Abstract: A vehicular suspension control arm comprises a first arm component and a second arm component formed from sheet metal, each arm component comprising an outer wall and two side walls, bushing connecting means adjacent a first end, at least one bracket receiving rivet aperture adjacent a second end, at least one component connecting rivet aperture located between the first end and the second end, a ride bushing and a handling bushing, a ball joint bracket comprising bracket rivet apertures corresponding to the at least one bracket receiving rivet aperture adjacent the second end of each of the first and second arm components and a plurality of rivets.

Abstract: A control arm including a frame, a mounting structure on the frame, and a ball-and-socket joint on the frame. The ball-and-socket joint includes an insert formed of a resilient plastic material bonded in a complementary receptacle or socket of the frame. A ball portion of a ball-and-socket joint pin is rotatably arranged in the insert. A plastic material coating is provided on the ball portion and a metal coating is provided on the plastic material coating. When placed in the insert the metal coating of the ball portion contacts an inner surface of the insert.

Abstract: An outer housing of a suspension tower has a storage compartment which supports and stores an absorber at an upper part thereof, and an outer housing front leg and an outer housing rear leg which extend from ends, in a vehicle front-and-rear direction, of the storage compartment in a downward direction. An inner panel of the suspension tower has an inner panel front leg which extends from a front end, in the vehicle front-and-rear direction, of a reinforcement in the downward direction, and an inner panel rear leg which extends from a rear end, in the vehicle front-and-rear direction, of the reinforcement in the downward direction. A lower end of the inner panel front leg is positioned at an upper position in a vehicle up-and-down direction in relation to the outer housing front leg.

Abstract: A front frame assembly for mounting a front suspension and wheel assembly of a vehicle can include lower frame members, first frame members, second frame members, a cross frame member, a plate, and a steering rack assembly. The pair of first and second frame members can be connected to and can extend upwardly from a respective one of the lower frame members. The pair of second frame members can be connected to the respective one of the lower frame members and a respective one of the first frame members. The cross frame member can be connected to and extend from each of the first frame members. The plate can be connected to and can extend from the each of the first frame and second members and the cross frame member. The plate can include a ridge. The steering rack housing can be mounted to the bottom surface of the plate.

Abstract: A mounting assembly for a suspension and wheel assembly of a vehicle can include a pair of frame members, a final drive assembly, and a pair of suspension brackets. The frame members can be spaced apart from each other in a transverse direction of the vehicle and can extend upwardly along a vertical direction of the vehicle. The final drive assembly can extend between the frame members. Each of the suspension brackets can connect a respective suspension member to a respective one of the frame members. The suspension brackets can be connected to the frame members and to the final drive assembly such that a lateral load input to one of the suspension brackets is transferred to a different one of the suspension brackets through the final drive housing, and then to the respective one of the frame members to which the different one of the suspension brackets is connected.

Abstract: A wheel house reinforcement structure is configured to reinforce stiffness of a wheel house in a vehicle body, and includes: a mounting part configured to form a top surface of an inner wheel house, and on which an absorber mounting bracket is mounted; a cover part integrally extending from the mounting part while being downward of an inner side end of the mounting part, and an assembling hole assembled with a quarter panel being formed in a lower side of the cover part; and a trunk lid mounting part integrally extending toward a rear direction in a top side of the mounting part, a hinge mounting end having a mounting hole in which a hinge portion of a trunk lid is mounted being formed at a rear end of the trunk lid mounting part.

Abstract: A mounting unit of a shock absorber for a vehicle is disclosed. A mounting unit of a shock absorber for a vehicle that fixes an upper portion of a shock absorber connected to wheels to a vehicle body according to an exemplary embodiment of the present invention may include a shock absorber housing mounted to the vehicle body; a mounting module disposed in the shock absorber housing, and at least two mounting hole is formed at the mounting module; a tapping nut engaged through a mounting hole of the mounting module in the shock absorber housing; and a fixing nut engaged to an end portion of the tapping nut protruded to outside of the shock absorber housing and fixing the mounting module to the shock absorber housing; the mounting module and fixing nut are temporarily assembled to the shock absorber housing through a temporarily assembly apparatus and engaged to the tapping nut.

