Abstract:
A vehicle suspension, steering, damping and anti-roll system for a wheeled vehicle. Unlike most previous vehicle suspension and steering systems, this invention uses a rod-in-sleeve design for the front and rear suspension assemblies to allow vertical linear wheel knuckle movement of the wheels. This invention is unusual by using a cable-operated steering system and also by using cables to transfer cable tension from upward wheel movement to remote spring/shock absorber assemblies. Also unique is the use of a spring/shock absorber assembly arrangement that provides both suspension and anti-roll effects for a pair of right and left wheels in the same unit. The rear suspension proposed shares some similarities to the front suspension and consists of a dual rod-in-sleeve design with cables that transfer forces from road bumps to a remote spring assembly.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     Not applicable 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not applicable 
     REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC APPENDIX 
     Not applicable 
     BACKGROUND OF THE INVENTION 
     Vehicle suspension and steering system variations for 4 or 3-wheel vehicle designs have been extensively researched and refined. Although many improvements have been made to date, most modem systems continue to be plagued, to some extent, by problems of bump/brake steer, alignment difficulties, inaccurate turning radius angles, alignment changes during road irregularities, anti-roll limitations, lack of adjustability, excessive driver steering strength requirements (often leading to need for power steering), weight, lack of adjustability of suspension rate, lack of adjustability of anti-roll, high unsprung weight and assembly bulkiness. Some of these drawbacks of conventional systems are described below. 
     Most conventional vehicle steering systems (especially automotive) use a design that includes a tie rod attaching to a pivoting arm to the wheel knuckle and spindle. In a conventional steering system, while the vehicle is driving directly forward, the tie rod is angled 90 degrees from the steering arm pivot and maximal force is transferred from tie rod to steering arm due to this angle. As the vehicle turns (either right or left), the angle between the tie rod and steering arm pivot changes and the efficiency of transfer of force from tie rod to steering arm is diminished due to the change in angles. The end result of this loss in efficiency of transferred forces to the steering arm is an increase in the steering force needed from the driver&#39;s steering input (or increased load on the power steering unit). 
     The (unequal length) double wishbone (or unequal length A-arm) suspension system is considered by many, especially in the racing field, as the gold standard by which other suspension systems are measured. This type of suspension has favorable aspects including overall strength and its ability to control camber during vertical suspension movements. Drawbacks of this type suspension include bump steer (Ackerman angle and steering direction changes during bumps), brake steer (steering angle changes during braking or undesirable steering turning forces transferred to the driver or power steering unit during braking), caster changes during road bumps (causing wandering of the tire/wheel and steering angle changes), toe-in changes during road bumps (causing inaccurate Ackerman angles, steering wander, loss of traction and tire wear). 
     High unsprung weight is another drawback of most conventional suspension systems. Conventional suspensions often incorporate a spring and shock absorber that rest on an A-arm of the suspension, thus contributing to the unsprung weight of the vehicle. Some (usually rear-engine) racing vehicles minimize unsprung weight by using a pushrod or pullrod to transfer forces from vertical suspension movement to a spring and shock absorber mounted on the sprung portion of the vehicle. 
     Changing of the springs, and therefore changing of the spring rate, of conventional suspension systems usually requires lifting of the vehicle and wheel removal. This is a cumbersome process which makes fine-tuning or frequent changes of spring rate very inconvenient and time-consuming. 
     Conventional anti-roll systems often incorporate a torsion (anti-roll) bar that resists the tendency of the vehicle to lean during turns. These anti-roll bars are typically non-adjustable metal bars that pivot on a frame bushing and attach to the A-arms of the suspension. These anti-roll bars contribute to unsprung (and total) suspension weight. 
     Cylindrical-suspension-component-in-housing (sliding) type suspensions have been designed for aircraft, bicycles, snowmobiles and, to a lesser extent, automobiles and other vehicles. The designs for automotive vehicles have been limited in number and have not been successful thus far. Cylindrical-suspension-component-in-housing designs may have not adequately overcome enough of the limitations of conventional suspension systems (as discussed above) to justify retooling. Other reasons for the lack of success with cylindrical suspension component-in-housing designs may be the new problems encountered with some designs including bulkiness, lack of strength, lack of adequate steerability, inadequate lubrication mechanisms, difficulty integrating anti-roll mechanisms and poor durability. 
