Patent Abstract:
A method of mounting to an A-arm suspension system a wheel spindle configured for use with a multi-link suspension system may involve the steps of: Removing at least one suspension link mount on the wheel spindle; mounting a ball joint bracket to the wheel spindle, the ball joint bracket being configured to mount to the A-arm suspension system, the removing and mounting steps producing a modified wheel spindle; and mounting the modified wheel spindle to the A-arm suspension system.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of U.S. Provisional Patent Application Nos. 62/326,516, filed on Apr. 22, 2016, and 62/376,656, filed on Aug. 18, 2016, both of which are hereby incorporated herein by reference for all that they disclose. 
     
    
     TECHNICAL FIELD 
       [0002]    The present invention relates to vehicle suspension systems in general and more specifically to modified vehicle suspension systems of the type commonly used in converting vehicles for wheelchair use. 
       BACKGROUND 
       [0003]    Systems for converting vehicles for wheelchair use are well-known in the art and usually involve a wide range of additions and modifications to allow persons with limited mobility to more easily gain access to and/or operate such converted vehicles. For example, such vehicles are typically modified to include deployable ramp systems to allow persons in wheeled assistance devices, such as wheelchairs, scooters, and the like to enter the vehicles, either to operate the vehicles or to ride along. In addition, it is often necessary to modify the vehicle suspension systems to provide the additional space or clearance required by the deployable ramp systems. If carefully designed, the suspension system modifications may also allow for an increase in the flat floor area within the modified vehicles, thereby providing additional space with the modified vehicles for maneuvering the wheeled assistance devices. 
         [0004]    While a wide variety of suspension system modifications have been developed and used for such purposes, newer vehicle suspension systems continue to pose additional challenges in modifying the suspension systems to provide the desired benefits. Moreover, it is also desirable to reuse as many components of the stock suspension system as possible. 
       SUMMARY OF THE INVENTION 
       [0005]    One embodiment of a method of mounting to an A-arm suspension system a wheel spindle configured for use with a multi-link suspension system may involve the steps of: Removing at least one suspension link mount on the wheel spindle; mounting a ball joint bracket to the wheel spindle, the ball joint bracket being configured to mount to the A-arm suspension system, the removing and mounting steps producing a modified wheel spindle; and mounting the modified wheel spindle to the A-arm suspension system. 
         [0006]    Also disclosed is a ball joint bracket having a spindle plate with an upper end and a lower end. A ball joint plate extends generally outwardly from the lower end of the spindle plate. A gusset plate extends between the spindle plate and the ball joint plate. 
         [0007]    An A-arm suspension system according to one embodiment of the present invention may include a frame that defines respective left and right rear body mounting locations at about a rear end of the frame and respective left and right front body mounting locations at about a front end of the frame. A right side control arm is pivotally mounted to a right side of said frame so that at least a portion of the right side control arm is generally aligned with the right front body mounting location on the frame. A right side A-arm is pivotally mounted to the right side of the frame assembly in generally spaced-apart relation to the right side control arm so that the right side control arm and the right side A-arm define a right side ball joint axis. A left side control arm is pivotally mounted to a left side of the frame so that at least a portion of the left side control arm is generally aligned with the left front body mounting location on the frame. A left side A-arm is pivotally mounted to the left side of the frame in generally spaced-apart relation to the left side control arm so that the left side control arm and the left side A-arm define a left side ball joint axis. A right side wheel spindle assembly is mounted to the right side control arm and the right side A-arm. A left side wheel spindle assembly is mounted to the left side control arm and the left side A-arm. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0008]    Illustrative and presently preferred exemplary embodiments of the invention are shown in the drawings in which: 
           [0009]      FIG. 1  is a perspective view from the right front of an A-arm suspension system and wheel spindle assembly according to one embodiment of the present invention; 
           [0010]      FIG. 2  is a plan view of an OEM multi-link suspension system showing the arrangement of a right-hand side wheel spindle suspension assembly; 
           [0011]      FIG. 3  is an enlarged perspective view from the right front of the right-hand side wheel spindle suspension assembly illustrated in  FIG. 2 ; 
