WO2005058620A1

WO2005058620A1 - Vehicle with movable and inwardly tilting safety body

Info

Publication number: WO2005058620A1
Application number: PCT/US2004/042672
Authority: WO
Inventors: William L. Macisaac
Original assignee: Macisaac William L
Priority date: 2003-12-17
Filing date: 2004-12-17
Publication date: 2005-06-30
Also published as: DE112004002483T5; GB0614030D0; CN1922042A; GB2424214B; GB2424214A

Abstract

A suspension system for a vehicle (50c) having a body (52c) and a plurality of wheel support assemblies (50c) includes a tie structure (60c) interposed between the body and the wheel support assemblies. A first interconnection system (68c) interconnects the tie structure to the wheel support assemblies, and the second interconnection system (302) interconnects the tie structure and the body. The second interconnection system includes a plurality of link structures (304, 320) pivotally connected at one end to the tie structure, and pivotally connected at the opposite end to the body. Such link structures are oriented relative to the tie structure to extend towards a common point along a longitudinal axis (33b) of the tie structure.

Description

VEHICLE WITH MOVABLE AND INWARDLY TILTING SAFETY BODY

TECHNICAL FIELD The present invention relates to suspension systems for vehicles, and more particularly to suspension systems that counteract the lateral forces imposed on a vehicle during cornering and/or the longitudinal forces imposed on a vehicle during braking and acceleration. BACKGROUND OF THE INVENTION When negotiating a curve with a typical automotive-type vehicle, the resulting centrifugal forces tend to roll the vehicle body and associated chassis (hereinafter jointly referred to as "body") about its roll center relative to the underlying suspension system, and also displace the body and suspension system laterally outwardly relative to the radial center of the curve, tending to cause the vehicle to pivot about its outer wheels. This latter tendency is commonly known in the motor vehicle art as the " roll jacking effect." During braking and acceleration, the resulting longitudinal forces acting on a typical automotive-type vehicle tend to pitch the body about its pitch center relative to the underlying suspension system and also tend to displace the body and suspension system forwardly during braking and rearwardly during acceleration to cause the vehicle to pivot about its front or rear wheels, respectively. This is known as the "pitch jacking effect." The locations of the roll center and pitch center are functions of the construction of the vehicle body and the configuration of the vehicle suspension system. In a conventional vehicle, the center of gravity of the vehicle is located above the roll center and pitch center. Since the centrifugal forces caused by cornering and the longitudinal forces caused by accelerating and braking act through the center of gravity ofthe vehicle, the magnitude of the couple tending to cause the body to roll about its roll center is a function ofthe magnitude ofthe centrifugal force and the vertical distance separating the center of gravity from the roll center, and the magnitude of the couple tending to cause the body to pitch about its pitch center is a function ofthe magnitude of the longitudinal force and the vertical distance separating the center of gravity from the pitch center. These vertical distances are commonly known as the "roll couple" and "pitch couple," respectively. In a typical vehicle, as the body rolls outwardly about its roll center, it tends to compress the outer suspension springs (relative to the radial center of the curve about which the vehicle is traveling) thus increasing the weight on the outer wheels while simultaneously unloading the inward suspension springs, thereby reducing the weight on the inside wheels. As a result, the cornering traction of the vehicle is reduced. Also, as the body pitches forwardly about its pitch center during braking, it tends to compress the forward springs, thus increasing the weight on the forward wheels while simultaneously unloading the rearward springs, thereby reducing the weight on the rearward wheels. This resulting imbalance in the weight being carried by the forward and rearward wheels decreases the maximum braking capacity of the vehicle. The foregoing loading changes on the vehicle wheels caused by cornering and braking will occur simultaneously when the vehicle's brakes are applied while cornering, thereby potentially causing even greater imbalance on the weights on the vehicle wheels than caused by cornering alone or braking alone. This imbalance may result in the loss of substantially all ofthe traction of one or more wheels. The lateral force tending to cause a vehicle to pivot about its outer wheels, i.e., roll jacking effect, acts through the portion of the vehicle known as the roll reaction center. The longitudinal forces tending to cause a vehicle to pitch about its forward or rearward wheels acts through the pitch reaction center. In a conventional vehicle, the roll reaction center coincides with the roll center and the pitch reaction center coincides with the pitch center. As a result, the magnitude of the roll jacking effect is a function of the magnitude of the centrifugal force and the elevation of the roll reaction center above the ground, and the magnitude ofthe pitch jacking effect is a function ofthe magnitude ofthe longitudinal braking/acceleration force and the elevation of the pitch reaction center above the ground. With respect to the effect of cornering forces on a vehicle, the height of the roll reaction center above the ground is commonly known as the roll jacking couple, and with respect to the effect of braking and acceleration forces on the vehicle, the height ofthe pitch reaction center above the ground is commonly known as the pitch jacking couple. In conventional vehicles, attempts have been made to design the suspension system to minimize the heights of the roll reaction center and pitch reaction center, thereby to reduce the roll jacking effect and pitch jacking effect. Placement of the roll reaction center and the pitch reaction center at a low elevation, however, results in the center of gravity of the body being located at a substantial distance above the roll center and pitch center, thereby increasing the magnitude of the roll couple and pitch couple. The increase in the roll couple and pitch couple results in decreased stability of the vehicle, especially since in typical suspension systems the body roll and roll jacking effect and the body pitch and pitch jacking effect are all cumulative, reducing the braking, acceleration and cornering ability ofthe vehicle. Conventional vehicles also do not have any significant accommodation for absorbing the energy of a vehicle crash so as to reduce the likelihood of injury to passengers. As a consequence, all too often passengers are seriously injured, or even killed, during vehicle collisions, some of which do not occur at very high speeds. SUMMARY OF THE INVENTION The present invention seeks to reduce the detrimental effects on vehicle handling caused by braking, by acceleration, by simultaneous cornering and braking, and by simultaneous cornering and acceleration. The present invention constitutes an improvement ofthe vehicle suspension system disclosed in applicant's prior U.S. Pat. No. 4,550,926 which simply concerns suspension systems for counteracting cornering forces imposed on vehicles. Enhanced vehicle handling is achieved by the present improved suspension system, in which not only do the roll couple and roll jacking couple oppose each other, thereby causing the body roll to counteract the roll jacking effect, but also the pitch couple and the pitch jacking couple oppose each other, thereby causing the body pitch to counteract the pitch jacking effect, thus improving the cornering traction of the vehicle, the braking traction of the vehicle, the acceleration traction of the vehicle (especially in a front-wheel-drive-vehicle), the simultaneous cornering and braking traction of the vehicle, and the simultaneous cornering and acceleration traction of the vehicle. To this end, the vehicle suspension system of the present invention is joined to the vehicle body to pivot about transverse and longitudinal axes located above the center of gravity of the vehicle body so that the cornering forces acting through the center of gravity tilt the body about the longitudinal axis inwardly into the curve and so that simultaneously the longitudinal braking or acceleration forces acting through the center of gravity tilt the body about the transverse axis toward the rear or front, respectively, of the vehicle. To this end, in a first generalized form of the present invention, the suspension system includes wheel mounting members located on opposite sides ofthe front and rear ofthe vehicle body. Load control devices in the form of suspension springs may be used to support the weight ofthe body on the wheel mounting members. The wheel mounting members include hub carriers on which the vehicle wheels are mounted. A singular tie structure extends along the lower portion of the vehicle to span between the front- wheel mounting members and the rear-wheel mounting members. The tie structure is interconnected to the body about transverse and longitudinal axes located at elevations above the center of gravity of the vehicle so that when cornering and at the same time braking or accelerating, the resultant forces imposed on the body acting through the center of gravity cause the body to tilt downwardly about the axes relative to the tie structure in the direction opposite to the direction of the resultant forces acting on the body by virtue ofthe cornering and the braking or acceleration ofthe vehicle. The tie structure is interconnected to the vehicle support means by suspension arms. Load control devices are utilized with the suspension arms to permit controlled relative movement therebetween. The suspension arms and load control devices together permit the tie structure and thus the longitudinal roll axis and the transverse pitch axis to shift relative to the vehicle support means in a controlled manner in the direction of the resultant forces imposed on the body during cornering, braking and acceleration, thereby to preclude the roll axis, the pitch axis or the combined pitch and roll axis of the vehicle to serve as the roll reaction center, pitch reaction center or the combined roll and pitch reaction center ofthe vehicle. As a result, the roll jacking effect and pitch jacking effect on the vehicle are reduced. The capacities ofthe load control devices used to support the vehicle body on the wheel mounting members and the load control devices utilized at the interconnection of the tie structure to the wheel mounting members are selected so that the movement ofthe tie structure is less than the movement ofthe body. In particular, the capacities ofthe load control devices are selected to cause the roll stiffness and pitch stiffness of the tie structure to be greater than the roll stiffness and pitch stiffness of the body. As a result, not only does the vehicle body roll and pitch in the opposite direction in comparison to a conventional vehicle, thereby maintaining more even loading on the vehicle whole, but also simultaneously the pitch and roll jacking effects are reduced. In a further aspect of the present invention, rather than employing a tie structure that extends along the entire lower portion ofthe vehicle to span between the front wheel members and the rear wheel mounting members, the tie structures may instead be located in separate sections at the front and rear ofthe vehicle or separately adjacent each of the wheel hub carriers of the vehicle. Such individual tie structure components may be vertically elongate and may be interconnected to the hub carrier by parallel arms or other means and also may be interconnected to the body by parallel, vertically spaced-apart arms or other means that are aligned with the roll center of the vehicle so that, when cornering, the forces tending to jack the vehicle pass through the roll center and the tie structure connecting arms. In a further aspect of the present invention, the vehicle does not utilize a tie structure per se, but rather, a strut or slide assembly or other component integrated into, mounted on, or carried by the wheel hub carrier, serves as the tie structure. Thus, a separate tie structure is located at each wheel hub carrier. In this situation, the body may be supported on the hub earners through the use of body springs. Relatively stiff struts, spring/slide assemblies, etc., are coupled between the hub carrier structure and the body at an orientation so that a line extending through the slide/spring assembly extends to the roll center ofthe body. Thus, during cornering, the cornering forces acting on the vehicle act through the roll center and thus are imposed on the slider/spring assembly, which then allows control of lateral movement of the body in a direction outwardly of the center of the curve while at the same time, because the center of gravity is below the roll center of the vehicle, the body tilts inwardly into the curve. In a further aspect ofthe present invention, an "active" suspension system may be utilized between the body and the wheel hub carriers. Such active suspension system may include powered actuators and sensors that sense cornering forces as well as braking and acceleration forces thereby to shift the body somewhat laterally outwardly during cornering, forwardly during braking, and rearwardly during acceleration, so that the roll center does not serve as a roll reaction center when cornering and/or so that the pitch center does not serve as a pitch reaction center during braking or accelerating, thereby reducing the roll jacking effect and/or the pitch jacking effect on the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 is a side elevational view of an embodiment ofthe present invention; FIGURE 2 is a top view of FIGURE 1 with portions broken away; FIGURE 3 is an enlarged fragmentary view of the portion of the suspension system ofthe embodiment of FIGURES 1 and 2; FIGURE 4 is a top view of a further embodiment ofthe present invention; FIGURE 5 is a side elevational view of FIGURE 4; FIGURE 6 is an enlarged fragmentary view of portions ofthe embodiment shown in FIGURES 4 and 5; FIGURE 7 is a front view of a further embodiment ofthe present invention; FIGURE 8 is a front view of another embodiment ofthe present invention; FIGURE 9 is an enlarged fragmentary view of a portion of FIGURE 18; FIGURES 10, 11 and 12 illustrate a further embodiment ofthe present inventions in front elevational view, top view and fragmentary side elevation view; FIGURE 13 is a front elevational view of a further embodiment of the present invention; FIGURE 14 is another front elevational view of a further embodiment of the present invention; FIGURE 15 is a side elevational view of a further embodiment of the present invention; FIGURE 16 is a top view of another embodiment of the present invention; FIGURE 17 is a side elevational view of FIGURE 16; FIGURE 18 is a partial front elevational view of a ftirther embodiment to the present invention; FIGURE 19 is atop elevational view of a portion of FIGURE 18; FIGURE 20 is a fragmentary front elevational view of a further embodiment of the present invention; FIGURE 21 is a fragmentary front elevational view of a further embodiment of the present invention; FIGURE 22 is a side elevational view of FIGURE 21; FIGURE 23 is a fragmentary top view showing a further embodiment of the present invention; FIGURE 24 is a further alternative of the embodiment of the present invention shown in FIGURE 23; FIGURE 25 is a side elevational view of a further embodiment of the present invention; FIGURE 26 is an enlarged fragmentary view of FIGURE 25; FIGURE 27 is a side elevational view of another embodiment of the present invention; FIGURE 28 is a cross-sectional view of FIGURE 27 taken substantially along lines 46-46 thereof; FIGURE 29 is an enlarged fragmentary view of FIGURE 27; FIGURE 30 is a side elevational view of a further embodiment of the present invention; FIGURE 30A is a side elevational view of a further embodiment of the present invention; FIGURE 31 is a front elevational view of the present invention integrated into a railway car; FIGURE 32 is a top elevational view of FIGURE 31 ; FIGURE 33 is a view similar to FIGURE 31 of another embodiment of the present invention; FIGURE 34 is a partial front view of a further embodiment of the present invention; FIGURE 35 is another partial front view of a further embodiment of the present invention; FIGURE 36 is a partial top view of another embodiment ofthe present invention; FIGURE 37 is a fragmentary top elevational view of FIGURE 36; FIGURE 38 is a fragmentary front view of a further embodiment of the present invention; and FIGURE 39 is a fragmentary side view of FIGURE 38; FIGURES 40 and 41 are a partial side elevation and a partial plan view of a further embodiment ofthe present invention; FIGURES 42, 43, and 44 are a side elevational view, print elevational view, and partial rear elevational view ofthe further embodiment ofthe present invention; and FIGURE 45 is a fragmentary front elevational view of a further embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION Referring initially to FIGURES 1 and 2, a vehicle 50 having a body 52 is shown as mounted on the suspension system 54 of the present invention, which in turn is supported on forward wheel assemblies 56 and rearward wheel assemblies 58. An elongated singular tie structure 60 is interposed between the vehicle body 52 and the wheel assemblies 56 and 58. The tie structure 60 may extend longitudinally along the lower elevation of the vehicle 50 and is interconnected to the body 52 through a slide assembly 62 to enable the body to slide longitudinally relative to the tie structure as well as pivot about a longitudinal axis 64 which is located at an elevation above the center of gravity 66 of the vehicle 50. The tie structure 60 is also connected to the wheels 56 and