     As discussed above, conventional steering/suspension/anti-roll systems have many limitations which have been a challenge to overcome, even after some attempts at cylindrical-suspension-component-in-housing designs. 
     BRIEF SUMMARY OF THE INVENTION 
     This invention is comprised of several components which work together to produce a system for steering, suspending, shock absorbing and anti-roll for a wheeled vehicle. The major components of the dirigible suspension and steering system include a cylindrical suspension component that moves in concert with the wheel hub and spindle, a cylindrical suspension component housing that mounts to a vehicle structural component, a cable-driven steering follower pulley device and a remote energy storage mechanism. The cylindrical suspension component allows for vertically oriented vehicle suspension movement by displacing vertically within its housing in response to road bumps. The cylindrical suspension component also allows for steerability by rotating in the horizontal plane around a vertical axis within its housing during vehicle turns. A unique aspect of this invention is that it allows energy resulting from suspension movement to be transferred to a remote energy storage mechanism via a suspension cable linkage. Another unique aspect of this invention is the use of a cable-driven steering follower pulley device that does not move vertically as the wheel rises during road bumps but instead maintains a fixed vertical relationship to a vehicle structural component, thus reducing bump steer. Another unique aspect of this invention is the use of a remote energy storage mechanism which has anti-roll abilities in addition to suspension and damping abilities, thus negating the need for a separate anti-roll system. 
     The suspension system for the non-dirigible wheels incorporates a pair of vertical suspension structures which are mounted to a vehicle structural component and act to guide a pair of oscillating vertical suspension structure housings into vertical linear movements. The vertical suspension structure housings are mounted to the wheel hub and oscillate vertically in response to road bumps. A non-dirigible suspension cable linkage transfers displacement of the corresponding wheel hub to a remote energy storage mechanism. 
     This invention improves on many of the limitations of common suspension designs. Compared to most conventional suspension and steering designs, the proposed suspension system: 
     1. reduces the tendency of the wheel to change its turning angle, caster or camber during a bump (bump steer) by using a cylindrical-suspension-component-in-housing design to maintain wheel travel in a linear vertical direction, thus maintaining accurate steering angles during wheel travel. 
     2. allows for more accurate control of steering angles of outside and inside wheels (Ackerman angle) during turns by eliminating the use of a steering arm and using a steering pulley instead. 
     3. allows more efficient transmission of driver steering input forces from steering wheel to the modified steering knuckle by use of a steering follower pulley device, thus reducing losses of steering forces often encountered in tie rod/pivoting steering arm type suspension during sharp turns. 
     4. allows for reduced bulkiness of suspension components near the wheel/tire since the energy storage mechanism can be placed remotely. Forces derived from road bumps are transferred via a cable linkage to the remote energy storage mechanism. 
     5. provides for the possibility of easier adjustment of suspension spring rate and anti-roll by allowing springs, shock absorbers and the anti-roll mechanism to reside in a common location which can be made easily accessible by appropriate vehicle design. 
     6. allows for increased interior occupant and cargo space since the energy storage mechanism can be mounted in an area that does not limit this interior space. 
     7. eliminates the need for a separate anti-sway device by integrating the suspension and anti-roll into a distinct working unit (energy storage mechanism). 
     8. reduces unsprung weight by mounting the energy storage mechanism to the sprung part of the vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
       Please note: “Wheel-based” refers to components that reside near a (front or rear) wheel of the vehicle as opposed to the components of the energy storage mechanism that may be mounted remotely at various locations within the vehicle. 
         FIG. 1  is a frontal view of the right front wheel-based suspension assembly with a translucent wheel/tire shown for reference. 
         FIG. 2  is a frontal view of the right front wheel-based suspension assembly. 
         FIG. 3  is a lateral (viewing from right side of vehicle) view of the right front wheel-based suspension assembly. 
         FIG. 4  is a medial view of the right front wheel-based suspension assembly. 
         FIG. 5  is top view of the right front wheel-based suspension assembly. Section line for  FIG. 10  is shown. 
         FIG. 6  is an exploded view of the right front wheel-based suspension assembly. 