           [0012]      FIG. 4  is an enlarged perspective view from the front of a modified left side spindle and ball joint bracket assembly shown mounted to the lower A-arm and upper control arm of the A-arm suspension assembly; 
           [0013]      FIG. 5  is an enlarged front view in elevation of the modified left side spindle and ball joint bracket assembly illustrated in  FIG. 4  showing the alignment of the relocated toe mount and ball joint axis; 
           [0014]      FIG. 6  is a perspective view of an unmodified OEM left side wheel spindle assembly; 
           [0015]      FIG. 7  is a perspective view of a left side wheel spindle assembly of  FIG. 6  but with the lower suspension link mounts removed and also showing the relocated toe link mount; 
           [0016]      FIG. 8  is a perspective view of one embodiment of a left side ball joint bracket; 
           [0017]      FIG. 9  is a perspective view from the right rear of the A-arm suspension system illustrated in  FIG. 1 ; 
           [0018]      FIG. 10  is a rear view in elevation of a portion of the A-arm suspension system illustrated in  FIGS. 1 and 9  showing the left side suspension and spindle assembly; and 
           [0019]      FIG. 11  is a is a top view of a portion of the A-arm suspension system of  FIG. 1  showing the right side suspension and spindle assembly and with overlain portions of the OEM suspension system illustrated in  FIG. 2  to illustrate the differences between the two suspension systems and the increased space available for a flat floor area. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0020]    A wheel spindle assembly  10  according to one embodiment of the present invention is shown and described herein as it could be used in conjunction with an A-arm suspension system  12 , as best seen in  FIG. 1 . The A-arm suspension system  12  may be used to replace a multi-link original equipment manufacturer (OEM) suspension system  14 , an example of which is illustrated in  FIGS. 2 and 3 . Such a replacement or substitution will allow a vehicle (not shown) designed to receive the multi-link OEM suspension system  14  to be more easily converted for wheelchair use. In addition, the replacement of the OEM suspension system  14  with the A-arm suspension system  12  will also allow the modified vehicle to have increased interior space and flat floor area, as best seen in  FIG. 11 . Alternatively, other applications are possible. 
         [0021]    Because the A-arm suspension system  12  of  FIG. 1  may be used to replace the multi-link OEM suspension system  14  of  FIGS. 2 and 3 , it will be generally preferred, but not required, to use in the A-arm suspension system  12  as many components as possible from the OEM suspension system  14 . Such components may include, for example, various control arms, suspension links, struts, body support bushings, and ball joints. In addition, and in the embodiments shown and described herein, the OEM wheel spindle assemblies  10 ′ from the OEM suspension system  14  may be modified or adapted for use with the A-arm suspension system  12 . In such embodiments, then, the wheel spindle assemblies  10  of A-arm suspension system  12  will comprise modified versions of the OEM wheel spindle assemblies  10 ′. Stated somewhat differently, the OEM spindles  10 ′ may be modified as described herein so that they may used with or retrofitted to the A-arm suspension system  12 , but as wheel spindle assemblies  10 . 
         [0022]    Referring now to  FIGS. 4-8 , the wheel spindle assembly  10  (illustrated in  FIGS. 4 and 5 ) used in A-arm suspension system  12  may comprise a modified version of the OEM spindle assembly  10 ′ (illustrated in  FIG. 6 ). In one embodiment, and as best seen in  FIG. 6 , OEM spindle assembly  10 ′ may comprise one or more suspension link mounts  16 , such as first and second lower bushing mounts  18  and  20 . The first and second lower bushing mounts  18  and  20  are required for the OEM multi-link suspension system  14 , but are not required for A-arm suspension system  12 . As will be described in much greater detail herein, the first and second lower bushing mounts  18  and  20  may be removed to produce an intermediate modified spindle  10 ″ illustrated in  FIG. 7 . A ball joint bracket  24  then may be mounted to the intermediate modified spindle  10 ″ of  FIG. 7  to produce the spindle assembly  10  of  FIGS. 4 and 5 . Ball joint bracket  24  is best seen in  FIG. 8  and may comprise a spindle plate  26 , a ball joint plate  28 , and a gusset  30 . 
         [0023]    OEM spindle assembly  10 ′ may also comprise a toe link mount  22 ′, again as best seen in  FIG. 6 . As will also be described in much greater detail herein, in many embodiments it will be necessary or desirable to move or relocate the toe link mount  22 ′ of OEM spindle assembly  10 ′ (illustrated in  FIG. 6 ) to define a relocated toe link mount  22  (illustrated in  FIG. 7 ). Relocated toe link mount  22  will allow the A-arm suspension system to retain OEM specifications relating to toe changes as a function of suspension travel. 
