Front suspensions for vehicles, components thereof, and vehicles including the same

Abstract

This disclosure includes front suspensions for vehicles, components thereof, and vehicles including the same. Some vehicles include a chassis and a front suspension coupled to the chassis, the front suspension having upper and lower control arms coupled to the chassis, wherein the lower control arm has a length that is between 1.9 and 2.1 times a length of the upper control arm. Some vehicles comprise a steering knuckle pivotably coupled to the upper and lower control arms and a wheel coupled to the steering knuckle, wherein a distance between a center of the wheel and the pivot point between the upper control arm and steering knuckle is between 3.0 and 3.2 times a distance between the center of the wheel and the pivot point between the lower control arm and steering knuckle. These relationships and others, alone or in combination, provide for at least reduced bump and / or roll steer.

Description

DESCRIPTIONFRONT SUSPENSIONS FOR VEHICLES, COMPONENTS THEREOF, AND VEHICLES INCLUDING THE SAMECROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to and the benefit of U.S. Provisional Application No. 63 / 519,835, filed August 15, 2023, the contents of which is incorporated into the present application by reference.TECHNICAL FIELD

[0002] The present invention relates generally to vehicles and, more specifically but not by way of limitation, to vehicles having reduced bump and roll steer for improved handling.BACKGROUND

[0003] For motorized vehicles, such as automobiles, vehicle dynamics, or how a vehicle’s movement changes in response to driver inputs, propulsion system outputs, ambient conditions, air / surface / water conditions, etc., is influenced by aspects of the vehicle’s design, including the suspension and steering, drivetrain and brakes, distribution of mass, aerodynamics, and tires. For off-road vehicles, which can encounter conditions including pavement, dirt-packed areas, water barriers, rocky piles, and sand dunes, aspects including the suspension and steering can be important for safely coping with difficult-to-maneuver obstacles and rough terrain.

[0004] For instance, an improper length or angle of the vehicle’s suspension arms or steering linkages can cause undesirable or dangerous steering conditions due to bump steer and / or roll steer. Bump steer refers to a tendency of a front wheel of a vehicle to steer itself as it moves through a suspension stroke, such as when the wheel hits a bump or falls down into a hole or rut. For example, if the front left wheel rolls over a bump it will compress the suspension on that comer and — depending on the suspension geometry — automatically rotate to the left (toe out) or right (toe in), causing the car to turn itself left or right momentarily without any input from the steering wheel. Roll steer refers to a tendency of a wheel of a vehicle to steer itself as the vehicle rolls or leans. When a vehicle rolls, e.g., during a turn, the inside suspension extends, while the outside suspension compresses. This can produce “toe in” on one wheel and “toe out” on the other wheel and thereby a steering effect. Excessive bump and / or roll steer can increase tire wear and make the vehicle more difficult to safely handle, particularly on rough or uneven terrain.

[0005] Designing a vehicle’s suspension to reduce bump steer and / or roll steer can be challenging, particularly while simultaneously meeting other vehicle requirements, such as track width, tire size, ride height, suspension travel length, and the like.SUMMARY

[0006] Some of the present vehicles can address these issues at least by reducing bump and / or roll steer, thereby improving handling of the vehicle and promoting safety. In some of the present vehicles, reduced bump and / or roll steer can be achieved by a front suspension having certain spatial relationships between the components therein. For instance, such a front suspension can include: (1) upper and lower control arms, wherein the lower control arm has a length that is between 1.9 and 2.1 times a length of the upper control arm; (2) a steering knuckle pivotably coupled to the upper and lower control arms and a wheel coupled to the steering knuckle, wherein a distance between a center of the wheel and the pivot point between the upper control arm and the steering knuckle is between 3.0 and 3.2 times a distance between the center of the wheel and the pivot point between the lower control arm and the steering knuckle; (3) an outer tie rod pivotably coupled to the steering knuckle, wherein a distance between the pivot point between the outer tie rod and the steering knuckle and the pivot point between the upper control arm and the steering knuckle is between 1.4 and 2.2 times a distance between the pivot point between the outer tie rod and the steering knuckle and the pivot point between the lower control arm and the steering knuckle; and / or (4) other spatial relationships apparent from the disclosure herein.

