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.

Abstract: A vehicular suspension device comprises a wheel carrier which is articulated relative to the suspension elements. This connection is provided by rigid connection rods. This additional degree of freedom permits variation of the camber angle independently of the suspension spring movement and of the deformations of its elements. The variation of the camber is preferably controlled by the forces sustained by the wheel in the ground contact area of the tire. This is obtained by a configuration in which the movements of the wheel relative to the body of the vehicle allow an instantaneous center of rotation which is situated beneath the plane of the ground.

Abstract: A suspension for and a method for suspending a vehicle having a body is provided. The suspension includes a first wheel assembly suspension and a second wheel assembly suspension. The first wheel assembly suspension extends between a first wheel assembly and the body. The first wheel assembly suspension includes an instant center. The second wheel assembly suspension extends between a second wheel assembly and the body. The second wheel assembly suspension includes an instant center. The first wheel assembly and the second wheel assembly are aligned so that a vertical centerline of each wheel assembly lies within a vertical plane that extends therebetween. In one embodiment, the instant center of each wheel assembly suspension is located within the vertical plane, below a roll center located within the vertical plane.

Abstract: An integrally cast aluminum subframe for a vehicle suspension system has control arm connections that avoid high stress in the connections. Mounting studs may be an integral part of the subframe casting or may be subsequently joined to the subframe. Bushings of the articulations of the control arms are joined to the mounting studs from one side only, so that the flexing of the connection that was present in the prior art clevis connection is avoided. Consequently, the articulation is retained between a head of the mounting bolt and the mounting stud.

Abstract: A motor vehicle chassis structure which includes an independent suspension system including left and right suspension components for left and right wheels (4, 8) respectively for gripping and travelling along a road surface, each of which suspension components is arranged to allow a constrained up and down movement of the respective wheel relative to the vehicle chassis structure, characterised in that the upper suspension components on one side of the vehicle are cross-linked with the upper suspension components on the other side of the vehicle by a connecting rod (10, 11) and an offset pivot shaft assembly (9, 5), so as to constrain the plane of each wheel towards an orientation which is normal to the road surface while allowing the chassis structure to move vertically and to roll relative to said wheels during cornering, acceleration, deceleration and combinations thereof.

Abstract: The wheel suspension system is dimensioned and positioned so as to be contained within a fore-and-aft profile of the engine assembly so that the wheel suspension system which is considered to be too rigid to define a crush zone in case of a vehicle crash is contained within the profile of the engine assembly, and would not in any way reduce the crush zone of the vehicle body which is effective in absorbing the impact energy of a vehicle crash. A steering gear may also be too rigid to define a crush zone. The engine assembly normally projects toward the passenger compartment at upper and lower parts thereof. Therefore, to avoid the steering mechanism from reducing the effective crush zone, the steering gear unit may be placed so as to oppose the recess thus defined in the engine assembly.

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 rear wheel suspension system replaces the lower control arms, upper control arms, coil springs, and anti-roll bar assembly in the prior art with a simple composite member. By carefully designing the shape of the beam, the material system and the pivot locations, the ride and roll rates and camber and toe characteristics of the original prior art suspension system can be preserved.

Abstract: A suspension structure includes a subframe and a suspension arm. The suspension structure has strength lower than that of the subframe. When an excessive external force acts from a road surface on a wheel, the suspension arm is deformed before the subframe is, thereby preventing the excessive external force from directly acting on the subframe.

Abstract: An arrangement for the suspension of a motor vehicle wheel having a wheel-bearing housing for bearing the wheel, a lower link arm for connecting the bodywork of the motor vehicle and a lower part of the wheel-bearing housing, and an upper link arm for connecting the bodywork and an upper part of the wheel-bearing housing. The arrangement further includes an additional connection between the bodywork and the wheel-bearing housing and a coupling link that is substantially rigid in the vertical direction for connecting the additional connection and lower link arm. The improved arrangement is especially suitable for a rear wheel suspension in a motor vehicle, thereby permitting a high degree of longitudinal softness and high windup strength.

