Abstract: A knuckle assembly for use with a wheel suspension system of a vehicle having a vehicle longitudinal axis, a frame extending therealong, the suspension system comprising upper and lower suspension arms, each having a frame engaging end at which the arm is configured to be pivotally connected to the frame about a proximal suspension axis, and a knuckle engaging end at which the arm is configured to be pivotally connected to the knuckle assembly about a distal suspension axis parallel to the proximal suspension axis.

Abstract: A suspension includes a housing, a radius arm, a radius arm bush, and a shock absorber. Inclination angles ?1 and ?2 satisfy ?F·tan ?2>M·tan ?1, in which: ?1 is an inclination angle at which a straight line coupling the center of the radius arm bush to the center of a rear wheel is inclined to a horizontal line, to lower toward the rear wheel, viewed from a side of the vehicle in a steady state; ?2 is an inclination angle at which an axis of expansion and shrink of the shock absorber is inclined to a vertical direction, to allow the shock absorber's upper end to more forward from the shock absorber's lower end; M is an unsprung mass of the suspension; and ?F is an amount of increase in a vertical load on the rear wheel from the steady state during a shrinkwise stroke of the shock absorber.

Abstract: A brake mounting bracket mountable onto a trailing arm or a steering knuckle in a vehicle is provided. The bracket includes first, second, and third bracket mounting holes through which the bracket is configured to be mounted to the trailing arm or the steering knuckle of the vehicle. The bracket additionally includes first and second caliper mounting holes through which a brake caliper is configured to be mounted to the bracket. The first and second bracket mounting holes are separated by a first dimension that is less than a second dimension between the second and third bracket mounting holes. The first and second caliper mounting holes are separated by a third dimension matching a spacing between first and second mounting holes of the brake caliper. The third dimension is greater than both the first and second dimensions.

Abstract: The suspension device according to the present invention is provided with a leaf spring extending in a belt shape, a first arm, a second arm, and a coupling member for rotatably coupling the first arm and the second arm, wherein: a first holding part for holding one end of the leaf spring and a second holding part for holding the other end of the leaf spring are provided; and the first and second arms each support the leaf spring by at least one portion that is different from the one end or the other end of the leaf spring.

Abstract: A vehicle body of a vehicle may include a floor portion which is provided for a driving unit of the vehicle to be mounted therein, and a seat frame member mounted with a seat of the vehicle while being selectively coupled to a plurality of points on the floor portion, to form the vehicle body, for achieving seat mounting and vehicle body configuration.

Abstract: A support frame assembly mounted to a narrow track vehicle to enhance stability during turns is provided. The support frame assembly includes a pivot frame assembly coupled to the narrow track vehicle and having a horizontal beam connected to a vertical beam, the horizontal beam supporting the seat of the narrow track vehicle thereon, a fixed frame assembly coupled to the narrow track vehicle and having a horizontal beam pivotably mounted to the vertical beam of the pivot frame assembly, and a pair of struts coupled to the pivot frame assembly and fixed frame assembly. The pair of struts apply counteracting forces on the vertical beam of the pivot frame assembly in response to pivotal movement of the pivot frame assembly relative to the fixed frame assembly.

Abstract: A traveling vehicle includes a vehicle body, a left swing part, a right swing part, a holding body, and a suspension device. The left swing part rotatably supports a left front wheel. The right swing part rotatably supports a right front wheel. The left swing part and the right swing part are supported on the vehicle body. The holding body for supporting the suspension device is formed in a U-shape so as to sandwich the suspension device in a front-back direction. A support shaft provided in the suspension device is supported on the holding body on both sides in the front-back direction. The suspension device is rotatable about the support shaft. The suspension device is arranged at a position higher than the left swing part and the right swing part, and extends and contracts in conjunction with swings of the left swing part and the right swing part.