[0007] In some vehicles, components of the suspension can be configured (e.g., sized and dimensioned) to achieve such spatial relationships while meeting other vehicle requirements, such as track width, tire size, ride height, suspension travel length, and / or the like. For example, the upper control arm can include a first end coupled to a chassis of the vehicle at spaced apart portions of the upper control arm such that the upper control arm is rotatable relative to the chassis about an axis, and a brace connecting those spaced-apart portions of the upper control arm, wherein the brace extends above a plane including the axis and the pivot point between the upper control arm and the steering knuckle to provide clearance under the brace for a wheel of the vehicle.

[0008] In some vehicles, handling of the vehicle can be further enhanced through additional features, such as chassis-stiffness (e.g., facilitated by a chassis brace, such as one disposed between the front suspension and a rear axle of the vehicle), center-of-gravity location (e.g., facilitated by a fuel tank disposed between the front suspension and a rear axle of the vehicle),and / or rear suspension configuration (e.g., a five-link rear suspension). Such enhanced handling can be manifest as, for example, improved yaw performance, in which the vehicle has less of a tendency to oversteer.

[0009] Some of the present vehicles have a chassis and a front suspension coupled to the chassis. In some aspects, the front suspension has an upper control arm, a lower control arm, and a steering knuckle. In some aspects, the upper control arm of the front suspension includes a first end coupled to the chassis and a second end coupled to an upper ball joint. In some aspects, the lower control arm of the front suspension includes a first end coupled to the chassis and a second end coupled to a lower ball joint. In some aspects, the steering knuckle of the front suspension is coupled to the upper ball joint and the lower ball joint.

[0010] In some aspects, the first end of the upper control arm is coupled to the chassis such that the upper control arm is rotatable relative to the chassis about an upper axis. The upper ball joint to which the second end of the upper control arm is coupled can define an upper pivot point, and the upper control arm can have a length that is measured as a minimum distance between the upper axis of the upper control arm and the upper pivot point. In some aspects, the first end of the lower control arm is coupled to the chassis such that the lower control arm is rotatable relative to the chassis about a lower axis. The lower ball joint to which the second end of lower control arm is coupled can define a lower pivot point, and the lower control arm can have a length that is measured as a minimum distance between the lower axis and the lower pivot point. In some aspects, the length of the lower control arm is between 1.9 and 2.1 times the length of the upper control arm.

[0011] In some aspects, the upper control arm includes, at the first end, a first passageway and a second passageway that is spaced apart from the first passageway. The first and second passageways can define the upper axis of the upper control arm. The first and second passageways can further be configured to couple the first end of the of the upper control arm to the chassis of the vehicle. The upper control arm can, in some aspects, have a second end defining a third passageway. The third passageway can be configured to receive a ball joint.

[0012] In some aspects, the upper control arm includes a brace connecting the first and second passageways. The brace can extend above a plane including the upper axis and the upper pivot point defined by the upper ball joint to which the second end of the upper control arm is coupled, and intersecting the third passageway, to provide clearance under the brace for a wheel of the vehicle. In some aspects, the brace overlies the third passageway. In some aspects, the brace is angularly disposed relative to the third passageway about the upper axis by an angle of at least 20 degrees. The angle can be measured between the plane that includesthe upper axis and intersects the third passageway and a plane that includes the upper axis and intersects a portion of the brace at the second end of the upper control arm.

[0013] In some aspects, the upper axis of the upper control arm is angularly disposed relative to a plane that is perpendicular to a longitudinal axis of the third passageway. In some aspects, the upper axis of the upper control arm is inclined toward a front of the vehicle at an angle that is about 7.5 degrees. In some aspects, the upper axis is angularly disposed relative to the plane that is perpendicular to the longitudinal axis of the third passageway by an angle that is about 7.5 degrees.

[0014] In some aspects, the vehicle further includes a wheel coupled to the steering knuckle. The wheel can have a wheel center. In some aspects, a distance between the wheel center and the upper pivot point defined by the upper ball joint to which the second end of the upper control arm is coupled is between 3.0 and 3.2 times a distance between the wheel center and the lower pivot point defined by the lower ball joint to which the second end of lower control arm is coupled.

[0015] In some aspects, the steering knuckle is coupled to an outer tie rod. The point at which the steering knuckle and outer tie rod couple can define a steering pivot point. In some aspects, a distance between the steering pivot point and the upper pivot point defined by the upper ball joint to which the second end of the upper control arm is coupled is between 1.4 and 2.2 times a distance between the steering pivot point and the lower pivot point defined by the lower ball joint to which the second end of lower control arm is coupled.