58 by pivot arm assembles 68. As used in the present application, the term "body" is intended to include a relatively rigid structure that may include a chassis, frame and/or the body thereof, and any additional supports and members attached thereto for accommodating the suspension system ofthe present invention. The body 52 has a forward portion 52F and a rearward portion 52R. The body 52 may be constructed with a conventional body shell and an underlying chassis, may be in the form of a unibody having an integral chassis, or may be constructed in other manners without departing from the spirit or scope ofthe present invention. At the front of the vehicle 50, as shown in FIGURE 1, the suspension system 54 includes load support and control devices in the form of combination spring/shock absorber assemblies 70 for supporting the vehicle body 52. The upper ends of the spring/shock absorber assemblies 70 are coupled to a body structure member 72 utilizing a ball joint connection 74. The lower ends ofthe spring/shock absorber assemblies 70 are interconnected to forward hub carriers 76 of the wheel assemblies 56. The forward hub carriers are connected to the forward end portions of the tie structure 60 by pivot arm assemblies 68 through ball joints 78 located at the distal ends ofthe pivot arm assemblies. Spring/shock absorber assemblies, such as assemblies 70, are well known in the art and are commonly refened to as MacPherson struts. MacPherson struts are widely used in conjunction with both front-wheel and rear-wheel drive vehicles. Referring to FIGURE 3, at the forward comers the tie structure 60 is connected to the hub carriers 76 by the pivot arm assemblies 68. Each pivot arm assembly includes a generally triangular-shaped pivot arm 68A composed of a longitudinal member 68B, a transverse member 68C1, and a diagonal member 68C, which cooperatively form the triangular shape. The pivot arm may be adapted to pivot relative to the forward end of tie structure 60 about a transverse axis. To this end, the end of each pivot arm longitudinal member 68B extends beyond the transverse member 68C1 to be closely receivable between a pair of mounting ears 68D extending longitudinally from the forward end of the tie structure 60. A pivot pin 68E extends through the center of a bushing 68F pressed within a bore formed in the end of the longitudinal member 68B, as well as through close-fitting through-bores formed in the mounting ears 68D. A nut 68G or other appropriate type of fastener may be engaged "with the pin 68E to retain the pivot arm 68A between the two mounting ears 68D. A cylindrical stub shaft 68H extends transversely from an extension 681 of the pivot arm diagonal member 68C that extends beyond the transverse member 68C1 in the same manner in which the longitudinal member 68B ofthe pivot arm extends beyond the transverse member 68C1. The stub shaft 68H may engage within a close-fitting bushing 68J pressed within a bore formed in a mounting bracket 68K, which is secured to the adjacent face ofthe tie structure end member. The mounting bracket 68K, which may be composed of a standard, commercially available pillow block, is mounted on the tie structure member by any appropriate means, such as by hardware members 68L, extending through openings formed in the flange portions of the mounting bracket and into engagement with the end of the tie structure. It will be appreciated that, by this construction, the pivot arm 68 A is adapted to freely pivot about its transverse axis. Each pivot arm assembly 68 also includes a spring-type directional control device in the form of a torsion bar 68M having a splined end 68N for anti-rotational engagement with the correspondingly splined interior of a stub shaft 68H. The opposite end of the torsion bar extends through the close-fitting bushing 680 pressed within a mounting bracket 68P. The mounting bracket 68P is secured to the adjacent face of the tie structure 60 by any appropriate method, for instance, by hardware members 68Q extending through holes formed in the flange portions of the mounting bracket 68P to threadably engage the tie structure. As with mounting bracket 68K, the mounting bracket 68P may be composed ofa standard, commercially available pillow block. The torsion bar 68M may be adjusted to impose no appreciable load when the vehicle is at rest and in a level orientation. This is accomplished by adjusting the position of a bearing plate 68R relative to the free end of a cantilevered swing arm 68S extending upwardly from the end of the torsion bar 68M, which extends beyond the mounting bracket 68P. The lower end of the swing arm 68S is fixedly attached to the torsion bar 68M by any appropriate method, for instance, by use of splines (not shown) or weldments (not shown). The bearing plate 68R is carried by the lead end of a lead screw 68T, or similar member, extending forwardly from the tie structure 60. It will be appreciated that the location of the bearing plate is adjusted by rotation of the lead screw 68T. As in any motor vehicle, the forward wheels 56 of vehicle 50 are steerable. Such steering may be carried out by any number of conventional steering systems which may include typical steering arms (not shown) extending from the forward hub carriers 76 to interconnect with a transfer steering rod assembly (not shown). The steering rod assembly may extend outwardly from a rack and pinion assembly (not shown) mounted on the tie structure 60. Typically, the interconnection between the steering rod assemblies and the rack and pinion assembly permits the steering rod to pivot in response to the up-and-down and other movement to the front wheels relative to the tie structure. Typically, this is made possible by utilizing ball joints between the steering rod assemblies and the hub carriers, as well as between the steering rod assemblies and the rack and pinion assembly. At the rear of the vehicle 50, the suspension system 54 includes load supporting and control devices in the form of combination spring/shock absorber assemblies 80 for supporting a rear portion 52R of the vehicle body. The rear spring/shock absorber assemblies 80 may be similar in construction and installation to the forward spring/shock absorber assemblies 70. In this regard, the upper ends of the rear spring/shock absorber assemblies 80 are secured to overhead portions of the body 52 at rear locations of the body structure member 72 through the use of ball joints 82. The lower ends of the spring/shock absorber assemblies 80 are coupled to and carried by rear hub carriers 84 of the rear wheel assemblies 58. The rear hub carriers 84 are connected to the distal, rearward ends of pivot arm assemblies 86 by ball joints 82. The pivot arm assemblies 86 may be similar in construction and operation to pivot arm assembly 68, described above. The rear wheels 58 may be powered by vehicle engine 89 mounted on the tie structure. Alternatively, the engine and associated drive train may be mounted on the body instead ofthe tie structure. In a manner typical of conventional vehicles, a transmission 90 may be interposed between engine 88 and a rearwardly extending drive shaft 92. The rearward end ofthe drive shaft is coupled to a differential 94. Transverse axial shafts 96 extend outwardly from opposite sides of the differential 94 to drive the rear wheel assemblies 58. Optionally, a dampening system may be used in conjunction with the rear pivot arm assemblies 86, as well as the front pivot arm assemblies 68. In this regard, a dampening system 95 is shown in FIGURE 1 in conjunction with rear pivot arm assembly 86. The dampening system 95 includes a bracket 97 fixed to and extending laterally from pivot arm ofthe pivot arm assembly 86 to be coupled to the distal end of a dampener/shock absorber 99, which in turn is coupled to a bracket 101 depending downwardly from tie structure longitudinal side member 98. It will be appreciated that by this construction the pivoting movement of the pivot arm assembly is dampened to a degree desired. As shown in FIGURES 1 and 2, the tie structure 60 ofthe present invention may be generally in the form of a rectangular box type structure that extends longitudinally along the lower elevations of vehicle 50 between the hub carriers of the forward and rearward wheels 56 and 58. In one embodiment ofthe present invention the tie structure may be composed of elongated top and bottom side members 98 and 10O extending along both sides ofthe vehicle 50 and spaced vertically apart by forward and rearward vertical members 102 and 104, as well as by forward and rearward intermediate vertical members 106. The forward ends of the longitudinal members 98 and 100 may be transversely connected by upper and lower crossmembers 108 and 1 10. These same crossmembers may be utilized at the rear end of the tie stracture 60. A plurality of intermediate crossmembers 112 may be utilized for reinforcing purposes. Additional reinforcing members (not shown) may be added to the tie structure 60, if needed. The tie structure 60 may be constructed from many appropriate materials, such as tubing or channel stock. Moreover, the tie structure may be constructed in other configurations without departing from the spirit or scope ofthe present invention. The slide system 62 extends longitudinally between body 52 and tie structure 60, and is supported above the tie structure by forward and rearward assemblies 114 and 116 that may be in the form of A-arms or other structure. As shown in FIGURES 1 and 2, the arm assembly 114 includes opposed arm Sections 118 and 120 interconnected with crossarms 121 A and 121B to form a rigid assembly stracture. The forward end portion of arm Sections 118 and 120 are pivotally pinned at the lower forward ends to the corner portions ofthe upper section ofthe tie structure 60. A cross pin 122 captures the forward lower end portion of the arm Sections 118 and 120 between parallel, spaced-apart mounting ears 124 and 126 extending upwardly from the tie structure 60. From the connection location with the tie structure 60, the arm Sections 118 and 120 extend upwardly and inwardly to couple with a gimbal assembly 128 mounted on the forward end of a stub shaft 130 projecting forwardly from slide 132 of the slide assembly 62. A cross shaft 134 connects the adjacent ends of arm Sections 118 and 120 to the gimbal assembly 128. In this manner, the slide 132 together with the body is capable of tilting about longitudinal axis 64 (defined by stub shaft 130 and gimbal 128) relative to arm assembly 114. In addition, the slide 132, together with the body, is capable of pitching movement relative to the arm assembly 114 at an axis 135 extending transversely through the gimbal assembly 128 to pitch about a pitch center PC defined by the intersection of lines 135 A and 135B extending from arm assemblies 114 and 116 as shown in FIGURE 1. The rear arm assemblies 116 may be constructed similarly to the forward arm assemblies 114. Thus, the construction of the rearward arm assembly 116 will not be repeated here. Also, it is to be understood that rather than using front and rear arm assemblies, the slide system would be supported by arm assemblies that are coupled to side portions ofthe tie structure 60. The slide assembly 62 includes an elongate, rectangular, slide member 132 extending through and capable of sliding relative to an exterior longitudinal collar-type slideway 136 that may encase the entire, or at least a portion of, the slide 132 extending between the forward arm 114 and rearward arm assemblies 116. The slideway 136 may be attached to vehicle body 52 by attachment brackets 138 or by other convenient technique. As will be appreciated, the slide system 62 enables the body 52 to move longitudinally relative to the tie structure 60. For example, if the body 52 impacts against another vehicle or other stracture, this relative movement between the body and tie stracture enables the body to move relative to the tie stracture in the direction that the impact load is applied to the body, i.e., away from the impact location. This may advantageously result in reduced crash forces imposed on passengers in the vehicle (especially if the vehicle seats are adapted to move relative to the body 52, in a manner for example, disclosed below) and less damage to the vehicle since some ofthe energy of the impact is expended in moving the slide 132 relative to the slideway 136. The slideway may be nominally held in position relative to the slide 132 by a shear pin 139. If a crash occurs, as described above, the shear pin 139 will break, allowing relative movement of the body 52 and tie structure 60. In addition, a selected friction load may be applied between the slide 132 and the slideway 136 to help absorb the force applied to the vehicle during a crash. Moreover, such friction load can be designed to increase linearly or nonlinearly with the distance of relative travel between the slide 132 and the slideway 136. Also, other techniques may be used to nominally position the slideway 136 relative to the slide, such as through the use of springs or other resilient members (not shown). It is to be understood that vehicle 50 may be constructed without the slide system 62 and still provide significant advantages over conventional automobiles and other vehicles. It will be appreciated that in the embodiment of the present invention shown in FIGURES 1 and 2, as well as in other embodiments ofthe present invention, if the body moves significantly due to a crash or other large impact load, the connections between the spring/shock absorber assemblies 70 and 80 with the body and/or hub carriers are designed to break away. Such break away connection can be designed to not cause significant damage to the spring/shock absorber assemblies, so that they can be re-used. Also, it will be appreciated that portions of the body may be constructed with crashable body panels or parts that absorb at least some of the energy during a crash. This could result in less overall damage to the vehicle and less injury to the passengers, as opposed to a conventional vehicle. In another aspect of the present invention, when the vehicle 50 is cornering, the centrifugal force imposed on the body 52 acts at the center of gravity 66, which is below the elevation of gimbals 128, resulting in the outward lateral movement of the center of gravity, thereby causing the body to tilt about the longitudinal axis 64 or roll center at the gimbals 128, rather than imposing a roll jacking effect on the vehicle. As a result, the body 52 is tilted inwardly about axis 64 in the direction towards the center of the curve along which the vehicle 50 is traveling. The body, as thus tilted, thereby compresses the inside springs 70 and 80 and causes extension of the outside springs. In addition, by the inward tilting of the body, a relatively larger load is retained on the inside wheel assemblies of the vehicle 50, rather than being shifted substantially to the outside wheel assemblies of the vehicle in the manner of a conventional vehicle. This enables vehicle 50 to maintain better traction when negotiating a comer than a conventional vehicle. In addition, when the vehicle 50 negotiates a comer, the centrifugal forces acting on the body 52 and the tie stracture 60 cause the outward pivot arm assemblies 68 and 86 to pivot about the tie stracture to wind up the torsion bars 68M, thereby to allow the outward side of the tie structure to lower somewhat. Simultaneously, the centrifugal forces acting on the body 52 and the tie structure 60 tend to cause the inward pivot arm assemblies to pivot in the opposite direction about the tie stracture, thereby allowing the inward side of the tie stracture to raise upwardly somewhat relative to the body. This outward roll ofthe tie structure is significantly less than the inward roll ofthe body noted above. During the rolling movement ofthe tie structure, the rate of force transfer through the tie structure is reduced since it acts over an extended period of time rather than substantially instantaneously. As a consequence, the roll jacking effect imposed on the vehicle 50 is reduced. The roll jacking effect is what tends to raise the inside wheels and roll the vehicle about its outside wheels during cornering. As a result, the effective roll reaction center of the vehicle is at an elevation below the elevation of the pivot axis 64. The roll reaction center is the elevation point through which the lateral forces act to cause the roll jacking effect. The combination spring/shock absorbers 70 and 80 may be sized so that the roll stiffness ofthe tie structure is higher than the roll stiffness ofthe body. Thus, the amount by which the tie stracture rolls outwardly during cornering is significantly less than the amount by which the body at the same time tilts inwardly, so that the net effect is to maintain the body in an inwardly tilted orientation relative to the tie stracture, even though the tie structure is rolling somewhat in the outward direction, as described above. Also, the body 52 is permitted to move relatively further than the tie stracture 60, but the body movement stops relative to the tie structure before the tie structure movement stops. Still referring to FIGURES 1 and 2, stop or limit members 140 may be imposed between the arms 118 and 120 and the tie structure 60 to limit the angular movement of the arms, at least in the direction toward the tie stracture. Such stops 140 may be composed of resilient blocks mounted to the underside ofthe A-arms to press against the adjacent portion ofthe tie stracture when the A-arni pivots about its connection to the tie structure towards the tie stracture. The resilient block may be configured to impose a progressively higher rate of resistance with increased deformation of the blocks, thereby providing a rising rate of resistance materials for blocks exhibiting these characteristics, including natural or synthetic rubber. Of course, numerous other systems could be utilized to limit the tilt or movement of the A-arms toward (and also away from) the tie structure, as desired. In addition to, or in lieu of, stops 140 between arms 118 and 120 and the tie structure 60, stops may also be employed to limit the amount of roll or pitch ofthe body relative to the tie stracture. In this regard, roll and/or pitch stops 142 may be mounted on the upper end of posts or similar structures 144 extending upwardly from the forward and rearward ends of the tie stracture. It is believed desirable to incorporate the body stops 142 so that the roll of the body terminates before the roll of the tie structure terminates during cornering. It is desirable to allow the shifting of the tie stracture to occur over a time period longer than it takes for the body roll or pitch to be completed, thereby to reduce, to the extent possible, the rate of centrifugal force transfer between the body and tie structure, since during this shifting movement the full roll jacking effect caused by the centrifugal force imposed on the vehicle during cornering is not brought to bear on the vehicle. It will also be appreciated that the present invention advantageously helps keep the body relatively level when a wheel hits a hole or depression or hits a bump in the road. For example, if a front wheel 56 hits a pothole, the conesponding portion ofthe tie stracture lowers. Since the roll center is above the center of gravity, the body will swing up about the roll center at the location that the tie structure lowers. As such, the body tends to stay relatively level, even when the wheel and associated portion of the tie stracture drop due to the pothole. It will be appreciated that if the wheel assembly hits a bump, the tie structure will raise and the body will tend to lower relative to the raised portion ofthe tie structure, thereby tending to keep the body relatively level. Although the interconnections between the ends ofthe slide system 62 and the tie stracture 60 are illustrated in FIGURES 1 and 2 as accomplished through the use of forward and rearward arm assemblies 114 and 116, the arm assemblies may be replaced with alternative structures. For example, the arms 118 and 120 may extend parallel to each other, in which case the transverse shaft 134 ofthe gimbal 128 may be lengthened to accommodate this different configuration ofthe arms. Although the vehicle 50 has been described and illustrated as accommodating longitudinal movement between the body 52 and the tie stracture 60, the body may also be adapted to shift sideways relative to the tie stracture. In this regard, the attachment brackets 138 used to attach the body to the slide assembly may be replaced with a transverse slide assembly permitting transverse movement of the body relative to the tie structure. Such transverse slide assembly can be of many constructions, including rods that slide within collars, slides that slide within a slideway, etc. Although the vehicle 50 has been described above as employing an engine 89 that drives the rear wheels 58, in addition, or as an alternative, electric motors may be incorporated within the wheel assemblies 56 and/or 58 to provide motive force to the vehicle. The electric motors may be of many constructions, for example as shown and described in U.S. Patent No. 5,438,228, which is incorporated herein by reference. It is to be understood that other electric motor configurations may be utilized without departing from the spirit or scope ofthe present invention. Body 52 may be detachably mounted to the tie stracture 60. In this regard, fasteners or connectors, such as threaded connectors 146, may be used to secure body structural member 72 to the slide assembly brackets 138. Detachably attaching the body to the tie stracture results in numerous advantages. For instance, if the body is damaged, it can be easily removed and replaced. In addition, multiple body configurations could be utilized with a particular tie structure and chassis. Thus, the vehicle owner can convert the vehicle into different uses or for example as a passenger vehicle, enclosed load carrying vehicle, or an open box load carrying vehicle, perhaps similar to a pickup track. To accommodate a detachable body, electrical connections can be incorporated between the body and the tie stracture that automatically connect the electrical lines when the body is mounted on the tie structure and conespondingly automatically disconnect the electrical lines when the body is detached from the tie stracture. In addition, the steering ofthe vehicle can be accomplished through electrical servo motors, linear actuators, etc., rather than through mechanical linkages. In this manner it will not be necessary to separately connect and disconnect steering linkages that may extend between the body and the tie structure, the vehicle frame or the hub carrier. Also, if servo motors, etc., are used, a conventional steering wheel can be replaced with a "steering stick," perhaps similar to the control stick of aircraft. FIGURES 4 and 5 disclose a further embodiment ofthe present invention wherein vehicle 50C includes a body 52C mounted on a suspension system 54C, which in turn is supported by forward wheel assemblies 56C and rearward wheel assemblies 58C. A singular tie structure 