Abstract: The suspension comprises a first, a second and a third rod-like connection member (10, 11, 12), each of which has a first (22, 13, 15) and a second point of articulation (23, 14, 16) to the wheel-carrier (1) and to the vehicle structure, respectively, and is arranged to control one degree of freedom of translation (t, t1, t2) along an axis (y, y1, y2) substantially passing through its own points of articulation. The first connection member (10) is arranged to control also a degree of freedom (r1) of rotation about its own axis (y) and a degree of freedom (r2) of rotation about a direction (z) substantially perpendicular to its own axis (y).

Abstract: The present invention concerns a steering and suspension system of a vehicle. The system may include a strut extension member having a strut clamp arm mounted to a strut assembly, an upper extension support arm extending from the strut clamp arm, an extension fork with first and second arms extending from the strut clamp arm, and a lower extension support arm extending from the extension fork. Also, a steering knuckle has an upper portion pivotally coupled to the upper extension support arm, and a lower portion pivotally coupled to the lower extension support arm. A lower control arm has an outboard portion with a control arm mounting bore therethrough, and a compliant hinge joint includes a first joint associated with the first arm, a second joint associated with the second arm, and a shaft extending through the first joint, the second joint and the mounting bore.

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 spring carrier for mounting a spring strut to a vehicle body includes a vibration damper having a cylinder and a piston rod which is axially guided in the cylinder, first and second spring collars, and a spring located between the spring collars. An actuator includes a nut and a threaded spindle surrounding the piston rod, the actuator being driven to change the relative axial position of the spring collars. A guide tube extends coaxially between the piston rod and the threaded spindle, the threaded spindle being supported radially against the guide tube by a bearing.

Abstract: A vehicular suspension assembly is applicable to both manual and power steering systems. In the suspension assembly, when the manual steering system and the power steering system are exchanged with each other, a strut, a lower arm and a frame are commonly used. Three mounting bolts of an insulator are eccentrically disposed relative to the center of the strut. A connector has an insertion hole which is eccentrically drilled on a connector. A bracket of the frame is shared by two applications. Thus, it is possible to perform all functions of both manual and power steering systems.

Abstract: A strut type suspension with a reduced difference between left and right suspensions in a moment-arm length change during stroke operations of left and right suspensions in phase is disclosed. The suspension includes a strut, an upper spring seat, a lower spring seat, and a coil spring. A coil center axis of the coil spring and a kingpin axis are set to be in a twisted relationship. In a plan view seen from an upper side along an axis of the strut, a lower axis center of the coil spring is located in a front side of the vehicle with respect to the axis of the strut, and, in said view, a line connecting an upper axis center of the coil spring and the axis of the strut extends in a rotating angle around the axis of the strut between 40 degrees and 50 degrees with respect to a line connecting the lower axis center of the coil spring and the axis of the strut.

Abstract: In a multi-link rear suspension (A) in which a wheel support (11) is connected to a vehicle body through five links (6-10) and vehicle body side ends of the links are provided with rubber bushes (26), respectively, the lower end of a damping device (14) formed by coaxially arranging a coil spring (12) and a damper (13) is pivoted to a portion of the wheel support (11) located toward the inside of the vehicle body so that the vertical reaction force of the damping device (14) produces a moment Mn toward negative camber on a rear wheel (2). The moment Mn is set to be always larger than a moment Mp toward positive camber produced by a side force on the outside rear wheel (2) during vehicle cornering until limit maneuvering conditions of the outside rear wheel due to the side force are reached. The damping device (14) is disposed with respect to a suppositive king pin axle K so that the vertical reaction force thereof produces a moment toward toe-in on the rear wheel (2).

Abstract: A suspension for coupling a steer axle assembly to a vehicle frame is provided that moves one or more of the spring reaction points outboard to increase roll stiffness and enable the use of a lighter axle. In one embodiment of the invention, the suspension includes a spring coupled to the vehicle frame and a shock absorber having a first end coupled to the spring and a second end coupled to a component of the steer axle assembly, such as the kingpin, at a location outboard of a longitudinal frame rail of the vehicle frame.

Abstract: A vehicular suspension assembly is applicable to both manual and power steering systems. In the suspension assembly, when the manual steering system and the power steering system are exchanged with each other, a strut, a lower arm and a frame are used in common. Three mounting bolts of an insulator are eccentrically disposed relative to the center of the strut. An insertion hole of a connector is eccentrically drilled. A bracket of the frame is shared by two applications. Thus, it is possible to perform all functions of both manual and power steering systems.

Abstract: A wheel suspension system for a motor vehicle has a steering swivel (1) attached to a beam (3) so as to be rotatable about a vertical axis (6). The vertical axis (6) runs approximately through the center (Z) of the wheel. The beam (3) is additionally coupled at its lower end to the bodywork via a link (8), the link (8) being swivelably mounted on the bodywork. Instead of the steering swivel (1), it is also possible to mount a spindle so as to be rotatable about a vertical axis through the center of the wheel. The suspension leg (4) is secured against rotation by coupling to a stabilizer (20).

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: 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 ball pivot (1) of a ball-and-socket joint for motor vehicles with a joint ball (2) and with a pivot (3) connected to the joint ball (2) is presented, in which a substantial part (3.1) of the pivot (3) is made nonround for preventing the ball pivot from rotating. A wheel suspension is also disclosed in which a nonround ball pivot is used.