[0016] In some aspects, the vehicle chassis includes first and second frame rails extending along a length of the vehicle, and the vehicle includes a chassis brace disposed between the front suspension and a rear axle of the vehicle. The chassis brace can include a first brace extending along a width of the vehicle and coupled between the first and second frame rails. The chassis brace can include second and third braces extending along a length of the vehicle and coupled between the first brace and the chassis. In some aspects, the portion of the chassis to which the front suspension is coupled comprises a portion of a sixth generation FORD® BRONCO® chassis.

[0017] In some aspects, the vehicle further includes a fuel tank. In some aspects, the fuel tank can be disposed between the front suspension and a rear axle of the vehicle. In some aspects, the fuel tank can be coupled to the chassis brace.

[0018] In some aspects, the vehicle has a wheelbase that is between 85 and 95 inches. In some aspects, the vehicle has a five-link rear suspension. In some aspects, the vehicle is a four- wheel drive.

[0019] The term “coupled” is defined as connected, although not necessarily directly, and not necessarily mechanically. Two items that are “coupled” may be unitary with each other or may be connected to one another via one or more intermediate components or elements.

[0020] The terms “a” and “an” are defined as one or more unless this disclosure explicitly requires otherwise.

[0021] The term “substantially” is defined as largely, but not necessarily wholly, what is specified (and includes what is specified; e.g., substantially 90 degrees includes 90 degrees, and substantially parallel includes parallel), as understood by a person of ordinary skill in the art. In any disclosed embodiment, the terms “substantially,” “approximately,” and “about” may be substituted with “within [a percentage] of’ what is specified, where the percentage is 1, 1, 5, or 10%.

[0022] The phrase “and / or” means and or or. To illustrate, A, B, and / or C includes: A alone, B alone, C alone, a combination of A and B, a combination of A and C, a combination of B and C, or a combination of A, B, and C. In other words, “and / or” operates as an inclusive or.

[0023] The terms “comprise” (and any form of comprise, such as “comprises” and “comprising”), “have” (and any form of have, such as “has” and “having”), “include” (and any form of include, such as “includes” and “including”), and “contain” (and any form of contain, such as “contains” and containing”) are open-ended linking verbs. As a result, an apparatus that “comprises,” “has,” “includes,” or “contains” one or more elements possesses those one or more elements, but is not limited to possessing only those one or more elements. Likewise, a method that “comprises,” “has,” “includes,” or “contains” one or more steps possesses those one or more steps, but is not limited to possessing only those one or more steps.

[0024] Any embodiment of any of the apparatuses and methods can consist of or consist essentially of — rather than comprise / have / include / contain — any of the described elements, features, and / or steps. Thus, in any of the claims, the phrase “consisting of’ or “consisting essentially of’ can be substituted for any of the open-ended linking verbs recited above, in order to change the scope of a given claim from what it would otherwise be using the open- ended linking verb.

[0025] The feature or features of one embodiment may be applied to other embodiments, even though not described or illustrated, unless expressly prohibited by this disclosure or the nature of the embodiments.

[0026] Some details associated with the embodiments described above and others are described below.BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The following drawings illustrate by way of example and not limitation. For the sake of brevity and clarity, every feature of a given structure is not always labeled in every figure in which that structure appears. Identical reference numbers do not necessarily indicate identical structures. Rather, the same reference numbers may be used to indicate similar features or features with similar functionalities, as may non-identical reference numbers. The figures are drawn to scale unless otherwise noted, meaning the sizes of the depicted elements in each are accurate relative to each other for at least the embodiment shown.

[0028] FIG. 1A is a perspective view of one of the present front suspensions, which includes an upper control arm, a lower control arm, a steering knuckle, and a damper-and- spring assembly.

[0029] FIGs. IB and 1C are perspective views of FIG. lA’s front suspension, further including a tie rod.

[0030] FIGs. ID and IE are perspective views of FIG. lA’s front suspension, further including a tie rod and with the wheel omitted.

[0031] FIG. 2 is a diagram illustrating the geometry of FIG. lA’s front suspension, with, for example, the upper control arm’s connections to the chassis represented by points A and B, and the upper control arm’s connection to the steering knuckle represented by point C.

[0032] FIG. 3A is a perspective view of the upper control arm of FIG. lA’s front suspension.

[0033] FIGs. 3B-3H are left side, right side, front, rear, top, bottom, and perspective views, respectively, of FIG. 3A’s upper control arm.

[0034] FIG. 4A is a perspective view of the steering knuckle of FIG. lA’s front suspension.

[0035] FIGs. 4B-4G are left side, right side, front, rear, top, and bottom views, respectively, of FIG. 4A’s steering knuckle.