60C is inteφosed between the vehicle body 52C and the wheel assemblies 56C and 58C. The tie structure 60C extends longitudinally along a lower elevation of the vehicle 50C and is interconnected to the body through a plurality of pivoting arm assemblies 302 to enable the body to roll and pitch relative to the tie structure 60C. As shown in FIGURES 4 and 5, the tie structure may be of generally rectangular construction having forward and rearward panel sections 284 and 286 interconnected by longitudinal side panel sections 288. The tie structure 60C may be constructed by tubular components, plates or other appropriate structural members and materials. The tie structure may be connected to hub carriers 76C of the forward and rearward wheel assemblies 56C and 58C in a manner described above with respect to FIGURES 1, 2, and 3. As such, the construction and operation of the pivot arm assembly 68C will not be repeated here. Also, an anti-roll bar 289 or other device can be used between the pivot arm assemblies and the tie structure of simply between the pivot arms themselves. Such anti-roll bar 289 is shown at the rear ofthe vehicle. A similar anti-roll bar can be used on the front ofthe vehicle. Such anti-roll bar includes a central length 289A that is mounted to the rear of the tie structure 60C and end arms 289B that extended rearwardly and outwardly from the central section to be attached to corresponding hub assemblies of rear wheel assemblies 58C. The body 52C may be supported from the wheel hub assemblies by forward spring/shock absorber assemblies 70C and rearward spring/shock absorber assemblies 80C in a manner similar to that shown in FIGURES 1 and 2. The upper ends of the spring/shock absorber assemblies are connected to a stractural member(s) 72C of the body. It will be appreciated that rather than being constructed as a solid unit, the structural member 72C may be of tubular or other type of construction, thereby to minimize its weight while still providing sufficient structural integrity to carry the loads imposed thereon, not only by the static weight of the vehicle 50C, but also to carry the dynamic loads imposed on the vehicle during travel, including during cornering, as well as during acceleration and braking. As shown in FIGURE 4, the suspension system 54C may utilize forward and rearward steering assemblies 290 and/or 292 to steer the forward and rearward wheels. The forward and rearward steering assemblies may be of similar constraction, and thus, only the constraction of the forward steering assembly will be described with the understanding that the rear steering assembly is of similar construction and operation. The forward steering assembly 290 may include a rack and pinion subassembly 294. The outer ends of the rack 296 are connected to the adjacent hub carrier 76C by steering links 298 in a manner well known in the art. The rack and pinion subassembly 294 is mounted on the forward portion of the tie stracture 60C by a pair of forward-extending mounting brackets 300. It is to be understood that other systems may be used to steer vehicle 50C or the other vehicles of the present invention. For example, steering can be carried out by connecting the steering components electrically rather than using a rack and pinion. In this regard, rather than being connected to a vehicle steering wheel by a mechanical linkage anangement, a linear actuator may be used to power the rack 296. Moreover, electrical linear actuator may be used to power the steering arms, thereby eliminating the need for a rack. Referring also to FIGURE 6, the body 52C may be mounted to the tie stracture 60C by four arm assemblies 302, located at each of the four corner portions of the tie structure 60C. Each of the arm assemblies 302 may include a generally triangularly shaped arm structure 304 coupled to the tie stracture by a pivot shaft 306 that closely engages through the interior of a tubular base member 307 to engage aligned clearance holes provided in mounting ears 308 fixed to the tie structure. The pivot shaft 306 defines a pivot axis 309 about which the arm structure 304 is able to pivot relative to the tie structure. The arm structure 304 also includes a pair of arms 310 that extend from the ends of the base 307 towards the apex of the arm structure. The distal apex ends of the arms 310 intersect a tubular collar 312 oriented substantially perpendicularly to cylindrical base member 307 but in planar alignment with the base member so that the central axis of collar 312 is in the same plane as the central axis of base member 307. The collar 312 may be sized to receive a close-fitting cylindrical bushing 314 having a plurality of diametric cross-holes 316 formed along the bushing and spaced apart to correspond with the spacing of corresponding diametric cross-holes 318, provided in collar 312. Crossbolts 319 extend through the bushing cross-holes 316 and through conesponding collar cross-holes 318 to retain the bushing 314 in engagement with collar 312 at a desired relative position therebetween. It will be appreciated that the effective length ofthe arm structures 304 may be varied depending on which ofthe cross- holes 316 are in alignment with the cross-holes 318. It will also be understood that the extent of relative engagement between bushing 314 and collar 312 may be controlled by other structures. For instance, the bushing 314 can be formed with external threads (not shown) to mate with internal threads (not shown) formed in collar 312. One purpose of being able to adjust the effective lengths of the arm assemblies is to change the elevation or other locations on which the arm assemblies can be mounted on the tie structure 60C, which changes the nominal angular orientation of the arms and thus the amount that the body is allowed to roll and pitch relative to the tie structure. Also, the nominal length ofthe forward arm assemblies can be changed relative to the rear arm assemblies to move the location of the pitch center of the vehicle fore and aft, as desired. This will affect the relative loading on front and rear wheel assemblies during braking and acceleration. The arm assembly 302 also includes an end connection knuckle 320, having a stub shaft portion 322 sized to closely and rotatably engage within a radial bearing or bushing 324 disposed within the adjacent end of bushing 314. The stub shaft is allowed to rotate relative to the bushing 324, but not move longitudinally relative to the bushing, being held captive by a snap ring or other well-known means (not shown). The connection knuckle 320 also includes a collar section 326, disposed transversely to stub shaft 322 and having an aperture therein for receiving a crosspin 328 that engages through close-fitting openings formed in mounting ears 330 fixed to the body structural assembly 72C. An elastomeric bushing 331 may be interposed between the crosspin 328 and the mounting bar ears 330 to provide some insulation therebetween. Similar bushings can be used between pivot shaft 306 and mounting ears 308 or at other joint locations ofthe arm assembly 302. As shown in FIGURE 4, the two forward arm assemblies 302 are oriented in a rearward and inward direction relative to the vehicle 50C, and likewise, the two rearward arm assemblies 302 are oriented in the forward and inward direction. The forward arm assemblies 302 are oriented such that the central axis 329 extending through collar 312 and the apex ofthe arm assemblies (and perpendicular to pivot shafts 306 and shafts 328) will intersect substantially at the longitudinal centerline 332 of the body 52C and tie structure 60C. The rear arm assemblies 302 are positioned in a similar orientation. It is to be understood that the arm assemblies can be positioned at angles other than as shown in plan view on FIGURE 4, thereby to change the location of the pitch center and/or roll center of the vehicle. For example, the arm assemblies can be positioned so that their central axes all intersect at a common point along the longitudinal center line 332. The body 52C may be supported relative to the forward and rearward wheel assemblies 56C and 58C by forward spring/shock absorber assemblies 70C and rearward spring/shock absorbers 80C in a manner similar to that shown in FIGURES 1 and 2. As such, the stracture and operation of the forward and rearward spring/shock absorber assemblies will not be repeated here. Also, the vehicle 50C may be driven by an engine 88C through a transmission 90C and drive shaft 92C in a manner similar to that shown in FIGURES 1 and 2. Accordingly, the construction and operation of these components will also not be repeated here. Rather than being carried by the tie structure 60C, the engine 80C and transmission 90C may be carried instead by the body 72C without departing from the spirit or scope of the present invention. In certain situations, mounting the engine and transmission on the body rather than on the tie stracture might be advantageous to the construction and performance of the vehicle. For example, it may be easier to obtain access to the engine and transmission if located on the body rather than on the tie stracture. Also, by locating the engine and drive train on the body, a larger portion ofthe weight ofthe vehicle rolls about the roll center and pitches about the pitch center during operation of the vehicle. This configuration can result in larger dynamic loading on the vehicle tires. In operation, as vehicle 50C rounds the comer, the body 52C is capable of tilting relative to the tie stracture 60C about a longitudinal axis 332 defined by the intersection of the forward and rearward arm assemblies due to the ability of the arm assemblies to pivot relative to the tie stracture and the body in the up and down directions only, as well as the connector knuckle of the arm assembly to rotate about collar 312 along axis 329. Moreover, the elevation ofthe longitudinal axis 332 coreesponds to the elevation in which the axes 329 of the A-arm structures 304 intersect each other, which elevation is above the center of gravity 329A ofthe vehicle. Accordingly, when the vehicle 50C rounds the comer, the body 52C will pivot about longitudinal axis 332 in the direction inwardly of the curve (towards the center of curvature of the curve), in a manner similar to the embodiment of the present invention described above. Also, as will be appreciated, the arm assemblies 302 enable the body 52C to pitch relative to the tie stracture 60C during braking or accelerating in the manner of previous embodiments of the present invention described above. In addition, when vehicle 50C is cornering, the tie stracture 60C is capable of swinging slightly outwardly due to the pivoting ofthe pivot arm assemblies 68C, thereby reducing the rate of force transfer of the centrifugal force through the tie structure, thereby delaying the time that the roll jacking effect fully acts on the body. As a result, as described above, the effective roll reaction center of the vehicle 50C is at an elevation below the elevation of longitudinal axis 332, resulting in a lower roll jacking effect being imposed on the vehicle during cornering. Thus, the construction of vehicle 50C can provide the same advantages when cornering as provided by the vehicles described above, including vehicles 50 and 150. In addition, it can be appreciated that through the present invention, the arm assemblies 302 can independently move relative to each other. Thus, for example, during cornering, the arm assemblies located on the inside of the vehicle may move to a less steep or lower angle of inclination due to the inward tilting of the body and outward tilting ofthe tie structure relative to the inclination ofthe arm assemblies at the outside of the vehicle. Also, the arm assemblies on the inside ofthe vehicle drop down farther than the outside arms rise up. It will be appreciated that if the arm assemblies are nominally adjusted to have a lower angle of inclination, more body movement will be achieved per movement of the arms. It will be appreciated that the arm assemblies 302 may be replaced with other structures, for example, a linear actuator. Such linear actuator can be extended and retracted in a manner similar to extending and retracting the arm assemblies 302, as discussed above. Also, the arm assemblies 302 themselves can be modified so that their lengths can be automatically adjusted, for example, by the use of hydraulic or electric actuators to move the knuckle connector relative to the A-arm structure. FIGURE 7 diagrammatically illustrates a further embodiment of the present invention wherein a vehicle 981 includes a body 982, mounted on an underlying tie stracture 983, which is supported by wheel assemblies 984. The tie stracture 983 may extend substantially the entire length of the body 982, or may be composed of a forward section at the forward end of the vehicle and a rearward section at the rear end of the vehicle. In the vehicle 981 , the body 982 is capable of rolling relative to the tie stracture. Control arm assemblies 985 extend outwardly from the sides ofthe tie structure to the underside of hub assemblies 986 of wheel assemblies 984. The control arm assemblies 985 may be torsionally loaded relative to the tie stracture 983 in a manner as described above. Swing arm assemblies 987 extend upwardly from tie stracture 983 to pivotally couple through the adjacent portions of body 982. The swing arm assemblies 987, as illustrated, may consist of A-arm assemblies similar to those shown in FIGURES 4, 5 and 6. In this regard, the swing arm assemblies 987 may be positioned to extend upwardly towards the longitudinal center of the body 982 and also the forward swing arm assemblies may extend towards the rear of the vehicle 981, whereas the rear swing arm assemblies may be oriented to slope forwardly towards the forward end of the vehicle 981. In this manner, the swing arm assemblies 987 may allow the body 982 to roll relative to the tie structure 983 and also permit the body to pitch relative to the tie stracture in a manner somewhat similar to the vehicle 500 shown in FIGURES 4 and 5. The vehicle 981 may be constructed so that the stiffness of the control arm assemblies 985 is greater than the stiffness ofthe strut assemblies 988 used to support the body relative to the wheel assemblies 984. In this manner, when the vehicle is rounding a comer, the centrifugal force is applied thereto at the center of gravity 989, which is at an elevation below the roll center 989A of the vehicle, causing the body to tilt inwardly toward the center ofthe curve. When this occurs, the tie stracture simultaneously tilts, to some extent, away from the center of the curve, thereby tending to cause the roll center 989A to shift outwardly somewhat relative to the center of the curve, but not far enough to negate the inward tilting motion ofthe body 982. As in other embodiments of the present invention, advantageously the slightly outward movement of the tie stracture during cornering prevents the roll center 989A from serving as a roll center about which centrifugal forces act to tip the vehicle outwardly, so that the rate of centrifugal force transfer through the vehicle is reduced. This same advantage applies during vehicle pitching. Moreover, vehicle 981 also provides the advantage of positive dynamic camber when cornering. In this regard, the body 982 is tilted upwardly at the side thereof toward the outside of the curve while the tie stracture 983 is tilted somewhat downwardly relative to the outside of the curve, with the tilt ofthe tie structure being less than the tilt of the body due to the relative greater stiffness of the control arm assemblies 985 vis-a- vis the strut assemblies 988. The upward tilt of the body will tend to move the upper portion of the inside wheel inwardly into the curve as well as move the upper portion of the outside wheel inwardly relative to the curve. As a result, both the wheels of the vehicle tend to tilt inwardly relative to the curve providing positive dynamic camber, thereby improving the traction ofthe vehicle during cornering.. As a further matter, in vehicle 981, the motor/engine 989B and the conesponding drive train components 989C may be mounted on the tie structure 983 rather than being carried by the body or other parts of the vehicle. As a consequence, the drive train is required to accommodate less relative movement between the engine and the drive wheels than would be required if the motor/engine were mounted on the body. FIGURE 8 illustrates another embodiment of the present invention wherein a vehicle 1300 includes a body 1302 supported above an underlying tie stracture 1304 by pairs of diagonal control sliders 1306. The tie stracture 1304 may be in the form of a solid axle extending transversely between wheel assemblies 1308. Also the lower end of the control sliders 1306 may be mounted below the tie structure/axle 1304 by use of brackets 1310 thereby to lower the pitch center and/or roll center 1312 as low as possible. As in other embodiments of the present invention, the pitch center and/or roll center is defined by the intersection of lines constituting extensions ofthe control sliders 1306. The control sliders 1306 are illustrated in FIGURE 9 as constituting an adjustable hydraulic or fluid spring-loaded actuator assembly having a cylinder portion 1314 housing a piston 1316 which is connected to a piston rod 1318 which extends outwardly from the cylinder. A relatively stiff spring 1320 or other type of resilient means loads the piston 1306 against stop 1322 thereby dividing the cylinder 1314 into first and second chambers 1324 and 1326. The chambers 1324 and 1326 may be filled with a fluid that passes from one side of piston 1316 through passages 1327 that limit the speed that the piston may move relative to the cylinder 1314, for instance if one control slider 1306 is unloaded due to its conesponding wheel 1308 hitting a pothole and at the same time the body rolling or pitching. Controlling the rate that the piston 1316 can move within cylinder 1314 will make sure that there will be resistance to such rolling or pitching action. It will be appreciated that the control sliders 1307 and similar components described herein may be of other constructions. For example, the control sliders may be constructed with a fluid that can be changed in viscosity as desired very quickly if not almost instantaneously, so as to change the operational characteristics of the control sliders, struts or other similar components ofthe present invention. One example of such fluid constraction includes magnetic properties that can be changed or controlled electrically or electronically. Optionally, linear controllers 1328 may extend between the tie structure and the body to control the tilt and or pitch ofthe body. The controllers have a spring rate that is "softer" than the control sliders 1306 to allow the tie stracture to react to road bumps without transferring all of the "bumps" to the body. However, the function of the linear controllers 1328 may be carried out by the control sliders 1306. In this regard, the control sliders can be of variable spring rates, perhaps having a softer spring rate when accommodating road discontinuities but having a much stiffer spring rate when the body rolls during cornering or pitches during acceleration or hard braking. Sensors can be utilized on the vehicle to sense road bumps as well as the body roll during cornering and body pitching during braking and acceleration. In response thereto, the characteristics of the control slider 1306 are automatically adjusted so as to react to the particular external force being applied to the vehicle, whether road bumps or comer rolling or pitching due to braking or accelerating. It will be appreciated that by this construction a tie stracture such as described above with respect to other embodiments of the present invention, for instance shown in FIGURE 7, may not actually be required, thereby simplifying the construction of vehicles made in accordance with the present invention. FIGURES 10, 11 and 12 diagrammatically disclose a further embodiment of the present invention wherein a vehicle 390 includes body 392 mounted on/carried by a tie structure 394, which in turn is earned by wheel assemblies 396. The tie stracture includes a transverse crossmember subassembly 400 composed in part of a cross tube 402. The inward base portion 404 of a lower A-arm assembly 410 engages within each end portion of the cross tube 402. The base portion 404 is biased in the direction towards the adjacent outward end of the cross tube 402 by a compression spring 406. The inward end of the compression spring presses against a piston 408 which is loaded toward the outer end of the cross tube 402 by any convenient means, for example by hydraulic pressure, linear actuator, etc. The opposite, outward end of the A-arm assembly 410 is coupled to a lower portion of wheel hub assembly 414 through the use of a ball joint 416. The body 392 is connected to the underlying tie stracture 394 by diagonally oriented link arms 418 that are pinned at their lower ends to outward end portions of the cross tube 402. The upper, inward portions ofthe link arms are pinned to lower portions of body structural member 420. The link arms 418 are oriented so that if extended in the inwardly direction they would intersect at point 422 along the transverse center line ofthe vehicle 390 conesponding to the roll center ofthe body. The body 392 is also supported by upper arm assemblies 424 having their lower ends carried by hub assemblies 414 and their upper ends coupled to the body structural member 420 by ball joints 426. Body springs 427 are connected between hub assembly 414 and body 392. The hub assemblies 414 may be steered by steering arms 428 that are coupled to the hub assemblies. The upper ends ofthe steering arms 428 extend rearwardly from the hub assemblies and are connected to the outer ends of a rod 432 extending outwardly from a center steering assembly 434 mounted at the upper portion of body structural member 420. It will be appreciated that with the vehicle 390, when rounding a comer a centrifugal force is laterally applied to the vehicle 390 at the center of gravity 436 which is at an elevation below intersection point 422 ofthe diagonal links 418, causing the body to tilt about such intersection point inwardly toward the center of the curve to compress the inside springs. Conespondingly, the centrifugal force on the tie structure 394 tends to cause the tie stracture to tilt somewhat in the outwardly direction relative to the center of the curve, which in turn tends to cause the crossmember subassembly 400 to tilt outwardly relative to the curve. During such movement of the tie stracture, the intersection point 422 does not serve as a roll reaction center. The rate of centrifugal force transfer through the vehicle 390 is reduced relative to if the tie stracture were not capable of such movement. As a further matter, it will be appreciated that the nominal location of the lower A-arms 410 can be varied relative to cross tube 402, thereby to alter the ride height ofthe vehicle. Also, the nominal location of the lower A-arms 410 relative to the cross tube 402 can be