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 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 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 vehicular suspension device (1) comprises a wheel carrier (31) which is articulated relative to the suspension elements (18, 19). This connection is provided by rigid connection rods (6, 7). This additional degree of freedom permits variation of the camber angle (&agr;) 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 (2) in the ground contact area (AC) of the tire. This is obtained by a configuration in which the movements of the wheel (2) relative to the body (5) of the vehicle allow an instantaneous center of rotation (CIR r/c) which is situated beneath the plane of the ground (S).

Abstract: An independent wheel suspension for the non-steered wheels of a motor vehicle. The independent wheel suspension includes a spring having a passage opening the size and shape of which is the result of space requirements of the spring shock absorber during the rebounding and the compression of the spring shock absorber. In a preferred embodiment, the passage opening of the spring is in the shape of an oval or an ellipse to allow the swivelling movement of a shock absorber housing within the passage opening in a direction extending along substantially a major axis of the oval or the ellipse. In addition, the exterior size and shape of the spring is arranged to be located at a distance t from the components of the independent wheel suspension including the control arms thereof. The design of the independent wheel suspension of the present. invention provides a larger load-through width for the trunk of the motor vehicle.

Abstract: A system for analyzing a suspension system is provided which includes: a frame assembly including a plurality of frame units, a base plate, a lower mounting unit, and an upper mounting unit; a wheel assembly including a wheel member and a wheel mounting assembly for enabling mounting of the wheel member to the upper and lower mounting units of the frame assembly through a suspension; a steering assembly provided to one side of the frame assembly and being connected to the wheel mounting assembly of the wheel assembly; a strut assembly including a shock absorber and a suspension spring and being provided between the wheel assembly and the frame assembly; and an arm assembly including a plurality of arms and links and being provided between the wheel assembly and the frame assembly.

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: A bushing block for use with a trunnion assembly of an independent suspension integrates a bearing cap and a bushing into a single component. A face seal is installed on a trunnion pin of the trunnion assembly. The bushing block is next assembled on the trunnion pin, the bushing block contacting the face seal. The trunnion assembly in installed on a lower control arm assembly, a pair of cap screw apertures on the bushing block aligning with a pair of cap screw apertures on the lower control arm assembly. Cap screws are installed therein. Grease grooves are formed on the interior surface of the bushing block to allow grease to flow down the exterior surface of the trunnion pin, eliminating additional machining on the trunnion pin.

Abstract: An articulating between two linking parts, said articulation comprising a hinge yoke provided with two non-parallel shafts each defining an axis of rotation and carried by each of the two linking parts respectively, with elastic hinge rings inserted between capable of being stressed in torsion about the axis of rotation of the associated shaft. The invention is characterized in that the hinge yoke is provided with at least one bore for passage of a first shaft with at least an elastic hinge ring inserted between capable of being stressed in torsion about the first shaft axis of rotation (the “first axis of rotation”), such that the relative allowable angular displacement between the linking parts about the first axis of rotation results from the sum of the allowable angular displacement of the linking part relative to the first shaft and the allowable angular displacement of the first shaft relative to the hinge yoke.

Abstract: A module (10) for a motor vehicle comprising a suspension strut (12) including an outer tubular housing (16) for a hydraulic damper (24) and a spring seat (18); and a steering knuckle (14); wherein the housing, the spring seat and the steering knuckle are formed as an integral one-piece assembly. Reduces assembly complexity, time and cost.

Abstract: A shock absorber strut is provided including a tubular body, a clamping member, a steering knuckle, a fastening member and a positioning member. The tubular body is arranged at a lower region of the strut. The clamping member clamps the steering knuckle to the tubular body and includes a continuous slot along the steering knuckle and a fastening member which fastens the steering knuckle tubular body. The positioning member is a one piece component for positioning the clamping member with respect to the tubular body and includes a stop for positioning in the longitudinal direction and a projection for positioning in a circumferential direction. Optionally, a further positioning connection may be provided including a bead on the positioning member and a corresponding recess in the tubular body which engages the bead and allows the clamping member to be exactly aligned in the circumferential direction.

Abstract: A one piece mounting bracket for connecting a stabilizer bar and knuckle to a vehicle suspension damper such as a strut includes a body with an engagement surface, which engages the strut and allows the bracket to be connected in generally surface to surface contact with the strut. The bracket further includes a knuckle attachment and a stabilizer attachment extending from the body of the bracket and reinforcing webs interconnecting the knuckle and stabilizer bar attachment.

Abstract: A tension stop limit holder for a vibration damper in a vehicle suspension, comprises a U-shaped base section with a base plate and two opposing side walls. The base plate has a cutout which is adapted to the outer contour of a container tube of the vibration damper so that the tension stop limit holder contacts the container tube and the side walls can be welded with the container tube. At least one of the side walls has a receptacle for a connection with a stabilizer link of the vehicle length.

Abstract: The present invention relates to a vehicle wheel suspension device comprising a shock absorber and a helical spring mounted between a lower spring retainer integral with the shock absorber cylinder, and an upper spring retainer integral with the shock absorber rod. The upper spring retainer is integral with a laminated elastomer assembly secured to a part to be fixed on the vehicle body. The part to be fixed to the vehicle body is angularly adjustable relative to the body.

Abstract: A vehicle suspension arrangement for a steerable road wheel of a motor vehicle is disclosed having a lower suspension arm 112 for pivotably connecting a wheel hub 111 to part of the body structure 78 of the motor vehicle. The suspension arm 112 is a planar member which lies on the plane P-S-T but has a pivot axis P—P that is offset from the plane P-S-T. In this way the pivot axis P—P of the suspension arm 112 is arranged to be closer to a longitudinal axis L—L of a steering rack 113 than is the plane P-S-T.