         FIG. 7  is a close-up (magnified) exploded view of the upper portion of the right front wheel-based suspension assembly.  FIGS. 7 ,  8  and  9  are non-contiguous drawings with some overlapping of areas. 
         FIG. 8  is a close-up (magnified) exploded view of the middle portion of the right front wheel-based suspension assembly. 
         FIG. 9  is a close-up (magnified) exploded view of the lower portion of the right front wheel-based suspension assembly. 
         FIG. 10  is a front sectional view of the right front wheel-based suspension assembly with steering cable linkage and oil reservoir/tubing removed. 
         FIG. 11  is a frontal view of the cylindrical suspension component housing. 
         FIG. 12  is a posterior view of the cylindrical suspension component housing. 
         FIG. 13  is a perspective view of the cylindrical suspension component housing. 
         FIG. 14  is a top view of the steering follower pulley device. 
         FIG. 15  is a frontal view of the steering follower pulley device. 
         FIG. 16  and  FIG. 17  are perspective views of the steering follower pulley device. 
         FIG. 18  is a view of the cable connection between the steering shaft pulley and the wheel-based steering follower pulley device. 
         FIG. 19  is a frontal view of the right rear wheel-based suspension system. Section line for drawing in  FIG. 21  is shown. 
         FIG. 20  is a perspective view of the right rear wheel-based suspension system. 
         FIG. 21  is a lateral view (viewing from right side of vehicle) of a cutaway section of the right rear wheel-based suspension system. 
         FIG. 22  is an exploded view of the right rear wheel-based suspension system. 
         FIG. 23  is a frontal view of the energy storage mechanism. 
         FIG. 24  is an exploded view of the remote energy storage mechanism. 
         FIG. 25  is a close-up (magnified) exploded view of the upper portion of the energy storage mechanism.  FIG. 25  and  FIG. 26  are non-contiguous views with some overlap of areas. 
         FIG. 26  is a close-up (magnified) exploded view of the lower portion of the energy storage mechanism. 
         FIG. 27  is a bottom view of the energy storage mechanism. 
         FIG. 28  is a view of the cable connection between the right wheel-based suspension and the energy storage mechanism. 
         FIG. 29  is a perspective view of the right front wheel-based suspension system mounted on the vehicle structural component. 
         FIG. 30  is a perspective view of the right rear wheel-based suspension system mounted on the vehicle structural component. 
         FIG. 31  is a perspective view showing examples of possible mounting locations of the energy storage mechanisms. 
         FIG. 32  is a perspective view of the right front wheel-based suspension system which incorporates small wheels mounted on the steering follower pulley device to apply pressure to the modified steering knuckle (instead of using a secondary bore of the steering follower pulley device to apply forces to a secondary rod of the modified steering knuckle). 
         FIG. 33  is a perspective view of the right front wheel-based suspension system which incorporates a steering-rod type linkage to the steering follower pulley device instead of a cable system. 
         FIG. 34  is a perspective view of the steering follower pulley device with the optional rod-type steering linkage instead of a cable type linkage. 
         FIG. 35  is a perspective view of the right front wheel-based suspension system under no-load situation (uncompressed). Note the cylindrical suspension component housing situated on the upper end of the cylindrical suspension component in this scenario. 
         FIG. 36  is a medial view of the right front wheel-based suspension system under full-load situation (during road bump, compressed). Note the cylindrical suspension component housing situated on the lower end of the cylindrical suspension component in this scenario. 
         FIG. 37  is a perspective view of the right front wheel-based suspension system during a sharp left turn. The subframe is shown but the vehicle structural component (frame) is not shown in this picture. 
         FIG. 38  is a medial view of the right front wheel-based suspension system during sharp left turn. Please note that steering angle is limited in this configuration due to large rim width and large positive rim offset whereby medial rim surface comes in close proximity to steering cable linkage route. Smaller rim width or smaller rim offset will allow larger degrees of turning angle. 
         FIG. 39  is a perspective view of a modified steering wheel driving pulley mechanism ( 505 ) that has incorporated a cam which titrates steering cable linkage displacement in order to maintain proper toe-in during turns. 
         FIG. 40  shows a right front wheel-based suspension system that is designed to incorporate a lubricating block of PTFE or nylon on the anterior and posterior vertical surfaces of the modified steering knuckle (as opposed to using a steering follower pulley device secondary bore as a contact surface to make contact with a modified steering knuckle surface). 