Abstract: The invention relates to a connection system for connecting a damper unit of a vehicle inside a wheel suspension of the vehicle, the connection system having: an upper attachment region for attaching the damping unit, at least part of said region surrounding a receiving area for the damping unit and the receiving area extending around a first axis acting as the damping axis of the damping unit; a lower attachment region for coupling to the wheel-side portion of the wheel suspension, said lower attachment region having, in particular, two mutually spaced lower sections with an attachment area therebetween and an intermediate region which connects the upper attachment region to the lower attachment region. The main extension of the intermediate region corresponds to the direction of the first axis and the intermediate region allows the passage of a drive shaft of the vehicle.

Abstract: A front suspension lift kit for a golf cart includes first and second beams mountable to a frame of the golf cart. A first strut is mountable to the frame of the golf cart and a distal end portion of the first beam such that the first strut extends between the frame of the golf cart and the first beam. A second strut is mountable to the frame of the golf cart and a distal portion of the second beam such that the second strut extends between the frame of the golf cart and the second beam. A support bracket is mountable to the first and second beams at the distal end portions of the first and second beams. The lift kit also includes a swing arm, a spindle bracket, and a coil-over shock.

Abstract: A suspension system for a vehicle may include a knuckle rotatably supporting a wheel, and a lower control arm disposed along a vehicle's width direction and connecting the knuckle and a vehicle body, wherein the lower control arm includes a wheel-side end portion connected to a lower portion of the knuckle through a front lower external joint and a rear lower external joint, and two vehicle body-side end portions connected to the vehicle body through a front lower inner joint and a rear lower inner joint, the two vehicle body-side end portions including first and second vehicle body-side end portions, wherein the first vehicle body-side end portion among the two vehicle body-side end portions is connected to the vehicle body interposing a compliance control arm between the first vehicle body-side end portion and the vehicle body.

Abstract: The present invention provides an independent rear suspension system for low-floor bus for reducing the distance between the floor and ground, offering easy access for passengers and offering a wide space between the wheel arches.

Abstract: A suspension is provided for coupling a front wheel with a chassis of an off-road vehicle. The suspension comprises upper and lower suspension arms that each includes two inboard mounting points to the chassis and one outboard rod-end joint to a spindle assembly coupled with the front wheel. A ball comprising each outboard rod-end joint is fastened by way a bolt between a pair of parallel prongs extending from the spindle assembly. The upper suspension arm is configured to facilitate coupling a strut between the lower suspension arm and the chassis. A steering rod is coupled with the spindle assembly by way of a steering rod-end joint that is disposed forward of a drive axle, thereby decreasing leverage of the front wheel on the steering rod and substantially eliminating bump steer that may occur due to rough terrain.

Abstract: A suspension system having a knuckle carrier. A pivot mechanism may pivotally couple a control arm to the knuckle carrier. The pivot mechanism may include a preload nut that may exert a preload force on a bearing assembly. A platform may be fixedly disposed on the knuckle carrier. The platform may support an air spring and may have an arm that is coupled to a stabilizer bar subassembly.

Abstract: An independent suspension for vehicles, in particular for heavy vehicles, includes a steering knuckle developing between an outer portion, defining the axis of rotation of a wheel hub, and an inner portion, having a receiving seat extending transversely to the outer portion along a steering axis and a knuckle-carrier assembly rotatably coupled to the inner portion of the knuckle to allow a relative rotation around the steering axis, and including at least a first and a second supporting portion defining each a substantially horizontal hinge point for one end of a respective cross arm. The knuckle-carrier assembly includes a first and a second body, separate to each other, in which the first body includes a steering pin developing along the steering axis and the first supporting portion, and the second body is partially fitted around the steering pin and includes the second supporting portion.

Abstract: An All-Terrain Vehicle with a frame, a rear axle and at least a rear trailing arm. The rear trailing arm may attach to the vehicle frame frontward of the rear axle and may enter a wheel hub space frontwards of the rear axle and attach to an inset wheel hub. The rear trailing arm may attach to the wheel hub rearward of the rear axle. The trailing arm provides clearance when the wheel hub is moved vertically by an angle of 27 degrees. The trailing arm may have multiple individual pieces or be one unibody and have different portions connecting to the wheel hub, for example, some portions frontward of a wheel hub center axis and other portions rearward of the wheel hub center axis.