used to vary the relative loads carried by the cross tube and the body springs 427. The embodiments ofthe present invention shown in FIGURES 10, 11 and 12 may be modified to provide an "active" suspension system. In this regard, the cross tube 402 and compression spring 406 may be replaced with a linear actuator, for example a hydraulic cylinder assembly (not shown) mounted transversely on tie stracture 394. Also, body springs 427 may be replaced with hydraulically actuated suspension cylinders positioned at locations conesponding to the body springs 427. Such suspension cylinders may be controllable to increase or decrease their lengths, thereby to tilt the body 392 as desired, for instance when cornering. A control system (not shown) may be provided for sensing the direction, speed and acceleration of the vehicle 390 in controlling the roll of the vehicle as well as the lateral movement ofthe tie stracture 394 in response to driving conditions, including cornering. For instance, when cornering, the hydraulic cylinders that replace body springs 427, can be controlled to tilt the body inwardly into the curve rather than outwardly in the manner of a typical vehicle. Moreover, also when cornering, the linear actuators that replace the springs 402 may be activated to allow the tie stracture to move somewhat laterally outwardly to prevent, at least initially, the roll center 422 of the vehicle from being the point through which the roll couple is generated, tending to tilt the vehicle about its outer wheels 396. It will be appreciated that the components of other embodiments of the present invention can be modified to achieve an active suspension system in a similar or different manner than described in relationship to FIGURES 24 through 26. Also such active systems can be designed to roll and pitch to near operational or performance requirements, for example when cornering or braking, and thereafter allow the vehicle to return to its normal condition or position by simply deactivating the active suspension system and allowing the vehicle suspension to resume control ofthe body and tie stracture positions. FIGURE 13 schematically discloses a further embodiment of the present invention, wherein a vehicle 650 includes the body portion 652 supported on an underlying tie stracture 654 extending across the vehicle between wheel assemblies 656. The tie structure 654 may be of various constructions, including those constructions described herein. The tie structure 654 is interconnected to body 654 by diagonally oriented link arms 658 that are pinned at the lower ends to a tie stracture 654 and pinned at their upward, inward ends to the body 652. The link arms 658 are oriented so that if extended in the inward direction they would intersect each other at a point 660 along the transverse centerline of the vehicle 650 conesponding to the roll center of the vehicle, which is located above the roll center of gravity of vehicle 662. The tie stracture 654 is interconnected to the wheel assemblies 656 by trailing arms 664 which are pinned at their outward ends to wheel hub assembly 666 and also pinned at their inward ends to lateral portions of the tie structure. The nominal orientation ofthe trailing arm 664, as well as the resistance to the pivoting ofthe trailing arm about its inward end portion, is accomplished by a crank arm 668 that is fixedly attached to the inward end portion ofthe trailing arm 664 so as to rotate about the inward connection point 667 of the trailing arm 664. The distal end of the crank arm 668 is coupled to the distal end of a rod 670 projecting from the cylinder portion 672 of a double-acting linear control member 674. A push rod 676 extends upwardly from a pivot connection 677 on a trailing arm 664 to pivotally interconnect with the laterally outward end of a crank arm 678 which is pivotally attached to a lateral portion of the body 652. The opposite end of the crank arm 678 is coupled to a relatively soft linear control member 680, with the opposite end ofthe linear control member coupled to a location on the body 652. The body 652 is also supported by an upper trailing arm 682 pinned at its inward end to the body 652 and pinned at its outward end to an upward strut extending upwardly from the wheel hub assembly 666. It will be appreciated that vehicle 650 operates similarly to other vehicles of the present invention as illustrated and described herein, including vehicle 390 illustrated in FIGURES 10-12. In this regard, during cornering, the centrifugal force on the vehicle 650 acts through the center of gravity 662, which is located below the roll center 660 of the vehicle, thereby causing the body 652 to tilt inwardly into the curve being negotiated. At the same time, the tie structure 654 tilts downwardly in the laterally outwardly direction, thereby causing a similar movement ofthe body and roll center 660 so that the roll center does not serve as the reaction center of the vehicle, thereby reducing the roll jacking effect acting on the vehicle. A further embodiment of the present invention is schematically illustrated in FIGURE 14 wherein a vehicle 440 includes a body having a stractural portion 442 supported on an underlying tie structure 444. The tie stracture includes a cross tube 446 extending laterally across the front or rear, or both front and rear, ofthe vehicle to house a torsion bar 448 extending the full length of the cross tube and extending outwardly therefrom. The end portions of the torsion bar are connected to the inward end portions of leading arm assemblies 450, with the outward ends ofthe leading arms coupled to hub assemblies 452 of wheel assemblies 454. The torsion bar 448 serves to support the tie structure relative to the wheel assemblies 454 and allow relative vertical movement between the tie stracture and the wheel assemblies. Spring/shock absorber assemblies 456 extend upwardly from hub assemblies 452 to interconnect with overhanging portions of the body structural member 442 through the use of ball joints 458. The body stractural portion 442 is interconnected with the tie stracture 444 by diagonal link arms 460. The upper ends ofthe link arms are pinned to the body structural portion 442 at one of a plurality of selected locations 462A, 462B and 462C. The lower, outward ends of the link arms may be pinned at a number of different locations on slide brackets 464 carried by, and may be adapted to slide relative to, cross tube 446 by engaging within slideways 465 extending along the upper portion of the tube 446. Any convenient means can be provided to enable the brackets 464 to be moved along the cross tube 446. In this regard, the brackets 464 may be moved while the vehicle is in operation by a powered system so as to change the location of the roll center of the vehicle in response to road or driving conditions. It also will be appreciated that by changing the position of the upper and lower ends of the link arms 460, the elevation of the roll center 466 ofthe vehicle may be altered as well as the camber ofthe vehicle. Moreover, the tie stracture 444 may be adapted to be retrofit in different vehicles. In operation, the vehicle 440 operates in a manner similar to vehicles 346 and 390 discussed above and results in substantially the same advantages provided by such vehicles, including the tilting of the vehicle body inwardly while cornering instead of outwardly in the manner ofa traditional vehicle. A further embodiment of the present invention is illustrated in FIGURE 15, wherein vehicle 520 may be constructed somewhat similarly to vehicles 50 and 150, described above, but with the following differences. Vehicle 520 includes a body 522 supported by and earned above an underlying tie structure 524 which in turn is supported by wheel assemblies 526. As in the tie stracture 60 shown in FIGURES 1 and 2, the tie structure 524 may be generally in the form of a rectangular box-type stracture that extends longitudinally along the lower elevations of the vehicle 520 between the hub earners ofthe forward and rearward wheels 528 and 530. However, the tie stracture 524 differs from the tie structure 60 in that the tie stracture 524 includes a forward section 524F and a rearward section 524R that telescopically engage with center section 524C. Both the forward section 524F and rearward section 524R may include top and bottom side members 532 and 534 extending along both sides ofthe vehicle 520 and spaced vertically apart by forward vertical members 536 and rearward vertical members 538. The top side members 532 and bottom side members 534 are transversely interconnected by crossmembers 539 that may be similar to crossmembers 108 and 110 of FIGURES 1 and 2. Also, as in FIGURES 1 and 2, a plurality of intermediate crossmembers (not shown) such as crossmembers 112 shown in FIGURES 1 and 2 may also be utilized for reinforcing purposes. Further, additional reinforcing members (not shown) may be employed in the constraction of the forward tie stracture section 24F and rearward tie stracture section 24R, as needed. The forward tie stracture section 524F and rearward tie structure 524R may be constructed from any appropriate materials, such as tubing or channel stock. The tie structure center section 524C may be constructed somewhat similarly to the forward tie structure section 524F and rearward tie stracture section 524R in that such center tie strupture section includes top side members 532C and bottom side members 534C that are vertically interconnected by vertical end members 540 and vertical intermediate members 542. Also, appropriate crossmembers (not shown) may be utilized to transversely interconnect the top side members 532C and bottom side members 534C. The top side members 532C and bottom side members 534C may be tubular or otherwise hollow to telescopically receive the rearward end portions ofthe top side members 532 and bottom side members 534 ofthe tie stracture forward section 524F as well as the forward end portions of the top side members 532 and bottom side members 534 ofthe tie stracture rearward section 524R. A friction fit, shear pins or other well-known means may be utilized to retain a nominal engagement between the tie structure center section 524C and the forward section 524F and rearward section 524R. The body 522 may be supported above tie stracture 524 by a forward set of pivot arm assemblies 544 mounted on the tie structure center section 534C at laterally spaced- apart locations as well as rearward pivot arm assemblies 545 also mounted on the tie structure center section 524C at laterally spaced-apart locations. Such pivot arm assemblies may be similar in construction to pivot arm assemblies 302, discussed above. The upper ends of the pivot arm assemblies 544 and 545 may be incorporated into a slider 546 that slidably engages within a slideway 548 incorporated into the lower portion of body 522. Slider 546 and slideway 548 may be of various well-known constructions, some of which have been described above. Spring/shock absorber assemblies 550 extend upwardly from either the hub carriers of wheel assemblies 528 and 530 or from the tie structure 524 to body 522. Such spring/shock absorber assemblies 550 may be similar to spring/shock absorber assemblies described above, including part numbers 70, 80, 232 and 234. The spring/shock absorber assemblies 550 may be designed to carry a select proportion of the weight of the body 522 relative to the portion of such body weight earned by the pivot arm assemblies 544 and 545. The vehicle 520 may include a drive system 552 preferably located at the center portion of the vehicle, though the drive system could also be positioned at the front or rear of the vehicle, if desired. The drive system may include an internal combustion engine, an electric motor, or other type of power plant. The drive system may also utilize a transmission and drive train for transmitting the drive torque from the transmission to the wheels to be driven. The drive train can be designed to accommodate the relative movement between the tie structure center section and the tie stracture forward 524F and/or rearward 524R sections. Rather than utilizing drive system 552, the vehicle 50 may be powered by electric motors incorporated into the hub assemblies of the forward and rearward wheels. Such motors may be similar to those described above with respect to FIGURES 1 and 2. An example of such electric motors is described in U.S. Patent No. 5,438,882. In operation, if the vehicle 520 is involved in an accident or impact load is otherwise imposed on the tie stracture 524, for instance at the forward end ofthe vehicle, the tie stracture forward section 524F may telescopically engage further within tie stracture center section 524C to absorb some of the impact energy, thereby reducing the effect of the crash on vehicle passengers as well as reducing the potential damage to the vehicle from the crash. As the tie stracture forward section 524F telescopes within center section 524C, the body 522 can move rearwardly relative to the tie stracture center section 524C by virtue ofthe movement ofthe slides 546 within slideway 548. After the crash, the forward tie stracture section 524F may be extended relative to tie stracture section 524C to resume its nominal position without extensive effort. Also, during a crash, the body 522 can move away from the point of impact on the vehicle. It is to be appreciated that vehicle 520 can be constructed with the body 522 composed of telescoping sections to help absorb some of the energy of a crash in much the same way as the stracture discussed above. Also, by this construction, the body and tie structure can be designed to telescope in unison so that relative movement is not needed between the body and tie stracture at the locations that they are joined together. FIGURES 16 and 17 schematically illustrate a vehicle 560 comprising a further embodiment ofthe present invention. The vehicle 560 includes a body 562 supported by an underlying tie stracture 564 which may be in the form of a generally rectangular structure having longitudinal side members 566 and transverse end members 568. The body 562 may be supported above the tie structure 564 by A-arm assemblies 570 having base portion 572 pivotally mounted on the tie stracture and angled so that a line extending perpendicularly to the base portion and through the apex 576 of the arm assemblies will intersect at the pitch center 574 and roll center 575 of the vehicle, which may be at different elevations, but both of which are above the center of gravity 580 of the vehicle. The apex 576 of the arm assemblies may be coupled to the body 562 about transverse axis 578 in a manner similar to the connection of the A-arm assembly 302 to body 52C, shown in FIGURE 6. In this manner the intersection of axis 578 from the forward and rearward A-arm assemblies 570 intersect at the roll center 580 ofthe vehicle. As will be appreciated, the A-arm assemblies 570 may be constructed similarly to A-arm assemblies 302 described above. The body 562 is also supported by forward and rearward sliding pillars 582 and 584 extending upwardly from hub assemblies of forward wheel assemblies 586 and rearward hub assemblies of rear wheel assemblies 588. The sliding pillars may include integral springs (not shown) to allow relative upright motion between the wheel hub assemblies and the body, in a well-known manner. The tie structure 564 is adapted to move longitudinally and transversely relative to the wheel assemblies. At the rear of the vehicle a sliding axle assembly 589 allows transverse movement between the rear portion of the tie structure and the rear wheel assemblies 588. The axle assembly 589 includes a central tube stracture 590 for receiving telescoping axle stub shafts 592 therein. Springs or other means may be used to restrict the relative movement between the axle stub shafts 592 and the tube stracture 590. The outward end portions of the axle stub shafts are connected to the rear wheel hub assemblies of wheel assemblies 588. Longitudinal slide assemblies 594 allow for relative longitudinal motion between the tie structure 564 and the rear axle assembly 589. In this regard, the longitudinal slide assemblies include an outer tubular member 596 supported by the tie stracture transverse end member 568 for receiving a slide shaft 598 extending transversely from the tube stracture 590. Again, springs or other means may be utilized to limit the relative movement between the slide shaft 598 and its conesponding tube 596. The structure at the forward end ofthe vehicle 560 is similar to that just described with respect to the rear end ofthe vehicle. In this regard, transverse slide assemblies 600 extend transversely outwardly from a king pin 601 mounted on a central forward subframe assembly 602 that extends forwardly from tie stracture transverse member 568. The outward end of the slide assembly 600 is coupled to a lower portion of sliding pillar 582. Generally longitudinally directed slide assembly 604 extends forwardly from a king pin 606 mounted at the comer portions of the tie stracture 568 to also couple with the lower portion of sliding pillar 582. The king pins 601 and 606 allow the slide assemblies 600 and 604 to pivot about a vertical axis, but restrain the slide assemblies to move in a vertical direction. The slide assemblies 600 and 604 may be actively controlled to allow relative longitudinal and transverse motion between the forward end of the tie stracture and the forward wheel assemblies 586 and to control the nominal orientation of the front wheels 586. In this regard, the slide assemblies may be in the form of hydraulic linear actuators or electrical linear actuators or similar structures. Also, sensors 606 may be used to sense the orientation ofthe wheels 586 so as to maintain the desired alignment of the wheels. Such sensors are known in the art. FIGURES 18 and 19 illustrate vehicle 700, wherein the hub carrier 704 serves as an interconnection between the body 702 and a transverse tie structure 706. This interconnection is accomplished by utilizing a slide rod or pillar 708 that is fixed to hub carrier 704 in an upright orientation. The tie stracture 706 is coupled to a slide collar 710 that closely engages over the slide pillar 708 through the use of a pivot joint or similar means 712 to allow relative angular movement between the tie stracture and the collar 710. A relatively stiff lower spring 714 is interposed between the bottom of the slide collar 710 and a stop 716 affixed to the lower end ofthe slide pillar 708. A body 702 is connected to an upper slide collar 718 that closely and slidably engages over the upper portion ofthe slide pillar 708 through the use of a ball joint 720 or similar means, thereby to enable the body to pivot relative to the slide collar springs 722, that are relatively softer than springs 714 and are interposed between the underside ofthe upper slide collars 718 and the hub carrier 704 to provide spring suspension for the body. In addition, swing arms 724 may be interposed between the tie stracture 706 and the body 702 to restrict longitudinal relative movement between the body and the tie structure, as well as carrying part of the weight of the body on the tie structure in a manner similar to several of the embodiments of the present invention described above. It will be appreciated that the interconnection of lines extending upwardly from the diagonal swing arms define the roll center 726 of the body which is elevationally above the center of gravity 728 of the vehicle. As such, in the manner of the other vehicles described above, during cornering body 702 will tilt inwardly toward the center of curvature ofthe curve rather than outwardly in the manner of a traditional vehicle. It is to be understood that the swing arms 724 may be replaced with alternative structures, for example A-arms. The vehicle 700 may include a steering system composed of rack and pinion assembly 730 having a tie rod 732 extending outwardly therefrom which is coupled to a steering arm 734 extending transversely from the upper end of slide pillar 708, see FIGURE 19. As will be appreciated, as the steering rod 732 is moved in the direction of anow 736, the hub canier 704 and its associated wheel assembly 740 are caused to turn about slide pillar 708. It will be appreciated that the slide pillar 708, slide stracture 710, ball joint 712, spring 714, spring 722, ball joint 720, upper slide collar 718, and other related components might be reduced in size so as to be able to fit within a diameter ofthe rim of a wheel 740. In addition to other advantages, this would reduce the bending load that hub canier 740 would have to cany. However, such stracture may limit the amount of travel of springs 714 and 722. Another advantage of this embodiment is the achievement of positive dynamic camber. Positive dynamic camber is achieved because during cornering the tie structure 706 tilts outwardly relative to the curve while the body 702 tilts inwardly into the curve to a greater extent than the outward tilt of the tie stracture. As a result of such tilting of the tie stracture and body, and the interconnection of the body and side rod at ball joint 720 above the roll center, the side rods tilt inwardly into the curve while providing positive dynamic camber. This improves the traction of the vehicle during turning and cornering. FIGURE 20 illustrates another vehicle 742 that utilizes another sliding pillar anangement 744 that serves as a tie stracture. The sliding pillar/tie structure 744 may be integrally constructed with hub carrier 746 to which the vehicle wheel 748 is attached, thus, a separate tie stracture is associated with each vehicle wheel. The vehicle body 750 is supported in part by the lower A-arm assembly 752 that is coupled to a slide collar 754 that closely engages a lower portion ofthe pillar 744 through the use of a pivot joint 756 or similar means to allow relative angular movement between the A-arm 752 and the collar 754. Relatively stiff spring 758 is interposed between the bottom of slide collar 754 and a stop 760 affixed to the lower end of the slide pillar 744. The opposite ends of the A-arm assembly 752 are coupled to the lower portion of body 750 at pivot joints 762 and 764 which allow relative angular movement between the A-arm assembly and the body. The upper portion of body 750 is supported by springs 766 that are relatively softer than springs 758. Such springs engage over the upper portion of sliding pillar 744, with a lower end of the springs supported by a collar stop 768 engaged over a sliding pillar 744. The upper end ofthe softer upper spring 766 presses against the underside of the horizontal arm 770 that extends horizontally outwardly, and is rigidly attached to body 750. A diagonal brace 772 extends upwardly and inwardly from an outer, distal portion of arm 770 to intersect with body 750. The outer end of arm 770 may be attached to a slide collar 774 which allows relative angular motion between the distal end of the arm 770 and the sliding pillar 744. In this instance, the softer spring 766 bears upwardly against the underside ofthe slide collar 774. Upright control members 776 may be interposed between the wheel hub canier