         FIG. 41  shows a steering follower pulley device designed to incorporate a contact surface for a lubricating block of PTFE or nylon that glides on the vertical surface of the modified steering knuckle. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     This invention is best described by dividing it into the front wheel-based components shown in  FIG. 2  and further detailed by  FIGS. 3 to 17 , the rear wheel-based components shown in  FIGS. 19 to 22 , and the energy storage mechanism shown in  FIG. 23  and further detailed in  FIGS. 24 to 27 . Please note  FIG. 31  which shows that the vehicle structural component ( 199 ) is the frame of the vehicle in these examples and exhibits an external surface which is used in mounting components thereto. 
     Referring to the front-wheel-based components in  FIG. 2 , a cylindrical suspension component housing ( 109 ) is firmly mounted to the subframe ( 116 ). The subframe ( 116 ) is designed to be firmly mounted to a vehicle structural component ( 199 ). The inner cylindrical surface of the cylindrical suspension component housing ( 109 ) acts as a guiding sleeve to the cylindrical suspension component ( 111 ), allowing for vertical movements of the cylindrical suspension component ( 111 ) during road bumps and allowing for rotational movements of the cylindrical suspension component ( 111 ) around the common long axis of the cylindrical suspension component ( 111 ) and the cylindrical suspension component housing ( 109 ) during vehicle turns. The steering follower pulley device ( 119 ) rotates in the horizontal plane around the outer surface of the cylindrical suspension component housing ( 109 ) in response to tension in the steering cable linkage ( 118 ). During vehicle turns, the steering follower pulley device ( 119 ) rotates around the cylindrical suspension component housing ( 109 ) and makes contact with the modified steering knuckle steering surface ( 198 ), thus initiating rotation of the modified steering knuckle ( 102 ) around the common axes of the cylindrical suspension component ( 111 ), steering follower pulley device ( 119 ) and the cylindrical suspension component housing ( 109 ). The modified steering knuckle ( 102 ) [including wheel spindle ( 133 )], hub ( 134 ), wheel, steering follower pulley device ( 119 ) and cylindrical suspension component ( 111 ) all rotate around the long vertical axis of the cylindrical suspension component ( 111 ) in response to steering input applied thereto by the steering wheel driving pulley mechanism ( 504 ). Tension in the suspension cable linkage ( 106 ) maintains alignment of the suspension cable linkage ( 106 ) within the groove of the pulley ( 113 ), and a bearing (described later in other views) allows the bearing cap ( 104 ) to avoid rotation despite rotation of the modified steering knuckle ( 102 ) and cylindrical suspension component ( 111 ) during vehicle turns. As the vehicle encounters road bumps, vertical displacement of the cylindrical suspension component ( 111 ) and modified steering knuckle ( 102 ) cause vertical displacement of the bearing cap ( 104 ) and thus increased tension in the suspension cable linkage ( 106 ). Tension and displacement of the suspension cable linkage is ultimately transferred to the energy storage mechanism (described later in other views). 
     Referring to  FIG. 7 , the suspension cable attachment mechanism consists of a bearing cap ( 104 ), bearing ( 150 ), washers ( 149  and  151 ) and cable attachment pin ( 171 ). Although the cylindrical suspension component ( 111 ) and modified steering knuckle rotate during turns, the bearing ( 150 ) prevents transmission of this rotation to the bearing cap ( 104 ), thus allowing the suspension cable linkage ( 106 ) to maintain proper alignment with the pulley ( 113 ) during vehicle turns. 
     Referring to  FIG. 14  in the preferred embodiment, the cylindrical secondary bore ( 170 ) of the steering pulley acts as a (lubricated) contact surface which is used to apply pressure to the modified steering knuckle steering surface ( 198 —described above and seen in  FIG. 2 ). 
       FIG. 34  shows a variation in which the steering follower pulley device is arranged to accept steering input from a steering rod [as opposed to the preferred embodiment that incorporated a steering cable linkage ( 110 )]. 
       FIGS. 40 and 41  show a variation in which the steering follower pulley device incorporates a contact surface ( 503 ) arranged to apply rotational force to the modified steering knuckle ( 129 ) via a PTFE or nylon-containing vertical surface ( 502 ). 