         [0024]    Referring now to  FIGS. 1 and 9-11 , the A-arm suspension system  12  utilizing the modified wheel spindles  10  may comprise a frame  32 . Frame  32  is sized and configured to receive the various elements and components of suspension system  12  and to allow the A-arm suspension system  12  to mount to a vehicle (not shown) originally configured for the multi-link OEM suspension system  14  illustrated in  FIGS. 2 and 3 . To this end, an upper or top member  34  of frame  32  may define a plurality of body or chassis mounting locations  36 ,  38 ,  40 , and  42  to allow the A-arm suspension system  12  to be mounted to the body or chassis of the vehicle (not shown). In one embodiment, the respective left and right rear body mounting locations  36  and  38  may be sized and spaced to correspond to the rear body mounting locations  36 ′ and  38 ′ provided on the OEM suspension assembly  14 . See also  FIG. 2 . This will allow the left and right rear body mounting locations  36  and  38  provided on upper or top member  34  of frame  32  to be aligned with corresponding rear suspension mounts provided on the vehicle chassis. 
         [0025]    However, the respective left and right front body mounting locations  40  and  42  may be moved generally rearwardly i.e., in the directions indicated by respective arrows  41  and  43  in  FIG. 11 , compared to the corresponding front body mounting locations  40 ′ and  42 ′ provided on the OEM suspension assembly  14 . While the relocated left and right front body mounting locations  40  and  42  provide increased clearance to allow a deployable ramp system to be installed on the vehicle (and also permits the vehicle to be provided with increased interior space and a flat floor area), the relocation of the left and right front body mounting locations  40  and  42  also necessitates many of the modifications structural features of the A-arm suspension system  12  described herein. Again, such modifications will allow the A-arm suspension system  12  to effectively substituted for the OEM suspension system  14 . 
         [0026]    Referring now to  FIGS. 4, 5, and 10 , the left-hand side wheel spindle assembly  10  may be mounted to a left-hand side  44  of frame assembly  32  via a lower A-arm  46  and an upper control arm  48 . More specifically, the ball joint plate  28  of ball joint bracket  24  may be mounted to a lower ball joint  50  provided on lower A-arm  46 . Similarly, the upper ball joint mount  52  provided on wheel spindle assembly  10  may be mounted to an upper ball joint  54  provided on the upper control arm  48 . A toe link  56  is mounted between wheel spindle assembly  10  and left-hand side  44  of frame assembly  32 . Of course, the right-hand side wheel spindle assembly  10  may be mounted to a right-hand side  58  of frame assembly  32  in the same manner, i.e., via a lower A-arm  47 , an upper control arm  49 , and a toe link  57 . See  FIGS. 1 and 9 . 
         [0027]    A significant advantage of the A-arm suspension system of present invention is that it may be used replace a multi-link rear suspension system, such as OEM suspension system  14 , while retaining key aspects of the OEM suspension system geometry and performance specifications, such as camber, caster, and toe. By eliminating the forward control link of the OEM multi-link suspension, the A-arm suspension system of the present invention provides the space required for a deployable ramp system. In addition, the re-location to a more rearward position of the forward body mounts of the A-arm suspension system increases passenger volume and allows for a substantial increase in the flat floor area within the converted vehicle. 
         [0028]    Still yet another advantage of the A-arm suspension system of the present invention is that it allows many components of the OEM multi-link suspension system, such as the upper control arms, ball joints, and body bushings, to be reused in the A-arm suspension system, thereby significantly reducing the costs associated with vehicle conversion. Still other advantages are associated with the ball joint brackets. For example, the ball joint brackets involve few components and are relatively easy to fabricate. Further, the ball joint brackets require only minimal modifications to the OEM wheel spindle assemblies, which again reduces the overall cost of the conversion system. 
         [0029]    Having briefly described one embodiment of the suspension system of present invention, as well as some of its more significant features and advantages, various embodiments and alternative configurations of the present invention will now be described in detail. However, before proceeding with the description, it should be noted that while various embodiments of the present invention are shown and described herein as they could be used to convert a vehicle for wheelchair use, the devices, systems, and methods of the present invention could also be used in conjunction with any of a wide range of vehicle types and for use in a wide range of applications. Consequently, the present invention should not be regarded as limited to the particular types of vehicles, applications, and circumstances shown and described herein. 
