver, the device including: a rotational body rotatively arranged at both ends of a power cylinder forming a steering system; a stop plate fixed at a rack for inserting or overlapping to the center of the rotational body according to the rotational state of the rotational body when a rack is pulled to the power cylinder to the maximum extent; and an actuator for rotating the rotational body forwards or backwards under the control of a control unit which is manipulated by a driver with an operational switch.

Abstract: A suspension system for a vehicle includes an axle shaft for rotatably supporting a wheel; a strut assembly for vertically supporting the axle shaft on a vehicle body; and a cam assembly for coupling a vehicle body side end of the axle shaft to the vehicle body such that the vehicle body side end contacts the vehicle body with a contacting curvature identical to an instantaneous center line of the wheel. The cam assembly includes a cam disposed between the vehicle body and the vehicle body side end of the axle shaft, the cam having a cam-surface curved toward the wheel, a curvature of cam surface being identical to the instantaneous center line of the wheel, and wherein the vehicle body side end of the axle shaft is designed to tightly contact the cam surface.

Abstract: A steering gear frame includes upper and lower plates joined together at flange portions to define an inner space, a steering gearbox disposed to directly contact at least one of the upper and lower plates without using a bracket, and a fixing member for fixing the steering gearbox in a state where the steering gearbox is disposed to directly contact at least one of the upper and lower plates.

Abstract: A rear wheel suspension system for vehicles includes a wheel carrier for rotatably supporting a wheel. The wheel carrier has upper, lower, front and rear ends. An upper control arm is provided to connect the upper end of the wheel carrier to a vehicle body, while a lower control arm is provided to connect the lower end of the wheel carrier to a vehicle body. The lower control arm includes front and rear control links, and a trailing arm is disposed in a longitudinal direction with respect to the vehicle body and connecting the front end of the wheel carrier to the vehicle body. When the wheel is aligned such that a toe angle of the wheel becomes “0”, the front control link and the trailing arm are aligned such that a longitudinal axis of the front control link of the lower control arm intersects a longitudinal axis of the trailing arm at a wheel center.

Abstract: A suspension system for a vehicle includes a wheel carrier for rotatably supporting a wheel, an upper control link having a first end coupled to an upper end of the wheel carrier and a second end proximal to a vehicle body, a lower control link having a second end coupled to a lower end of the wheel carrier and a second end proximal to the vehicle body, a reciprocating hydraulic actuator disposed such that its reciprocating motion becomes perpendicular to a vertical direction of the vehicle body, a converter for converting the reciprocating motion of the reciprocating hydraulic actuator into an up-and-own motion of the upper and lower control links, and an electronic control part for controlling an operation of the reciprocating hydraulic actuator in accordance with a driving condition of the vehicle.

Abstract: A multi-link type suspension for a steerable driving wheel includes a wheel carrier having a tie rod for a steering wheel, a pair of upper arms each having one end connected to a vehicle body and the other end connected to said wheel carrier, and a connector for connecting the upper arms to the vehicle body and the wheel carrier. A strut arm is connected to the connector wherein a lower section of the strut arm forks to form two separate ends, and a pair of lower arms are provided each having one end connected to one of the strut arm and the other end connected to the wheel carrier. The suspension is such that an intersecting point of an imaginary line parallel to a line that connects a hinge point where one of the upper arms is mounted on the vehicle body and a connection point of the connector, and an imaginary line orthogonal to a center line of the strut arm becomes an imaginary instantaneous center of the upper arms with respect to the vehicle body.