     Referring to the (right) rear wheel-based components in  FIG. 20 , the vertical suspension component mounting device (upper portion  415 , lower portion  409 ) attaches firmly to a vehicle structural component ( 199 ). The vertical suspension components ( 401  and  424 ) provide a low friction contact surface for vertical linear movement of the vertical suspension component housings ( 404  and  422 ). The hub ( 425 ) is attached firmly to the pair of vertical suspension component housings ( 404  and  422 ). The non-dirigible suspension cable linkage ( 407 ) attaches to the underside of the hub ( 425 ). As the wheel encounters a road bump, the wheel, hub ( 425 ) and vertical suspension component housings ( 404  and  422 ) move vertically, thus causing tension and displacement of the non-dirigible suspension cable linkage ( 407 ). The suspension cable linkage ( 407 ) rests in a groove of the pulley ( 408 ) which guides the suspension cable linkage toward the energy storage mechanism. 
     Referring to the energy storage mechanism in  FIG. 23 , the right suspension cable linkage ( 106 ) attaches to a circumferential aspect of the right pulley ( 310 ). Displacement of the right suspension cable linkage ( 106 ) causes rotation of the right pulley ( 310 ) around the axis of its bearing ( 313 ). The short segment of the right suspension cable linkage ( 325 ) attaches to a circumferential aspect of the right pulley ( 310 ). Displacement of the right suspension cable linkage ( 106 ) therefore causes an equidistant displacement of the short segment of the right suspension cable linkage ( 325 ). The left suspension cable linkage ( 306 ) has a similar relationship to the short segment of the left suspension cable linkage ( 324 ) through the left pulley ( 305 ) attachment. The right coil spring attachment device ( 301 ) is attached to the short segment of the right suspension cable linkage ( 106 ) and rests atop the right coil spring ( 312 ). Increased tension of the right suspension cable linkage ( 106 ) causes displacement of the right coil spring attachment device ( 301 ) toward the right coil spring ( 312 ), thereby compressing the right coil spring ( 312 ). The left coil spring attachment device ( 302 ) is attached to the short segment of the left suspension cable linkage ( 306 ) and rests atop the left coil spring ( 303 ). Increased tension of the left suspension cable linkage ( 306 ) causes displacement of the left coil spring attachment device ( 302 ) toward the left coil spring ( 303 ), thereby compressing the left coil spring ( 303 ). The coil spring guide mechanism includes the spring support plate ( 314 ), the spring support plate guiding rod ( 317 ), the spring support plate guiding rod housing ( 315 ) and the spring support plate guiding rod housing mounting bracket ( 316 ). Both the right coil spring ( 312 ) and left coil spring ( 303 ) rest upon the spring support plate ( 314 ). Compression of the right coil spring ( 312 ) and/or the left coil spring ( 303 ) causes pressure to be exerted on the spring support plate ( 314 ) and thereby cause the spring support plate ( 314 ) to move in the linear direction toward the base spring ( 307 ) [as guided by the spring support plate guiding rod ( 317 ) and the spring support plate guiding rod housing ( 315 ]. Movement of the spring support plate ( 314 ) toward the base spring ( 307 ) causes compression of the base spring ( 307 ) between the spring support plate ( 314 ) on one end of the spring and the base spring mounting structure ( 308 ) on the other. If tension in the right suspension cable linkage ( 106 ) happens to be greater than tension in the left suspension cable linkage ( 306 ), movement of the spring support plate ( 314 ) toward the base spring ( 307 ) contributes to a further reduction in tension of the left suspension cable linkage ( 306 ). Therefore, displacement of the right coil spring attachment device ( 301 ) results in a (reduced magnitude) displacement of the left coil spring attachment device ( 302 ) in a parallel direction. Furthermore displacement of the left coil spring attachment device ( 302 ) would result in a displacement (reduced magnitude) of the right coil spring attachment device ( 301 ) in a parallel direction. Since displacement of the right coil spring attachment device ( 301 ) corresponds to right suspension travel via connections to the right suspension cable linkage ( 106 ), and displacement of the left coil spring attachment device ( 302 ) corresponds to left suspension travel via connections of the left suspension cable linkage ( 306 ), the tendency of the right coil spring attachment device ( 301 ) to move in a parallel direction with the left coil spring attachment device ( 302 ) produces anti-roll properties in the vehicle suspension system. Under most circumstances, the spring rate of the right coil spring ( 312 ) would be equal to the spring rate of the left coil spring ( 303 ). If the spring rates of the right coil spring ( 312 ) and left coil spring ( 303 ) were to be increased relative to the spring rate of the base spring ( 307 ), a greater anti-roll effect would be obtained. Conversely, reducing the spring rates of the right coil spring ( 312 ) and left coil spring ( 303 ) relative to the spring rate of the base spring ( 307 ) would lessen the anti-roll effect of the energy storage mechanism. Damping is provided by the right shock absorber ( 311 ) and left shock absorber ( 304 ), both of which are compressed in response to displacement of the corresponding (right or left) suspension cable linkage ( 106  and  306  respectively). 
