Compact vehicle suspension system

Abstract

A compact vehicle suspension system includes a sliding ride motion guide having a fixed guide portion and a telescoping guide portion that is telescopically movable relative to the fixed guide portion. The sliding ride motion guide is fixed to a hub knuckle via the fixed guide portion and is rotatably and structurally fixed to a vehicle body at a top mount via the telescoping guide portion. An outer sleeve coil spring shock absorber is rotatably connected to a lower control arm at a first end and rotatably connected to the vehicle body at a second end. An arm of the fixed guide portion of the sliding ride motion guide can span a hub knuckle to which a drive shaft can be connected. Vertical motion of the wheel is defined by a sliding axis of the sliding ride motion guide and an arc of the lower control arm.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 142,149, filed January 27, 2021, which is incorporated herein by reference. Background Technology

[0003] This invention relates to a compact vehicle suspension system, and a compact vehicle suspension and wheel system that provides advantages over conventional MacPherson struts.

[0004] The vehicle suspension system performs the function of isolating the vehicle from road irregularities and providing maneuverability. Several requirements apply to the suspension system. It must maintain the relationship between the wheels and the vehicle structure to transmit road-generated forces (including vertical, lateral, and longitudinal forces) to control the vehicle's trajectory according to the driver's needs, and to meet contemporary performance expectations. The suspension system must provide both vertical compliance and inhibit vertical movement of the vehicle body and wheels. It must address forces generated by the vehicle system, such as braking torque (traction thrust) and camber torque (cornering thrust). The suspension system will preferably provide for the drive axle and for the steering articulation. Preferably, the suspension system will provide an acceptable assembly volume.

[0005] The MacPherson strut has been a very popular solution for vehicle suspension systems for many years. It is relatively simple and inexpensive. Compared to a double wishbone suspension system, the MacPherson strut eliminates the upper control arm. This allows for a wider engine compartment, which is particularly advantageous for small vehicles with transversely mounted engines (e.g., most front-wheel-drive vehicles). The MacPherson strut provides a relatively simple way to set up suspension geometry.

[0006] MacPherson struts typically carry coil springs and shock absorbers, with the vehicle body suspended on the coil springs. The coil springs are coaxially mounted on the shock absorbers, where the combined component is referred to as an outer coil spring type shock absorber. The piston and rod of the shock absorber must be robust because they form part of the strut and bear braking torque and camber torque generated by cornering thrust. In effect, the rod portion of the shock absorber extends upwards to a mount on the vehicle body and forms a structural connection between the vehicle's unsprung and suspended masses. MacPherson struts typically use a single fork-shaped control arm (L-arm), which serves as a mounting point for the wheel hub bracket or wheel axle. This lower control arm configuration provides both lateral and longitudinal position of the wheel. The L-arm offers good lateral suspension stiffness, which benefits the vehicle's dynamics and prevents wheel roll when encountering obstacles such as road expansion joints, thus improving ride comfort. The upper part of the wheel hub bracket is rigidly fixed to the bottom of the strut. A line from the top mount of the strut to the bottom ball joint on the control arm provides the steering axis. The strut's axis can be angled inward from the steering axis to avoid the tires. With this setup, the bottom of the strut follows an arc as the vehicle steers.

[0007] MacPherson struts provide crucial structural support for vehicles. However, in many vehicles, the top mount is located adjacent to (i.e., directly below) the hood, limiting the emergency avoidance zone required for pedestrian collision protection. MacPherson struts also tend to require significant space above the wheels to house the springs. MacPherson struts often exhibit a significant spindle length, where the center of the steering axis is offset from the center of the front wheel contact patch, resulting in undesirable torque steer and brake jerk sensitivity. Spindle length is directly related to the scrub radius, which is the distance between the steering axis and the tire centerline at the contact patch.