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: An independent suspension module includes a plurality of control members that are positioned to allow the suspension module to be used on low profile vehicles such as low floor buses. The suspension module includes a plurality of control members that couple a support member to the vehicle structure so that the suspension module is appropriately supported relative to the vehicle. The control members include a first end supported near a vertical portion of the lower surface of the vehicle. A second end of at least some of the control members are supported on the support member of the suspension module such that the second ends are positioned between the inboard and outboard sides of the wheels.

Abstract: An improved front-wheel suspension for buses and such, whereby the suspension for each wheel (5) substantially consists of at least one upper suspension arm (1) and at least one lower suspension arm (2); in between said suspension arms (12), a pivotable connection piece (3), whereby said connection piece (3) also is connected to the wheel axle (4) of the corresponding front wheel (5); a hydraulic shock absorber (7) and an air bellows (6) which is provided above the front wheel (5), wherein said connection piece (3) consists of a connection rod (17) showing, at its upper extremity, a part (18) connected to the upper suspension arm (1) and showing, at its lower extremity, a part (19) connected to the lower suspension arm (2), whereby the part (18) is hingeably attached to the upper suspension arms (1) by means of a bearing (20) which also carries the air bellows (6).

Abstract: Volumetric efficiency and steering accuracy are increased and manufacturing tolerance is reduced in a multi-link suspension of a vehicle having a wheel carrier for rotatably supporting a wheel and a plurality of control arms for connecting a vehicle body and one of upper and lower portions of the wheel carrier, by connecting the wheel carrier and the plurality of control arms by a unified ball joint unit interposed therebetween.

Abstract: A zero roll suspension system for a vehicle that includes a vehicle frame and a wheel assembly has an axis of rotation. The present system preferably includes first and second crossing members, each of which has a first end and a second end. One of the first and second ends of each of the first and second crossing members is adapted to be mated to a portion of the wheel assembly. The other of the first and second ends of each of the first and second crossing members is adapted to be mated to the vehicle frame. The first and second crossing members are oriented so as to cross one another in superposition along a crossing axis while each crossing a longitudinal centerline of the vehicle.

Abstract: A suspension for and a method for suspending a vehicle having a body is provided. The suspension includes a first wheel assembly suspension and a second wheel assembly suspension. The first wheel assembly suspension extends between a first wheel assembly and the body. The first wheel assembly suspension includes an instant center. The second wheel assembly suspension extends between a second wheel assembly and the body. The second wheel assembly suspension includes an instant center. The first wheel assembly and the second wheel assembly are aligned so that a vertical centerline of each wheel assembly lies within a vertical plane that extends therebetween. In one embodiment, the instant center of each wheel assembly suspension is located within the vertical plane, below a roll center located within the vertical plane.

Abstract: A suspension assembly for supporting an axle on a vehicle frame includes a pair of transversely spaced hangers mounted on and depending from the frame. Each one of a pair of longitudinally extending control arms is pivotally attached at one end of its ends to a respective one of the hangers, and at the other of its ends to a respective one of a pair of axle seats. The axle seats rigidly capture the transversely extending axle. A support member is attached to and extends longitudinally rearwardly from each of the axle seats for mounting an air spring and a shock absorber. Each of the air springs and shock absorbers extend upwardly from its respective support member and is attached to the frame. A generally rigid torque box is immovably attached at one of its ends to the frame, and at the other of its ends to the axle. The torque box is a hollow fabrication closed at each of its attachment ends by a mounting tube. A shaft having at least one bushing molded about the shaft is press fit into each of the tubes.