Abstract: A serviceable joint features a pin, a housing with a hollow interior, and a removable race. The race has hollow interior chambers, an upper one of which is larger than the lower. The bottom end of the pin is passable through the hollow interior chambers and onward through an open lower end of the housing to situate the top end of the joint pin within the upper chamber of the race, from which a remainder of the pin hangs in free floating state. A retaining ring is engaged in an annular groove in the peripheral wall of the housing to clamp the race in place in a seated position abutting a tapered exterior area of the race against a tapered interior portion of the housing, whereby the race is centered and stabilized in the housing to restrain the head of the free-floating pin.

Abstract: The four wheel vehicle uses an electric motor (142) for driving the vehicle and a battery unit (160) for supplying electric power to the electric motor. The lower chassis (5) of the vehicle includes a pair of front side frames (10) extending linearly in a fore and aft direction with an upward slant and a progressively increasing lateral mutual spacing from a front part thereof to a rear part thereof and a plurality of cross members (14, 16, 18) connecting the front side frames to each other. The battery unit is positioned between the two front side frames such that the battery unit overlaps with the front side frames in side view. Thereby, the battery unit can be effectively protected from side impacts.

Abstract: A utility vehicle includes a vehicle body frame, a pair of right and left front wheels and a pair of right and left rear wheels. The vehicle body frame has, at a bottom thereof, a bottom main frame extending in an anteroposterior direction and provided with a frame front portion located between the front wheels, a frame rear portion located between the rear wheels, and a frame intermediate portion located between the frame front portion and the frame rear portion and extending in the anteroposterior direction. In a vehicle side view, the bottom main frame has a frame highest portion in the frame intermediate portion, which has a highest ground level in the bottom main frame, and the bottom main frame has a ground level gradually increasing from the frame front portion and the frame rear portion toward the frame highest portion.

Abstract: A vehicle including: left and right bottom frames, extending in a front-rear direction, supporting a floor plate; a rear-gear support; a bottom rear frame coupling rear ends of the bottom frames, extending in a width direction, to which the rear-gear support is welded; left and right upper frames, extending in the front-rear direction, supporting a cargo bed; a rear lateral frame, coupling rear ends of the upper frames extending in the width direction; left and right rear vertical frames, extending in a top-bottom direction, coupling the upper frames and the bottom rear frames; left and right rear L-shape frames, extending in the front-rear direction and the width direction, coupling the rear vertical frames and the rear lateral frame; and left and right arm supports, supporting rear-wheel support arms, and having upper ends coupled to the rear L shape frames and lower ends coupled to the rear gear support.

Abstract: An all-terrain 4 wheeled vehicle with a frame comprising an arcuate shape. In one embodiment, the arcuate shape extends from a rear axis to a front axis such that there is additional clearance over a typical non arcuate frame at a given ride height. The arcuate frame may also provide for additional structural strength. The frame may also include the ability to attach periphery accessories such as an engine cage, a passenger cage, trailing arms, power train and transmission.

Abstract: A substrate polishing apparatus includes: a polishing table supporting a polishing pad; a top ring configured to press the substrate against the polishing pad; and a pad temperature regulator configured to regulate a surface temperature of the polishing pad. The pad temperature regulator includes a pad contact element and a liquid supply system configured to supply a temperature-controlled liquid to the pad contact element. The pad contact element has a space therein and a partition that divide the space into a first liquid passage and a second liquid passage that are connected in series. At least one baffle substantially perpendicular to a radial direction of the polishing table is provided in each of the first liquid passage and the second liquid passage.

Abstract: A vehicle height adjusting device includes an annular movable spring bearing mounted on the outer periphery of an outer tube of a shock absorber, the movable spring bearing being configured to support one side end of a suspension spring for biasing the shock absorber in an extending direction, a driving mechanism configured to drive the movable spring bearing in an axial direction of the shock absorber, an auxiliary spring configured to bias the movable spring bearing toward the suspension spring, and a stopper member mounted on the outer periphery of the outer tube of the shock absorber, the stopper member being configured to restrict a movement of the movable spring bearing toward the suspension spring.