[0008] Experiments have been conducted with separate guide mechanisms and springs / dampers. For example, Mosler's DE 19940527 discloses an independent front suspension for commercial vehicles, but the separate guide mechanism and spring / damper are not independently oriented. Furthermore, the spring / damper is mounted inside the guide mechanism, thus preventing the wheel from being driven, and requires considerable space for suspension assembly. Eirhart's US 3333653, while not specifically limited to commercial vehicles, also has similar limitations.

[0009] Therefore, it would be beneficial to have a suspension system that offers some of the advantages of a MacPherson strut (e.g., using a single L-shaped control arm while reducing torque steer and brake sway sensitivity). Managing braking torque and camber torque generated by cornering thrust in a similar manner to a MacPherson strut would be useful. A favorable spindle length would provide more stable braking and reduce or eliminate torque steer. Furthermore, allowing the caster angle to be set independently of the suspension geometry would be advantageous. This would allow the steering geometry to provide camber gain dependent on the steering angle, thus contributing to cornering grip and providing a good center-steering feel. Providing a suspension system with lighter shock absorbers is also useful, as eliminating the function of the shock absorber as part of the structural strut allows for greater freedom in shock absorber design. Firstly, having a more compact suspension design would be useful, offering acceptable performance compared to other contemporary designs, and creating opportunities for alternative vehicle assemblies, crash structural efficiency, and exterior styling. Summary of the Invention

[0010] It has been discovered that a more advantageous suspension geometry can be achieved by separating the functions of the shock absorbers and struts in the suspension system. This configuration provides a compact and exceptionally low-profile design while simultaneously providing the necessary vertical articulation. This configuration offers the aforementioned advantages. This configuration is suitable for vehicles with conventional wheel sizes and conventional brakes, wheel bearings, and steering systems. This configuration is also suitable for wheels with or without drive axles.

[0011] In a key aspect of the invention, a compact vehicle suspension system includes a sliding ride control guide, a lower control arm, and a mechanism for controlling the rotation of the sliding ride control guide about a rotation axis. The sliding ride control guide includes a fixed guide portion and a telescopic guide portion that is telescopically movable relative to the fixed guide portion. The sliding ride control guide is adapted to be fixed to the wheel hub steering knuckle via the fixed guide portion and rotatably and structurally fixed to the vehicle body via the telescopic guide portion at a top mount to withstand braking torque generated by vehicle braking and camber torque generated by vehicle cornering thrust. An outer coil spring type shock absorber, independently oriented relative to the sliding ride control guide, is rotatably connected at a first end to the lower control arm and at a second end to the vehicle body to bear the weight of the vehicle.

[0012] In another aspect of the compact vehicle suspension system, the mechanism for controlling the rotation of the sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and an anti-roll bar connected to the vehicle body.

[0013] In another aspect of a compact vehicle suspension system, the mechanism for controlling the rotation of a sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and a link connected to the lower control arm.

[0014] In another aspect of a compact vehicle suspension system, the mechanism for controlling the rotation of a sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and a linkage connected to the vehicle body.

[0015] In another aspect of the compact vehicle suspension system, the fixed guide arm of the sliding ride comfort guide spans the wheel hub steering knuckle.

[0016] In another aspect of the compact vehicle suspension system, the hub steering knuckle is integrated with a sliding ride comfort guide.

[0017] In another aspect of a compact vehicle suspension system, the vertical movement of the wheel is defined by the sliding axis of a sliding ride comfort guide and the arc of the lower control arm.

[0018] In another key aspect of the invention, a compact vehicle suspension and wheel system includes a wheel, a hub steering knuckle, a sliding ride comfort guide, a lower control arm, an outer coil spring damper, and a mechanism for controlling the sliding ride comfort guide to rotate about a rotation axis. The sliding ride comfort guide includes a fixed guide portion and a telescopic guide portion that is telescopically movable relative to the fixed guide portion. The sliding ride comfort guide is rotatably fixed to the hub steering knuckle via the fixed guide portion and rotatably and structurally fixed to the vehicle body at a top mount via the telescopic guide portion to withstand braking torque and camber torque generated by cornering thrust. The outer coil spring damper is rotatably connected at a first end to the lower control arm and at a second end to the vehicle body to bear the weight of the vehicle.

