Abstract: A first link mechanism of a suspension is provided at a rear end portion of a vehicle for connecting a drive wheel to a vehicle body, so that the drive wheel performs vertical movements relative to the vehicle body via the first link mechanism. In addition, a shock absorber is attached to a lower arm of the first link mechanism for resiliently supporting the drive wheel relative to the vehicle body. Furthermore, a second link mechanism is provided on the upper arm and the lower arm of the first link mechanism which performs symmetrically vertical movements relative to the vertical movements of the first link mechanism, and a motor is integrally attached to the second link mechanism, whereby inertia energy resulting from the vertical movements of the drive wheel and inertia energy resulting from the vertical movements of the motor are made to be offset against each other.

Abstract: The inventive fabricated steer axle assembly includes an axle beam, a kingpin housing, and, a fabrication connecting the axle beam and kingpin housing. The kingpin housing comprises an open-ended cylindrical tube having a groove disposed proximate each end of the tube. The fabrication includes a first end and a second end and is bent around the kingpin housing so that the first and second ends may be attached to the axle beam. A continuous weld may be used to couple the ends of the fabrication to the axle beam and secure the ends of the fabrication together along a seam extending between the kingpin housing and the beam formed after bending the fabrication around the kingpin housing.

Abstract: Spindle arrangement for a non-driven, steerable vehicle wheel of a motor vehicle including a spindle unit (10) with bores (11) located at an axial distance from one another and aligned axially with one another for rotatable mounting of the spindle unit (10) relative to a kingpin (4; 4′) accommodated via a central portion (5) in a through-bore (3) in a front axle-beam (2). A stub axle unit (18) is connected to the spindle unit (10) and on which a wheel hub (19) is mounted. Bearing means (8, 9) for the rotatable mounting of the spindle unit (10) are arranged at a first and second end (6, 7; 6′, 7) of the kingpin (4; 4′). When the bearing means (8) located at the first end (6; 6′) of the kingpin (4; 4′) is a spherical sliding bearing (8), that bearing (8) takes up only radial forces in relation to the center axis (12) of the kingpin (4; 4′).

Abstract: A wheel assembly for a vehicle comprises a spindle and a wheel carrier. The spindle includes a shank portion and a shoulder portion. The shank portion includes a press-fit portion adjacent the shoulder portion and has a first predetermined diameter. The wheel carrier is adapted to be supported by a suspension system of the vehicle, is comprised of aluminum, and has a spindle-receiving bore therethrough. The bore has an initially-formed diameter smaller than the first predetermined diameter. The press-fit portion is press-fit into the bore. The difference between the initially-formed diameter and the first predetermined diameter is sufficiently large that the press-fit portion is surrounded by a deformation zone having a radial thickness of at least 10 microns. In one preferred embodiment, this deformation zone is comprised of plastically deformed aluminum having a radial thickness of at least 3 microns.

Abstract: The process of the invention consists in assembling a correction stub axle 2 comprising a correction angle &ggr;c on the receiving surface 3 of a suspension system 1. The stub axle is positioned along a correction azimuth &dgr;c as a function of an error azimuth &dgr;d of the orientation of the receiving surface 3 relative to the nominal orientation intended.

Abstract: The invention provides a new method of vehicular suspension, whereby the attributes of greater design freedom, reduction of frontal area, lower center of gravity, increased fuel efficiency, decreased polar movement, increased safety due to improved handling and a more linear relationship of springing force to wheel travel are accomplished with the outboard primary lever (outrigger bell crank) and the associated linkages.

Abstract: A suspension assembly has two plates, two sleeves, two wheel mounts and two shock absorbers. Each plate is pivotally attached to one side of the front end of the frame in a first lateral direction. Each sleeve is pivotally attached to one of the plates in a second lateral direction parallel to the first lateral direction. Each wheel mount is pivotally attached to one of the sleeves in a vertical direction perpendicular to the first and second lateral directions. One front wheel is rotatably mounted on each wheel mount. Each shock absorber is pivotally connected between each wheel mount and the frame of the scooter. Accordingly, the front wheels are independently suspended. A force applied to the front wheels will be absorbed by the shock absorber. To steer and to drive the scooter is more comfortable.