Abstract: A suspension apparatus connected to a wheel of a vehicle and includes a first linkage, a second linkage, a third linkage, a bell crank, and a shock absorber. The first linkage connects to the wheel. The second linkage includes a first portion that is pivotally connected to a second portion of the first linkage. The third linkage includes a first portion that is pivotally connected to a second portion of the second linkage. The bell crank includes opposed first and second arms and a central pivot connection to the third linkage, wherein the first arm is pivotally connected to a first portion of the first linkage. The shock absorber has a variable length and includes a first portion that is pivotally connected to the first portion of the third linkage and wherein a second portion of the shock absorber is pivotally connected to the second arm of the bell crank.

Abstract: A joint housing of a ball joint comprises a sheet-metal part for accommodating a ball head, which is substantially rotationally symmetrical with respect to a joint axis and includes a circumferential wall portion, wherein the circumferential wall portion includes a housing opening at an axial end, through which a joint pin can extend, wherein the sheet-metal part is formed with two layers at this axial end of the circumferential wall portion.

Abstract: Suspension arms comprise five arms of a trailing arm, a leading arm, an upper arm, a lower arm, and a control arm. A lower-arm connection portion of a knuckle to the lower arm is positioned in front of a trailing-arm connection portion of the knuckle to the trailing arm as well as a wheel axis. Accordingly, the anti-swing rigidity of a wheel can be increased sufficiently.

Abstract: It is an object to obtain excellent suspension performance and effectively enhance steering stability during vehicle turning, with a simple configuration. A vehicle suspension apparatus comprises an upper lateral link (5) and a lower lateral link (6) each having one end (5a, 6a) swingably mounted to a wheel carrying member (1) and the other end (5b, 6b) swingably supported by a vehicle body, while being installed to extend in a vehicle widthwise direction, and a lower link (7) having one end mounted to a lower portion of the wheel carrying member (1) at a position rearward of a rotary shaft of a wheel, and the other end swingably supported by the vehicle body. The one ends (5a, 6a) of the upper and lower lateral links (5, 6) are mounted, respectively, to an upper portion and a lower portion of the wheel carrying member (1) at positions frontward of the rotary shaft of the wheel.

Abstract: A suspension structure is a double wishbone type suspension including a spring damper and is characterized in that, among a plurality of mounting points where an upper arm and a lower arm arranged vertically parallel to each other are connected to a vehicle body, the vertical positions of the mounting points, which are located on the left or right side with respect to a hub assembly, of the upper arm and the lower arm are different from each other.

Abstract: A suspension structure is a double wishbone type suspension including a spring damper and is characterized in that, among a plurality of mounting points where an upper arm and a lower arm rranged vertically parallel to each other are connected to a vehicle body, the vertical positions of the mounting points, which are located on the left or right side with respect to a hub assembly, of the upper arm and the lower arm are different from each other.

Abstract: A suspension assembly for a vehicle includes a knuckle, a spring-damper assembly laterally spaced from the knuckle, a first control arm having an inner end and an outer end, a second control arm having an inner end and an outer end, and a stability link having an inner end and an outer end. The inner end of the first control arm is connected to a vehicle body and the outer end of the first control arm is connected to the knuckle by a lower ball joint. The spring-damper assembly is rotatably connected to the first control arm at a lower arm pivot location between the inner and outer ends of the first control arm. The inner end of the second control arm is rotatably connected to the spring-damper assembly at a second control arm pivot location spaced apart from the first control arm pivot location and the outer end of the first control arm is connected to the knuckle by a upper ball joint.