[0036] FIG. 5 is a perspective view showing shims for mounting the top of the damper- and-spring assembly of FIG. lA’s front suspension to a vehicle.

[0037] FIG. 6A is a perspective view of a vehicle including FIG. lA’s front suspension, with some components of the vehicle omitted.

[0038] FIGs. 6B-6G are left side, right side, front, rear, top, and bottom views, respectively, of FIG. 6A’s vehicle.

[0039] FIG. 7A is a perspective view of a chassis brace of FIG. 6A’s vehicle.

[0040] FIGs. 7B-7G are left side, right side, front, rear, top, and bottom views, respectively, of FIG. 7A’s chassis brace.

[0041] FIGs. 8-63 are graphs showing characteristics of one of the present vehicles (odd numbered FIGs.) and of a comparative vehicle (even numbered FIGs.).DETAILED DESCRIPTION

[0042] Referring to FIGs. 1A-1E, shown is an embodiment 10 of a front left suspension of one of the present vehicles. While not shown in FIGs. 1A-1E, a front right suspension of one of the present vehicles can mirror front left suspension 10, and the following disclosure regarding front left suspension 10 is applicable to a front right suspension of one of the present vehicles.

[0043] As shown in FIGs. 1A-1E, front suspension 10, which can be coupled to a chassis of the vehicle, can have an upper control arm 14, a lower control arm 18, and a steering knuckle 22. The upper control arm 14 of the front suspension 10 can include a first end 26 coupled to a chassis of the vehicle and a second end 30 coupled to an upper ball joint 34. The lower control arm 18 of the front suspension 10 can include a first end 38 coupled to a chassis of the vehicle and a second end 42 coupled to a lower ball joint 46. The steering knuckle 22 of the front suspension 10 can be coupled to the upper ball joint 34 and the lower ball joint 46.

[0044] The first end 26 of the upper control arm 14 can be coupled to the chassis such that the upper control arm is rotatable relative to the vehicle chassis about an upper axis A-A (FIGs. 1A-1C; FIGs. 3A-3G). The upper ball joint 34 to which the second end 30 of the upper control arm 14 is coupled can define an upper pivot point 50, and the upper control arm can have a length LI that is measured as a minimum distance between the upper axis A-A of the upper control arm and the upper pivot point (FIG. 2).

[0045] The first end of the lower control arm 18 can be coupled to the chassis such that the lower control arm is rotatable relative to the chassis about a lower axis B-B (FIGs. 1A-1C). The lower ball joint 46 to which the second end 42 of lower control arm 18 is coupled can define a lower pivot point 54, and the lower control arm can have a length L2 that is measured as a minimum distance between the lower axis B-B and the lower pivot point (FIG. 2).

[0046] The length of the lower control arm L2 can be at least, at most, exactly, or between any two of 1.9, 1.91, 1.92, 1.93, 1.94, 1.95, 1.96, 1.97, 1.98, 1.99, 2, 2.01, 2.02, 2.03, 2.04, 2.05, 2.06, 2.07, 2.08, 2.09, or 2.1 times the length of the upper control arm LI. In some aspects, the length of the lower control arm L2 is about twice the length of the upper control arm LI.

[0047] The vehicle can further include a wheel 58 coupled to the steering knuckle (FIGs. 1A-1C). The wheel can have a wheel center 62. As illustrated in FIG. 2, a distance DI between the wheel center 62 and the upper pivot point 50 defined by the upper ball joint 34 to whichthe second end 30 of the upper control arm 14 is coupled can be at least, at most, exactly, or between any two of 3, 3.01, 3.02, 3.03, 3.04, 3.05, 3.06, 3.07, 3.08, 3.09, 3.1, 3.11, 3.12, 3.13, 3.14, 3.15, 3.16, 3.17, 3.18, 3.19, or 3.2 times a distance D2 between the wheel center and the lower pivot point 54 defined by the lower ball joint 46 to which the second end 42 of lower control arm 18 is coupled. In some aspects, a distance DI between the wheel center 62 and the upper pivot point 50 defined by the upper ball joint 34 to which the second end 30 of the upper control arm 14 is coupled is about 3.1 times a distance D2 between the wheel center and the lower pivot point 54 defined by the lower ball joint 46 to which the second end 42 of lower control arm 18 is coupled.

