Upper control arm system
A control arm system is provided. The system includes an upper control arm, a lower control arm longer than the upper control arm, a spindle, and a bracket coupled to a frame. The upper control arm and the lower control arm are coupled between the bracket and the spindle. A pivot point of the upper control arm and the bracket is closer to the spindle than a pivot point of the lower control arm and the bracket. The control arm system is moveable between a compressed position and an extended position with a neutral position between the compressed position and the extended position. A tire coupled to the spindle is rotated into a negative camber orientation when the control arm system is in a compressed position or in an extended position. A track width is maintained in the compressed, neutral, and extended positions.
1. A control arm system comprising:
an upper control arm;
a lower control arm longer than the upper control arm;
a spindle;
a tire operatively coupled to the spindle;
a bracket coupled to a frame, wherein the upper control arm and the lower control arm are coupled between the bracket and the spindle such that a pivot point of the upper control arm and the bracket is closer to the spindle than a pivot point of the lower control arm and the bracket, and wherein the control arm system is moveable between a compressed position and an extended position with a neutral position between the compressed position and the extended position; and
a kingpin centerline that is at an angle from vertical, thereby creating a rotation of the upper control arm different from a rotation of the lower control arm when the control arm system is moved between the compressed position and the extended position.
2. The control arm system of claim 1 , wherein rotation of the upper control arm and the lower control arm create negative camber orientation of the tire when in the compressed position.
3. The control arm system of claim 2 , wherein a track width of the tire when in the compressed position is substantially the same as a track width of the tire when in the neutral position.
4. The control arm system of claim 1 , wherein rotation of the upper control arm and the lower control arm create negative camber orientation of the tire when in the extended position.
5. The control arm system of claim 4 , wherein a track width of the tire when in the extended position is substantially the same as a track width of the tire when in the neutral position.
6. A method of using a control arm system comprising:
coupling a control arm system to a vehicle and a tire, the control arm system comprising:
an upper control arm;
a lower control arm longer than the upper control arm;
a spindle, wherein the tire is operatively coupled to the spindle;
a bracket coupled to a frame, wherein the upper control arm and the lower control arm are coupled between the bracket and the spindle such that a pivot point of the upper control arm and the bracket is closer to the spindle than a pivot point of the lower control arm and the bracket; and
a kingpin centerline that is at an angle from vertical, thereby creating a rotation of the upper control arm different from a rotation of the lower control arm;
moving the control arm system into a compressed position;
rotating the tire into a negative camber position in response to moving the control arm system into the compressed position; and
maintaining a track width that is substantially equal to a track width when the control arm system is in a neutral position.
7. A method of using a control arm system comprising:
coupling a control arm system to a vehicle and a tire, the control arm system comprising:
an upper control arm;
a lower control arm longer than the upper control arm;
a spindle, wherein the tire is operatively coupled to the spindle;
a bracket coupled to a frame, wherein the upper control arm and the lower control arm are coupled between the bracket and the spindle such that a pivot point of the upper control arm and the bracket is closer to the spindle than a pivot point of the lower control arm and the bracket; and
a kingpin centerline that is at an angle from vertical, thereby creating a rotation of the upper control arm different from a rotation of the lower control arm;
moving the control arm system into an extended position;
rotating the tire into a negative camber position in response to moving the control arm system into the extended position; and
maintaining a track width that is substantially equal to a track width when the control arm system is in a neutral position.