         [0030]    Referring back now to  FIGS. 1-5 , one embodiment of a wheel spindle or ‘knuckle’ assembly  10  is shown and described herein as it could be used in conjunction with an A-arm suspension system  12 . The wheel spindle or knuckle assemblies  10  used on the left- and right-hand sides  44  and  58  of the suspension system  12  may comprise modified versions of the left- and right-hand side OEM wheel spindle assemblies  10 ′ from the OEM multi-link suspension system  14 . With reference now specifically to  FIGS. 2, 3, and 6 , each OEM wheel spindle assembly  10 ′ may be provided with a plurality of suspension link mounts  16  to allow the OEM wheel spindle assembly  10 ′ to be attached to the OEM multi-link suspension system  14 . For example, in the particular embodiment shown and described herein, the OEM wheel spindle assembly  10 ′ may be provided with respective first and second bushing mounts  18  and  20 , as best seen in  FIG. 6 . First bushing mount  18  is configured to receive a rear lower control link  60  on OEM suspension system  14 , as best seen in  FIG. 2 . In this regard it should be noted that only the right-hand side rear lower control link  60  is illustrated in  FIG. 2 , whereas the OEM wheel spindle assembly  10 ′ illustrated in  FIG. 6  is for the left-hand side. Thus, the rear lower control link  60  that would mount to the first bushing mount  18  on left-hand side wheel spindle  10 ′ is not illustrated in  FIG. 2 , but the arrangement is the same. Similarly, the second bushing mount  20  on OEM wheel spindle assembly  10 ′ is configured to receive a forward control link  62 , as also illustrated in  FIG. 2  (again, only the right-hand side forward control link  62  is illustrated in  FIG. 2 ). 
         [0031]    Each OEM wheel spindle  10 ′ also may be provided with a toe link mount  22 ′. Toe link mount  22 ′ is configured to receive a toe link  57 ′ on OEM multi-link suspension system  14  (the toe link  57 ′ illustrated in  FIGS. 2 and 3  is for the right-hand side). The OEM wheel spindle assembly  10 ′ may also be provided with an upper ball joint mount  52 ′ sized to receive a ball joint (not visible in  FIGS. 2 and 3 ) provided on an upper control arm  49 ′ of OEM multi-link suspension system  14 . 
         [0032]    If it is desired to use the OEM wheel spindle assemblies  10 ′ with the A-arm suspension system  12 , it will be necessary to modify or adapt the left and right wheel spindle assemblies  10 ′ to accommodate the various members associated with the A-arm suspension system  12 . More specifically, the OEM wheel spindle assembly  10 ′ will need to be provided with a mounting structure suitable for receiving the lower A-arm  46  of suspension system  12 . In the particular embodiment shown and described herein, ball joint bracket  24  allows the OEM wheel spindle assembly  10 ′ to be mounted to the lower A-arm of suspension system  12 . 
         [0033]    Referring now to  FIG. 8 , ball joint bracket  24  may comprise a spindle plate  26  having an upper end  64  and a lower end  66 . Spindle plate  26  may be provided with a plurality of holes  68  therein to allow the spindle plate  26  to be mounted to OEM spindle  10 ′. In one embodiment, the holes  68  in spindle plate  26  are sized and spaced to align with corresponding hub assembly mounting holes  70  provided in OEM spindle assembly  10 ′. See also  FIGS. 6 and 7 . This will allow the ball joint bracket  24  to be easily mounted to the spindle assembly. Spindle plate  26  may also be provided with a clearance opening  72 , if required, to provide clearance for a corresponding mounting boss  74  provided on OEM spindle assembly  10 ′. 
         [0034]    Ball joint bracket  24  may also comprise a ball joint plate  28  that extends generally outwardly from the lower end  66  of spindle plate  26 . Ball joint bracket  28  may be provided with a ball joint mount  76  sized to receive a mounting stud of lower ball joint  50 . See also  FIGS. 4 and 5 . Ball joint bracket  24  may also comprise a gusset  30  mounted to the spindle plate  26  and ball joint plate  28 , as best seen in  FIG. 8 . 
         [0035]    Ball joint bracket  24  may be fabricated from any of a wide range of materials, such as steel or aluminum alloy, that would be suitable for the intended application. Further, ball joint bracket  24  may be formed as a single unitary piece, e.g., by casting or by forging. Alternatively, ball joint bracket  24  may be built-up or assembled from individual metal plates that are then welded together. By way of example, in one embodiment, the ball joint bracket  24  is made from individual steel plates (e.g., for the spindle plate  26 , ball joint plate  28 , and gusset  30 ) that are then welded together. 