     Referring to  FIG. 27 , the short segment of the right suspension cable linkage ( 325 ) is seen attaching to a circumferential aspect of the right pulley ( 310 ). The short segment of the left suspension assembly ( 324 ) is seen attaching to a circumferential aspect of the left pulley ( 305 ). Not visible is the circumferential connection of the right suspension cable linkage ( 106 ) to the right pulley ( 310 ). Also not visible is the circumferential connection of the left suspension cable linkage ( 306 ) to the left pulley ( 305 ). 
     Referring to  FIG. 28 , the suspension cable linkage is shown interconnecting the right front wheel-based components to the energy storage mechanism. 
     Referring to  FIG. 18 , the steering cable linkage is shown interconnecting the right front wheel-based components to the steering wheel driving pulley mechanism ( 504 ). 
     Referring to  FIG. 39 , a (cam-shaped) modified steering wheel driving pulley mechanism ( 505 ) is shown. The cam provides increased displacement of the left steering cable linkage (as compared to the right steering cable linkage) during left-hand turns (and vice-versa with increased displacement of the right steering cable linkage as compared to left steering cable linkage during right-hand turns) in order to provide for proper Ackerman angles during vehicle turns. 
     PARTS LIST FOR DRAWINGS 
     
         
           101 . Brake caliper, front, right 
           102 . Modified steering knuckle, upper knuckle portion 
           103 . Bolt, suspension cable attachment mechanism 
           104 . Bearing cap, suspension cable attachment mechanism. 
           105 . Cable stop 
           106 . Right suspension cable linkage 
           107 . Oil tube 
           108 . Oil reservoir 
           109 . Cylindrical suspension component housing, right 
           110 . Wiper seal, upper, for cylindrical suspension component housing, right front wheel 
           111 . Cylindrical suspension component 
           112 . Bolt, subframe to cylindrical suspension component housing, right front wheel, upper-anterior 
           113 . Pulley, for redirection of cable during transfer of vertical suspension movement 
           114 . Bolt—subframe to pulley, right front wheel, front upper 
           115 . Washer—subframe to pulley, right front wheel, front 
           116 . Subframe assembly, right front wheel 
           118 . Steering cable linkage, right front wheel, front portion 
           119 . Steering follower pulley device, right front wheel 
           120 . Washer, subframe to cylindrical suspension component housing, right front wheel, front 
           121 . Bolt, subframe to cylindrical suspension component housing, right front wheel, front 
           122 . Wiper seal lower, for cylindrical suspension component housing, right front wheel 
           123 . Modified steering knuckle lower end cap 
           124 . Bolt 
           125 . Bolt 
           126 . Bolt 
           127 . Bolt 
           128 . Contact surface of steering follower pulley device. 
