A vehicle suspension system smoothly changes a vehicle posture with respect to a steering force and a steering angle by minimizing a kinematic roll at an initial turning stage, thereby allowing a driver to obtain the sensation of maneuvering the vehicle well. The suspension system includes a front suspension having geometry satisfying that a caster angle is +3° to +5°, a caster trail is +20 to +30 mm, an intersection point between a kingpin axis and ground is located on an inner side in a vehicle width direction of a center of a tire contact patch, and an anhedral angle of a lower arm is +2.8° to +7.2°. Arear suspension includes five links and has geometry satisfying that a virtual kingpin axis extends near the center of a tire contact patch of a rear wheel assembly and extends vertically at −2° to 0°.

A chassis for use in a motor vehicle with variably adjustable drive height includes a subframe assembly for fastening wheel suspensions of the motor vehicle, and a plurality of control arms for guiding a wheel carrier. The control arms are fastened to the subframe assembly via control arm attachment points. A plurality of eccentric adjustment devices are provided for adjusting the toe-in and the basic camber of the motor vehicle. An insert element is provided for receiving an eccentric adjustment device. The insert element is arranged within the chassis in such a way that the position of at least one eccentric adjustment device can be varied by varying the arrangement of the insert element within the chassis.

A wheel suspension for a vehicle axle of a two-track vehicle, having a wheel carrier carrying a vehicle wheel, which is able to be articulated to a vehicle body via a multi-link assembly, which multi-link assembly has a trapezoidal link in the form of a four-point link with two connection points on the body side and two connection points on the wheel carrier side. The trapezoidal link connection points on the wheel carrier side are designed with a higher elastic longitudinal compliance, that is, softer, than the trapezoidal link connection points on the body side.

A suspension includes a housing, suspension links, a spring, and a stabilizer. The housing rotatably supports a rear wheel of a vehicle. The suspension links each have both ends swingably coupled to a vehicle body of the vehicle and the housing. The spring is disposed between the vehicle body and one of the suspension links or the housing. The stabilizer includes a stabilizer bar and a stabilizer link. A force application point where force generated by the spring is applied to the housing is disposed on a rear side of the vehicle with respect to a center of the rear wheel. The stabilizer link is coupled to the housing to allow a force application point where force generated by the stabilizer is applied to the housing to be disposed on the rear side of the vehicle with respect to the center of the rear wheel.

The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.

A rolling type vehicle includes a pair of left and right front wheels and has a vehicle body capable of rolling. The rolling type vehicle includes a pair of left and right arm members supported in a swingable manner by the vehicle body on inner sides in the transverse direction for supporting the left and right front wheels in a steerable manner on outer sides in the transverse direction. A pair of left and right knuckle members are supported by transversely outer end portions of the left and right arm members in a swingable manner and which are steered together with the left and right front wheels, respectively. A regulating member for regulating the turning angle of each front wheel is provided between the transversely outer end portion of at least one of the left and right arm members and the knuckle member supported by the transversely outer end portion.

A suspension linkage for a motor vehicle includes an extruded body having a first wall and a longitudinal length. An extruded feature is disposed on the first wall of the extruded body and extends along the longitudinal length. The extruded feature has a cross-sectional profile configured to control a flexural rigidity of the suspension linkage.

Multi-link suspension systems for vehicle are described having various linkage arms that connect to distinct points of a wheel mount. Each of the linkage arms are preferably coupled to the wheel mount via a spherical ball joint and mounted such that they can independently move with respect to the other linkage arms. A shock assembly is preferably mounted between two of the linkage arms on a separate links that is configured to vary its length based on movement of one or both of the two linkage arms.

A chassis for use in a motor vehicle with variably adjustable drive height includes a subframe assembly for fastening wheel suspensions of the motor vehicle, and a plurality of control arms for guiding a wheel carrier. The control arms are fastened to the subframe assembly via control arm attachment points. A plurality of eccentric adjustment devices are provided for adjusting the toe-in and the basic camber of the motor vehicle. An insert element is provided for receiving an eccentric adjustment device. The insert element is arranged within the chassis in such a way that the position of at least one eccentric adjustment device can be varied by varying the arrangement of the insert element within the chassis.

A vehicle axle with a centrally arranged drive unit and a wheel suspension which has a wheel carrier for holding a wheel, a lower wheel-guiding control arm for the articulated connection of the carrier to a vehicle body, a camber link that connects the carrier to the body and steering unit for steering the wheel. The carrier and control arm are connected directly, in a first connection area, and indirectly via an integral link, in a second connection area, so that the carrier can pivot relative to the control arm about a steering axis. The control arm can be connected to the body in forward and rear areas, and has a rotational axis that extends obliquely relative to the longitudinal direction of the vehicle. All connection areas of the control arm are positioned outside the centrally arranged drive unit relative to the transverse direction of the vehicle.