         [0036]    In the particular embodiments shown and described herein, it is necessary to modify the OEM wheel spindle assembly  10 ′ so that the ball joint bracket  24  may be mounted to it in the manner already described. More specifically, and with reference now to  FIGS. 6 and 7 , the first and second lower bushing mounts  18  and must first be removed in order to provide the necessary clearance for ball joint bracket  24 . In one embodiment, the first and second bushing mounts  18  and  20  are removed by machining (e.g., by milling) in order to provide sufficient clearance for ball joint bracket  24 . The foregoing modifications result in the production or formation of an intermediate modified spindle  10 ″, as shown in  FIG. 7 . Thereafter, ball joint bracket  24  may be mounted to the intermediate modified spindle  10 ″ to produce wheel spindle assembly  10 . See also  FIGS. 4 and 5 . 
         [0037]    In addition, and as was briefly described above, in many embodiments it will be necessary or desirable to relocate the toe link mount  22 ′, shown in  FIG. 6 , in order to define a relocated toe link mount  22 , shown in  FIG. 7 . As will be described in further detail below, relocating the toe link mount may be required to allow the suspension system  12  to retain OEM specifications relating to toe angle as a function of suspension travel. If desired, the toe link mount  22 ′ may be relocated either prior to or after the first and second bushing mounts  18  and  20  have been removed. 
         [0038]    The wheel spindle assemblies  10  (e.g., modified versions of wheel spindles  10 ′) may be used in the A-arm suspension system  12 . As already described, the A-arm suspension system  12  represents a significant reconfiguration of the OEM suspension system  14  to provide for significantly increased space forward of the suspension system  12 . Such increased space will be particularly advantageous when converting vehicles for wheelchair use. 
         [0039]    For example and with reference now to  FIGS. 2, 3, and 11 , the front body mounts  40  and  42  of A-arm suspension system  12  are located a considerable distance to the rear and somewhat inboard compared with the locations of the corresponding mounts  40 ′ and  42 ′ provided on OEM suspension system  14 , as indicated by arrows  41  and  43  in  FIG. 11 . However, because the forward control links  62  of the OEM multi-link suspension system  14  were attached to the OEM suspension system  14  near the locations of the front body mounts  40 ′ and  42 ′, the relocation of the front body mounts requires the elimination of the forward control links  62 . The elimination of the forward control links  62  in turn requires the lower control link  60  of the OEM suspension system to be replaced by the lower A-arms  46  and  47 . When incorporated into the A-arm suspension system  12 , these changes result in a substantial increase in available space forward of the A-arm suspension system  12 , thereby providing sufficient space for the addition of a deployable ramp system and also increasing substantially the area available for a flat floor space within the vehicle. 
         [0040]    For example, the rearward extent of a flat floor area in a vehicle having the multi-link OEM suspension system  14  is indicated by broken line  78  in  FIG. 11 . In contrast, the rearward extent of the area for a flat floor in a vehicle having the suspension system  12  is indicated by broken line  80 . The area between broken line  78  and broken line  80  represents a substantial increase in the area available for a flat floor in the converted vehicle. 
         [0041]    Referring now to  FIGS. 1 and 9-11 , the A-arm suspension system  12  may comprise a frame  32  to which may be mounted the various components of the A-arm suspension system  12 . In one embodiment, the frame  32  may comprise an upper or top member  34  and a lower or bottom member  82  that are positioned in generally parallel, spaced-apart relation. Upper and lower members  34  and  82  may be secured together by various cross-members  84  positioned on rear end  86  of frame  32 . A left-hand side control member support structure  88  may be used to secure together the left side  44  of upper and lower members  34  and  82 , whereas a right-hand side control member support structure  90  may be used to secure together the right side  58  of frame  32 . Thus, an upper front portion  92  of frame  32  (i.e., located above the lower or bottom member  82 ) will be generally open, thereby allowing an interior floor of the vehicle to be expanded into open front portion  92 . See also broken line  80  in  FIG. 11 . 