           129 . Modified steering knuckle, support column 
           130 . Bolt, steering cable linkage to steering follower pulley device, front 
           131 . Brake disc, right front wheel 
           132 . Hub, right front wheel 
           133 . Spacer, spindle bearing 
           134 . Wheel spindle 
           135 . Brake caliper bracket 
           136 . Bolt, brake caliper bracket, upper, right front wheel 
           137 . Washer, subframe to cylindrical suspension component housing, right front wheel, front upper 
           138 . Washer, subframe to cylindrical suspension component housing, right front wheel, rear upper 
           139 . Bolt, subframe to cylindrical suspension component housing, right front wheel, rear upper 
           140 . Steering cable linkage, rear portion 
           141 . Nut—subframe to pulley, right front wheel, rear 
           142 . Washer, subframe to pulley, right front wheel, rear 
           143 . Spacer, rear, subframe to pulley bearing 
           144 . Spacer, front, subframe to pulley bearing 
           145 . Oil reservoir cap, steering pulley reservoir 
           146 . Bolt, caliper bracket, posterior 
           147 . Bolt, caliper bracket, lower 
           148 . Bolt, caliper bracket, anterior 
           149 . Washer, upper, suspension cable attachment mechanism 
           150 . Bearing, suspension cable attachment mechanism 
           151 . Washer, lower, suspension cable attachment mechanism 
           152 . Retaining clip, inner, to upper cylindrical suspension component housing groove, mates with upper bearing spacer 
           153 . Spacer, mates to retaining clip on upper side, mates to inner bearing race on lower side 
           154 . Retaining clip, outer, mates to upper surface of outer bearing race, rests in upper steering follower pulley device groove 
           155 . Bearing, allows for steering follower pulley device pivoting movement 
           156 . Retaining clip, outer, mates to lower surface of outer bearing race, rests in lower steering follower pulley device groove. 
           157 . Retaining clip, inner, mates to lower surface of lower bearing spacer, rests in lower outer steering follower pulley device groove 
           158 . O-ring seal, upper, rests in inner upper o-ring steering follower pulley device groove 
           159 . O-ring seal, lower, rests in inner lower o-ring steering follower pulley device groove 
           160 . Spacer, mates to retaining clip on lower side, mates to inner bearing race on upper side 
           161 . Wiper seal, lower, rests in secondary (smaller) steering follower pulley device bore 
           162 . O-ring, lower, rests in lower o-ring groove of secondary (smaller) steering follower pulley device bore 
           163 . Bearing, posterior, rests inside of pulley bore 
           164 . Bearing, anterior, rests inside of pulley bore 
           165 . O-ring seal, upper, rests in upper o-ring groove of secondary (smaller) steering follower pulley device bore 
           166 . Wiper seal, upper, rests in secondary (smaller) steering follower pulley device bore 
           167 . Wheel bearing, outer 
           168 . Wheel bearing, inner 
           169 . Washer, subframe to cylindrical suspension component housing, rear, lower 
           170 . Bolt, lower modified steering knuckle end cap, connects lower modified steering knuckle end cap to main cylindrical suspension component, medial 
           171 . Cable attachment pin, suspension cable attachment mechanism. 
           172 . Bolt, subframe to cylindrical suspension component housing, rear lower 
           174 . Bolt, rear, steering cable linkage 
           175 . Bolt, lower modified steering knuckle end cap, connects lower modified steering knuckle end cap to main modified steering knuckle cylindrical suspension component, lateral 
           176 . Bolt, lower modified steering knuckle end cap, connects lower modified steering knuckle end cap to secondary modified steering knuckle rod 
           177 . Bolt, lower modified steering knuckle end cap, posterior, connects lower modified steering knuckle end cap to modified steering knuckle spindle support 
           178 . Oil reservoir for steering follower pulley device 
           179 . Secondary (smaller) bore of steering follower pulley device 
           180 . Primary bore (larger) of steering follower pulley device 
           181 . Threaded hole for front steering cable linkage attachment 
           182 . Groove for front steering cable linkage 
           183 . Oil hole for secondary bore 
           184 . Groove for upper wiper seal, secondary bore, steering follower pulley device 
           185 . Groove for upper o-ring, secondary bore, steering follower pulley device 
           187 . Threaded hole for rear steering cable linkage attachment 
           188 . Groove for rear steering cable linkage 
           189 . Threaded hole, lower front, for bolt that attaches subframe to cylindrical suspension component housing 
           190 . Threaded hole, upper front, for bolt that attaches subframe to cylindrical suspension component housing 
           191 . Retaining clip groove, upper 
           192 . Retaining clip groove, lower 
           193 . Threaded hole, lower rear, for bolt that attaches subframe to cylindrical suspension component housing 
           194 . Oil hole, feeds oil from external reservoir to inner cylindrical suspension component housing surface 
           195 . Threaded hole, upper rear, for bolt that attaches subframe to cylindrical suspension component housing 
           196 . Upper wiper seal groove, cylindrical suspension component housing 
           197 . Upper o-ring groove, cylindrical suspension component housing 
           198 . Modified steering knuckle steering surface. 
