Abstract: In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Abstract: A vehicular suspension system is provided which includes upper and lower arms connected to a vehicle body in such a manner as to pivot in an up-and-down direction. The upper arm and the lower arm retain upper and lower portions of a knuckle, respectively. The suspension system includes retention mechanisms for retaining the upper and lower arms in such a manner as to allow the upper and lower arms to shift in a lateral direction of the vehicle body, and conversion mechanisms for converting pivotal movements of the upper and lower arms in the up-and-down direction into displacements of the upper and lower arms in the lateral direction of the vehicle body.

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: A first link mechanism of a suspension is provided at a rear end portion of a vehicle for connecting a drive wheel to a vehicle body, so that the drive wheel performs vertical movements relative to the vehicle body via the first link mechanism. In addition, a shock absorber is attached to a lower arm of the first link mechanism for resiliently supporting the drive wheel relative to the vehicle body. Furthermore, a second link mechanism is provided on the upper arm and the lower arm of the first link mechanism which performs symmetrically vertical movements relative to the vertical movements of the first link mechanism, and a motor is integrally attached to the second link mechanism, whereby inertia energy resulting from the vertical movements of the drive wheel and inertia energy resulting from the vertical movements of the motor are made to be offset against each other.

Abstract: A vehicular suspension system is provided in which the lower end of a coil spring (16) is positioned lower than a support part (30) where a suspension arm (14) is supported on a vehicle body, the lower end of the coil spring (16) is positioned on the laterally inner side of the vehicle body relative to the upper end of the coil spring (16), and when a wheel (W) rebounds and the coil spring (16) is elongated, the lower end of the coil spring (16) can therefore move along its axis. As a result, the coil spring (16) can be prevented from bending at a time of rebound, the spring constant thus increases, and the lower end of the coil spring (16) is pressed strongly against a spring seat (51) and thus prevented from lifting, thereby preventing any degradation in the turning performance. This can prevent the lower end of the coil spring of the vehicular suspension system from lifting from the spring seat when the coil spring is elongated, thus preventing any degradation in the turning performance.

Abstract: An independent suspension includes a knuckle connected to a spindle, and an upper control arm that is connected to the knuckle with a first joint assembly. A lower control arm is connected to the knuckle with a second joint assembly. The lower control arm includes a base portion, a pair of laterally extending mounting arms, and a bracket portion that extends in a vertical direction. The bracket portion includes at least two upwardly extending bracket arms that define an opening for receiving a wheel drive shaft. The wheel drive shaft defines an axis of rotation, and the bracket portion supports an air spring plate at a position directly above the axis of rotation.

Abstract: In a wheel suspension for a motor vehicle, comprising an A-arm with front and rear pivot bearings for connection to a vehicle body via A-arm-bearing eyes receiving, pressed into them, elastic bearings, at least the front bearing includes an inner tube and an outer tube with an elastic element disposed therebetween wherein the inner tube is axially engaged by a bearing console of the vehicle body and the outer tube is disposed, together with the elastic element, axially displaced forwardly from the center of the bearing eye.

Abstract: A vehicle suspension system includes an airbag (10) arranged to act substantially horizontally so as to apply a substantially horizontal force to a horizontally movable force-transmitting member (12) and a parallelogram linkage (16, 17, 18, 19) that acts between the force-transmitting member (12) and a part (14) of the vehicle chassis (10).

Abstract: To provide a swing arm structure capable of suppressing the required rigidity of a cross member to a low level to reduce the weight of the cross member. In a swing arm structure, a swing arm includes a pair of left and right arm bodies with a cross member spanning therebetween. Ends of the swing arm suspend rear wheels. A rear wheel-driving rear drive shaft, connected to a rear final reduction gear unit, is placed above the cross member. As viewed laterally, the cross member is contained within the profile of each arm body and is formed to be trapezoidal in section such that its bottom portion is broader than its upper portion.

Abstract: A suspension support spindle for a recreational vehicle that is lightweight, strong, and that improves aerodynamic performance by reducing friction and drag. An extruded spindle design for use in a front suspension system of a snowmobile, using aluminum as the extrusion material and performing the extrusion along an axis that is generally parallel to a forward direction of travel of the snowmobile. A method of manufacturing an extruded snowmobile suspension spindle.