Abstract: A wheel suspension system of the type including a wheel support. A resilient connecting element connects the wheel support to a vehicle frame element. The resilient connecting element having a wheel support side and a frame element side. At least one joint element connects the wheel support side of the resilient element to the wheel support and at least two rotary joints connect the frame element side of the resilient element to the frame element.

Abstract: A wheel suspension for a vehicle may include a wheel carrier and a torsionally stiff transverse control arm. The control arm may include a first front joint element and a first rear joint element pivotably mounted to the wheel carrier. The first front joint element may include a moveable bearing configured to transmit forces only in a direction that is parallel to a vertical axis of the vehicle.

Abstract: A vehicle suspension assembly including a first end, a second end, and a hydraulic actuator. The hydraulic actuator is movable between a retracted position providing the vehicle suspension assembly with a first overall length, and an extended position providing the vehicle suspension assembly with a second overall length greater than the first overall length. The vehicle suspension assembly is configured to raise a vehicle when moved from the first overall length to the second overall length by the hydraulic actuator. The vehicle suspension assembly is configured to lower the vehicle when moved from the second overall length to the first overall length by the hydraulic actuator.

Abstract: A torque reversing suspension system for improved traction and steering control for all-terrain vehicles features an all-terrain vehicle upper frame having an all-terrain vehicle front steering and suspension system located at an upper frame anterior end. An all-terrain vehicle engine and transmission are located at an upper frame middle. An all-terrain vehicle seat is located on an upper frame top close to the upper frame middle. A single all-terrain vehicle lower frame swing arm is pivotally located on the upper frame. A rear axle is operatively connected to the engine and transmission via a chain and sprockets. A rear wheel having a rear tire located thereon is located on the rear axle. A mono-shock is located between an upper frame posterior end midpoint and a lower frame posterior end midpoint. The mono-shock is located at an angle in a Sagittal plane from 30 degrees to 75 degrees.

Abstract: A vehicle suspension device includes a suspension device main body configured to support a wheel of a vehicle to a vehicle body of the vehicle; an upper intervening member configured to be intervened between a vertically upper portion of the suspension device main body and the vehicle body so that a front-back stiffness of the vehicle is relatively decreased at a time of smooth-braking of the vehicle at which an absolute value of a braking force of the vehicle is relatively small, compared to at a time of non-braking of the vehicle; and a lower intervening member configured to be intervened between a vertically lower portion of the suspension device main body and the vehicle body so that the front-back stiffness of the vehicle is relatively increased at the time of smooth-braking of the vehicle, compared to at the time of non-braking of the vehicle.

Abstract: A swivel bearing of a wheel suspension is connected to a longitudinal control arm via two joints at different heights viewed in a longitudinal direction of the vehicle, in an articulated manner such that the joints determine a steering axis of rotation extending primarily perpendicularly when viewed from the side, and which has a negative scrub radius. Each transverse control arm is attached to the longitudinal control arm via one rubber mount or joint having a minimal degree of rotary freedom. The swivel bearing is guided by a tie rod, which is supported on a soft rubber bearing. The tie rod is connected to an actuator adjuster element, whose actuator is arranged substantially in a center of the vehicle and acts for the two rear wheels thereof. The tie rod is moveable substantially in the transverse direction to minimally steer the rear wheel.

Abstract: A vehicle front suspension includes a lower suspension support structure, an upper suspension support structure, a steering knuckle and a strut. The steering knuckle has a lower end pivotally coupled to the lower suspension support structure and an upper end. The strut has an upper end connected to the upper suspension support structure, and a lower end fixedly attached to the upper end of the steering knuckle by an upper knuckle breakaway structure. The upper knuckle breakaway structure has a predetermined frangible part that releases the upper end of the steering knuckle from the strut upon application of a prescribed rearward directed force on at least one of the lower suspension support structure and the steering knuckle.

