Abstract: Enhanced vehicle handling is achieved by the improved suspension systems constructed in accordance with aspects of the present invention, in which not only do the roll couple and jacking couple oppose each other, thereby causing the body roll to counteract the jacking effect, but also the pitch couple and the pitching couple oppose each other, thereby causing the body pitch to counteract the pitching effect. This results in the improvement of the cornering traction of the vehicle, the braking traction of the vehicle, the acceleration traction of the vehicle (especially in a front-wheel-drive vehicle), the simultaneous cornering and braking traction of the vehicle, and the simultaneous cornering and acceleration traction of the vehicle.

Abstract: Enhanced vehicle handling is achieved by the improved suspension systems constructed in accordance with aspects of the present invention, in which not only do the roll couple and jacking couple oppose each other, thereby causing the body roll to counteract the jacking effect, but also the pitch couple and the pitching couple oppose each other, thereby causing the body pitch to counteract the pitching effect. This results in the improvement of the cornering traction of the vehicle, the braking traction of the vehicle, the acceleration traction of the vehicle (especially in a front-wheel-drive vehicle), the simultaneous cornering and braking traction of the vehicle, and the simultaneous cornering and acceleration traction of the vehicle.

Abstract: Enhanced vehicle handling is achieved by the improved suspension systems constructed in accordance with aspects of the present invention, in which not only do the roll couple and jacking couple oppose each other, thereby causing the body roll to counteract the jacking effect, but also the pitch couple and the pitching couple oppose each other, thereby causing the body pitch to counteract the pitching effect. This results in the improvement of the cornering traction of the vehicle, the braking traction of the vehicle, the acceleration traction of the vehicle (especially in a front-wheel-drive vehicle), the simultaneous cornering and braking traction of the vehicle, and the simultaneous cornering and acceleration traction of the vehicle.

Abstract: A suspension system for a vehicle (50c) having a body (52c) and a plurality of wheel support assemblies (56c, 58c) includes a tie structure (60c) interposed between the body and the wheel support assemblies. A first interconnection system (68c) interconnects the tie structure to the wheel support assemblies, and the second interconnection system (302) interconnects the tie structure and the body. The second interconnection system includes a plurality of link structures (304, 320) pivotally connected at one end to the tie structure, and pivotally connected at the opposite end to the body. Such link structures are oriented relative to the tie structure to extend towards a common point along a longitudinal axis (33B) of the tie structure.

Abstract: The body (12) of a vehicle (10) is mounted on forward and rearward wheels (16, 18) by an elongated tie structure (20) extending along the lower elevations of the vehicle. The tie structure (20) is connected to the body (12) to pivot about longitudinal and transverse axes (21L, 21T) that intersect at a pivot point (22) located at an elevation above the center of gravity of the vehicle. The tie structure (20) is connected to the wheels (16, 18) by pivot arm assemblies (26). Resilient first load control devices (136), forming part of the pivot arm assemblies (26), are interconnected between the tie structure and the vehicle wheels, and second load control devices (28) are connected between the body and the wheels, with the capacities of the first and second load-carrying devices selected to cause the pitch and roll stiffness of the tie structure to be greater than the pitch and roll stiffness of the body.

Abstract: The body (12) of a vehicle (10) is mounted on forward and rearward wheels (16, 18) by an elongated tie structure (20) extending along the lower elevations of the vehicle. The tie structure (20) is connected to the body (12) to pivot about longitudinal and transverse axes (21L, 21T) that intersect at a pivot point (22) located at an elevation above the center of gravity of the vehicle. The tie structure (20) is connected to the wheels (16, 18) by pivot arm assemblies (26). Resilient first load control devices (136), forming part of the pivot arm assemblies (26), are interconnected between the tie structure and the vehicle wheels, and second load control devices (28) are connected between the body and the wheels, with the capacities of the first and second load-carrying devices selected to cause the pitch and roll stiffness of the tie structure to be greater than the pitch and roll stiffness of the body.

Abstract: A suspension system (16a) for a vehicle (12a) is composed of wheels (18, 19) that are mounted on wheel-mounting members (20) journalled within upright axle carriers (24) on opposite sides of a body (14). Spring assemblies (114, 116) are mounted either directly on the wheel-mounting members (20) or on lower trailing arms (62) at locations closely adjacent axle carriers 24, with the upper ends of the spring assemblies connected to overhead portions (120) of body (14) for supporting substantially the entire weight of the body directly on the wheel-mounting members. A pair of upper and lower trailing arms (60, 62) are pivotally mounted on axle carriers (24) while the opposite ends of the trailing arms are pivotally connected to upright members (72a). A tie assembly (82) extends transversely across body (14) to pivotally interconnect with the lower portions of upright members (72a).