Abstract: A three wheeled vehicle comprises a frame with a rear axle assembly that mounts a pair of spaced rear wheels. The rear axle assembly includes a rear axle, a caster arm disposed at opposite ends of the rear axle and defining a caster axis, and trailing arm assemblies that couple the rear wheels to the caster arms. The caster arms are outwardly and rearwardly inclined at a camber angle and a caster angle, respectively. The trailing arm assemblies position the rear wheels such that they contact the ground surface at a point offset from an intersection of the caster axis with the ground surface. As a result of this configuration, the vehicle can swing or spinout along an arcuate path and simultaneously tilt when a rider quickly turns.

Abstract: A suspended articulated front axle for vehicles, in particular farm tractors, wherein each axle shaft has at least one portion whose longitudinal axis of symmetry slopes by a sweep-back angle with respect to a line perpendicular to the longitudinal axis of symmetry of the vehicle. The sweep-back angle is such that the outer end of the sloping portion is located further back than the inner end of the portion in the common forward traveling direction of the vehicle.

Abstract: A mounting assembly for use with a mounting surface includes an arm, a pin, a pair of clamping blocks and a fastener. The arm has a cylindrical bore at one end. The pin extends through the bore. Each block of the pair of clamping blocks includes a central opening and is circumferentially discontinuous about the central opening. Each clamping block further includes a slot defined by portions of the block. The slot is dimensioned to allow the pin to pass through the slot when the block is in an unclamped position and to tightly grip the pin when the block is in a clamped position. The fasteners extend across the slots and are configured to engage the mounting surface to mount the blocks to the mounting surface.

Abstract: A vehicular rear suspension system includes an upper arm, a lower arm, and a control arm, each of which is connected to a knuckle. A straight line passing through a ball joint and a rubber bushing joint intersects the road surface at an intersection point that is positioned behind a ground contact point of the rear wheel in the longitudinal direction of the vehicle body. The ball joint connects the upper arm to the knuckle, and the rubber bushing joint connects the lower arm to the knuckle. Longitudinal elastic coefficients of the three arms are set in a predetermined relationship. Therefore, the intersection point at which an elastic kingpin intersects the road surface is positioned without fail behind a point of action of a lateral force when turning in the longitudinal direction of the vehicle body to achieve a lateral force toe-in and enhanced steering stability of the vehicle.

Abstract: A disclosed double-joint type suspension system for a steerable wheel of a vehicle includes: suspension arms connecting a vehicle body and a knuckle arm, consisting of a first suspension arm located approximately in a lateral direction and a second suspension arm in which an angle between a longitudinal axis and the second arm is smaller than an angle between the first arm and the axis; a first elastic member between the body and the first arm; a second elastic member between the body and the second arm; a first connecting member rotatably connecting the knuckle and the first arm; and a second connecting member rotatably connecting the knuckle and the second arm. The friction torque of the first connecting member is made larger than the friction torque of the second connecting member when the rigidity of the first elastic member is greater than the rigidity of the second elastic member.

Abstract: A vehicle includes a wheel suspension device on a right side and a wheel suspension device on a left side, with the right and left side wheel suspension devices being connected to each other through a rear frame mounted on a body frame. The right and left side wheel suspension devices include a lower arm supported at an inner end of the rear frame so as to extend outward and so as to be pivotally movable in a vertical direction. The right and left side wheel suspension devices also include an upper arm connected to the outer end of the lower arm through a wheel-supporting knuckle and so as to extend outward from the knuckle. The wheel suspension devices are provided with a rear cushion unit connected at one end to the swinging side end of one of the lower and upper arm members. At least one of the inner end of the upper arm and the other end of the rear cushion unit is supported on the rear frame so as to be pivotally movable.