           199 . Vehicle structural component (frame of vehicle). 
           201 . Rotational axis of cylindrical suspension component and steering follower pulley device. 
           301 . Right coil spring attachment device 
           302 . Left coil spring attachment device 
           303 . Left coil spring 
           304 . Shock, left. 
           305 . Pulley, left 
           306 . Left suspension cable linkage—attaches pulley to bearing cap of left suspension cable attachment mechanism 
           307 . Base spring 
           308 . Base spring mounting structure 
           310 . Pulley, right 
           311 . Shock absorber, right 
           312 . Right coil spring 
           313 . Bearing for right pulley 
           314 . Spring support plate 
           315 . Spring support plate guiding rod housing 
           316 . Spring support plate guiding rod housing mounting bracket 
           317 . Spring support plate guiding rod 
           318 . Mounting plate 
           319 . Washer for bearing bolt of spring assembly 
           320 . Bolt 
           321 . Bolt for lower shock absorber, left 
           322 . Bolts 
           323 . Spacer block, left, for upper end of shock absorber 
           324 . Short segment of left suspension cable linkage 
           325 . Short segment of right suspension cable linkage 
           326 . Bolts—for attachment of U-bracket to mounting plate 
           327 . Bearing for left pulley 
           328 . Spacer block, right, for upper end of shock absorber 
           329 . Bolts 
           330 . Bolts, u-bracket, right side 
           331 . Bolt, for lower shock absorber, right 
           332 . Bolts 
           401 . Vertical suspension structure, anterior, right rear suspension assembly 
           402 . Wheel studs, right rear wheel 
           403 . Wheel spindle 
           404 . Vertical suspension structure housing, anterior, right wheel 
           405 . Wiper seal, lower, anterior vertical suspension structure housing 
           406 . Bolt, mounts pulley to underside of suspension 
           407 . Non-dirigible suspension cable linkage, attaches to underside of hub 
           408 . Pulley, for cable 
           409 . Vertical suspension structure mounting device (lower portion) 
           410 . Universal joint 
           411 . Oil tube, anterior 
           412 . Oil reservoir, anterior 
           413 . Bolt, anterior 
           414 . Bolt, posterior 
           415 . Vertical suspension structure mounting device, upper portion 
           416 . Wiper seal, upper, anterior vertical suspension structure housing 
           417 . Spindle washer 
           418 . Spindle nut 
           419 . Oil reservoir, posterior 
           420 . Oil tube, posterior 
           421 . Wiper seal, upper, posterior vertical suspension structure housing 
           422 . Vertical suspension structure housing, posterior, right rear wheel 
           423 . Bearing, medial 
           424 . Vertical suspension structure, posterior; right rear wheel 
           425 . Hub 
           426 . O-ring, upper, posterior vertical suspension structure housing 
           427 . O-ring, upper, anterior vertical suspension structure housing 
           428 . Bearing, outer 
           429 . Bolt, cable bracket, anterior 
           430 . Bolt, cable bracket, posterior 
           431 . Washer, anterior, for pulley bolt 
           432 . Bearing, pulley, anterior 
           433 . Washer, middle, used as spacer between bearings 
           434 . Bearing, pulley, posterior 
           435 . Washer, pulley, posterior 
           436 . Nut, for pulley bolt 
           437 . Wiper seal, lower, posterior vertical suspension structure housing 
           438 . O-ring, lower, posterior vertical suspension structure housing 
           439 . O-ring, lower, anterior vertical suspension structure housing 
           440 . Cable attachment plate 
           501 . Small wheals mounted on bearings which contact anterior and posterior vertical surfaces of modified steering knuckle spindle support. 
           502 . Vertical surface of modified steering knuckle where a PTFE or nylon lubricating strip can be applied. 
           503 . Vertical surface of steering follower pulley device where a PTFE or nylon lubricating strip can be applied. 
           504 . Steering wheel driving pulley mechanism. 
           505 . Cam-shaped modified steering wheel driving pulley mechanism.