[0019] In another aspect of the suspension and wheel system of a compact vehicle, the mechanism for controlling the rotation of the sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and an anti-roll bar connected to the vehicle body.

[0020] In another aspect of the suspension and wheel system of a compact vehicle, the mechanism for controlling the rotation of the sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and a link connected to the lower control arm.

[0021] In another aspect of the suspension and wheel system of a compact vehicle, the mechanism for controlling the rotation of the sliding ride comfort guide about a rotation axis includes a fixed guide portion connected to the sliding ride comfort guide and a linkage connected to the vehicle body.

[0022] In another aspect of the suspension and wheel system of a compact vehicle, the fixed guide arm of the sliding ride comfort guide spans the hub steering knuckle.

[0023] In another aspect of the suspension and wheel system of compact vehicles, the hub steering knuckle is integrated with a sliding ride comfort guide.

[0024] In another aspect of the suspension and wheel system of a compact vehicle, the vertical movement of the wheel is defined by the sliding axis of the sliding comfort guide and the arc of the lower control arm.

[0025] By using a sliding ride comfort guide to provide a structural connection between the vehicle's suspended and unsprung mass, a separate outer coil spring damper can be compactly mounted in the vehicle. The outer coil spring damper is mounted to the lower control arm at one end and to the body at the second end.

[0026] A more compact vehicle suspension is achieved by separating the vehicle's suspension geometry elements from the springs and dampers. A sliding ride comfort guide is attached to the steering hub knuckle, and the steering geometry is determined by the hub knuckle's pivot axis. This results in a shorter spindle length, thus avoiding torque and brake steering. Furthermore, the hub knuckle's pivot axis provides the kingpin inclination angle, which provides camber gain dependent on the steering angle, advantageous for cornering grip. Preferably, the ride comfort guide housing has a robust span over the hub knuckle and axle, or the telescopic guide portion has a robust span within the guide housing, to transfer these loads to the vehicle's body structure via a top mount, providing good braking and camber stiffness. Because the more compact outer coil spring dampers can be fitted into a smaller volume, more compressible space is provided under the vehicle's hood. Since the outer coil spring dampers are oriented separately from the steering axis, they can be mounted at any desired angle to optimize the assembly of the suspension system within the available space. The anti-roll bar is advantageously connected to the portion of the sliding ride comfort guide fixed to the wheel hub steering knuckle to control the rotation of the guide. This is optimal when the suspension system is mounted at the front wheels of a front-wheel-drive vehicle. Alternatively, a linkage connecting the sliding ride comfort guide and the control arm can perform this function. Additionally, a tie rod can be provided to transfer force from the steering rack to the steering knuckle.

[0027] A simpler configuration without a separate steering hub knuckle is suitable for certain rear suspension applications. In addition to the advantages of this invention over the standard MacPherson strut, this configuration offers certain beneficial characteristics of multi-link suspension kinematics, including wheel center backoff, and it can be configured to provide understeer, a behavior desired in most vehicles. Attached Figure Description

[0028] Figure 1 This is a perspective view of a compact vehicle suspension system mounted on the wheels.

[0029] Figure 2 It is a perspective view of the suspension system of a compact vehicle.

[0030] Figure 3 It is a perspective view of the suspension system of a compact vehicle.

[0031] Figure 4A This is a perspective view of a compact vehicle suspension system mounted on the wheels.

[0032] Figure 4B This is a perspective view of part of the suspension system of a compact vehicle.

[0033] Figure 5 It is a perspective view of the suspension system of a compact vehicle.

[0034] Figure 6 This is a perspective view of the rear suspension system of a compact vehicle mounted to the wheels.