Abstract: A method and apparatus for actively tuning a vehicle suspension, operatively connect a wheel of the vehicle to a chassis of the vehicle with a suspension apparatus including a control arm of fixed length, having an inboard end thereof adapted for articulating attachment to the chassis, an outboard end thereof adapted for articulating attachment to the wheel, and a selectively movable intermediate attachment point thereof disposed between the inboard and outboard ends of the control arm and adapted for attachment of a compressible suspension element. The intermediate attachment point is selectively movable, with respect to the inboard and outboard ends of the control arm, to vary a suspension linkage ratio for changing the stiffness and/or height of the suspension apparatus at one or more corners of the vehicle, to thereby allow active tuning of the suspension during operation of the vehicle.

Abstract: An arrangement for the suspension of wheels of a working machine moving on a terrain, the arrangement comprising a pair of adjacent wheels arranged to support a frame part placed on a center line between the wheels; suspensions arranged between each wheel and the frame part to elevate and descend each wheel with respect to the frame part, wherein each suspension comprises a lower suspension arm and an upper suspension arm, which lower suspension arms are mounted by means of first joints to the frame part and by means of second joints to mounting arms, in which the wheels are mounted in a rotatable manner, and which upper suspension arms are fixed by means of third joints to the frame part and by means of fourth joints to the mounting arms, wherein, in each suspension, the first joint and/or the third joint is placed on said center line.

Abstract: A wheel support system (3, 5, 6) designed to connect a wheel to suspension elements (4) of a vehicle. The wheel support system includes cambering means which confer upon the wheel support (3) a degree of camber freedom relative to the suspension elements (4) and a triple hinge (5) that operates along three essentially longitudinal axes, which is connected on the one hand to the wheel support (3) and on the other hand to the suspension elements (4).

Abstract: A knuckle is formed by a knuckle body and a lower arm support bracket fastened to front and rear fastening portions provided in a lower portion of the knuckle body with front and rear bolts. When the knuckle bumps from a normal position, an angle of a line connecting fastening surfaces of the front and rear fastening portions moves closer to the horizontal.

Abstract: In a high-mounted double wishbone suspension device, an arm portion extending upward from a knuckle main body portion, through which an axle runs, is provided with a tie rod connection portion. A tie rod for turning a wheel is connected to the tie rod connection portion. The distance between the axle and the tie rod connection portion is increased to effectively suppress knuckle lateral vibration centered on the axle by the tie rod. Therefore, it is possible to reduce road noise without increasing the number of components or the weight. In particular, since the tie rod is connected to a joint provided on a lower face of the tie rod connection portion, it is possible to minimize vertical positional change of the tie rod, while suppressing lateral vibration of the knuckle by raising the position of the tie rod connection portion, whereby the arrangement can be easily applied to a conventional vehicle merely by replacing the knuckle alone.

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: In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Abstract: A wheel suspension system for a vehicle having a body supported on a set of wheels each provided with a rim and an axle generally consisting of a lower control arm pivotally connectable to a first portion of such body; an upper control arm pivotally connectable to a second portion of such body; a roller bearing having inner and outer races, disposed within such rim, coaxially relative to the rotational axis of the rim; a steering plate mounted on the outer race of the bearing, having a first portion universally connected to the lower control arm and a second portion universally connected to the upper control arm, defining a steering axis intersecting the rotational axis of the rim; and a hub member mounted on the inner race and connectable to an axle receivable through an opening provided in the steering plate.

Abstract: To enhance productivity by further enhancing the ease of assembly in a main assembly line in a suspension installation structure for a vehicle. Cantilever frames (that is, first inclined frames and lower main frames) that protrude toward the front of a vehicle (or toward the rear of the vehicle) are provided to a body frame. Brackets (that is, an upper bracket, a lower front bracket and a lower rear bracket) are fastened to the cantilever frames by bolts as a fastener.

Abstract: A multi-linked suspension arrangement suitable for the rear wheel of a vehicle comprises an upper wishbone, two transverse links, and a forwardly extending lower longitudinal link. The geometry minimises hub rotation during braking while minimizing packaging space and maximising rear seat and boot space.