Abstract: A swivel bearing of a wheel suspension is connected to a longitudinal control arm via two joints at different heights viewed in a longitudinal direction of the vehicle, in an articulated manner such that the joints determine a steering axis of rotation extending primarily perpendicularly when viewed from the side, and which has a negative scrub radius. Each transverse control arm is attached to the longitudinal control arm via one rubber mount or joint having a minimal degree of rotary freedom. The swivel bearing is guided by a tie rod, which is supported on a soft rubber bearing. The tie rod is connected to an actuator adjuster element, whose actuator is arranged substantially in a center of the vehicle and acts for the two rear wheels thereof. The tie rod is moveable substantially in the transverse direction to minimally steer the rear wheel.

Abstract: Suspension systems must tradeoff multiple purposes including contributing to the vehicle's road holding/handling and braking for good active safety and driving pleasure as well as keeping vehicle's user(s) comfortable and reasonably well isolated from road noise, bumps, and vibrations, etc. Over the past 100 years many suspension systems have evolved but have in common the disposition of the hock absorber between the wheel and the fulcrum point of the wheel mounting to the vehicle. It would be, however, be beneficial to provide a suspension exploiting a dual-shock system wherein the two shock absorbers are in opposite states so that even under absorption of the vertical shock from the road surface there was still applied additional force for road contact to be maintained. It can also be shown to be beneficial in single-shock systems to place the shock the opposite side of the fulcrum point of the suspension system, counter to previous prior art solutions.

Abstract: It is an object to obtain excellent suspension performance and effectively enhance steering stability during vehicle turning, with a simple configuration. A vehicle suspension apparatus comprises an upper lateral link (5) and a lower lateral link (6) each having one end (5a, 6a) swingably mounted to a wheel carrying member (1) and the other end (5b, 6b) swingably supported by a vehicle body, while being installed to extend in a vehicle widthwise direction, and a lower link (7) having one end mounted to a lower portion of the wheel carrying member (1) at a position rearward of a rotary shaft of a wheel, and the other end swingably supported by the vehicle body. The one ends (5a, 6a) of the upper and lower lateral links (5, 6) are mounted, respectively, to an upper portion and a lower portion of the wheel carrying member (1) at positions frontward of the rotary shaft of the wheel.

Abstract: A device suspends a steerable wheel on a vehicle via a wheel carrier that is pivotable about a steering axis and on which the wheel is rotatably mounted. The device includes an upper link including a first end and a second end. The upper link is pivotably mounted on the vehicle by the first end and supports the wheel carrier by the second end via a wheel carrier arm. A lower link includes a wheel-side end on which the wheel carrier is pivotably mounted and a vehicle-side end that is pivotably mounted on the vehicle. A stabilizer is pivotably supported in support bearings on the vehicle. The stabilizer includes a free end connected to a coupling rod that extends in a bent manner around a wheel-side region of a spring strut and another end that is mounted on the wheel carrier.

Abstract: A towable farm implement includes a plurality of wheel assemblies coupled to a frame by a plurality of suspension systems. Each suspension system includes an upper support structure and a lower support structure. Each of the upper and lower support structures have a first end configured to be pivotably coupled to the frame about a first pivot axis parallel to a longitudinal axis of the frame, and a second end pivotably coupled to a portion of the wheel assembly about a second pivot axis parallel to the first pivot axis. Each suspension system further includes a damping device having a first end configured to be pivotably coupled to the frame, and a second end pivotably coupled to the wheel assembly. The damping device is configured to move the wheel assembly generally vertically while maintaining the longitudinal position and, optionally, a steering angle of the wheel.

Abstract: A suspension for use on two front/rear wheels of a tricycle includes a linking assembly comprising two H-shaped lower supports, two H-shaped upper supports, two coupling members each secured to a hub of the front/rear wheel, and a plurality of internally threaded linkages for pivotably securing the upper supports together, pivotably securing the lower supports together, and pivotably fastening each coupling member between the upper support and the lower support at the same side together; and an elongated shock absorber having both ends secured the upper supports.

