A wheel suspension includes an axle limb which supports a wheel. The axle limb includes a first steering axle which provides a first steering angle in a specified range for the wheel, and components for connecting the axle limb to a support structure. At least one of the components includes a second steering axle which is selectively releasable in order to provide a steering angle which is different than the first steering axle. The components for connecting the axle limb to the support structure form a McPherson suspension.

A suspension joining structure includes: a lower arm having one end fastened to a vehicle body; an assist knuckle having a strut thereon; a fastening unit configured to connect one end of the lower arm and a lower end of the assist knuckle to each other; a suspension fastened to the assist knuckle and rotating independently of the assist knuckle for steering of a wheel; a steering input part connected to the assist knuckle, and configured such that a steering force is applied to the suspension upon steering; and a rotation transfer unit arranged between the suspension and the steering input part.

An energy conversion assembly including an input shaft coupled to a first annular gear through a first direction limiting device configured to allow rotation of the first annular gear in a first direction and substantially inhibit rotation of the first annular gear in a second direction. The input shaft may be coupled to a second annular gear through a second direction limiting device configured to allow rotation of the second annular gear in the second direction and substantially inhibit rotation of the second annular gear in the first direction. The assembly may include a first transmitting gear engaged with the first annular gear, a second transmitting gear engaged with the second annular gear, a conversion gear operatively coupled to the second transmitting gear, and a transmitting shaft coupled to the first transmitting gear and the conversion gear.

The present invention is directed to providing a strut suspension system configured to improve a steering property by reducing steering frictional resistance when a steering wheel is rotationally manipulated and having a relatively simple mechanical structure to reduce the number of components and manufacturing costs and to secure a large space for installing main components such as an engine and the like.

Disclosed is a strut suspension system configured to absorb impact and vibrations transferred to a vehicle body from a road surface through a wheel. The strut suspension system includes a strut provided between the vehicle body and the wheel and to which a knuckle arm connecting a steering system of a vehicle to the wheel is connected to be relatively rotatable when the steering system performs steering and a stabilizer link having one end connected to a stabilizer bar configured to increase roll rigidity of the vehicle body and the other end coupled to prevent the strut from rotating.

A vehicle includes a control arm having a first branch portion extended from a second branch portion, the first branch portion and the second branch portion being fixed with a frame of the vehicle, and a third branch portion extended from the second branch portion, and coupled with a wheel. The vehicle also includes a first joint fixing the first branch portion to the frame, and a second joint located behind the first joint along the frame in a vehicle longitudinal direction, and fixing the second branch portion to the frame with a first bracket extending along the frame, outward from the second branch portion in a vehicle lateral direction. The first bracket is fixed to the frame at a first bracket weakened portion, and configured such that the second branch portion separates the first bracket weakened portion from the frame while the first joint remains fixed to the frame.

A vehicle includes a control arm having a first branch portion extended from a second branch portion, the first branch portion and the second branch portion being fixed with a frame of the vehicle, and a third branch portion extended from the second branch portion, and coupled with a wheel. The vehicle also includes a first joint fixing the first branch portion to the frame, and a second joint located behind the first joint along the frame in a vehicle longitudinal direction, and fixing the second branch portion to the frame with a first bracket extending along the frame, outward from the second branch portion in a vehicle lateral direction. The first bracket is fixed to the frame at a first bracket weakened portion, and configured such that the second branch portion separates the first bracket weakened portion from the frame while the first joint remains fixed to the frame.

A front suspension device for a vehicle that, when a collision load acts on a suspension arm, reduces the detachment amount of a subframe mounting portion on the rear side from a vehicle body, absorbs collision load energy, and reduces an input to a rear axially supporting portion for a subframe. The front suspension device for a vehicle includes a subframe; a suspension arm having an outer end on which a front wheel is pivotally supported, and an inner end pivotally supported with respect to the subframe; a subframe mounting portion for mounting the subframe to a vehicle body through a fastener from below on the rear side relative to a front-wheel axially supporting portion of the suspension arm; and an upward bend inducing portion for bending the suspension arm upward when a suspension arm frontal collision load is input via the front wheel to the suspension arm.

A universal assembly platform for lightweight vehicles, wherein the platform comprises a main vehicle chassis structure, a front suspension system connected to the main vehicle chassis structure and to which one or more front wheel assembly is mountable, and a rear suspension system connected to the main vehicle chassis structure and to which one or more rear wheel assembly is mountable. The rear suspension system is connected to the main vehicle chassis structure such that when the one or more rear wheel assembly is mounted to the rear suspension system a rear wheel of the one or more rear wheel assembly defines the distal end of an overall length of the vehicle.

A socket joint having an offset housing configuration and reduced stud diameter can improve steering performance while being able to mate with standard vehicle components. In one implementation, the joint has an offset configuration along with a spherical bearing, where a central housing axis is radially offset from a central stud axis. With the offset configuration, the size of the stud is smaller than with typical joints. In one embodiment, a ratio of the housed stud diameter to the housing outer diameter is between 1:1.5 and 1:2.72. In some implementations, there is a transition surface between the housed stud portion and an attachment stud portion on the stud. One or more helical oil grooves may be located between the transition surface and a retaining ring groove. The retaining ring groove can be used to situate a retaining ring that holds the stud assembly together.