Abstract: In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Abstract: A frame and suspension for a vehicle provides automatic lean and alignment. The lean is determined by force sensors, the speed and/or the angle of turn and is provided by actuators in the suspension in accordance with a predetermined protocol in an electronic control unit (ECU). The protocol also provides shock absorption by rapidly tracking a contour of a surface on which the vehicle rides. The suspension is provided by a plurality of arm assemblies each including a lower arm, an upper control arm, and an actuator motively connected to the lower arm and to the upper control arm. The arm assemblies are pivotally connected to the frame on a common axis. The arm assemblies generally form parallelograms and are actuated in concert to remain generally parallel to each other through a range of angles to adjust the lean of the vehicle. The arm assemblies are also actuated independently of each other to accommodate variations in the contour.

Abstract: A vehicular suspension includes a trailing arm and a substantially plate-like lower arm. The trailing arm is pivotably supported at its front end on a vehicle body via an elastic joint and extends from the front end toward the rear of the vehicle body. The lower arm extends in the vehicle width direction with its inner end pivotably supported on the vehicle body and its outer end fixed to a rear part of the trailing arm. A flat first seating surface of an end plate welded to the rear end of the trailing arm is superimposed on a flat second seating surface provided at the outer end of the lower arm, and an inner periphery of a closed rectangular opening formed on the second seating surface is welded to the first seating surface by a weld. The second seating surface of the lower arm protrudes from a main body portion via a slant surface.

Abstract: A rear wheel suspension device for saddle ride vehicle which does not influence the riding space for the rider even where the stroke of rear wheels is enlarged. A suspension arm includes an oscillation center and an oscillation end portion. The oscillation center is vertically oscillatably fitted to a vehicle body frame, and the oscillation end portion is fitted with the axle of a rear wheel. The oscillation axis of the suspension arm is inclined so as to be higher on the front side than on the rear side of the saddle ride vehicle. As a result, the moving direction of the rear wheels is rearwards and upwards. With this configuration, the vertical stoke of the rear wheels can be enlarged, without having the rear wheels interfere with the rear fenders.

Abstract: A differential mechanism is arranged below an infinitely variable transmission and a reduction gear mechanism. Front fitting parts and rear fitting parts for fitting suspension arms to a vehicle frame are arranged to the front and rear of the deferential mechanism. Even though the left and right suspension arms swing up and down, or a transmission and a reduction gear mechanism attached on a vehicle frame swing left and right with respect to the suspension arms, there is no interference of the transmission and the reduction gear mechanism with the suspension arms due to a space at the front and the rear of a differential mechanism, so that the vehicle frame can swing left and right and it is also possible to easily constitute a vehicle having an independent suspension.

Abstract: An independent front suspension system provides includes an engine component as a structural support. The engine component is attached to a longitudinal frame member which is mounted to the longitudinal mainframe. A support structure cradles the engine component between a first and second vertical member. The support structure and the engine component provide a rigid subassembly for attachment of independent suspension components.

Abstract: A suspension system is disclosed which controls the movement of a wheel carrier relative to the body of a vehicle. The suspension system includes one or more links (10, 20, 30, 40) connected at one end to the wheel carrier and at the other end to the vehicle body as to define a linkage. The linkage is so constructed and arranged that the stiffness or reaction of the suspension to longitudinal forces applied at the wheel contact patch is greater than the stiffness or reaction of the suspension to longitudinal forces applied substantially at the axis of rotation of the wheel.

Abstract: An antiroll suspension for a vehicle chassis having laterally spaced wheels, the suspension comprises an axle assembly for rotatably mounting each of a pair of laterally spaced wheels, a spring assembly supporting the chassis on each of the axle assemblies, a moveable arm connected between the spring and the chassis, and an anti roll linkage connected between said chassis and the moveable arm of the axles of the suspension system being responsive to a lateral force on said chassis, and structured to translate lateral force on the chassis to a vertical force on the down force side of the chassis so that the anti roll linkage simultaneously lifts the down force side of the vehicle and lowers the up force side of the vehicle.

Abstract: A suspension for, and a method for suspending, a vehicle having a body is provided. The suspension includes a first suspension assembly and a second suspension assembly. The first suspension assembly extends between a first surface contact assembly and the body, and the second suspension assembly extends between a second surface contact assembly and the body. The first and second suspension assemblies each have a tranverse instant center. The first suspension assembly and the second suspension assembly are aligned so that a vertical centerline of each surface contact assembly lies within a transverse vertical plane that extends therebetween. The tranverse instant center of each suspension assembly is located within the tranverse vertical plane, below a roll center located within the tranverse vertical plane.