Abstract: A suspension structure is a double wishbone type suspension including a spring damper and is characterized in that, among a plurality of mounting points where an upper arm and a lower arm arranged vertically parallel to each other are connected to a vehicle body, the vertical positions of the mounting points, which are located on the left or right side with respect to a hub assembly, of the upper arm and the lower arm are different from each other.

Abstract: A suspension arm unit for vehicle includes: a pair of profile beams each having a U-shaped cross section with an opening oriented in a horizontal direction and including: a base end part formed on one end side of the profile beam and vertically swingably supported on a vehicle body side about an axis extending in a front-rear direction; and a distal end part formed on the other end side, to which a knuckle arm unit of a wheel is attached. The pair of the profile beams are arranged in the front-rear direction so that the openings face each other in the front-rear direction and a gap between the profile beams becomes larger from the distal end part to the base end part, and the pair of the profile beams are connected to each other at the distal end part and to the knuckle arm unit through a rotary joint.

Abstract: A suspension system of the present invention pivotally supports a wheel of a motor vehicle. An upper control arm and a lower control arm are cooperable with a spindle, which supports the wheel. A vibration damper is cooperable with the upper control arm. A link interconnects the lower control arm and one of the terminal ends of the vibration damper thereby defining a common axis bisecting the link. The vibration damper moves along the common axis to absorb vibration transferred from a road surface and through the wheel.

Abstract: A sway bar assembly includes a sway bar, a biasing member, and a winder assembly. The sway bar includes a central portion, a left end portion, and a right end portion. The central portion is configured for pivotal coupling to a frame of a vehicle. The left end portion is configured for coupling with a left support arm. The right end portion is configured for coupling with a right support arm. The biasing member is configured to be fixed to a frame of a vehicle. The winder assembly is coupled with the biasing member and configured to facilitate selective movement of the biasing member with respect to the sway bar.

Abstract: Suspension systems must tradeoff multiple purposes including contributing to the vehicle's road holding/handling and braking for good active safety and driving pleasure as well as keeping vehicle's user(s) comfortable and reasonably well isolated from road noise, bumps, and vibrations, etc. Over the past 100 years many suspension systems have evolved but have in common the disposition of the hock absorber between the wheel and the fulcrum point of the wheel mounting to the vehicle. It would be, however, be beneficial to provide a suspension exploiting a dual-shock system wherein the two shock absorbers are in opposite states so that even under absorption of the vertical shock from the road surface there was still applied additional force for road contact to be maintained. It can also be shown to be beneficial in single-shock systems to place the shock the opposite side of the fulcrum point of the suspension system, counter to previous prior art solutions.

Abstract: When a load facing to the rear of a vehicle body acts on a knuckle mounting portion of an arm main body of a suspension arm, if the line of action of the load deviates vertically relative to the cross-sectional center of the arm main body, a moment that vertically deforms the arm main body occurs.

Abstract: A wheel suspension device for a vehicle includes a wheel supporting member rotatably supporting a wheel. The wheel supporting member is linked to a vehicle-body side by a first link and a second link, with the second link arranged substantially parallel to the first link in a vehicle width direction. The first link has a projecting portion, and at least one elastic linking portion links the projecting portion to the second link.

Abstract: Wheel suspension for a wheeled vehicle, with a lower rocking lever (12) with an inner end being movably connected to a vehicle frame (14) via a lower arm part (16) of a double armed rocker (18) which is pivotable about a substantially horizontal axle (20) in the vehicle frame, and with an outer end being articulately attached to a lower part of a wheel hub (24), and an upper support arm (28) with an outer end being articulately attached to an upper end of the wheel hub (24), and with an inner end, being articulately connected to the vehicle frame (14). The upper support arm (28) is connected to an upper arm part (34) of the double armed rocker (18) via a coupling link (36), which is articulately connected to the upper support arm (28) as well as the upper arm part (34) of the double armed rocker (18), wherein the lower rocking lever (12) has an inclination obliquely downwardly outwardly from the vehicle frame (14) in a neutral position of the wheel hub (24).