[0035] Figure 7A This is a front view of the suspension system of a compact vehicle.

[0036] Figure 7B This is a front view of a MacPherson strut suspension system in the prior art.

[0037] Figure 8A The front suspension system of a compact vehicle is shown schematically.

[0038] Figure 8B The rear suspension system of a compact vehicle is shown schematically.

[0039] The embodiments, examples, and alternatives described in the preceding paragraphs, claims, or the following description and drawings, including any of their aspects or individual features, may be employed independently or in any combination. Features described in connection with one embodiment apply to all embodiments unless those features are incompatible. Detailed Implementation

[0040] The compact vehicle suspension system is shown as being separate from the wheels and having wheels, the latter comprising the compact vehicle suspension and wheel system. Figures 1 to 5 , Figure 7A , Figure 8A and Figure 8B Overall, it involves the front suspension system, as well as the front suspension and wheel system. Figure 6 and Figure 8B Overall, it involves the rear suspension system, as well as the rear suspension and wheel system.

[0041] A compact vehicle suspension system 1 is mounted to the vehicle (not shown). Typically, when mounted at the front wheels, the suspension system is mounted under the hood (not shown). When the suspension system 1 is mounted at the rear wheels, there is no hood; instead, only part of the body covers the suspension system. A typical motor vehicle has four wheels. Typically, a compact vehicle suspension system is mounted either at the two front wheels or at the two rear wheels, but it can also be mounted at all four wheels.

[0042] The compact vehicle suspension system 1 is installed between the vehicle body and the wheels 3. Figures 1 to 5 A compact vehicle suspension system 1, typically mounted at the front wheels, is shown. On a typical front wheel, there is a hub assembly positioned between the drive axle and the brake drum or disc. On the brake disc side, the wheel is attached to bolts on the hub assembly. On the drive axle side, the hub assembly is mounted to the steering knuckle as a bolt-fastening assembly or a press-fit assembly.

[0043] Reference Figure 1 For example, wheel 3 is provided with a hub steering knuckle 5. The sliding ride comfort guide 7 includes a fixed guide portion 15 and a telescopic guide portion 17 that is telescopically movable relative to the fixed guide portion 15. The fixed guide portion 15 includes arms 31, 33 adjacent to its longitudinal end. Arms 31, 33 connect the fixed guide portion 15 to the hub steering knuckle 5. This connection allows the fixed guide portion 15 to span the hub steering knuckle 5. A top mounting bracket 19 is provided at the end of the telescopic guide portion 17, which protrudes from the fixed guide portion 15 and is structurally attached to the vehicle body. This allows the sliding ride comfort guide to withstand braking torque generated by vehicle braking and camber torque generated by vehicle cornering thrust.

[0044] The outer coil spring type shock absorber 11 provides the vehicle's suspension spring and damping functions. The outer coil spring type shock absorber 11 is rotatably connected to the lower control arm 9 at a first end 23 and rotatably connected to the vehicle body at a second end 25 to bear the vehicle's weight. The lower control arm 9 is used to maintain the relationship between the wheel 3 and the vehicle body in a conventional manner. Figure 3 As shown, when the suspension system moves in response to changes in road surface, turning, or steering, the sliding comfort guide 7 reciprocates along axis X, while the lower control arm 9 moves along arc Y. The vertical movement of the wheel 3 is defined by the sliding and rotation axes X of the sliding comfort guide 7 and the arc Y of the lower control arm 9.