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: Motor-vehicle having at least a rear driving wheel and two front rolling and steering wheels connected to each other by a linkage mechanism (15; 15bis) provided with a suspension system (19) that comprises at least a pair of shock-absorbing struts (60A, 60B; 60C, 60D) and rocking levers (61A, 61B; 61C, 61D) associated therewith. An interconnecting latticework (14) extending along the median plane (PM) of the vehicle supports the axis (A) of the pins (50, 51; 57, 58) of the rocking levers (61A, 61B; 61C, 61D) so that it is caused to lie on the same median plane and parallel to the axes (X, Y) of the fulcrum pins (52, 53, 54) of the cross bars (20, 21, 22, 23) of the linkage mechanism (15). The rolling speed of the front wheels can be varied.

Abstract: An agricultural tractor having a rear suspension with draft compensating geometry to control the compression or extension of the rear suspension in response to a draft load. The draft compensating suspension enables the tractor hitch to be mounted on the suspended frame or chassis of the tractor rather than mounting the hitch to a non-suspended beam axle or locking out the suspension during draft work. The draft load is applied to the chassis by a ground engaging implement. The tractive load and torque at the rear wheels are reacted through the side view instantaneous center of the rear suspension. The placement of the instantaneous center will determine the suspension reaction to the wheel load and torque. Locating the suspension instantaneous center on a line of 100% draft-compensation will eliminate the motion of the suspension due to the draft load. If the instantaneous center is located below the 100% draft-compensation line, the suspension will compress under a draft load.

Abstract: A rear wheel suspension system replaces the lower control arms, upper control arms, coil springs, and anti-roll bar assembly in the prior art with a simple composite member. By carefully designing the shape of the beam, the material system and the pivot locations, the ride and roll rates and camber and toe characteristics of the original prior art suspension system can be preserved.

Abstract: An agricultural tractor having a rear suspension with draft compensating geometry to control the compression or extension of the rear suspension in response to a draft load. The draft compensating suspension enables the tractor hitch to be mounted on the suspended frame or chassis of the tractor rather than mounting the hitch to a non-suspended beam axle or locking out the suspension during draft work. The draft load is applied to the chassis by a ground engaging implement. The tractive load and torque at the rear wheels are reacted through the side view instantaneous center of the rear suspension. The placement of the instantaneous center will determine the suspension reaction to the wheel load and torque. Locating the suspension instantaneous center on a line of 100% draft-compensation will eliminate the motion of the suspension due to the draft load. If the instantaneous center is located below the 100% draft-compensation line, the suspension will compress under a draft load.

Abstract: A motor vehicle fitted with a system for controlling the camber (&thgr;) of the wheels of the vehicle on a bend, including, for each wheel of at least one front axle and/or rear axle of the vehicle, a suspension having a pair of suspension upper and lower arms, articulated at their outboard ends to a hub carrier and attached at their inboard ends to the body of the vehicle. The lower and upper arms of each pair are articulated at their respective inboard ends to a pivot transfer lever which is, in turn, mounted on the body by an articulation, the axis of rotation of which is contained in a longitudinal and vertical plane of the vehicle, the pivot transfer lever being capable of pivoting in such a way as to incline the wheels on the appropriate side.

Abstract: A motor vehicle chassis structure which includes an independent suspension system including left and right suspension components for left and right wheels (4, 8) respectively for gripping and travelling along a road surface, each of which suspension components is arranged to allow a constrained up and down movement of the respective wheel relative to the vehicle chassis structure, characterised in that the upper suspension components on one side of the vehicle are cross-linked with the upper suspension components on the other side of the vehicle by a connecting rod (10, 11) and an offset pivot shaft assembly (9, 5), so as to constrain the plane of each wheel towards an orientation which is normal to the road surface while allowing the chassis structure to move vertically and to roll relative to said wheels during cornering, acceleration, deceleration and combinations thereof.

Abstract: A suspension and steering subassembly for a heavy truck is provided including a subframe. The subframe includes first and second side members extending substantially in the direction of vehicle travel and first and second cross members extending substantially perpendicular to the direction of vehicle travel. The first and second cross members are integral with the first and second side members such that the subframe is a unitary member. The first and second side members and the first and second cross members are further configured to receive first and second lower suspension control arms, first and second upper suspension control arms, and a portion of the steering linkage for the vehicle. The subframe may further be configured to receive a steering gear and one or more strut rods to provide fore/aft support to the subframe.