         [0042]    The various elements and members comprising frame  32  may comprise any of a wide range of materials, such as aluminum alloy or steel, that would be suitable for the particular application. In one embodiment, the various members comprising frame  32  may be fabricated from tubular steel having a square cross-section, as depicted in the drawing figures. The left- and right-hand side control arm support structures  88  and  90  may be formed by castings, forgings, or may be built-up from individual components. However, because the construction of frame  32  and control arm support structures  88  and  90  are well within the level of ordinary skill in the art and could be readily provided by persons having ordinary skill in the art after having become familiar with the teachings provided herein, the particular components and construction processes that may be used to fabricate frame  32  and control arm supports  88  and  90  will not be described in further detail herein. 
         [0043]    As mentioned earlier, the upper or top member  34  of frame may also define a plurality of body or chassis mounting locations  36 ,  38 ,  40 , and  42 . Each mounting location  36 ,  38 ,  40 , and  42  may be sized to receive a corresponding body bushing  94  of the type well-known in the art. The body bushings  94  allow the A-arm suspension system  12  to be mounted to the body or chassis of the vehicle. Body bushings  94  may comprise corresponding body bushings from the OEM suspension system  14  or may comprise new components. 
         [0044]    The respective left and right rear body mounting locations  36  and  38  may be sized and spaced to correspond to the rear body mounting locations  36 ′ and  38 ′ provided on the OEM suspension assembly  14 . See  FIG. 2 . Therefore the left and right rear body mounting locations  36  and  38  and corresponding body bushings  94  will be aligned with existing rear suspension mounts (not shown) provided on the vehicle chassis. In this regard it should be noted that in many embodiments it will be necessary or desirable to raise the vehicle chassis to provide additional ground clearance for the deployable ramp system. In such embodiments, suitable extended body mounts or spacers  93  may be used to further lift or elevate the vehicle chassis above the suspension system  12 . The extended body mounts or spacers  93  may be sized to mount to the existing rear suspension mounts provided on the vehicle chassis. They may also be additional secured to the vehicle chassis by welding. However, because such extended mounts or spacers  93  could be easily provided by persons having ordinary skill in the art after having become familiar with the teachings provided herein, the particular extended mounts  93  that may be used in conjunction with the present invention will not be described in further detail herein. 
         [0045]    The respective left and right front body mounting locations  40  and  42  are located generally rearwardly and slightly inboard of the positions of the corresponding front body mounting locations  40 ′ and  42 ′ provided on OEM suspension assembly  14 , as indicated by arrows  41  and  43  in  FIG. 11 . The relocated left and right front body mounting locations  40  and  42  provide increased clearance to allow a deployable ramp system to be installed on the vehicle and also provide for an increased flat floor area, as already described. Of course, the chassis or body of the converted vehicle will have to be provided with new or relocated suspension mounts  95  sized and located to mate with the left and right front body mounting locations  40  and  42 . The new or relocated suspension mounts  95  may be mounted (e.g., by welding) to the vehicle chassis (not shown). Here again, however, because such relocated suspension mounts  95  could be easily provided by persons having ordinary skill in the art after having become familiar with the teachings provided herein, the relocated suspension mounts  95  that may be used in conjunction with the present invention will not be described in further detail herein. 
         [0046]    The left- and right-hand side wheel spindles  10  are mounted to the respective left and right sides  44  and  58  of frame assembly  32  by various control arms and linkages. More specifically, and with reference now to  FIGS. 4, 5, and 10 , the left-hand side wheel spindle assembly  10  is mounted to a lower A-arm  46  and an upper control arm  48 . Lower A-arm  46  may comprise a generally A-shaped member that is pivotally mounted to the lower member  82  of frame  32  so that lower A-arm  46  may pivot about pivot axis  96 . If desired, eccentric mounting bolts  97  may be used to secure the lower A-arm  46  to the lower member  82  of frame  32 . Such eccentric mounting bolts  97  will allow the camber angle of the wheel spindle assembly  10  to be easily adjusted. Lower A-arm  46  may also be provided with a damper or strut mount  98  sized to receive a suitable damper or suspension strut (not shown). 
         [0047]    Lower A-arm  46  may be fabricated from any of a wide range of materials, such as steel or aluminum alloys, suitable for the intended application. Consequently, the present invention should not be regarded as limited to A-arms made of any particular material. Moreover, lower A-arm may comprise a single unitary piece, such as may be formed by casting or forging. Alternatively, A-arm  46  may be fabricated from individual pieces or elements that are welded together, as would become apparent to persons having ordinary skill in the art after having become familiar with the teachings provided herein. 