746 and arm 770. Such control members may be in the form of control springs of the type used in other embodiments ofthe present invention, as described above. It is to be understood that the hub canier 746 may be incoφorated into a driven axle to drive the vehicle wheels 748. Such drive may be accomplished through hydraulic motors incoφorated into the hub caniers or through torque shafts extending through the hub carriers in a manner well known, for example as utilized in the front wheels ofa four- wheel drive vehicle. In addition, it is to be understood that vehicle 742 is capable of providing the same advantages as provided by the vehicle 700 as described above, including tilting the body 750 inwardly when negotiating a curve, or pitching the body rearwardly when braking. In this regard, as with other embodiments of the present invention, the A-arm assembly 752 can be oriented so that the pitch center of the vehicle as defined by the A-arm assemblies may be at an elevation that is different from the roll center of the vehicle. Also, the A-arm assemblies can be mounted on the vehicle to be adjustable in orientation and position so as to be able to change the location of the pitch and/or roll centers during vehicle operation. Moreover, the present invention as shown in FIGURE 34 also provides positive dynamic camber to the wheels 748. FIGURES 21 and 22 depict a further sliding pillar system used in conjunction with vehicle 780. As shown in the figures, a double sliding pillar/tie structure is utilized with each of the vehicle wheels 782. The vehicle 780 includes a hub assembly 784 having a wheel hub section 786 and a slider frame section composed of upper diagonal arms 788 that extend upwardly and diagonally outwardly from the central hub section 786. The slider frame section also includes relatively shorter lower am s 790 that extend diagonally downwardly and outwardly from the hub section 786. The distal ends of each of the arms 788 and 790 are in the form of a horizontal pad or boss 791 for supporting the upright pillars 792. The lower ends of the pillars 792 may rest on the upper portion of the conesponding pads 791 of the arms 790, whereas upright clearance openings 794 may be formed in the pads 791 of the arms 788 for reception of the pillars 792 therethrough. The tie structure 796 may be coupled to the pillars 792 in a manner similar to that utilized in the embodiments of the present invention shown in FIGURES 18 and 19. In this regard, relatively stiff lower springs 798 may be inteφosed between the underside of slide collars 800 of the tie structure 796 and the upper side of the pads 791 of the lower arms 790. Likewise, the body 802 of vehicle 780 may be coupled to the pillars 792 in a manner similar to that employed with the embodiment of the present invention shown in FIGURES 18 and 19. In this regard, upper, relatively softer springs 804 are disposed between the underside of body slide collars 806 and the upper surface of the upper pads 791 located at the distal ends ofthe upper arms 788. Continuing to refer to FIGURES 21 and 22, the hub assembly 784 is specially designed to be used in conjunction with drive axle 807 connected to wheel drive shaft 808 through the use of universal joint 809. Spaced apart bearings 810 are disposed between the drive axle 808 and the inside diameter of hub section 786 to anti-frictionally support the drive axle in a manner well known in the art. As will be appreciated, the embodiment of the present invention shown in FIGURES 21 and 22 provide the same advantages as provided in the embodiments shown in FIGURES 18, 19 and 20, including the inward tilt of body 802 and outward tilt of tie structure 796 during cornering as well as the rearward tilt of body 802 and the forward tilt of tie structure 796 during hard braking. The present embodiment also provides positive dynamic camber to the wheels 782 in a manner similar to that described above. FIGURE 23 illustrates a front elevational view of a vehicle 811 in a further embodiment of the present invention, wherein vehicle 811 includes two roller cams 812 rotatably mounted on the outer ends of an axle shaft 814 extending transversely outwardly from a connector bracket 815 located along the sides at the forward and rearward end portions of body 816. The roller cams 812 ride within arcuate sideways or cam grooves 817 formed in the longitudinal tie structure 818L extending along the left-hand side of body 816, shown in FIGURE 23. Although not shown, a right-hand tie structure 818 extends along the right-hand side ofthe body 816. A longitudinal cam roller 820 is mounted on the outer end portion of the stub shaft 822 that extends longitudinally from the connector bracket 815, to engage within a close-fitting follower slot 824 formed in body 816. A connector bracket (not shown) similar to bracket 815, shown in FIGURE 23, is disposed on the laterally opposite side of the body at the front and rear of the body so that a connector stracture is positioned adjacent each comer of the body. As such, when negotiating a comer, the centrifugal force acting through the center of gravity 826 ofthe vehicle 811 will cause the body to tilt inwardly toward the center of the curve, and in doing so, cam rollers 820 will roll along respective cam follower slots 824. Likewise, during braking, the deceleration force pushing against the rear ofthe body will cause the body to pitch by relative movement of the cam rollers 812 along the cam slots 817 formed in the tie stracture 818, tending to lower the rear end ofthe vehicle and raise the upper end ofthe vehicle so that a high level of load is retained on the vehicle rear wheels. It will be appreciated that rather than incoφorate the cam follower slot 817 in the tie structure 818, such slot could be incoφorated into a wheel hub carrier. Alternatively, the cam roller 812 and axle shaft 814 could extend laterally inwardly from a hub carrier to engage with a cam roller slot formed in the connector bracket 815. FIGURE 24 illustrates a further embodiment of the present invention wherein a vehicle 880 utilizes roller cams to allow the vehicle body 882 to roll relative to an underlying tie stracture 884 when a side force is applied to the vehicle, for example, during cornering. As in other embodiments ofthe present invention, the tie stracture 884 is carried by wheel assemblies 886 through the use of arm assemblies 888. The arm assemblies may be resisted by a relatively torsion bar or linear resistor in a manner described herein. Also, the body 882 may be supported by softer control springs 890 which are mounted on the wheel assemblies 886. The upper ends of the control springs 890 may be coupled to an overhead portion ofthe body 882. An arcuate cam slot 892 is formed in brackets 894 located at the rearward and forward ends of the tie stracture along the sides thereof. The cam slots are sized to receive cam rollers 896 mounted on the body by any convenient means, for example, utilizing stub shafts or axles (not shown). The cam slots 892 and cam rollers 896 are positioned along a circle path 898 so that the cam rollers will smoothly roll within the cam slots without binding up. It will be appreciated that the center ofthe circle path 898 coincides with the roll center 900 of the body 882. Because the center of gravity 902 of the vehicle is below the roll center, when the vehicle negotiates a comer, the centrifugal force imposed on a vehicle will act through the center of gravity, thereby tending to pivot the body about the roll center. As a consequence, the body will tilt toward the inside of the comer rather than towards the outside as in a typical vehicle. Moreover, as in other vehicles described above, the tie stracture will tilt somewhat toward the outside of the comer (though not to the extent that the body tilts to the inside of the comer) thereby causing the roll center to also move somewhat in an outward direction and preventing the vehicle from jacking about the roll center. It will be appreciated that the embodiment of the present invention shown in FIGURE 24 can be altered to allow the vehicle to pitch instead of roll by changing the orientation of the cam slots and cam rollers 90° from that shown in FIGURE 24 so that the axis of the cam rollers 896 is transverse to the length of the vehicle 880 rather than longitudinally ofthe length ofthe vehicle as shown in FIGURE 24. As a further aspect of the present invention, the brackets 894 can be constructed to be adjustable relative to the tie structure 884 to alter the radius ofthe circle path 898. As a consequence, the extent to which the body 882 rolls relative to the tie structure per level of force imposed on the vehicle can be varied as desired. In addition, the stracture of FIGURE 23 can be incoφorated into the vehicle 880 to enable the body 882 to both pitch and roll. It will be appreciated that a tie stracture 884 can be used at the front and/or rear of the vehicle or the tie stracture can be designed as a singular stracture to accommodate each ofthe wheel assemblies 886 FIGURES 25 and 26 illustrate a further embodiment of the present invention, wherein a vehicle 1050 includes a body portion 1052 supported by a pair of forward wheel assemblies 1054 and a pair of rearward wheel assemblies 1056. Referring initially to FIGURE 25, the rear wheel assembly 1056 includes a drive axle 1058 that may be powered by an engine (not shown) in a well-known manner. The outward ends of the drive axle 1058 are held captive within an upright slide retainer 1060, of a rear slide assembly 1061, which serves the function of a tie structure as described in other embodiments ofthe present invention. The axle 1058 is vertically "centered" in the slide retainer by upper and lower compression springs 1062 and 1064, which also react against upper and lower portions of the slide retainer 1060. Each of the laterally spaced apart slide retainers 1060 are coupled to the rear portion of body 1052 by upper and lower links 1066 and 1068 which are pinned to the upper and lower end portions of the slide retainer, respectively, and also pinned to vertically spaced apart locations on the rear portion ofthe body 1052. A crank arm 1070 is fixed to the forward end portion of upper link 1066 so as to pivot about connection point 1072 of the upper link as the upper link 1066 pivots about such connection point. The distal end of the crank arm 1070 is pinned to the free end of shock absorber assembly 1074, which is positioned generally perpendicularly to the length ofthe crank arm 1070. The spring/shock absorber 1074 acts as a body spring for the vehicle 1050. In this regard, when the rear wheel assembly 1056 rises relative to the rear portion of the body 1052, the spring/shock absorber assembly 1074 is forced to compress so as to react against such relative movement. At the forward end ofthe vehicle 1050, a forward slide assembly 1076 is utilized, which may be similar in constraction and operation to the rear slide assembly 1061. Thus, the operation of the forward slide assembly 1076 will not be repeated here. One difference between the forward slide assembly 1076 and the rear slide assembly 1061 is that a body spring/shock absorber assembly similar to 1074 at the rear ofthe vehicle may not be used at the forward end of the vehicle. A torsion assembly (not shown) may be employed with one or both ofthe forward links 1078 and 1080. It will be appreciated that the forward links 1078 and 1080 in the rearward direction are aligned to intersect with the pitch center 1082 of the vehicle. The same is true for the rearward links 1066 and 1068. It will also be appreciated that the pitch center 1082 ofthe vehicle is located at an elevation higher than the location ofthe center of gravity 1084 ofthe vehicle. In use, when the vehicle 1050 is accelerated, a rearward force acts to the center of gravity 1084 tending to raise the rear of the vehicle since the center of gravity is below the pitch center of the vehicle. Simultaneously the pitch jacking couple acts through the body pitch center, causing the links 1066 and 1068 to transfer the pitching couple to the ground through the rear wheel assemblies 1056. This places a downward load on the upper link 1066 and on the lower link 1068, thereby causing the rear slide assembly to move somewhat downwardly, thereby to apply downward load on the rear axle 1058 which in turn increases the load on the rear wheel assemblies for better traction. Also during the downward movement ofthe rear slide assembly, the body moves downwardly somewhat so that the pitch center does not serve as the pitch reaction center, thereby lessening the rearward pitching of the vehicle during this time period. It will be appreciated that during braking, the forces act instead on the front ofthe vehicle 1050 in a like manner. FIGURE 27 illustrates a further embodiment ofthe present invention incoφorated into a semi tractor trailer 1150. The vehicle 1150 includes a tractor 1152 composed of a cab 1154 mounted on a tractor frame 1156 which also serves as a tie stracture of the tractor. The tractor may be supported by conventional front steerable wheels 1158 and rear drive wheels 1160. The cab 1154 may be supported on the tie stracture 1156 by four diagonally disposed links 1162 which may be connected at their upper and lower ends to the cab and tie structure, respectively, by pivot joints, ball joints, universal joints or other types of joints. The links 1162 may be oriented so that if extended in the upper direction the links would intersect at a common point, which common point conesponds to the roll center and pitch center 1164 of the body. As illustrated in FIGURE 23, the roll/pitch center 1164 is at an elevation above the center of gravity 1166 ofthe tractor. The cab 1154 is also supported by adjustable front control members 1168 supported by a front wheel hub assembly 1169 and rear control members 1170, which are supported by an axle frame assembly 1171 which in turn is carried by axle members 1172. In addition, the tie stracture 1156 is supported on the front hub assembly by relatively stiff, but adjustable, air shocks or pillows 1174, whereas the rear portion of the tie stracture 1156 is supported on the rear of assembly 1173 by comparable air shocks or pillows 1175. A fifth wheel assembly 1173 includes a base portion 1176 that is directly supported by relatively stiff adjustable spring/slider control members 1177 as well as by relatively soft linear control members 1178. A standard plate portion 1179 is supported by the base portion 1176. The spring/slider control members extend upwardly from the tractor tie structure to be pivotally coupled to the underside ofthe fifth wheel base portion near the fore and aft center thereof. As shown in FIGURE 27, two control members 1177 may be utilized in laterally spaced-apart relationship to each other. Of course, other anangements of the control members may be utilized. A plurality of linear control members 1178 may be utilized, as shown in FIGURES 27, 28 and 29, perhaps one at every quadrant ofthe fifth wheel base 1176. As in other embodiments of the present invention described above, by the foregoing construction, when the tractor 1152 rounds a comer the centrifugal force acts on the body at the center of gravity 1166, which is below the elevation of the roll center 1164, so that the body will tilt inwardly into the comer rather than outwardly as in a typical vehicle. Conespondingly, when quickly braking, the longitudinal force acts on the tractor at the center of gravity, which is at an elevation below the pitch center 1164, thereby tending to cause the rearward portion of the cab to impose a downward force on the tie structure, thereby to maintain significant load on the rear tractor wheels 1160. During cornering, the tie structure 1156 is allowed to tilt outwardly of the curve somewhat, but not to the extent that the cab tilts inwardly. During this outward tilt ofthe tie stracture, the roll center is shifting, so it does not serve as the reaction center of the tractor, thereby reducing the roll jacking effect imposed on the tractor then cornering. Likewise, during hard braking, the tie stracture tilts somewhat in the forward direction, but not nearly to the extent that the cab 1154 tilts in the rearward direction. During this tilting motion of the tie structure/tractor frame 1156, the pitch center 1164 is shifting so as to reduce the rate of feree transfer through the tractor 1152, thereby reducing the pitch jacking effect imposed on the vehicle. The combined result ofthe rearward tilting of the cab 1154 and the somewhat forward tilting of the tie structure/tractor frame 1156 during hard braking allows for a significant load to be maintained on the rear wheels 1160 without imposing a high pitch jacking effect on the tractor. This can result in quicker and safer braking ofthe tractor 1152. The semi trailer 1150 includes a trailer portion 1180 that is constructed to function similarly to the tractor 1152. In this regard, trailer 1180 includes a load platform 1182 that is supported above a rear wheel assembly 1184. As shown in FIGURE 45, a variable resistance, relatively soft control member 1186 that is supported by a subframe 1188 carried by the rear hub assembly 1190 of the semi trailer 1180. Lateral stability between the trailer bed 1182 and wheel hubs 1190 is achieved by struts 1189 extending forwardly from subframe 1188 to complete the lower end of a brace 1191 that extends downwardly from the bed 1182. As in the linear control members 1178 used in conjunction with the tractor and fifth wheel described above, the linear control members 1186 are designed to accommodate