[0048] The steering knuckle 22 can be coupled to an outer tie rod 66 (FIG. ID). The point at which the steering knuckle 22 and outer tie rod 66 couple can define a steering pivot point 70. As illustrated in FIG. 2, a distance D3 between the steering pivot point 70 and the upper pivot point 50 defined by the upper ball joint 34 to which the second end 42 of the upper control arm 14 is coupled can be at least, at most, exactly, or between any two of 1.4, 1.42, 1.44, 1.46, 1.48, 1.5, 1.52, 1.54, 1.56, 1.58, 1.6, 1.62, 1.64, 1.66, 1.68, 1.7, 1.72, 1.74, 1.76, 1.78, 1.8, 1.82, 1.84, 1.86, 1.88, 1.9, 1.92, 1.94, 1.96, 1.98, 2, 2.02, 2.04, 2.06, 2.08, 2.1, 2.12, 2.14, 2.16, 2.18, or 2.2 times a distance D4 between the steering pivot point and the lower pivot point 54 defined by the lower ball joint 46 to which the second end 42 of lower control arm 18 is coupled. In some aspects, a distance D3 between the steering pivot point 70 and the upper pivot point 50 defined by the upper ball joint 34 to which the second end 42 of the upper control arm 14 is coupled is about 1.8 times a distance D4 between the steering pivot point and the lower pivot point 54 defined by the lower ball joint 46 to which the second end 42 of lower control arm 18 is coupled.

[0049] The geometric relationship of each of the foregoing components of front suspension 10 of ones of the present vehicles is illustrated in FIG. 2. The reference letters of FIG. 2 are identified in Table 1, along with the x, y, and z coordinates corresponding to the position of the component within the three-dimensional space of front suspension 10.TABLE 1

[0050] Referring additionally to FIGs. 3A-3H, the upper control arm 14 can include, at the first end 26, a first passageway 74 and a second passageway 78 that is spaced apart from the first passageway. The first and second passageways 74 and 78 can define the upper axis A-A of the upper control arm 14. The first and second passageways 74 and 78 can further be configured to couple the first end 26 of the of the upper control arm 14 to a chassis of the vehicle. The second end 30 of upper control arm 14 can define a third passageway 82. The third passageway 82 can be configured to receive a ball joint.

[0051] As shown in FIGs. 3B and 3C, the upper axis A-A of the upper control arm 14 can be angularly disposed relative to a plane A that is perpendicular to a longitudinal axis C-C of the third passageway. In some aspects, the upper axis A-A is angularly disposed relative to a plane A that is perpendicular to the longitudinal axis C-C of the third passageway 82 by an angle 90 that is about 7.5 degrees (e.g., at least, at most, exactly, or between any two of 7, 7.1, 7.2, 7.3, 7.4, 7.5, 7.6, 7.7, 7.8, 7.9, or 8 degrees). In some aspects, the upper axis A-A of the upper control arm 14 is inclined toward a front of the vehicle at an angle that is about 7.5 degrees (e.g., at least, at most, exactly, or between any two of 7, 7.1, 7.2, 7.3, 7.4, 7.5, 7.6, 7.7, 7.8, 7.9, or 8 degrees).

[0052] The upper control arm 14 can include a brace 86 connecting the first and second passageways 74 and 78. As shown in FIG. 3H, the brace 86 can extend above a plane B including the upper axis A-A and the upper pivot point 50 defined by the upper ball joint 34 to which the second end 30 of the upper control arm 14 is coupled to provide clearance under the brace for a wheel 58 of the vehicle. The brace 86 can overlie the third passageway 82. The brace 86 can be angularly disposed relative to the third passageway 82 about the upper axis A- A by an angle 94 of at least 20 degrees (e.g., at least, at most, exactly, or between any two of 20, 25, 30, 35, 40, 45, or more degrees). The angle 94 can be measured between the plane B that includes the upper axis A-A and intersects the third passageway 82 and a plane C that includes the upper axis A-A and intersects a portion of the brace 86 at the second end 30 of the upper control arm 14.

[0053] Front suspension 10 can further include a spring and damper assembly 96 (FIGs. 1A-1E). Spring and damper assembly may include a spring 96a, e.g., a coil or spiral of resilient metal rod, that is stretched or compressed by vertical movement of wheel 58 of the vehicle. Spring and damper assembly 96 may further include a damper 96b having a piston that moves inside a sealed, oil-filled cylinder with vertical movement of wheel 58 of the vehicle. Interior passages and one-way valves in the piston can allow oil to flow through the piston from one chamber within the piston to another, which can slow oscillations of the spring and return the vehicle to a level ride. Damper 96b may be any suitable damper, such as, for example, a telescopic damper or a strut. For example, in the depicted embodiment, damper 96b is a telescopic damper.