Abstract: Wheel suspension for a wheeled vehicle, with a lower rocking lever (12) with an inner end being movably connected to a vehicle frame (14) via a lower arm part (16) of a double armed rocker (18) which is pivotable about a substantially horizontal axle (20) in the vehicle frame, and with an outer end being articulately attached to a lower part of a wheel hub (24), and an upper support arm (28) with an outer end being articulately attached to an upper end of the wheel hub (24), and with an inner end, being articulately connected to the vehicle frame (14). The upper support arm (28) is connected to an upper arm part (34) of the double armed rocker (18) via a coupling link (36), which is articulately connected to the upper support arm (28) as well as the upper arm part (34) of the double armed rocker (18), wherein the lower rocking lever (12) has an inclination obliquely downwardly outwardly from the vehicle frame (14) in a neutral position of the wheel hub (24).

Abstract: A suspension including a first support member and a second support member supporting an end portion of a suspension spring located on a side toward a vehicle body and an end portion of the suspension spring located on a side toward a suspension member, respectively, and a motion transmission mechanism adapted to convert a vertical motion of the suspension member to a relative motion in a form of a change in distance between the first support member and the second support member and to transmit the relative motion to one of the first and second support members. The transmission mechanism continuously and nonlinearly varies the ratio of the amount of motion of a motion transmission target to the amount of motion of a motion transmission source according to motion of the motion transmission source, thereby continuously and nonlinearly varying the ratio of the amount of the relative motion to the amount of motion of the suspension member according to the vertical motion of the suspension member.

Abstract: A wheel suspension for the rear wheels of a motor vehicle is created, with three links being provided in an upper link plane, and with a foremost link as viewed in the direction of travel being provided as a track rod and the two further links being provided as separate individual links at both sides of a vertical wheel central transverse plane. A triangular link is arranged in the lower link plane, which triangular link holds a spiral or air spring and a damper strut spaced apart from one another. By corresponding pole formations defined by the links, elastokinematic or imaginary pivot axes are formed, which permits an elastokinematic adjustment of the wheel in a toe-in sense under the influence of braking forces, side forces and load shift forces. The wheel suspension is also configured such that an elastokinematic adjustment of the wheel in a toe-out sense is obtained in the event of wheel loads and drive forces.

Abstract: A suspension arm assembly for a vehicle includes a pivot pipe pivotally attached to a vehicle body frame, a pair of pipes extending in a lateral direction of a vehicle body, a joint member attached to distal end portions of the pipes, and a substantially U-shaped band. Proximal end portions of the pipes are connected to the pivot pipe and spaced apart from each other in a front-rear direction, and distal end portions thereof are arranged close to each other, thereby forming a substantially triangular profile. The joint member includes a plate portion and a boss portion having a knuckle attached thereto. The distal end portions of the pipes are operatively connected to a convex surface of the U-shaped band, and the plate portion of the joint member is attached to the pipes for covering the U-shaped band.

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 knuckle mounted on the outer race of the bearing, having a first portion pivotally connected to the lower control arm and a second portion pivotally 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 knuckle.

Abstract: A suspension including a first support member and a second support member supporting an end portion of a suspension spring located on a side toward a vehicle body and an end portion of the suspension spring located on a side toward a suspension member, respectively, and a motion transmission mechanism adapted to convert a vertical motion of the suspension member to a relative motion in a form of a change in distance between the first support member and the second support member and to transmit the relative motion to one of the first and second support members. The transmission mechanism continuously and nonlinearly varies the ratio of the amount of motion of a motion transmission target to the amount of motion of a motion transmission source according to motion of the motion transmission source, thereby continuously and nonlinearly varying the ratio of the amount of the relative motion to the amount of motion of the suspension member according to the vertical motion of the suspension member.

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: 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 transverse 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 transverse instant center of each suspension assembly is located within the transverse vertical plane, below a roll center located within the transverse vertical plane.

Abstract: A steering mechanism for a model vehicle is provided, having one or more steering actuators, a steering control arm pivotally mounted for rotation relative to a model vehicle chassis, the steering control arm being coupled directly to at least two tie rods, each tie rod controlling the steering of at least one wheel of a vehicle, and each of the one or more steering actuators coupled to the steering control arm to rotate the control arm relative to the vehicle chassis.

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: 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 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: 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.