relative linear, transfers, rolling and pitching movement between the load platform 1182 and the wheel hub assembly 1190. The rear end of the trailer frame/tie structure 1184 is supported on the hub assembly 1190 by a relatively stiff spring slider assembly 1192 that extends diagonally upwardly and forwardly from a base plate 1193 which in turn is supported above the hub assembly by an air shock 1194, which may be similar to air shocks 1174 and 1175 of the tractor 1152. The relatively stiff spring/slider assemblies 1177 and 1192 are angled upwardly and diagonally rearwardly and forwardly, respectively, so that lines extending colinearly of the length of such members would intersect at the pitch center 1196 of the trailer 1196 which is above the center of gravity of the trailer 1198. It will be appreciated that by the foregoing constraction, the trailer 1180, with a load thereon, would function in a manner very similar to the cab 1152 during cornering as well as during braking and accelerating. As a result, a much more stable semi-tractor trailer is achieved than the standard semi-tractor trailers cunently being utilized. Semi trailer 1150 is illustrated and described as having a tractor with a tandem rear axle. However, the present invention could readily be incoφorated with a tractor having a single rear axle. In that situation the fifth wheel assembly 1173 would be supported by a single rear axle. Such semi tractor with a single rear axle would nonetheless function in substantially the same manner as tractor 1152 described above. It will also be appreciated that the present invention as shown in FIGURES 45-47 can be incoφorated into other types of vehicles, such as rail cars, especially the stracture ofthe fifth wheel assembly 1173 and the trailer portion 1180. FIGURE 30 illustrates the present invention as incoφorated into a motorcycle type vehicle 1201. The motorcycle includes a tie structure 1202 that supports a body stracture 1204 designed with a seat 1206. The body stracture is supported on the tie structure by forward and rearward link pairs 1208 and 1210, on each side of the forward and rearward end portions ofthe tie stracture. An extension of links 1208 and 1210 in the upward direction would result in their intersection at the pitch center 1212 of the motorcycle, which is substantially above the center of gravity 1214 of the cycle. The links 1208 and 1210 may be coupled to the tie structure and the body by use of pivot connections in a manner well known. The body 1204 is also supported and stabilized relative to forward and rearward wheels 1216 and 1218 by forward and rearward relatively soft springs 1220 and 1222. Such springs are connected between the forward and rearward wheel hubs and the body in a well-known manner. Body stops (not shown) can be incoφorated into the springs to limit the pitch of the body relative to the tie structure. Also, springs 1220 and 1222 can be of other constraction, as is known in the art. The tie stracture 1202 is coupled to the forward fork assembly 1224 by a forward connection arm assembly 1226 and is connected to the hub section ofthe rear wheel 1218 by a rearward connector arm assembly 1228. A transverse forward torsion bar 1230 is inteφosed between the rearward portion of the forward connection assembly 1226 and the tie structure 1202, whereas a transverse rearward torsion bar 1232 or other type of spring anangement is inteφosed between the forward end ofthe rearward connector arm assembly 1228 and the adjacent portion of the tie stracture. The forward and rearward torsion bars 1230 and 1232 are relatively stiff in comparison to the body springs 1220 and 1222. Also, other types of structures can be used in place of torsion bars 1230 and 1232, for example, a crank arm and linear control member as described herein. Also, a dampener can be used in conjunction with connection arm assemblies 1226 and 1228; for example, a dampener similar to that dampener 95 shown in FIGURE 1. The motor 1234 ofthe motorcycle 1201 may be mounted within and supported by the tie structure 1202. The motor can be coupled to the rear wheel 1218 ofthe cycle in a manner well known in the art. Alternatively, an electric motor may be incoφorated into the rear and/or front wheel hubs to power the motorcycle. The battery therefor can be carried by the tie stracture, for example, at the location ofthe engine 1234. In operation when accelerating or braking, a longitudinal force is imposed on the cycle 1201 through the center of gravity 1214 which is at an elevation well below the pitch center of the vehicle. As such, the body 1204 will tend to tilt forwardly during acceleration and tilt rearwardly during hard deceleration, thereby retaining a significant load on the front wheel 1216 during acceleration and a significant load on the rear wheel 1218 during braking. This is opposite to the typical situation in a motorcycle. Also during braking, the torsion bars 1230 and 1232 allow the tie stracture to tilt downwardly somewhat in the forward direction. Due to the torsion bars 1230 being stiffer than spring 1220, the tie structure may be able to continue moving during braking after the shifting ofthe body has ceased. As a consequence during this tilting motion, the pitch center 1212 is shifting, thus reducing the rate of force transfer through the cycle during braking, thereby reducing the tendency of the cycle to pivot about its pitch reaction center Conversely, during hard acceleration, the torsion bars 1230 and 1232 allow the tie stracture to tilt somewhat downwardly in a rearward direction. As a consequence, the pitch center 1212 does not serve as the pitch reaction center of the cycle. As will be appreciated, through the constraction of the present invention, the cycle 1201 is capable of braking and accelerating in a relatively safe manner, especially in comparison with standard, typical motorcycles. FIGURE 30A illustrates a further embodiment of a motorcycle 1240 constructed in accordance with the present invention. The motorcycle 1240 is constructed similarly to motorcycle 1201. As such, the conesponding components of motorcycle 1240 are given the same part numbers as in motorcycle 1201 but with the addition of an "A" suffix. Construction function motorcycle 1240 that is the same or similar to motorcycle 1201 will not be repeated here. One difference between motorcycle 1240 and motorcycle 1201 is that in motorcycle 1240 the engine 1234 A actually functions as a part ofthe tie structure 1202 A. In this regard, the rear links 1210A and rear connect arm assembly 1228 A are mounted to the rear portion ofthe engine 1234 A. Having the engine 1234 A function as part ofthe tie stracture 1202 A reduces the complexity and weight ofthe motorcycle 1240. As another feature of the present invention, the seat 1206 A is located at an elevation below the top of the front and rear wheels 1216A and 1218A. This allows a relatively low overall center of gravity for the motorcycle and rider relative to motorcycles in which the rider sits higher relative to the wheels. FIGURES 31 and 32 illustrate the present invention being incoφorated into a railway car 1250. The railway car includes a body 1252 supported above a tie stracture 1260 by comer links 1256 that extend diagonally, inwardly at the front ofthe tie stracture and diagonally, inwardly at the rear of the tie structure. The upper ends of the links 1256 may be coupled to the body using pivot connections, ball joints, universal joints or other appropriate means. The lower ends ofthe corner links 1256 are coupled to mounting ears 1258 that project upwardly from tie stracture 1260, projecting forwardly and rearwardly from an axle structure 1254. The tie structure includes a transverse torsion bar 1262 over which an elongate collar or tube 1261 engages. Bushings can be used between the inside diameter of the tube 1261 and the outside diameter of the box 1262. Ears 1258 project upwardly from the collar. The torsion bar 1262 is coupled (for example, splined) to the outward, distal ends of arms 1264 that cantilever from the axle assembly 1254. The inward ends of the arms 1264 are coupled to the axle assembly 1254 by ball joints or similar means to allow the arms to turn about an axis extending along the length ofthe arms. As most clearly shown in FIGURE 31, the comer links 1256 may be diagonally disposed relative to the body 1252 so that if extended in their upwardly direction they would intersect at a point 1266 that functions as the roll center of the railway car. As apparent, such roll center is above the center of gravity 1268 ofthe railway car. The weight ofthe body 1252 may also be carried in part by spring/shock absorber assemblies 1270 extending upwardly from the axle assembly 1254 and coupled to an overhead portion of the body 1252. The characteristics of the spring/shock absorber assembly 1270 can be varied as desired so as to select the relative amount of the weight ofthe body 1252 being carried by the spring/shock absorber assemblies. The axle assembly 1254 is canied by standard railway wheels 1272 which ride on standard railway tracks 1274. The wheels 1272 can be replaced to fit different tracks. The wheels 1272 are mounted on wheel axles 1275. In use, when the railway car 1250 is rounding a comer, the centrifugal force is applied thereto through the center of gravity 1268. Because the center of gravity is located below the roll center 1266, the body 1252 will tilt inwardly into the comer as opposed to tilting outwardly in a manner of a standard railway car. Moreover, during such tilting ofthe body 1252, the tie stracture tilts somewhat downwardly on the outward side of the comer, but not nearly to the extent that the body 1252 is capable of tilting. This movement ofthe tie structure 1260 is resisted by torsion bar 1262. Moreover, due to the torsion bar 1262 being relatively stiffer than the spring/shock absorber assemblies 1270, the tilt ofthe body will be completed before the maximum tilt ofthe tie stracture occurs. As a result, a rate offeree transfer through the railway car 1250 is lower than would occur if the tie structure had "bottomed out" before the body had "bottomed out." As a consequence, the generation of a significant roll couple tending to roll the railway car about the outward wheels 1272 during cornering is forestalled. As such, the railway car 1250 is designed to provide some of the same advantages provided by the other vehicles described herein. A further embodiment of the present invention that is specifically designed for incoφoration into a rail car 1277 is illustrated in FIGURE 33. The illustrated rail car includes a body portion 1278 supported on an underlying tie structure/axle 1279 by relatively soft air pillow structures 1280 upon which an anchoring plate 1281 pivotally supports the underside of a load bearing column stracture 1282 which is interconnected by body stractural members 1283 and 1284. An axle shaft 1285 axles the tie stracture 1279 to wheels 1286 which ride on conventional rails 1287. The body 1278 is also connected to the tie stracture 1279 by diagonally disposed hydraulic sliders 1288 having their upper end pinned to body stractural member 1283 and their lower end pinned to the outward end of a horizontal double piston cylinder assembly 1290 mounted on the tie structure 1279. The outward end of the piston rods 1291 are pinned to the lower outboard ends ofthe hydraulic sliders 1288. It will be appreciated that the hydraulic sliders 1288 are oriented so that lines extending colinear thereto intersect at the lateral center of the rail car at an elevation conesponding to the roll center 1292 of the rail car, which is above the center of gravity 1294 of the rail car. Moreover, by extending or contracting the cylinder rods 1290, the vertical location of the roll center 1292 may be varied as desired, including during actual operation of the rail car. It will be appreciated that the rail car 1277 operates in a manner similar to rail car 1250 described above, whereby when the rail car 1277 is rounding a comer, that centrifugal force is applied thereto through the center of gravity 1294. Because the center of gravity 1294 is located below the roll center 1292, the body 1278 will tilt inwardly into the comer as opposed to tilting outwardly in the manner ofa standard rail car. FIGURE 34 illustrates a further embodiment of the present invention wherein vehicle 1400 employs a tie stracture 1402 in the form of an upright structure positioned adjacent each of the wheel assemblies 1404 of the vehicle. The vehicle includes a steerable hub canier assembly 1406 integrated into the wheel assembly 1404. The hub canier assembly includes an upright inboard post portion 1408 which is coupled to a further inboard upright tie stracture post 1402 by parallel upper and lower arms 1410 and 1412. Also, a relatively stiff strut or spring assembly 1414 extends upwardly and diagonally inwardly from the lower end of hub canier post 1408 to an upper portion of the tie structure 1402, perhaps at the same location that the upper arm 1410 couples to the tie stracture. Preferably the strut/spring assembly is double acting, so as to resist movement ofthe tie structure in both the upward and downward directions relative to the hub carrier assembly. It will be appreciated that the spring assembly 1414 supports the tie stracture 1402 relative to the hub carrier assembly 1406, and links 1416 and 1418 couple the tie structure to the adjacent portion of the vehicle body 1420. As shown in FIGURE 34, the inboard ends of the links 1416 and 1418 are oriented so that lines extending colinearly with the links 1416 and 14 IS intersect at the roll center 1422 of the vehicle. Also, relatively softer spring assemblies 1424 extend upwardly from hub carrier post 1408 to couple with an overhead portion ofthe body 1420. It will be appreciated that the present invention shown in FIGURE 34 allows the body 1420 to tilt inwardly into a curve during cornering while allowing a controlled amount of outward movement and tilt ofthe tie stracture 1402 so that the roll center 1422 also moves outwardly, thereby preventing the vehicle from jacking about the reaction center as roll center is moving outwardly. In this regard, when cornering the centrifugal force on the vehicle 1400 acts through the center of gravity 1426 which is below the roll center 1422, thereby causing the body 1420 to tilt inwardly into the curve. At the same time, the force being imposed on the roll center 1422 in the direction of anow 1428 imposes compression loads on links 1416 and 1418, which load is resisted by spring assembly 1414. As a result, the tie structure post 1402 tends to move downwardly. This downward motion of the tie structure post allows the roll center 1422 of the vehicle to move slightly downwardly as the vehicle is cornering, thereby preventing the vehicle from jacking about the reaction center during movement thereof. As will be appreciated, the present invention as shown in FIGURE 34 provides the same advantages of other embodiments of the present invention without requiring a tie structure of a significant stracture. FIGURE 35 illustrates a further embodiment of the present invention, wherein a vehicle 1450 includes a hub carrier assembly 1452 which is attached to the lower end of a MacPherson strut assembly 1454. The upper end ofthe strut assembly 1454 is coupled to an overhead portion ofthe vehicle body 1456 in a well-known manner. A drive axle (not shown) can be incoφorated into the hub canier assembly 1452 to drive the wheel assembly 1458 in a well-known manner. Also, the wheel assembly 1458 may be steerable using a steering system similar to that described with respect to FIGURE 20, above. In this regard, an actuator assembly 1460 is connected to the upper arm 1462 of a pivot arm assembly 1464 which is pivotally mounted along the height ofthe MacPherson strut 1454. The upper arm 1462 extends forwardly (out ofthe paper) from the upper end of the pivot arm assembly 1464 for coupling to the laterally outward end of the actuator assembly 1460. Thus, as the actuator assembly 1460 extends and retracts, the pivot arm assembly 1464 is caused to pivot about a vertical axis. A lower arm 1468 extends forwardly (out ofthe paper) from the lower end ofthe pivot arm assembly 1464 to couple with a lateral steering arm 1470 that extends laterally from the lower arm to couple with an arm 1472 that extends forwardly (out of the paper) from steering knuckle 1474 which is integral with wheel spindle 1476. In this way, steering is accomplished through a remote system that is actuated by this steering wheel through a hydraulic or electrical system (which is not shown but is well known in the automotive industry). It will be appreciated that other steering systems can be utilized in place of the steering system of FIGURE 54 without departing from the spirit or scope ofthe present invention. A relatively stiff spring slider assembly 1478 (preferably double acting) is interconnected between the lower end of the MacPherson strut assembly 1454 and an inward portion of the vehicle body 1456. The spring/slider assembly 1478 is positioned so that a line extending colinearly therefrom passes through the roll center 1480 of the vehicle, which is located somewhat above the center of gravity 1482 of the vehicle. It will be appreciated that the spring slider assembly 1478 can be passive and thus reacting to lateral forces applied to the vehicle, or can be active so as to control the roll of the vehicle as desired. It will be appreciated that vehicle 1450 shown in FIGURE 35 provides the same advantages as vehicle 1400 shown in FIGURE 34. In this