Abstract: A pivotal connection includes a pin through a bore in a carrier having an annular flange and annular groove at opposite ends, and opposing annular bearings having relative rotatable components fitted around the pin within the bore and abutting opposite sides of an annular member in the bore such that the pin is rotatable relative to the carrier. One bearing abuts a side of the flange and the other bearing is spaced from the groove so as to define an annular gap extending from the groove to the other bearing. The pivotal connection also includes a retainer member disposed in the groove and projecting therefrom and spaced by the gap from the other bearing and a series of shims and spacer positioned around the pin between the retainer member and other bearing so as to fill the gap to impose a predetermined preload on the bearings causing them to clamp therebetween the annular member in the carrier bore.

Abstract: This invention relates to a rear axle of a vehicle, in particular a passenger vehicle, whose wheel mount is guided by five individual suspension links, at least two of which are coupled above the midpoint of the wheel and at least two are coupled essentially beneath the midpoint of the wheel, and the so-called steering rod as the fifth link is coupled behind the midpoint of the wheel (as seen in the direction of travel). To create a compact configuration, the two upper transverse links are situated in front of a spring element (as seen in the direction of travel) and/or a shock absorber element, which is located between the vehicle body and one of the lower suspension links. To improve the elastokinematic behavior, the steering rod is pitched at an angle of sweep with respect to the transverse direction of the vehicle, this angle being on the order of magnitude of 5° to 25°.

Abstract: A spring guide for maintaining the alignment of a vehicle's suspension coil spring and for reducing the tendency for such springs to buckle. The spring guide is a smooth tube which fits into and slides in an elastomeric bushing mounted to the top bearing plate of a coil spring assembly. The lower end of the spring guide is threaded into the pivoting support for the lower end of the spring. The guide ensures that the ends of the spring are aligned with respect to one another.

Abstract: An independent suspension for a powered rear road wheel of an automotive vehicle includes a subframe attached to a vehicle body with a hub carrier and wheel hub rotatably attached thereto. Laterally extending upper and lower control arms are attached to the subframe, and an internal support link extends between the lower control arm and a forward portion of the hub carrier. A laterally extending toe link is pivoted between the hub carrier and the subframe. The upper control arm is centrally mounted and accommodates a suspension spring extending between the vehicle's body and the upper arm. Central mounting of the upper control arm and spring helps to avoid caster change as the roadwheel moves in jounce and rebound.

Abstract: A wheel suspension is connected to a wheel carrier, which is connected to the vehicle body or an auxiliary frame via wheel guide members spaced vertically apart from each other. The wheel guide members are arranged above and below a horizontal plane. An elastokinematic axis and a kinematic trailing axis are formed, which results in an ideal swivel axis for the wheel. The wheel guide members comprise two open wishbones, which diverge in the direction of the body-sided bearings and are disposed in two planes, are spaced apart, and are hinged to the wheel carrier on both sides of a vertical wheel center transverse plane. The wheel guide members comprise an A-frame arm and a steering tie rod, the A-frame arm being hinged in front of the vertical wheel center transverse plane and located in an inclined plane, resulting in a pitching pole for antidive and antisquat.

Abstract: The present invention provides a vehicle suspension where bump stoppers are installed in an upper end of a strut and on an upper end of a lower arm respectively so that the bump stoppers can operate separately or simultaneously, depending on the size of a load, to absorb or reduce vibration or shocks.

Abstract: A driveline assembly module includes a drivetrain assembly that is a rigid, substantially box-like member, that is the main support structure for all the driveline components. An independent suspension system having an associated wheel hub is also attached to the drivetrain assembly. By mounting the driveline components and independent suspension as an integral module, the components are replaced or serviced by replacement of the entire module. Thus, the individual mounting, replacement and servicing of the individual components, each having multiple independent attachment points, is avoided.

Abstract: In a double wishbone suspension structure, a damper coupling part at one end of a damper is coupled to either of a pair of coupling shafts for coupling an upper arm or a lower arm and a knuckle. Since impact from a wheel is not applied to an intermediate part of an arm and no bending moment acts upon the arm, the arm is not required to be reinforced and can be significantly decreased in size and weight. A damper attachment for attaching a damper to the arm is not required and the number of parts and manufacturing costs can also be reduced.