Abstract: The present invention provides a rear suspension system for vehicles that effects suitable toe-in during braking and/or turning. The rear suspension system includes a lower arm mounted to a vehicle frame, the lower arm being displaced when receiving an external force; a mounting rod, one end of which is hingedly connected to one side of the lower arm; a wheel mounting unit, one end of which is connected to the mounting rod, a wheel being mounted on the wheel mounting unit; and a lever unit for rotating the mounting rod when the lower arm is displaced toward a rear of the vehicle frame.

Abstract: A tilting trailer suspension which has forwardly disposed, independent swingarms pivotally attached to a trailer main platform and a second u-shaped perimeter frame attached to the rear portion of the swingarms and extending over the swingarms converging at a latching point on the trailer tongue. Each swingarm has a stub axle mounted at its forward end for wheel attachment. A spring is mounted between the forward end of each swingarm and the perimeter frame to provide suspension. Tilting is accomplished by unlatching the u-shaped perimeter frame from the tongue portion of the main frame and raising it so that the swingarms pivot about the connection to the main frame. The rearward end of the trailer platform drops to the ground at a low angle, while the u-shaped perimeter frame assumes an upwardly extending attitude.

Abstract: An assembly (20) for use in a vehicle suspension system for connection with a wheel (14) of a vehicle includes first and second hollow hydroformed sections (42 and 44). In one embodiment of the assembly (20), upper and lower pivot mountings (110 and 68) are connected with the hollow hydroformed sections (42, 44). A wheel mounting section (24) is pivotally connected with the upper and lower pivot mountings (110 and 68). The pivot mountings (110, 68) allow the steerable vehicle wheel (14) to be turned to effect steering of a vehicle (10). The assembly (20) may be utilized in association with a vehicle wheel (16) which is not steerable. When the assembly is utilized in the vehicle wheel (16) which is not steerable, the pivotal wheel mounting section (24) may be eliminated.

Abstract: A hub for a wheel having a buffer mechanism internally of a hub barrel, in which the great shock caused by a difference in level is relieved to enhance the comfort to ride and the durability, and the left and right lateral torsion in the direction of an axle of a wheel is eliminated to improve the safety

Abstract: A wheel structure comprises a wheel frame and an action device enabling wheels to be moved into wheel slots of the wheel frame to protect the wheels against impact. The action device comprises two shock-absorbing members in contact with axles on which the wheels are mounted.

Abstract: A wheel suspension system for a vehicle such as a truck trailer. Wheels of the suspension system are attached to stub axles supported by pivoting trailing arm wheel supports. The wheel supports are arranged on a sub-frame which can be slidingly coupled to the underneath of the trailer. Each wheel support is urged apart from the sub-frame by a spring such as an air spring. In one embodiment the air springs are pressurized under the control of an electronic controller. The rotational axes of the wheels are staggered or spaced apart, such that the rotational axes of the wheels on one side of the sub-frame are not coincident with the rotational axes of the wheels on the other side of the sub-frame.

Abstract: A front wheel suspension system for a vehicle includes a wheel carrier for supporting a wheel, an upper control arm for mounting to an upper end of the wheel carrier, a lower control arm for mounting to a lower end of the wheel carrier, and a strut assembly for mounting on the lower control arm to absorb up-and-down impacts transmitted from the wheel, the strut assembly being inclined in a direction and designed to apply damping force to the lower control arm when the vehicle wheel bumps. A device is provided to generate a reacting force acting against the damping force of the strut assembly, the reacting force being applied to the lower control arm to compensate for the damping force.

Abstract: A swing arm of a suspension system for supporting the body of a motor vehicle comprises a main swing arm body on which a support portion for supporting a suspension damper is provided, a support member fixed to a rear portion of the main swing arm body and having supporting parts for supporting first to third suspension arms, and a support reinforcing member for reinforcing at least the supporting parts of the support member for supporting the second and third suspension arms. The main swing arm body, the support member and the support reinforcing member are produced by individually press-forming single steel plates and the swing arm is formed by joining the main swing arm body, the support member and the support reinforcing member.

Abstract: A wheel suspension, in particular an independent wheel suspension, having active adjustment of the wheel camber. An intermediate carrier is arranged between the hub carrier holding the wheel and the body-side wheel suspension, in particular the wheel suspension links. The intermediate carrier is linked to the wheel suspension on the body side and has a pivot axis running in the longitudinal direction of the vehicle.