[0054] Turning now to FIG. 5, spring and damper assembly 96 may be coupled to a body or chassis of the vehicle via coupler 100. Coupler 100 can include a first flange 100a and a second flange 100b. First flange 100a and a second flange 100b can each be made of any material suitable for securely coupling spring and damper assembly 96 to a chassis of the vehicle. Examples of suitable materials include, but are not limited to, metals including, without limitation, steel, stainless steel, aluminum. As shown in FIG. 5, coupler 100 can define an interior passageway 104 that is configured to receive spring and damper assembly 96. Fasteners can be configured to couple spring and damper assembly 96 via coupler 100 to a chassis of the vehicle. Coupling between spring and damper assembly 96 via coupler 100 to a chassis of the vehicle can be achieved using any suitable fasteners 108, such as, for example, bolts, nuts, washers, and combinations thereof. For example, in the depicted embodiment, coupler 100 defines openings 112 that may be substantially aligned with openings defined by spring and damper assembly 96 and a body or chassis of the vehicle, and bolts can be insertedinto the openings defined by the coupler to be threadably received by nuts, thereby coupling the spring and damper assembly 96 to the vehicle body or chassis.

[0055] In the depicted embodiment, first flange 100a and second flange 100b are individual pieces that cooperate to define first interior passageway 104. First flange 100a and second flange 100b also vary in thickness around their perimeters, and a minimum thickness of the first flange opposes a maximum thickness of the second flange. In some aspects, those thicknesses allow the angle at which spring and damper assembly 96 is coupled to the body or chassis to be changed.

[0056] Turning now to FIGs. 6A-6G, front suspension 10 can be included in a system with a vehicle chassis 98. Chassis 98 may have a first frame rail 102 and a second frame rail 106 extending along a length of the vehicle. Chassis 98 may also have a chassis brace 110 disposed between a front axle 112 and front suspension 10 and a rear axle 114 of the vehicle. As shown in FIGs. 7A-G, the chassis brace 110 can include a first brace 118 extending along a width of the vehicle and coupled between the first and second frame rails 102 and 106. The chassis brace 110 can include a second brace 122 and third brace 126 extending along a length of the vehicle and coupled between the first brace 118 and the chassis 98. The portion of the chassis 98 to which the front suspension 10 is coupled can comprise a portion of a sixth generation FORD® BRONCO® chassis.

[0057] In some aspects, the vehicle further includes a fuel tank 130. The fuel tank 130 can be disposed between the front suspension 10 and the rear axle 114 of the vehicle. The fuel tank 130 can be coupled to the chassis brace 110.

[0058] In some aspects, the vehicle has a wheelbase that is between 85 and 95 inches (e.g., at least, at most, exactly, or between any two of 85, 86, 87, 88, 89, 90, 91, 92, 93, 94, or 95 inches). In some aspects, the vehicle has a five-link rear suspension 134. In some aspects, the vehicle is a four-wheel drive.EXAMPLES

[0059] The present invention will be described in greater detail by way of specific examples. The following examples are offered for illustrative purposes only and are not intended to limit the present invention in any manner. Those skilled in the art will readily recognize a variety of non-critical parameters that can be changed or modified to yield essentially the same results.

[0060] Software was used to model performance characteristics of one of the present vehicles compared to the performance characteristics of a commercially-available sixthgeneration FORD® BRONCO® vehicle. The modeling results are shown in FIGs. 8-63, withodd-numbered FIGs. corresponding to characteristics of the present vehicles (“Pegasus”) and even-numbered FIGs. corresponding to characteristics of the sixth-generation FORD® BRONCO® vehicle (“6th Gen BRONCO®”). Assessed performance characteristics relate generally to bounce, roll, steering, and lateral and longitudinal traction forces of the vehicles.

[0061] For bounce, performance characteristics include the following: wheel force versus wheel center (“WC”) travel (FIGs. 8 and 9); kingpin inclination (“KPI”) versus wheel center travel (FIGs. 10 and 11); scrub radius versus wheel center travel (FIGs. 14 and 15); caster trail versus wheel center travel (FIGs. 16 and 17); camber versus wheel center (“WC”) travel (FIGs. 18 and 19); caster versus wheel center (“WC”) travel (FIGs. 20 and 21); anti-drive percent versus wheel center (“WC”) travel (FIGs. 22 and 23); anti-lift percent versus wheel center (“WC”) travel (FIGs. 24 and 25); spring and damper versus wheel center (“WC”) travel (FIGs. 26 and 27); toe versus wheel center (“WC”) travel (FIGs. 30 and 31); lateral displacement versus wheel center (“WC”) travel (FIG. 38) or longitudinal displacement versus wheel center (“WC”) travel (FIG. 39); suspension rate versus wheel center (“WC”) travel (FIGs. 40 and 41); force versus tire deflection (FIGs. 42 and 43); and wheel force versus contact patch (“CP”) travel (FIGs. 44 and 45).