Abstract: A vehicular suspension includes a trailing arm and a substantially plate-like lower arm. The trailing arm is pivotably supported at its front end on a vehicle body via an elastic joint and extends from the front end toward the rear of the vehicle body. The lower arm extends in the vehicle width direction with its inner end pivotably supported on the vehicle body and its outer end fixed to a rear part of the trailing arm. A flat first seating surface of an end plate welded to the rear end of the trailing arm is superimposed on a flat second seating surface provided at the outer end of the lower arm, and an inner periphery of a closed rectangular opening formed on the second seating surface is welded to the first seating surface by a weld. The second seating surface of the lower arm protrudes from a main body portion via a slant surface.

Abstract: A suspension assembly for a motor vehicle includes upper and lower control arms pivotally attached to a frame member of the vehicle. A knuckle arm pivotally attaches to the upper and lower control arms moves along a substantially vertical axis in response to wheel movement caused by an uneven road surface. An actuation link is attached to one of the control arms at one end and to a damper assembly at another end. The damper assembly is disposed substantially within the frame member along a second axis transverse to vertical movement of the wheel and is actuated along the transverse axis in response movement of the control arm along the substantially vertical axis.

Abstract: A wheel suspension for a front axle of a motor vehicle, especially for an all-terrain vehicle, with a pulled-up drag bearing upon which double transverse links, which have the ability to swing and which are comprised of steering triangles, are positioned. The one transverse link is arranged above a wheel and the other transverse link and a steering tie rod as well as a stabilizer are arranged underneath a rotation axis of the wheel. A bearing on the side of the drag bearing side of the upper transverse link as well as a bearing of the steering tie rod on the drag bearing are arranged—in relation to the direction of movement—behind a vertical transverse plane of the center of the wheel.

Abstract: An improved vehicle suspension system in which the conventional upper and lower ball joints, each having a spindle, are replaced by a Heim joint which includes a tapered insert that is dimensioned to accommodate the spindle to which it is attached. The resulting suspension system has enhanced vertical and horizontal travel.

Abstract: A suspension for a vehicle having a body includes a first wheel assembly suspension that extends between a wheel assembly and the body and defines a first suspension plane. The suspension further includes a second wheel assembly suspension that extends between the wheel assembly and the body and defines a second suspension plane. A vertical plane extends through a vertical centerline of the wheel assembly and the intersection between the vertical plane and the first suspension plane defines a first line. The intersection between the vertical plane and the second suspension plane also defines a second line, the first line and the second line intersecting at an instant center that lies below a roll center of the vehicle. The first wheel assembly suspension and the second wheel assembly suspension do not cross one another when the first wheel assembly is viewed from either the front of rear of the vehicle.

Abstract: The invention provides a multi-link suspension assembly for a vehicle wheel, comprising a wheel carrier, an upper lateral link, a lower lateral link, a toe link, and a longitudinal link. The wheel carrier is oriented along a longitudinal axis of a vehicle body. The upper lateral link is oriented along a lateral axis of the vehicle body near the wheel center and is pivotally connected to the wheel carrier. The lower lateral link is oriented along a lateral axis of the vehicle body near the wheel center and is pivotally connected to the wheel carrier. The toe link is oriented along a lateral axis of the vehicle body behind the wheel center and is pivotally connected to the wheel carrier. The longitudinal link is oriented along the longitudinal axis of the vehicle body and is pivotally connected to the wheel carrier forward of the wheel center and pivotally connected to the lower lateral link near the wheel center.

Abstract: A saddle type vehicle for attaining an appropriate weight distribution and a low centroid position. Suspension mechanisms are each composed of an upper arm and lower arms, the upper and lower arms being disposed in vertically spaced positions. A shock absorber is interposed between the upper arm and a body frame. A stabilizer is disposed between both suspension mechanisms. A lower end of the shock absorber is pivotably connected to the front-side lower arm, while an upper end of the shock absorber is pivotably connected to an inside position in the vehicular transverse direction of the body frame.