[0045] The compact suspension system 1 also includes mechanisms for controlling the rotation of the sliding ride comfort guide about the sliding and rotation axis X. These rotation control mechanisms include suspension assembly 13. Suspension assembly 13 includes an anti-roll bar 27 connected to a fixed guide portion 15 of the sliding ride comfort guide 7. The anti-roll bar 27 controls the rotation of the ride comfort guide 7 and controls vehicle rollover in the front wheel configuration. As an alternative to the anti-roll bar 27, a link 28 can connect the lower control arm 9 to the fixed guide portion 15 to provide anti-rotation functionality, such as... Figure 4A and Figure 6 As shown. The suspension assembly 13 may also include a rear tie rod 39 connected to the wheel hub steering knuckle 5 and the vehicle body, rather than connected to the steering rack, as shown. Figure 6 and Figure 8B As shown. Drive shaft 35 is connected to hub steering knuckle 5 to connect wheel 3 to vehicle drivetrain. Main shaft 37 extends from the side of hub steering knuckle 5 opposite to drive shaft 35.

[0046] The compact vehicle suspension system 1 described herein has numerous advantages. The steering geometry is determined by the pivot axis or steering axis S of the steering hub knuckle 5. This configuration provides a short spindle length, which avoids torque steer, while providing a favorable swivel radius for stable braking on uneven surfaces, and a favorable caster angle that contributes to cornering power and center feel. Braking torque and camber torque generated by cornering thrust are managed in a manner similar to that of a MacPherson strut by the fixed guide portion 15 and the telescopic guide portion 17. The fixed guide portion 15 preferably has a robust span across the steering hub knuckle 5 to achieve good braking and camber stiffness, and the telescopic guide portion 17 preferably has a robust span within the fixed guide portion 15 to transfer these loads to the body structure via the top mount 19.

[0047] Figure 7A A compact vehicle suspension system, as described herein, is shown mounted to tire 39, along with the suspension and wheel system. This can be compared to a conventional MacPherson strut suspension system mounted to the tire, such as... Figure 7B As shown. Figure 7A The compact vehicle suspension system, along with the suspension and wheel systems, reduces torque steer. Torque steer is related to the swivel radius, which in turn is related to the tire centerline, steering axis, and main shaft length. The swivel radius is, in turn, related to the main shaft length.

[0048] refer to Figure 7BThe steering axis S' extends from the connection point of the outer coil spring type shock absorber 11' to the vehicle body, through the MacPherson strut, to the connection point of the lower control wall 9, and through the base of the tire 39. The distance between the steering axis S' and the tire centerline T' at the contact surface between the tire and the road or the rubbing contact area is called the rubbing radius. The larger the rubbing radius, the greater the steering torque, which affects vehicle control and tire wear. A line A' parallel to the steering axis S', drawn from the intersection of the tire rotation axis R' and the tire centerline T', is used to define the main shaft length L'. The main shaft length L' is the distance between line A' and the steering axis S'. As mentioned earlier, the main shaft length L' determines the rubbing radius.

[0049] Figure 7A It shows the relationship with Figure 7B Compared to the proximity of the steering axis S' to the tire centerline T', the steering axis S of the compact suspension system 1 is closer to the tire centerline T' at the contact patch. Therefore, the steering axis S is closer to the tire centerline T at the tire base where it contacts the road surface, and Figure 7A The main shaft length L in the suspension system of compact vehicles is shorter. This results in a smaller scuff radius, which provides greater control during steering and reduces tire wear.

[0050] Figure 6 A compact vehicle suspension system for the rear wheels is shown. This system is simpler than a typical front-wheel-mounted suspension system because it does not require a separate hub steering knuckle. Since the fixed guide portion 15 does not cross the hub steering knuckle, the fixed guide portion 15 does not require an arm 31. Instead, the hub steering knuckle is integrated with the fixed guide portion 15. Link 28 connects a portion of the adjacent exposed telescopic guide portion 17 of the fixed guide portion 15 to the anti-roll bar 27. An outer coil spring damper 11 is rotatably connected to the lower control arm 9 at end 23 and structurally connected to the vehicle body at end 25, as in a compact suspension system mounted on the front wheels. In this configuration, the rear tie rod 39 controls the rotation of the sliding ride comfort guide 7. The sliding ride comfort guide 7 is directly rotatably connected to the rear wheel 3 to maintain rear wheel alignment. The anti-roll bar 27 must move with the suspension system 1 to control vehicle rollover. This configuration exhibits characteristics of a multi-link suspension with wheel center backlash and understeer. This configuration offers an alternative assembly and shape configuration to existing suspension designs and may be better suited to certain vehicle layouts.