Abstract: A suspension system for a vehicle has an upper control arm and an associated lower control arm for mounting a wheel on the vehicle body. A hydro-pneumatic spring is connected between one of the control arms arid the vehicle body. A compensating spring is associated with the hydro-pneumatic spring and is operable to act in opposition to the force exerted by the hydro-pneumatic spring as the hydro-pneumatic spring approaches full extension.

Abstract: An independent suspension system for a vehicle has at each side of an axle of the vehicle upper and lower control arms each connected by articulating joints between a vehicle body and a wheel carrier such as a wheel hub to mount the wheel on the vehicle body. A compression spring is connected at each end by articulating joints between the vehicle body and one of the control arms. The compression spring is connected to the control arm such that the center of rotation of the articulating joint is below a line joining the centers of rotation of the articulating joints at opposite ends of the control arm.

Abstract: A front wheel suspension system for a vehicle includes a wheel carrier for supporting a wheel, an upper control arm for mounting to an upper end of the wheel carrier, a lower control arm for mounting to a lower end of the wheel carrier, and a strut assembly for mounting on the lower control arm to absorb up-and-down impacts transmitted from the wheel, the strut assembly being inclined in a direction and designed to apply damping force to the lower control arm when the vehicle wheel bumps. A device is provided to generate a reacting force acting against the damping force of the strut assembly, the reacting force being applied to the lower control arm to compensate for the damping force.

Abstract: The invention relates to a camber control suspension of a vehicle that can form a stable camber angle even at the time when the vehicle rolls as well as when it bumps and rebounds, including a camber control rack and camber control links with a function of controlling camber of wheels by stopping or moving according to the vertical motion of both wheels, thereby achieving the most stable grounding state of tires at all times to sufficiently enhance the grounding force of tires at any running state of the vehicle.

Abstract: In a vehicle rear suspension, each of right and left trailing arms (1) is bent upward at a bent part in an intermediate area between a front end cylindrical portion (2) and a rear end portion (3) so that the trailing arms (1) can be substantially L-shaped. Each end of a torsion beam (7), having a substantially U-shaped cross-section, is connected to an upward inclining area of each trailing arm (1) inclining from the rear end portion (3) toward the bending part (6). This makes it possible to arrange the torsion center of the torsion beam (7) having the substantially U-shaped section in a relatively high position and to maintain the strength of the torsion beam (7) at a high level.

Abstract: An arrangement for the suspension of a motor vehicle wheel is disclosed. The arrangement includes a wheel-bearing housing for bearing the wheel, a lower link arm for connecting the bodywork of the motor vehicle and a lower part of the wheel-bearing housing, and an upper link arm for connecting the bodywork and an upper part of the wheel-bearing housing. The arrangement further includes an additional connection between the bodywork and the wheel-bearing housing and a coupling link that is substantially rigid in the vertical direction for connecting the additional connection and lower link arm. The improved arrangement is especially suitable for a rear wheel suspension in a motor vehicle, thereby permitting a high degree of longitudinal softness and high windup strength.

Abstract: A flat four-link rear axle with favorable dynamic properties is presented. The essential aspect lies in that the lower transverse control arm (1), the upper transverse control arm (2) and a compensating control arm (3) are arranged one behind the other (in the direction of travel), so that a spring (15) for supporting the wheel suspension on the body can be supported on the lower transverse control arm (1). The space created by shifting the transverse control arms makes it possible to use a barrel spring with progressive spring characteristic. The associated shock absorber (16) is arranged between the upper transverse control arm (2) and the compensating control arm (3), and its lower fixing eye (26) is mounted in the lower region of the axle carrier (4) so that the upper end of the shock absorber does not extend very far beyond the upper transverse control arm (2) compared with known solutions.