Abstract: The wheel suspension of the invention is a thin-profile wheel suspension system including spring and dampening mechanisms and an optional brake and drive motor, mounted to a suspension frame in a compact arrangement which permits all or most of the sprung components to be mounted within the volume enclosed by the rim of a wheel, and thus the wheel suspension of the invention may be referred to as an “in-wheel suspension”. The wheel suspension comprises a hub plate assembly including hub bearings and axle. The hub plate is mounted to a suspension frame by a motion-controlling sliding mount assembly, which connects the hub plate to the suspension frame while it permits the hub plate to slidably move in response to wheel loads. In the preferred embodiment, the suspension frame includes two forks, each fork mounting a sliding rail mount assembly comprising a slide-and-rail mechanism aligned vertically on the suspension frame and mounted to the hub plate.

Abstract: The invention provides a new method of vehicular suspension, whereby the attributes of greater design freedom, reduction of frontal area, lower center of gravity, increased fuel efficiency, decreased polar movement, increased safety due to improved handling and a more linear relationship of springing force to wheel travel are accomplished with the outboard primary lever (outrigger bell crank) and the associated linkages.

Abstract: A suspension system for a vehicle includes an axle shaft for rotatably supporting a wheel; a strut assembly for vertically supporting the axle shaft on a vehicle body; and a cam assembly for coupling a vehicle body side end of the axle shaft to the vehicle body such that the vehicle body side end contacts the vehicle body with a contacting curvature identical to an instantaneous center line of the wheel. The cam assembly includes a cam disposed between the vehicle body and the vehicle body side end of the axle shaft, the cam having a cam-surface curved toward the wheel, a curvature of cam surface being identical to the instantaneous center line of the wheel, and wherein the vehicle body side end of the axle shaft is designed to tightly contact the cam surface.

Abstract: A double wishbone suspension has a carrier, an upper-arm, a lower arm, a lateral link, and a connecting part, etc. The carrier supports a wheel of a vehicle. An inside end of the upper-arm is coupled to a frame of the vehicle, and an outside end of the upper-arm is coupled to a lower end of the carrier. Two inside ends of the lower-arm are coupled to the frame of the vehicle, and an outside end of the lower-arm is coupled to a lower end of the carrier. Two inside ends are separated in the front-rear direction of the vehicle. An inside end of the lateral link is coupled to the frame of the vehicle, and an outside end of the lateral link is coupled to the carrier at a point offset from the axis of the wheel in the front-rear direction of the vehicle. The connecting part is between the carrier and the lower-arm so that the carrier can move in the front-rear direction of the vehicle relatively to the lower-arm. The connecting part includes two rigid parts and a rubber bush.

Abstract: A trailing arm axle/suspension system includes rigid or spring beams for mounting the axle directly to the beam without any or minimal, respectively, additional mounting hardware or structure. An axle mounting plate is formed as part of the preassembled rigid beam or attached to the spring beam, and is formed with a recess that can range from significantly smaller than to generally the same size as the smallest axle which will be seated therein. The axle is extruded into the recess to eliminate clearance and create intimate contact between the axle and the axle mounting plate. The force typically deforms the axle from its normal cross-sectional shape, such as round, into a generally oval or elliptical cross-sectional shape. Such clearance-free intimate contact also creates a constant preload or compression between the axle and the axle mounting plate in the recess area.

Abstract: A steering apparatus (10) for use in a vehicle (12) having a steerable road wheel (14) includes a steering member (30) supporting the road wheel for rotation relative to the steering member. A vehicle suspension part (22) supports the steering member (30) for pivotal movement about a steering axis (42). The vehicle suspension part (22) has a housing portion (26) defining a chamber (50). A piston (52) is located in the chamber (50) and divides the chamber into first and second chamber portions (56, 58). The piston (52) is movable in response to changes in fluid pressure in the chamber portions (56, 58). An output shaft (90) is rotatable in opposite directions in response to movement of the piston (52) in opposite directions. The output shaft (90) is connected to the steering member (30) to pivot the steering member about the steering axis (42) upon rotation of the output shaft.

Abstract: Wheel suspension for a non-driven steerable vehicle wheel, comprising a kingpin (3) fixed in a front wheel beam (1), said kingpin having upper and lower bearings (17, 18), by means of which a wheel spindle (12) is pivotally mounted relative to the beam. The upper bearing is a roller taper bearing and the lower bearing is a journal bearing (18) consisting of an outer sleeve of an elastically deformable plastic material and an inner bearing bushing of a bearing metal.