A wheel carrier mounted on a rear axle body of a vehicle, which wheel carrier comprises a supporting plate and a bearing plate. The supporting plate coincides with a virtual king-pin axis and the properties of the supporting plate are such that the supporting plate may bend around the virtual king-pin axis in the area of a flexible supporting section. The bearing plate comprises a section with such properties that the section is allowed to deflect in a lateral direction of the vehicle. When a lateral force F.sub.lateral and a brake force F.sub.brake are applied to the wheel carrier, e.g. during cornering and braking, the properties of the supporting plate and the bearing plate create lateral force under steer and brake force under steer.

A wheel carrier mounted on a rear axle body of a vehicle, which wheel carrier comprises a supporting plate and a bearing plate. The supporting plate coincides with a virtual king-pin axis and the properties of the supporting plate are such that the supporting plate may bend around the virtual king-pin axis in the area of a flexible supporting section. The bearing plate comprises a section with such properties that the section is allowed to deflect in a lateral direction of the vehicle. When a lateral force F.sub.lateral and a brake force F.sub.brake are applied to the wheel carrier, e.g. during cornering and braking, the properties of the supporting plate and the bearing plate create lateral force under steer and brake force under steer.

An embodiment independent corner module includes a knuckle unit positioned on an inner side surface of a wheel, a steering unit disposed to face a strut coupled to the knuckle unit, the steering unit having a center shaft configured to be fixed to a vehicle body and configured to rotate about the center shaft, a guide rail configured to define a movement path through which the steering unit rotates and moves, and a rack steering unit positioned in the steering unit, fastened to the knuckle unit, and configured to apply rotating force to the knuckle unit in response to a movement in a longitudinal direction.

A wheel suspension for a rear wheel of a two-track motor vehicle, includes a five-link assembly which has five individual links which are coupled to the vehicle body via body-side bearings and to the wheel carrier of the rear wheel via wheel-carrier-side bearings, which five-link assembly, as viewed in the direction of travel, has a front pair of links and a rear pair of links, wherein the front pair of links has a lower, front link, with respect to the axis of rotation of the wheel, and an upper, front link, and the rear pair of links has a lower, rear link, in particular track rod, and an upper, rear link. A lower spring link, on which a spring arrangement having a vibration damper and a supporting spring is supported, is arranged in the direction of travel between the front and rear pairs of links. The front pair of links with respect to the spring link is of softer design in the transverse direction of the vehicle than the rear pair of links. As a result, a change in the toe-in at the rear wheel takes place under exertion of a lateral force or a longitudinal force.

A front unit of a motor vehicle includes a transverse beam forming a casing with a steering rack and having, at ends of the transverse beam, protuberances arranged to be fixed to a receiving structure of the vehicle. The front unit also includes two suspension arms, each positioned at one of the ends of the transverse beam and each having at least one first and one second pivot joint. The transverse beam includes a fixing interface to receive a single pivot joint of each of the suspension arms.

A suspension apparatus for a vehicle including a drive unit configured to provide driving power to a wheel, a first knuckle coupled to the drive unit and configured to transmit a steering force to the wheel, a second knuckle disposed to face the first knuckle and configured to support the first knuckle so that the first knuckle is rotatable, a suspension arm extending from a vehicle body and configured to absorb impact applied to the wheel, a bushing unit provided between the second knuckle and the suspension arm and configured to support the second knuckle so that the second knuckle is rotatable relative to the suspension arm and a rotation restriction unit provided on the bushing unit and configured to selectively restrict a rotation direction of the second knuckle.

A front independent suspension assembly for outdoor power equipment includes a first joint, a first wheel coupled to the joint, a first longitudinal arm pivotably coupled to the joint, a first lateral arm pivotably coupled to the joint, and a second lateral arm pivotably coupled to the joint. The second lateral suspension arranged substantially parallel to the first lateral suspension arm. The pivotal coupling between the joint and each of the first longitudinal arm, the first lateral arm, and the second lateral arm enables the first wheel to independently displace about a vertical axis.

A front independent suspension assembly for outdoor power equipment includes a first joint, a first wheel coupled to the joint, a first longitudinal arm pivotably coupled to the joint, a first lateral arm pivotably coupled to the joint, and a second lateral arm pivotably coupled to the joint. The second lateral suspension arranged substantially parallel to the first lateral suspension arm. The pivotal coupling between the joint and each of the first longitudinal arm, the first lateral arm, and the second lateral arm enables the first wheel to independently displace about a vertical axis