[0062] For roll, performance characteristics include the following: roll center height versus wheel center (“WC”) roll angle (FIGs. 28 and 29); toe versus wheel center (“WC”); roll angle (FIGs. 32 and 33); and vertical force (wheel load) versus wheel center (“WC”) roll angle (FIGs. 46 and 47).

[0063] For steering, performance characteristics include the following: steer axis offset versus steered angle (FIGs. 12 and 13); Ackerman percent versus steered angle (FIGs. 34 and 35); steering ratio versus steering wheel angle (‘SWA”) (FIGs. 36 and 37); and steer angle outside turn diameter (FIGs. 58 and 59).

[0064] For lateral force, performance characteristics include the following: toe versus lateral force (FIGs. 48 and 49); and camber versus lateral force (FIGs. 50 and 51).

[0065] For longitudinal force, performance characteristics include the following: toe versus longitudinal braking force (FIGs. 52 and 53); camber versus longitudinal braking force (FIGs. 54 and 55); castor versus longitudinal braking force (FIGs. 56 and 57); toe versus longitudinal traction force (FIGs. 60 and 61); and long wheel center (“WC”) displacement versus longitudinal traction force (FIGs. 62 and 63).

[0066] Modeled values for all performance characteristics of the present vehicles (“Pegasus”) and the sixth-generation FORD® BRONCO® vehicle (“6th Gen BRONCO®”) are summarized in Table 2.TABLE 2

[0067] The present vehicles exhibit improved bump steer (-0.0041°; see also FIG. 31) and roll steer (-0.061°; see also FIG. 33) compared to the 6th Gen BRONCO® bump steer (- 0.0122 ; see also FIG. 30) and roll steer (-0.178°; see also FIG. 32). The present vehicles also exhibit improved KPI (15.29°; FIG. 11), camber (-0.09°; FIG. 19), and anti-lift (-10.1%; FIG. 25) at zero-wheel travel compared to the 6th Gen BRONCO® KPI (13.52°; FIG. 10), camber (-0.24°; FIG. 18), and anti-lift (-14.2%; FIG. 24) at zero wheel travel. For steering, the present vehicles exhibit an improved steering ratio (-0.0516°; FIG. 37) and outside turn diameter (10.81 m; FIG. 59) compared to the 6th Gen BRONCO® steering ratio (-0.0523°; FIG. 36) and outside turn diameter (11.25 m; FIG. 58).

[0068] The above specification and examples provide a complete description of the structure and use of illustrative embodiments. Although certain embodiments have been described above with a certain degree of particularity, or with reference to one or more individual embodiments, those of ordinary skill in the art could make numerous alterations to the disclosed embodiments without departing from the scope of this invention. As such, the various illustrative embodiments of the apparatuses and methods are not intended to be limited to the particular forms disclosed. Rather, they include all modifications and alternatives falling within the scope of the claims, and embodiments other than the ones shown may include some or all of the features of the depicted embodiments. For example, elements may be omitted or combined as a unitary structure, and / or connections may be substituted. Further, where appropriate, aspects of any of the examples described above may be combined with aspects of any of the other examples described to form further examples having comparable or different properties and / or functions and addressing the same or different problems. Similarly, it will be understood that the benefits and advantages described above may relate to one embodiment or may relate to several embodiments.

[0069] The claims are not intended to include, and should not be interpreted to include, means plus- or step-plus-function limitations, unless such a limitation is explicitly recited in a given claim using the phrase(s) “means for” or “step for,” respectively.

Claims

CLAIMS1. A vehicle having: a chassis; and a front suspension coupled to the chassis, the front suspension comprising: an upper control arm having: a first end coupled to the chassis such that the upper control arm is rotatable relative to the chassis about an upper axis; a second end coupled to an upper ball joint, the upper ball joint defining an upper pivot point; and an upper control arm length measured as a minimum distance between the upper axis and the upper pivot point; a lower control arm having: a first end coupled to the chassis such that the lower control arm is rotatable relative to the chassis about a lower axis; a second end coupled to a lower ball joint, the lower ball joint defining a lower pivot point; and a lower control arm length measured as a minimum distance between the lower axis and the lower pivot point; and a steering knuckle coupled to the upper ball joint and the lower ball joint; wherein the lower control arm length is between 1.9 and 2.1 times the upper control arm length.