Abstract: A suspension including a first support member and a second support member supporting an end portion of a suspension spring located on a side toward a vehicle body and an end portion of the suspension spring located on a side toward a suspension member, respectively, and a motion transmission mechanism adapted to convert a vertical motion of the suspension member to a relative motion in a form of a change in distance between the first support member and the second support member and to transmit the relative motion to one of the first and second support members. The transmission mechanism continuously and nonlinearly varies the ratio of the amount of motion of a motion transmission target to the amount of motion of a motion transmission source according to motion of the motion transmission source, thereby continuously and nonlinearly varying the ratio of the amount of the relative motion to the amount of motion of the suspension member according to the vertical motion of the suspension member.

Abstract: A wheel suspension device for a vehicle includes a wheel supporting member rotatably supporting a wheel. The wheel supporting member is linked to a vehicle-body side by a first link and a second link, with the second link arranged substantially parallel to the first link in a vehicle width direction. The first link has a projecting portion, and at least one elastic linking portion links the projecting portion to the second link.

Abstract: A suspension arm assembly for a vehicle includes a pivot pipe pivotally attached to a vehicle body frame, a pair of pipes extending in a lateral direction of a vehicle body, a joint member attached to distal end portions of the pipes, and a substantially U-shaped band. Proximal end portions of the pipes are connected to the pivot pipe and spaced apart from each other in a front-rear direction, and distal end portions thereof are arranged close to each other, thereby forming a substantially triangular profile. The joint member includes a plate portion and a boss portion having a knuckle attached thereto. The distal end portions of the pipes are operatively connected to a convex surface of the U-shaped band, and the plate portion of the joint member is attached to the pipes for covering the U-shaped band.

Abstract: A suspension system for a vehicle provides a camber adjusting system that during a turn, lowers and draws inward the upper A-arm, or draws inward a strut head, which supports the outer front wheel, thereby providing more negative camber to that wheel in dynamic optimal proportion to the degree of the turn. The suspension system can be configured to remain at zero camber on the inner front wheel during the turn or can be configured to raise and move outward the upper A-arm, or move outward a strut head, which supports the inner front wheel, thereby providing more positive camber to that wheel in dynamic optimal proportion to the degree of turn.

Abstract: A decoupled 5-link independent rear suspension system (IRS) for motor vehicles. Three lateral linkages, the toe, camber and spring links, establish the wheel plane orientation and react to vertical and lateral loads, and two longitudinal links, the upper and lower trailing links, react to tractive loads and brake torques. The upper and lower trailing links are longitudinally orientated and disposed outboard of the body rail, thus allowing for improved load reactions of the suspension system, as well as optimization of the body rail configuration and space accommodation for other vehicle components, such as for example fuel, batteries and exhaust.

Abstract: A suspension lift system for golf carts includes a carriage, a welded front frame attached to the carriage, upper and lower arms symmetrically arranged at opposite sides of the front frame, a rotatable apparatus, a steering knuckle and an absorber. Each upper or lower arm includes a first mounting side pivotally connected to the front frame, and a spindle connection end opposite to the first mounting side. The rotatable apparatus includes a bracket including a pair of lugs and a receiving space formed therebetween for accommodating the spindle connection end. The spindle connection end and the lug are threaded by a pin in order to combine the spindle connection end and the upper bracket.

Abstract: A wheel suspension for a motor vehicle is described, in which at least a first and at least a second control arm (1, 2) are coupled in an articulated manner to a wheel carrier (4) carrying a vehicle wheel (3). The wheel suspension has a compensating device (5, 6) for correcting wheel positions, and each control arm (1, 2) has a portion of the compensating device (5, 6) or is connected to a portion of the compensating device (5, 6). The compensating device portions (5, 6) of one wheel are connected to one another by at least one coupling member (7, 8).