Abstract: A lawn mower includes a front wheel suspension system as well as a rear wheel suspension system. The front wheel suspension system includes upper and lower suspension struts that are pivotably connected between a main frame of the lawn mower and a longitudinal suspension strut that is connected to a front wheel. A spring is connected between an extension of the upper suspension strut and a front transverse member of the main frame. The rear wheel suspension system includes upper and lower links that are pivotably connected between vertical struts that are connected between upper and lower frame members of the main frame and a motor mount. A spring is connected between a spring bracket extending from the upper frame member and either the motor mount or a motor mounted in the motor mount. In order to prevent scalping while turning, a floating cutter deck is suspended from the front and rear wheel suspension systems rather than from the main frame or chassis of the mower.

Abstract: A suspension system for an ATV is provided that includes a torsion control mechanism having a left connecting structure and a right connecting structure. The torsion control mechanism defines an axis of rotation passing through the left and right connecting structures. A left swing arm is fixedly connected to the left connecting structure and a right swing arm is fixedly connected to the right connecting structure, such that the right and left swing arms are pivotable about the rotation axis defined by the torsion control mechanism.

Abstract: An improved front-wheel suspension for buses and such, whereby the suspension for each wheel (5) substantially consists of at least one upper suspension arm (1) and at least one lower suspension arm (2); in between said suspension arms (12), a pivotable connection piece (3), whereby said connection piece (3) also is connected to the wheel axle (4) of the corresponding front wheel (5); a hydraulic shock absorber (7) and an air bellows (6) which is provided above the front wheel (5), wherein said connection piece (3) consists of a connection rod (17) showing, at its upper extremity, a part (18) connected to the upper suspension arm (1) and showing, at its lower extremity, a part (19) connected to the lower suspension arm (2), whereby the part (18) is hingeably attached to the upper suspension arms (1) by means of a bearing (20) which also carries the air bellows (6).

Abstract: A rear wheel suspension system replaces the lower control arms, coil springs, and anti-roll bar assembly in the prior art with a simple composite beam. By carefully designing the shape of the beam, the material system and the pivot locations, the ride and roll rates and camber and toe characteristics of the original prior art suspension system can be preserved.

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.

Abstract: A zero roll suspension system for a vehicle that includes a vehicle frame and a wheel assembly has an axis of rotation. The present system preferably includes first and second crossing members, each of which has a first end and a second end. One of the first and second ends of each of the first and second crossing members is adapted to be mated to a portion of the wheel assembly. The other of the first and second ends of each of the first and second crossing members is adapted to be mated to the vehicle frame. The first and second crossing members are oriented so as to cross one another in superposition along a crossing axis. The other of the first and second ends of each of the first and second crossing members is mated to the vehicle frame at a location which a vehicle centerline.

Abstract: An independent suspension for the front wheels of a motor vehicle with a steering knuckle that is pivotable for steering purposes, has a lower end mounted on a lower link and an upper area supported firstly by a coupling rod to this lower link and secondly by an upper link to the vehicle body. Either the upper link is articulated to the coupling rod in the vicinity of the upper end of the steering knuckle or the coupling rod is articulated to the upper link in the vicinity of the upper end of the steering knuckle. In either case, the steering knuckle requires one less articulation point so that the steering knuckle takes up less space in the immediate vicinity of the wheel.

Abstract: A double wishbone suspension has a carrier, an upper-arm, a lower arm, a lateral link, and a connecting part, etc. The carrier supports a wheel of a vehicle. An inside end of the upper-arm is coupled to a frame of the vehicle, and an outside end of the upper-arm is coupled to a lower end of the carrier. Two inside ends of the lower-arm are coupled to the frame of the vehicle, and an outside end of the lower-arm is coupled to a lower end of the carrier. Two inside ends are separated in the front-rear direction of the vehicle. An inside end of the lateral link is coupled to the frame of the vehicle, and an outside end of the lateral link is coupled to the carrier at a point offset from the axis of the wheel in the front-rear direction of the vehicle. The connecting part is between the carrier and the lower-arm so that the carrier can move in the front-rear direction of the vehicle relatively to the lower-arm. The connecting part includes two rigid parts and a rubber bush.

