A vehicle includes an assembly for providing suspension and steering for a wheel. The assembly includes an inner knuckle and a steering knuckle. The inner knuckle is coupled to an upper control arm at an upper joint and a lower control arm at a lower joint, forming a double wishbone suspension. The upper joint and the lower joint define a first axis. The steering knuckle is coupled to the inner knuckle at a steering joint that forms or otherwise defines a kingpin axis. The steering joint includes a revolute joint, a ball joint, or both. The steering knuckle is configured to be engaged with a tie-rod coupled to a steering mechanism. The kingpin axis is nearer a center of the wheel than the first axis, thus preventing or otherwise limiting torque steer. The upper and lower joints are constrained from significant steering rotation by suitable bushings, anti-steer arms, or both.

A relative guide device (1) for a steering arrangement (31) is arranged on the wheel-carrier side for the spatial guidance and maintenance of the relative spatial orientation of the steering arrangement (31) with respect to a vehicle body (40). At least one telescopic movement apparatus (2) for movably connecting the steering arrangement (31) is arranged on the wheel-carrier side to the vehicle body (40). A steering force transmission device (30) transmits a steering force to a wheel (R) of a vehicle having a relative guide device (1), and to a wheel suspension (50) for a vehicle.

A suspension device for an in-wheel motor may include: a buffer part coupled to a vehicle body, and configured to absorb shock; an arm part coupled to the vehicle body, disposed at each of a top and bottom of the vehicle body, and coupled to the buffer part; a support part coupled to the arm part, and configured to be movable upward and downward; one or more connection parts rotatably mounted on the support part, provided as a pair of connection parts, and configured to serve as a steering axis; and a fixing part mounted on the connection part, rotated in connection with the connection part, and coupled to an in-wheel motor.

A suspension device for an in-wheel motor driven wheel is provided. An upper suspension arm is pivotally supported on the vehicle body for supporting the wheel in a vehicle upper position higher than an axle. A link member pivotally connects the wheel to the upper suspension arm and has an absorber connecting portion connected to a lower end of the shock absorber. The shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end portion of the in-wheel motor unit. The shock absorber is disposed between the vehicle body and the in-wheel motor unit and inclined so as to be closer to the vehicle body toward the lower end.

An axle arrangement is provided having a wheel carrier with fastening arms. By placement of an assembly opening in the fastening arm in a motor vehicle transverse direction (Y), it is possible to fix the track width with the use of identical parts.

A suspension device for an in-wheel motor driven wheel ensures a lever ratio and stroke of a shock absorber without setting the upper end portion of the shock absorber at a high position. A wheel driven by an in-wheel motor unit is suspended on a vehicle body via a suspension structure member and a shock absorber, the suspension structure member including an upper suspension arm pivotally supported with respect to the vehicle body, and a third link. The third link pivotally connects the upper suspension arm to the wheel while having a shock absorber connecting portion to which the lower end of the shock absorber is connected. Further, the shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end surface of the in-wheel motor unit.

A front suspension lift kit for a golf cart includes first and second beams mountable to a frame of the golf cart. A first strut is mountable to the frame of the golf cart and a distal end portion of the first beam such that the first strut extends between the frame of the golf cart and the first beam. A second strut is mountable to the frame of the golf cart and a distal portion of the second beam such that the second strut extends between the frame of the golf cart and the second beam. A support bracket is mountable to the first and second beams at the distal end portions of the first and second beams. The lift kit also includes a swing arm, a spindle bracket, and a coil-over shock.

A suspension device (rear suspension (10)) for vehicles is provided which includes a damper (40), a shaft (50) pivotably supporting an end of the damper (40), and a bush (60) including a cylindrical elastic member fitted onto the outer circumference of the shaft (50). The axis (C2) of the bush (60) is disposed along a line of intersection between an imaginary first plane (S1) and an imaginary second plane (S2), or along a line parallel to the line of intersection. The first plane (S1) is orthogonal to the axis (C1) of the damper (40) when a stroke position of a wheel (24) is a first position relative to the vehicle body (80) in the vertical direction of a vehicle body (80). The second plane (S2) is orthogonal to the axis (C1) of the damper (40) when the stroke position of the wheel (24) is a second position.

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 vehicle includes an assembly for providing suspension and steering for a wheel. The assembly includes an inner knuckle and a steering knuckle. The inner knuckle is coupled to an upper control arm at an upper joint and a lower control arm at a lower joint, forming a double wishbone suspension. The upper joint and the lower joint define a first axis. The steering knuckle is coupled to the inner knuckle at a steering joint that forms or otherwise defines a kingpin axis. The steering joint includes a revolute joint, a ball joint, or both. The steering knuckle is configured to be engaged with a tie-rod coupled to a steering mechanism. The kingpin axis is nearer a center of the wheel than the first axis, thus preventing or otherwise limiting torque steer. The upper and lower joints are constrained from significant steering rotation by suitable bushings, anti-steer arms, or both.