2. The vehicle of claim 1, wherein: the vehicle comprises a wheel coupled to the steering knuckle, the wheel having a wheel center; and a distance between the wheel center and the upper pivot point is between 3.0 and 3.2 times a distance between the wheel center and the lower pivot point.

3. The vehicle of claim 1 or 2, wherein the upper control arm includes: at the first end, a first passageway and a second passageway that is spaced apart from the first passageway, the first and second passageways defining the upper axis; and a brace connecting the first and second passageways, the brace extending above a plane including the upper axis and the upper pivot point to provide clearance under the brace for a wheel of the vehicle.

4. A vehicle having: a chassis; and a front suspension coupled to the chassis, the front suspension comprising: an upper control arm having: a first end coupled to the chassis such that the upper control arm is rotatable relative to the chassis about an upper axis; and a second end coupled to an upper ball joint, the upper ball joint defining an upper pivot point; a lower control arm having: a first end coupled to the chassis such that the lower control arm is rotatable relative to the chassis about a lower axis; and a second end coupled to a lower ball joint, the lower ball joint defining a lower pivot point; a steering knuckle coupled to the upper ball joint and the lower ball joint; and a wheel coupled to the steering knuckle, the wheel having a wheel center; wherein a distance between the wheel center and the upper pivot point is between 3.0 and 3.2 times a distance between the wheel center and the lower pivot point.

5. The vehicle of any of claims 1-4, wherein: the steering knuckle is coupled to an outer tie rod defining a steering pivot point; and a distance between the steering pivot point and the upper pivot point is between 1.4 and2.2 times a distance between the steering pivot point and the lower pivot point.

6. The vehicle of any of claims 1-5, wherein the vehicle has a wheelbase that is between 85 and 95 inches.

7. The vehicle of any of claims 1-6, wherein the upper axis is inclined toward a front of the vehicle at an angle that is about 7.5 degrees.

8. The vehicle of any of claims 1-7, comprising a five-link rear suspension.

9. The vehicle of any of claims 1-8, comprising a fuel tank disposed between the front suspension and a rear axle of the vehicle.

10. The vehicle of any of claims 1-8, wherein: the chassis comprises first and second frame rails extending along a length of the vehicle; and the vehicle comprises a chassis brace disposed between the front suspension and a rear axle of the vehicle, the chassis brace including a first brace extending along a width of the vehicle and coupled between the first and second frame rails.

11. The vehicle of claim 10, wherein the chassis brace includes second and third braces extending along a length of the vehicle and coupled between the first brace and the chassis.

12. The vehicle of claim 10 or 11, wherein: the vehicle comprises a fuel tank disposed between the front suspension and a rear axle of the vehicle; and the fuel tank is coupled to the chassis brace.

13. The vehicle of any of claims 1-12, wherein the vehicle is four-wheel drive.

14. The vehicle of any of claims 1-13, wherein the portion of the chassis to which the front suspension is coupled comprises a portion of a sixth generation FORD BRONCO chassis.

15. An upper control arm for a vehicle, the upper control arm having: a first end defining a first passageway and a second passageway that is spaced apart from the first passageway, the first and second passageways: defining an upper axis; and being configured to couple the first end to a chassis of the vehicle; a second end defining a third passageway configured to receive a ball joint; and a brace connecting the first and second passageways, the brace extending above a plane including the upper axis and intersecting the third passageway to provide clearance under the brace for a wheel of the vehicle.

16. The upper control arm of claim 15, wherein the brace overlies the third passageway.

17. The upper control arm of claim 15 or 16, wherein the brace is angularly disposed relative to the third passageway about the upper axis by an angle of at least 20 degrees.

18. The upper control arm of claim 17, wherein the angle is measured between: the plane that includes the upper axis and intersects the third passageway; and a plane that includes the upper axis and intersects a portion of the brace at the second end of the upper control arm.

19. The upper control arm of any of claims 15-18, wherein the upper axis is angularly disposed relative to a plane that is perpendicular to a longitudinal axis of the third passageway.

20. The upper control arm of claim 19, wherein the upper axis is angularly disposed relative to the plane that is perpendicular to the longitudinal axis of the third passageway by an angle that is about 7.5 degrees.

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