Abstract: To enlarge the up and down stroke of a front wheel without changing the layout of a steering shaft and a tie rod. An upper arm and a lower arm are arranged in an upward and downward manner, respectively. The upper and lower arms are pivotably attached to a vehicle body and respective front end portions thereof are connected by a knuckle. The upper arm constitutes substantially a triangular shape and is provided with a front pipe, a rear pipe and a vehicle body attaching portion. Furthermore, a joint pipe is provided with a ring-like portion and a ball joint is attached thereto. A rear end portion of the vehicle body attaching portion, an escape portion in the vicinity thereof and an attaching center B of a cushion attaching portion provided on the joint pipe, are respectively arranged forward from a joint center line L passing through center A of the ball joint and orthogonal to a vehicle body center line C.

Abstract: The invention relates to a suspension for a single wheel of a motor vehicle. A steering knuckle with wheel hub (1) is attached to a steering knuckle carrier (2) by a steering knuckle pin which is connected by a ball and socket joint (3) on its underside to a suspension arm (4) which is secured to the vehicle frame (6) by a pivot bearing (5). A second suspension arm (7) placed above the first suspension arm (4) connects, by means of a pair of tapered roller bearings, the upper part of the steering knuckle carrier (2) to the vehicle frame (6) through a pivot bearing (9).

Abstract: An axle shaft spacer member for use with a suspension lift kit. The spacer member enables the wheel spindle of a vehicle to be moved laterally a desired distance, which in turn enables the upper control arms associated with the wheel spindle to be lowered when such would not otherwise be possible because of interference with the frame portion of the vehicle. The spacer is a disc-like member having a thickness equal to the desired lateral offset distance needed to enable the upper control arm to be lowered and re-mounted via a drop bracket, to the frame. The spacer member enables the original suspension geometry to be maintained, thus maintaining the ride and steering characteristics of the original suspension system while enabling vehicle ride height to be increased.

Abstract: A torsion beam type suspension is provided which includes a U-shaped stabilizer consisting of a stabilizer main body and a pair of laterally opposite stabilizer arms. The stabilizer main body is disposed in front of and along a torsion beam and rotatably supported on the torsion beam by means of brackets. The arms of the stabilizer are disposed along the inboard sides of the trailing arms and have axial ends connected to lower ends of connecting rods, respectively. The connecting rods are disposed so that the axes thereof extend vertically and connected at upper ends thereof to a vehicle body side member.

Abstract: A control arm used as a suspension link within a vehicle suspension system has two similar members. Each member has a substantially W shaped cross section and circular endplates. The endplates are coupled together with bushings that include a compressible member. During normal loading, this bushing arrangement keeps the two members spaced apart. This allows each member to bend and flex when subjected to longitudinal forces. As transverse loading occurs, the two members are caused to move together, and eventually abut one another. This abutment greatly increases the overall strength of the control arm, allowing it to withstand severe transverse forces without buckling.

Abstract: A zero roll suspension system for a vehicle is proposed which includes a vehicle frame and a wheel assembly having an axis of rotation about which a wheel of the wheel assembly rotates. The suspension system substantially eliminates rolling of the vehicle frame and includes a first weight bearing member and a second weight bearing member, each having a first end and a second end. One of the first and second ends of each of the first and second weight bearing members are rotatably connected to a portion of the wheel assembly and the other of the first and second ends of each of the first and second weight bearing members are rotatably connected to the vehicle frame. The first and second weight bearing members are oriented in substantially parallel planes between the wheel assembly and the vehicle frame and cross one another in superposition along a crossing axis, substantially prohibiting the vehicle frame from rolling during a cornering operation of the vehicle.