         [0048]    Upper control arm  48  is pivotally mounted to the left side control arm support structure  88  so that upper control arm  48  may pivot about pivot axis  11 . See  FIGS. 1 and 10 . In the particular embodiment shown and described herein, upper control arm  48  may comprise the corresponding upper control arm from the OEM suspension system  14 . Alternatively, upper control arm  48  could comprise a newly-fabricated part. 
         [0049]    The relative locations of the pivot axes  96  and  11  may be selected to provide A-arm the suspension system  12  with a camber curve (i.e., variation in wheel camber with suspension displacement) that is substantially identical to the camber curve associated with the OEM suspension system  14 . Alternatively, a different camber curve could be used, if desired. In an embodiment wherein the lower A-arm  46  is mounted to lower member  82  of frame  32  with eccentric mounting bolts  97 , the eccentric mounting bolts  97  may be used to provide the camber adjustment. 
         [0050]    The left-hand side wheel spindle assembly  10  may be mounted to the lower A-arm  46  and the upper control arm  48  by means of respective ball joints  50  and  52 , as best seen in  FIG. 5 . More specifically, the ball joint plate  28  of ball joint bracket  24  may be mounted to the lower ball joint  50  provided on lower A-arm  46 . The existing upper ball joint mount  52  provided on wheel spindle assembly  10  may be mounted to upper ball joint  54  provided on the upper control arm  48 . The upper ball joint  54  may comprise the corresponding upper ball joint from the OEM suspension assembly  14 , if desired. The fore/aft location of the lower ball joint  50  with respect to the upper ball joint  54  should be selected so as to provide the wheel spindle assembly  10  with desired degree of caster. By way of example, the caster angle of wheel spindle assembly  10  may be selected to be substantially equal to the caster angle of the OEM suspension assembly  14 . 
         [0051]    Finally, a toe link  56  mounted to the wheel spindle assembly  10  and the control arm support structure  88  is used to control the toe angle of the wheel spindle assembly  10 . More specifically, and with reference to  FIG. 5 , an outboard end  13  of toe link  56  should be mounted to the wheel spindle assembly  10  so that it is generally aligned with ball joint axis  15  defined by the lower and upper ball joints  50  and  56 . Depending on the location of the corresponding toe link mount  22 ′ on the OEM spindle assembly  10 ′ ( FIG. 6 ), it may be necessary or desirable to move or relocate the toe link mount  22 ′ to define a relocated toe link mount  22  ( FIG. 7 ) that is substantially aligned with ball joint axis  15 . See also  FIG. 5 . 
         [0052]    In addition, and as best seen in  FIG. 4 , a pivot axis  17  of the outboard end  13  of toe link  56  should be substantially parallel to lower A-arm axis  96 . Therefore, it may be necessary to drill or bore a hole in the relocated toe link mount  22  to provide this parallel orientation. Depending on the particular mounting arrangement desired, a mounting stud  19  may be mounted within the hole. The mounting stud  19  will then be aligned with pivot axis  17 , as best seen in  FIG. 7 . If desired, mounting stud  19  may comprise the corresponding mounting stud  19 ′ from the OEM wheel spindle assembly  10 ′. See  FIG. 6 . Alternatively, mounting stud  19  could comprise a new part. 
         [0053]    With reference now primarily to  FIGS. 4 and 10 , an inboard end  21  of toe link  56  is pivotally mounted to the control arm support structure  88  so that inboard end  21  toe link  56  may pivot about axis  23 . Axis  23  should be substantially parallel to axis  17 . If desired, an eccentric mounting bolt  99  may be used to secure the inboard end  21  of toe link  56  to control arm support structure  88 . Use of an eccentric mounting bolt  99  will allow the toe angle of the wheel spindle assembly  10  to be easily adjusted. 
         [0054]    Finally, the right-hand side wheel spindle assembly may be mounted to the right-hand side  58  of frame assembly  32  in the same manner, i.e., via a lower A-arm  47 , an upper control arm  49 , and a toe link  57 . The particular structural elements and geometric configurations for the right-hand side may likewise be the same as those for the left-hand side. The completed A-arm suspension system  12  may then be mounted to the vehicle. 
         [0055]    Having herein set forth preferred embodiments of the present invention, it is anticipated that suitable modifications can be made thereto which will nonetheless remain within the scope of the invention. The invention shall therefore only be construed in accordance with the following claims:

Technology Classification (CPC): 1