regard, during cornering, centrifugal force imposed on the vehicle 1450 acts through the center of gravity 1482, which is below the roll center 1480, thereby tending to cause the body 1456 to rotate inwardly during cornering about the roll center. At the same time, the centrifugal force on the body is transmitted to the wheel assembly 1458 through the roll center 1480 and through the spring/slider assembly 1478, thereby causing compression ofthe spring/slider assembly and thus allowing a certain amount of lateral and downward movement of the body 1456 toward the outside of the curve. During this lateral movement, the body roll center 1480 does not serve as the reaction center about which the vehicle would typically jack, thereby reducing the roll jacking effect imposed on the vehicle during cornering as in the other embodiments ofthe present invention. FIGURE 36 shows an alternative embodiment of the spring/slider assembly 1478 of FIGURE 35. In FIGURE 36, the spring/slider assembly 1486 includes two spring/slider units 1488 that are in parallel relationship to each other, being separated by transverse connecting brackets 1490. It will be appreciated that the constraction of the spring/slider assembly 1486 shown in FIGURE 36 can provide increased stability of the vehicle body relative to the steering and suspension system in the fore and aft direction. In all other respects, the present invention shown in FIGURE 36 may be similar to or the same as shown in FIGURE 35. FIGURE 37 shows a further alternative embodiment of the slider/strut assembly 1478 of FIGURE 35. In the slider/strut assembly 1492 of FIGURE 37, the inboard end thereof is attached to an A-arm assembly 1494 which is coupled to the vehicle (not shown) at ball joints 1496 or similar joints. Also shown in FIGURE 37, control lines 1497 and 1498 interconnect with opposite ends of the cylinder portion 1499 of the spring/slider assembly 1492 so as to provide active control for the spring/slider assembly. In this regard, the lines 1497 and 1498 may be connected to a fluid supply system (not shown). It can be appreciated that rather than being actuated by a fluid, the spring/slider assembly 1492 may be electrically controlled in a manner that is well known. It will also be appreciated that a structure shown in FIGURE 37 provides the same advantages as that shown in FIGURE 35, and operates in substantially the same manner. The use ofthe A frame 1494 enables the strut/slider assembly to be connected to the body at more than one location, thereby spreading out the load on the body when force is transfened between the body and the spring/slider assembly. FIGURES 38 and 39 illustrate a further embodiment of the present invention wherein vehicle 1500 includes a body 1502 supported on a combination hub carrier and slider assembly 1504 (which operates as a tie structure) coupled to wheel assembly 1506. The wheel assembly 1506 may be adapted to be steered relative to the hub carrier/slider 1504 by various systems, including those described above. Pairs of upper and lower A-arms 1508 and 1510 interconnect the body 1502 to the hub canier/slider assemblies. As shown in FIGURE 38, the A.-arms 1508 and 1510 are oriented in the diagonally upwardly and laterally inwardly direction so that lines extending therefrom that bisect the two arms of each A-arm assembly intersect at the roll center of the vehicle 1512 which is above the center of gravity of the vehicle 1514. The laterally inward ends of the A-arm assemblies 1508 and 1510 may be coupled to the body with ball joints or other types of joints. The laterally outward ends of the A-arm assemblies 1508 and 1510 are coupled to sliders 1516 and 1518 that are constrained to slide up and down a slideway 1520 formed along the height of a post portion 1522 ofthe hub carrier/slider assembly. Referring to the fragmentary side elevational view shown in FIGURE 39, the A arm assemblies 1508 and 1510 are oriented in the fore and aft direction of the vehicle 1500 so that lines extending through the connections of the A-arm assemblies to the body intersect at the pitch center 1523 of the vehicle. As described in other embodiments of the present invention, for example, the embodiment shown in FIGURES 4 and 5, orienting the A-arm assemblies in this manner allows the vehicle to pitch about its pitch center during acceleration and braking, but in the opposite direction of a standard vehicle. Relatively soft springs 1524 and 1526 extend between the inward hub portion 1528 of the hub canier/slider assembly 1524 and one or both of the arms of the A-arm assemblies 1508 and 1510. The springs 1524 and 1526 are able to support the inward ends of the A-arm assemblies relative to the slideway 1520 while allowing the A-arm assemblies to move up and down wthin the slideway. A stiffer linear control unit 1530 is pivotally coupled to the inward end ofthe hub portion 1528 and also coupled to the body 1502, for example at, or close to, the location that the upper A-arm assembly 1508 is coupled to the body. The control unit 1530 (preferably double acting) resists the lateral movement ofthe body relative to the hub carrier/slider assembly 1504. The embodiment ofthe present invention shown in FIGURES 38 and 39 functions very similarly to other embodiments of the present invention. In this regard, during cornering the centrifugal force acting on the vehicle 1500 acts through the center of gravity 1514. The longitudinal forces acting on the vehicle during braking or accelerating also act through the center of gravity 178 ofthe vehicle 1514. As such, during cornering, the body 1502 will tilt inwardly toward the center of the curve. Conespondingly during braking, the body will tend to tilt downwardly in a rearward direction and during accelerating the body will tend to tilt downwardly at the forward end ofthe vehicle. This is contrary to the conventional direction of vehicle body roll during cornering or vehicle body pitch during acceleration or braking. Moreover, during cornering, the centrifugal force acting on the vehicle are transmitted to the ground through the roll center 1512 through the hub carrier/slider assembly 1504 and to the wheel assemblies 1506. As such, the adjacent portion of the body 1502 shifts somewhat downwardly and outwardly, with the sliders 1516 and 1518 sliding down slideway 1520, causing the inward ends of the A-arms 1508 and 1510 to lower relative to the hub carrier/slider assembly 1504. This movement of the body is resisted by the control unit 1530 which only allows a certain amount of such body movement. However, such movement is sufficient to prevent the roll center 1512 to serve as the reaction center of the vehicle, thereby reducing the roll jacking effect imposed on the vehicle during cornering. The same effect is achieved during braking or accelerating, wherein during braking the body 1502 tends to shift somewhat in the forward direction and during acceleration the body tends to shift somewhat in a rearward direction relative to the hub carrier/slider assembly. Thus, during such braking or accelerating the pitch center of the vehicle does not serve as the reaction center causing the body to dive during braking or squat during accelerating, as described above in other embodiments of the present invention. However, one difference in the embodiments of the present invention shown in FIGURES 35-39 is that no tie stracture per se is required in order to achieve the advantageous operating characteristics ofthe vehicles 1450 and 1500. Rather, such effect is achieved by the constraction and orientation of the suspension system components of these vehicles. FIGURES 40 and 41 illustrate a further embodiment of the present invention wherein a vehicle 1600 includes a body 1602 supported by an underlying tie structure 1604, which in turn is supported by wheel assemblies 1606. Pivot arm assemblies 1608 interconnect the tie stracture to the wheel assemblies. Pivot arm assemblies 1608 can be of various constructions, including, for example, as shown in FIGURES 3, 4, and 5, above. The body 1602 is coupled to the tie structure 1604 by longitudinal link arms 1610 and transverse link arms 1612. Shown in the drawings, longitudinal link arms 1610 are disposed diagonally so that a line drawn through the center of the link arms intersects at or near a point 1614 which is located above the center of gravity 1616 of the vehicle. Transverse link arms 1612 also are disposed diagonally so that the upper ends intersect at the elevation of juncture 1614 or at an elevation above or below the juncture 1614. The ends ofthe link arms 1610 and 1612 may be coupled to the body and tie stracture by ball joints or similar joints that allow "universal" movement between the ends ofthe link arms and the body/tie stracture. As shown in FIGURE 40, a load control device 1618 is interconnected between the hub portion 1620 of the wheel assembly 1606 and an overhead portion of the body 1602. The load control mechanism 1618 can be of various types described above, for example similar to load control mechanisms 70, 80, 70C, 80C, 1328, 988, 427, 582, 584, etc. In the embodiment of the present invention shown in FIGURES 40 and 41, the body and tie stracture, roll and pitch in the manner of the other embodiments of the present invention described above during cornering, breaking, and acceleration. FIGURES 42, 43, and 44 illustrate a further embodiment of a motorcycle 1650 constructed in accordance with the present invention utilizing a front tie stracture 1652 and a rear tie stracture 1654 for interconnecting motorcycle body 1656 to a front wheel assembly 1658 and a rear wheel assembly 1660. The front tie stracture 1652 includes an upper 1662 and lower 1664 crossbar interconnected by vertical circular tubes 1666 that slidably engage within larger diameter fork tubes 1668 that extend upwardly from front wheel axle 1670. A fairly stiff resistance spring 1671 is engaged over the lower portion ofthe tube 1660 between the underside of lower crossbar 1664 and the upper end of fork tube 1668. A softer, lower resistance spring mechanism may be incoφorated into the fork tubes 1668 to absorb bumps, road vibrations, etc. The upper crossbar 1662 is pivotally connected to the forward end portion of body 1656 so that the tie stracture 1652 and fork tube assembly 1668 pivot about such connection in a manner of a typical motorcycle. Handlebars 1672 are provided for such rotation. Also, a diagonal link 1674 interconnects the lower portion of the forward tie stracture 1652 to an upper portion of the body. A line 1675 extending through the link 1674 intersects with a similar line 1675 A extending from a link 1676 extending between rear tie structure 1654 and the body 1656. The straight lines 1675 and 1675 A extending from the links 1674 and 1676 intersect at the pitch center 1678 of the motorcycle which is above the center of gravity 1680 ofthe motorcycle. The rear tie structure 1654 includes a pair of upright slide tube structures 1680 interconnected to the opposite ends ofthe rear drive shaft assembly 1682. A lower slide collar 1686 is disposed over the lower portion of slide tube 1680 for interconnection with the lower end of the diagonal link 1676. A relatively stiff load control device 1688 is interconnected between the slide collar 1686 and the slide tube 1680. An upper slide collar 1690 extends over the upper portion of the slide tube 1680 and is connected to the motorcycle body 1656. A lower level resistance load control device 1692 interconnects the upper slide collar 1690 with the slide tube 1680. A motor 1694 is disposed in the lower portion of the motorcycle 1650. A drive shaft 1696 extends rearwardly from the motor 1694 to the rear drive axle 1682. It will be appreciated that motorcycle 1650 provides the same advantages provided by motorcycles 1201 and 1240 described above, but through the use of a front tie structure 1652 and a rear tie structure 1654, this tie structure anangement is less invasive with respect to the motorcycle body than is the tie stracture shown in FIGURE 30. Moreover, for the embodiment of the present invention shown in FIGURES 42-44 does not require that the motor or drive train be used as part of the suspension system per se. FIGURE 45 illustrates a further embodiment of the present invention, wherein vehicle 1700 includes a body 1702 supported by a tie structure which is in the form of a hub carrier 1704 axled to the wheel 1706. An upright link 1708 is pivotally mounted on the combined tie structure/hub carrier 1704 at an elevation somewhat below the elevation of the axle 1710, which interconnects the hub canier with the wheel. A lower arm stracture 1712 is coupled between the lower portion of the body 1702 and the lower end portion of upright link 1708. The arm structure 1712 can be in the form of an A-arm, a double arm, or a slider arm, or other structure. The puφose of the arm stracture 1712 is to transfer force between the lower portion of the body and the lower end portion of the upright link 1708 as the body pivots or tilts during cornering, as discussed below. A relatively stiff slider assembly 1714 interconnects the tie stracture with an intermediate elevation location on the body. The slider assembly 1714 is connected to the body with the ball joint, pin, or other connection that allows relative angular motion between the slider assembly and the body. At the opposite end, the slider assembly 1714 may be coupled to the tie stracture at the same location that the upright link 1708 is coupled to the tie stracture. The slider assembly 1714 is oriented so that a line extending along its length intersects with the roll center/pitch center 1720 ofthe vehicle, which is at an elevation substantially above the center of gravity 1721 of the vehicle, in the manner of other embodiments for the present invention described above. An upper link arm 1716 may be interconnected between an upper end portion of the upright link 1708 and an upper portion of the tie structure 1704. In addition, a relatively soft resistance body spring 1718 may be interconnected between the tie stracture and an overhead portion of the body. The spring 1718 may be coupled to the body and the tie structure in the same manner as similar relatively soft-resistance springs, as discussed above in other embodiments ofthe present invention. In operation, when vehicle 1700 negotiates a comer, since the roll center 1720 is above the center of gravity 1722, the body 1702 tilts in the inward direction or, in other words, into the comer. This causes the lower arm structure 1712 to move laterally inwardly or outwardly, depending on whether wheel 1706 is an inside or outside wheel. This causes a pivoting action on upright link 1708, and results in the upper link 1716 moving in the opposite direction of the arm 1712, thereby adjusting the camber on the wheel 1706. In this manner, a positive dynamic camber can be achieved, but in a manner different from other embodiments of the present invention described above. In the embodiment of FIGURE 45, the links that achieve positive dynamic camber are located at a relatively low elevation with respect to the height of the vehicle, thereby enabling such links to be more readily incoφorated into the construction of a vehicle. In this regard, the arm stracture 1712 is well below the roll center of the vehicle, and is also below the center of gravity of the vehicle. Moreover, the upper link arm 1706 can be connected to various connection locations 1726 on the tie structure, as well as connected to various locations on the upright link 1708, to thereby control the amount of positive camber generated in proportion to the amount of roll ofthe body 1702 relative to roll center 1720. It will be appreciated that the arm assembly 1712 also can be operated hydraulically or electrically so that the movement of the arm assembly 1712 is not directly related to the amount of tilt or roll ofthe body 1702. In this manner, an "active" camber control is achieved. It will be appreciated that in the present invention, a singular tie stracture could be used; for example, as shown in FIGURES 1, 2, 4, 5, 15, 16, 17, 30, 40, and 41. Also, a tie stracture could extend transversely across the vehicle at the front or rear, or both, of the vehicle as shown, for example, in FIGURES 7, 8 10, 11, 13, 14, 18, 21, 24, 25, 27, 30A, 31, 32, 33, 42, 43, and 44. Further, a tie stracture could be used at or integrated into each wheel or vehicle support assembly or at multiple wheel or vehicle support assemblies, as shown, for example, in FIGURES 20, 23, 24, 34, 35, 36, 37, 38, 39, and 45. Of course, numerous other combinations or permutations, such as a lateral tie structure at the front or rear of a vehicle and singular tie structures at the other wheel/vehicle support assemblies of the vehicle, also tie structure(s) could be used at some, but not at all, of the locations of the vehicle/wheels support assemblies, for example, only at the front ofa snowmobile or tricycle-type vehicle. While the prefened embodiments of the invention have been illustrated and described, it will be appreciated that various changes can be made therein without departing from the spirit and scope ofthe invention. Also, it is to be appreciated that the present invention may be utilized in a wide range of vehicles, including passenger vehicles, SUVs, all-tenain vehicles, racing vehicles, dragsters, motorcycles, tracks, pickups, tractors as well as rail cars. Although the present invention has been illustrated in terms of wheeled vehicles, the present invention may also be incoφorated into track vehicles, for instance military personnel caniers and tanks.