[0051] Figure 8A and Figure 8B This schematically illustrates the different ways in which the front and rear compact suspension systems can be connected. The end spheres on various components indicate their connection to the vehicle body.

[0052] Figure 8AA front compact suspension system is schematically shown, in which the fixed guide portion 15 of the sliding ride comfort guide 7 is fixedly mounted to the hub steering knuckle 5 and rotatably mounted to the lower control arm 9. A telescopic guide portion 17 is mounted to the vehicle body. The control arm 9 is also mounted to the vehicle body. In a front-wheel-drive vehicle, the hub steering knuckle is connected to the drivetrain. The hub steering knuckle 5 is also connected to the steering rack 41 via a tie rod 29. A link 28 is fixed at one end to the fixed guide portion 15 and at the other end to the lower control arm 9. Alternatively, the fixed guide portion 15 may be oriented relative to the vehicle body via an anti-roll bar 27 (not shown here).

[0053] Figure 8B The rear compact suspension system is schematically illustrated. The rear wheel hub steering knuckle is integrated with a fixed guide portion 15. The fixed guide portion 15 is connected to the vehicle body via a rear tie rod 39, which slides relative to the vehicle body towards a ride comfort guide 7. A telescopic guide portion 17 is also mounted to the vehicle body. A lower control arm 9 is rotatably mounted to the fixed guide portion 15 on one side and to the vehicle body on the other side. The relationship between the sliding ride comfort guide 7 and the vehicle body is not determined by the lower control arm 9.

[0054] Compact vehicle suspension systems, along with suspension and wheel systems, offer a comprehensive, capable, and flexible design that can be scaled to suit different vehicles. These systems are available for both front and rear suspension applications. They provide a compact, particularly low-height design while offering competitive vertical articulation. The steering axle offers competitive steering articulation and Ackermann correction. This steering axle provides the drive shaft when needed and adapts to conventional wheel sizes, brakes, wheel bearings, and steering systems. It provides the stiffness and compliance expected in modern motor vehicles.

[0055] Other mechanisms that produce the same results in the context of this invention will be apparent to those skilled in the art.

[0056] It should be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will also benefit from the present invention.

[0057] Although exemplary embodiments have been disclosed, those skilled in the art will recognize that certain modifications will fall within the scope of the claims. Therefore, the appended claims should be examined to determine their true scope and content.

Claims

1. A compact vehicle suspension system (1), comprising: The sliding smooth motion guide (7), the lower control arm (9), and the mechanism (13) for controlling the sliding smooth motion guide to rotate about the sliding and rotation axis (X); The sliding smooth motion guide (7) includes a fixed guide portion (15) and a telescopic guide portion (17) that moves telescopically relative to the fixed guide portion (15) along the sliding and rotation axis (X); An outer coil spring type shock absorber (11) is independently oriented relative to the sliding smooth motion guide (7) and is rotatably connected to the lower control arm (9) at a first end (23) and rotatably connected to the vehicle body at a second end (25) to bear the weight of the vehicle. The sliding smooth motion guide (7) is adapted to be fixed to the wheel hub steering knuckle via the fixed guide portion (15) and rotatably and structurally fixed to the vehicle body via the telescopic guide portion (17) at the top mounting bracket (19) to withstand braking torque and camber torque generated by vehicle cornering thrust.

2. The compact vehicle suspension system (1) according to claim 1, wherein, The mechanism (13) for controlling the sliding ride comfort guide (7) to rotate about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding ride comfort guide (7) and the anti-roll bar (27) connected to the vehicle body.