Claims

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A suspension system for a vehicle having a body and at least one ground engaging vehicle support assembly, characterized by: (a) at least one tie stracture inteφosed between the vehicle support assembly and the body ofthe vehicle, comprising a tie stracture selected from the group consisting of: (i) a singular tie stracture inteφosed between the vehicle support assembly and the body; (ii) a tie structure at the front of the vehicle inteφosed between the front portion of the vehicle and a front vehicle support assembly and/or inteφosed between the rear portion ofthe vehicle and a rear vehicle support assembly; and (iii) a tie stracture at each of the vehicle support assemblies inteφosed between a conesponding vehicle support assembly and the body; (iv) a tie structure inteφosed between the body and multiple vehicle support assemblies; and (v) a tie structure at individual vehicle support assemblies and inteφosed between a conesponding vehicle support assembly and the body at one location of the vehicle and at another location of the body, a tie structure inteφosed between the body and multiple vehicle support assemblies; (b) a first interconnecting system for interconnecting the vehicle support assembly and the tie structure(s); (c) a second interconnecting system for pivotally interconnecting the tie stracture(s) and the body to enable the body to pivot relative to the tie stracture(s) in a direction longitudinally and/or laterally relative to the length ofthe vehicle; and (d) a load control system inteφosed and interconnecting the body with the support assembly and/or tie stracture(s), the load control system limiting the movement ofthe body relative to the support assembly and/or the tie structure(s).

2. The suspension system according to Claim 1, wherein: the first interconnection system characterized by a pivot arm assembly associated with each of the ground engaging vehicle support assemblies, the pivot arm assemblies being pivotally coupled to the tie structures as well as to the vehicle support structures; and the load control system acting between the pivot arm assembly and the tie stracture to enable the pivot assembly to nominally support the tie stmcture(s).

3. The suspension system according to Claim 2, wherein the load control system is operably interconnected between conesponding laterally spaced apart pivot arm assemblies.

4. The suspension system according to Claim 2, wherein the end portions of the pivot arm assembly is coupled to the tie stracture being movable relative to the tie stracture in a direction generally laterally relative to the length of the body, including during cornering ofthe vehicle.

5. The suspension system according to Claim 3 or 4, wherein: the load control system comprises a relatively stiff resistance mechanism to limit the rotation ofthe pivot arm assembly relative to the tie stracture; and further characterized by relatively compliant load control subsystem carried by the pivot arm assembly and interconnected with the body to control the movement of the body relative to the tie stracture(s).

6. The vehicle suspension system according to Claim 1, wherein the second interconnection system characterized by a plurality of first rollers engaging within first guide ways defined by the tie structure, the first guide ways shaped to allow the first rollers to move in the upright direction as the body moves in either the pitch and/or roll directions.

7. The suspension system according to Claim 6, wherein said first interconnection system characterized by a second set of rollers that engage conesponding the second guide ways located within the body, the body second guide ways shaped to allow the second rollers to move in the upright direction relative to the body during tilting ofthe body in the pitch and roll directions ofthe body.

8. The vehicle suspension system according to Claim 1, further characterized by: an axle interconnecting laterally spaced apart vehicle support assemblies; the first interconnection system interconnecting the tie structure with the axle, said first interconnection system permitting relative upright movement between the tie structure(s) and the axle during acceleration and braking ofthe vehicle.

9. The suspension system according to Claim 8, wherein the second interconnection system having an upper connection stracture connecting an upper portion of the tie stracture with the body and a lower connection structure interconnecting the lower portion ofthe tie stracture with the body.

10. The suspension system according to Claim 1, wherein the second interconnection system movable in the upright direction to enable the body to move in at least one of the pitch and roll directions relative to the tie stracture in the direction opposite to the direction offerees applied to the vehicle during cornering and braking.

11. The suspension system according to Claim 10, wherein the load control system characterized by first springs coupled between the second interconnection system and the body and the second springs coupled between the second interconnection system and the vehicle support assemblies, wherein the second springs are stiffer than the first springs.

12. The vehicle suspension system according to Claim 10, wherein said second interconnection system characterized by an upright tie structure slidably engageable with the conesponding vehicle support assembly, the tie structure having an upper portion slidably coupled to the body, and a lower portion slidably coupled to the tie stracture.

13. The vehicle according to Claim 10, wherein the tie structure and the hub carrier are an integral structure.

14. The vehicle suspension system according to Claim 1, further characterized by a tie stracture moving system inteφosed between the tie stracture and the vehicle support assemblies, whereby the tie stracture and body are capable of moving relative to the vehicle support assemblies in at least one ofthe longitudinal and transverse directions relative to the length ofthe frame.

15. The vehicle suspension system according to Claim 14, wherein the tie stracture moving system includes slide assemblies both between the tie structure and the vehicle support assemblies.

16. The suspension system according to Claim 1, wherein the second interconnection system characterized by pivot arm stractures spaced apart from each other, each of the pivot arm stractures having a base portion pivotally coupled to the tie structure and each having an apex portion pivotally acting on the adjacent portion of the body, the pivot arm stractures enabling the body to tilt relative to the tie structure about a longitudinal axis ofthe vehicle and enabling the body to pivot relative to the tie stracture about a transverse axis ofthe vehicle.

17. The suspension system according to Claim 16, wherein the second interconnection system supporting the body relative to the tie structure to allow the body to move longitudinally and/or laterally relative to the tie stracture upon an impact force of sufficient level being applied to the body.

18. The suspension system according to Claim 16, wherein the longitudinal axis ofthe vehicle is at a different elevation than the transverse axis ofthe vehicle.

19. The suspension system according to Claim 1, wherein the second interconnection system characterized by a plurality of link structures having a first end portion pivotally connected to the tie structure and a second end portion pivotally connected to the body, said link structure is oriented relative to the tie structure to extend toward a common point along the longitudinal axis ofthe body.

20. The suspension system according to Claim 19, wherein said link stractures are adjustable in length.

21. The suspension system according to Claim 1 : wherein portions of the second interconnection system defining at least one longitudinal axis along which the body is pivotal relative to the tie structure; wherein said portions ofthe second interconnection system are coupled to the body above the center of gravity of the vehicle and support the body for rolling movement about the longitudinal axis during cornering; and wherein the load control system inteφosed and interconnecting the body and the vehicle support assemblies, the load control system limiting the movement ofthe body relative to the vehicle support assemblies, said load control system also comprising a control member interconnected between the body and the tie structure at approximately the elevation ofthe roll center ofthe vehicle, the control member controlling the relative lateral movement of the body and tie stracture during cornering without generating a significant roll couple which otherwise would tend to impose a significant roll torque on the vehicle.

22. The suspension system according to Claim 1, wherein said load control system operates to support the body relative to the vehicle support structures and tilt the body about the longitudinal axis of the vehicle during travel of the vehicle, including while cornering, wherein said load control system further characterized by sensors to sense the direction, speed and acceleration of the vehicle and operating the load control system in response to the direction, speed and acceleration of the vehicle, including causing the body to tilt inwardly into a curve when the vehicle is cornering.

23. A suspension system for a vehicle having a body and a plurality of vehicle support assemblies, characterized by: (a) a hub canier associated with each vehicle support assembly; (b) a separate tie stracture associated with each hub carrier and located adjacent a conesponding hub carrier; (c) a first interconnection system interconnecting the tie structures and the body to enable the body to roll about its longitudinal axis during cornering; (d) a second interconnection system interconnecting the tie stractures to the hub carriers to allow controlled vertical movement of the tie structures relative to the hub caniers; and (e) a load controller coupled between the hub carriers and the body.

24. The vehicle suspension system according to Claim 23, wherein the first interconnection system characterized by a plurality of pivot arms coupled between the tie stracture and conesponding portions of the body, said pivot arms oriented in a direction conesponding to the roll center ofthe vehicle.

25. The vehicle suspension system according to Claim 1, wherein at least one of the first interconnection system and the second interconnection system may be characterized by a powered system to cause relative movement between the tie stracture and vehicle support assemblies and/or between the tie stracture and the body.

26. The vehicle suspension system according to Claim 1, wherein the load control system characterized as being powered to actively move or limit the movement of the body relative to the vehicle support assemblies and/or the tie stracture.

27. The vehicle suspension system according to Claim 1, wherein the body is pivotal relative to the tie structure about a longitudinal axis and about a transverse axis, the longitudinal and transverse axis being at different elevations relative to the vehicle.

28. The vehicle suspension system according to Claim 27, wherein at least one ofthe longitudinal and transverse axes being above the center of gravity ofthe vehicle.

29. The vehicle suspension system according to Claim 1, wherein the first interconnection system, the second interconnection system, and/or the load control system, operate to tilt the body inwardly during cornering and tilt the tie structure to a limited degree outwardly during cornering, thereby resulting in the vehicle support assemblies being tilted somewhat inwardly during vehicle cornering to achieve a positive dynamic camber ofthe vehicle support assemblies.

30. The vehicle suspension system according to Claim 29, further comprising a camber control system acting between the body and the vehicle support assemblies, said camber control system disposed at an elevation below the roll center ofthe vehicle.

31. The vehicle suspension system according to Claim 1, further characterized by a drive train for powering the vehicle, said drive train either constituting a portion of the tie stracture or located within the confines ofthe support structure.