3. The compact vehicle suspension system (1) according to claim 1, wherein, The mechanism (13) for controlling the sliding smooth motion guide (7) to rotate about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding smooth motion guide (7) and the link (28) connected to the lower control arm (9).

4. The compact vehicle suspension system (1) according to claim 1, wherein, The mechanism (13) for controlling the sliding ride comfort guide (7) to rotate about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding ride comfort guide (7) and the link (28) connected to the vehicle body.

5. The compact vehicle suspension system (1) according to claim 1, wherein, The arm (31, 33) of the fixed guide portion (15) of the sliding smooth motion guide (7) crosses the hub steering knuckle (5).

6. The compact vehicle suspension system (1) according to claim 1, wherein, The hub steering knuckle (5) is integrally formed with the sliding smooth motion guide (7).

7. The compact vehicle suspension system (1) according to claim 1, wherein, The vertical movement of the wheel (3) is defined by the sliding and rotation axes (X) of the sliding smooth motion guide (7) and the arc (Y) of the lower control arm (9).

8. The compact vehicle suspension system (1) according to claim 1, wherein, The outer helical spring type shock absorber (11) and the sliding smooth motion guide (7) are not parallel to each other.

9. The compact vehicle suspension system (1) according to claim 8, wherein, The outer coil spring type shock absorber (11) has an outer coil spring axis, which intersects with the sliding and rotation axis (X) in the lateral direction of the vehicle.

10. The compact vehicle suspension system (1) according to claim 8, wherein, One of the top mounting bracket (19) and the second end (25) is arranged in front of the other of the top mounting bracket (19) and the second end (25) relative to the longitudinal direction of the vehicle.

11. A compact vehicle suspension and wheel system, comprising the compact vehicle suspension system (1) according to claim 1, and further comprising a wheel (3) and a hub steering knuckle (5).

12. The compact vehicle suspension and wheel system according to claim 11, wherein, The mechanism (13) for controlling the sliding ride comfort guide (7) to rotate about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding ride comfort guide (7) and the anti-roll bar (27) connected to the vehicle body.

13. The compact vehicle suspension and wheel system according to claim 11, wherein, The mechanism (13) for controlling the sliding smooth motion guide (7) to rotate about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding smooth motion guide (7) and the link (28) connected to the lower control arm (9).

14. The compact vehicle suspension and wheel system according to claim 11, wherein, The mechanism for controlling the rotation of the sliding ride comfort guide (7) about the sliding and rotation axis (X) includes the fixed guide portion (15) connected to the sliding ride comfort guide (7) and the link (28) connected to the vehicle body.

15. The compact vehicle suspension and wheel system according to claim 11, wherein, The arm (31, 33) of the fixed guide portion (15) of the sliding smooth motion guide (7) crosses the hub steering knuckle (5).

16. The compact vehicle suspension and wheel system according to claim 11, wherein, The hub steering knuckle (5) is integrally formed with the sliding smooth motion guide (7).

17. The compact vehicle suspension and wheel system according to claim 11, wherein, The vertical movement of the wheel (3) is defined by the sliding and rotation axes (X) of the sliding smooth motion guide (7) and the arc (Y) of the lower control arm (9).

18. The compact vehicle suspension and wheel system according to claim 11, wherein, The outer helical spring type shock absorber (11) and the sliding smooth motion guide (7) are not parallel to each other.

19. The compact vehicle suspension and wheel system according to claim 18, wherein, The outer coil spring type shock absorber (11) has an outer coil spring axis, which intersects with the sliding and rotation axis (X) in the lateral direction of the vehicle.

20. The compact vehicle suspension and wheel system according to claim 18, wherein, One of the top mounting bracket (19) and the second end (25) is arranged in front of the other of the top mounting bracket (19) and the second end (25) relative to the longitudinal direction of the vehicle.

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