Abstract: An all terrain vehicle includes left and right vehicle body frame portions and left and right suspension arms, respectively suspending left and right rear wheels, and capable of moving up and down together with the left and right rear wheels. The left and right vehicle body frame portions have a portion bent toward the center in a vehicle width direction, and a suspension arm support portion connected to the bent portion toward the rear of the vehicle and inclined to the center in the width direction of the vehicle. The left and right suspension arms are connected to the pair of left and right suspension arm support portions. The all terrain vehicle is provided with a more compact frame.

Abstract: A wheel suspension is provided for a vehicle (7), with a carrier element (5), a wheel carrier (1) arranged at a spaced location from the carrier element (5) and a wheel (14) mounted rotatably on the wheel carrier (1). The wheel carrier (1) is connected to the carrier element (5) via a first guide (3; 17) and a first pivotable connection (10) and the wheel carrier (1) is connected to the carrier element (5) via a second guide (2; 4) and a second pivotable connection (8; 12). A first angle-measuring device (27, 28) is integrated in the first pivotable connection (10) and a second angle-measuring device (44, 45) is integrated in the second pivotable connection (8; 12).

Abstract: A wheel suspension system for a vehicle having a body supported on a set of wheels each provided with a rim and an axle generally consisting of a lower control arm pivotally connectable to a first portion of such body; an upper control arm pivotally connectable to a second portion of such body; a roller bearing having inner and outer races, disposed within such rim, coaxially relative to the rotational axis of the rim; a steering knuckle mounted on the outer race of the bearing, having a first portion pivotally connected to the lower control arm and a second portion pivotally connected to the upper control arm, defining a steering axis intersecting the rotational axis of the rim; and a hub member mounted on the inner race and connectable to an axle receivable through an opening provided in the steering knuckle.

Abstract: An independent Vertical Non-guided Vehicle suspension, possibly combined with a vertical driving-shaft, pure linear substantially vertical motions of the vehicle's wheels being performed by said suspension, on traveling upon rough or disrupted roads, said motions being non-guided, thus avoiding wear as occurring in the conventional vertical guided suspensions, on being subjected to horizontal forces. The pure linear vertical motions of the vehicle's wheels, tend to ensure accurate longitudinal and crosswise distances between the vehicle's wheels, resulting in decreased wear of the tires, as well as improved driving performances, by avoiding skidding of the wheels.

Abstract: A suspension structure is configured to ensure a large stroke of a shock absorber in a suspension device without moving an upper end supporting position of a damper upward relative to a conventional mounting position. The suspension structure includes a rear suspension for suspending left and right rear wheels. The rear suspension includes left and right lower arms for supporting the left and right rear wheels by way of knuckles, and left and right rear shock absorbers interposed between the respective lower arms and a sub-frame of a vehicle body frame. A lower end connecting portion of the rear shock absorber is cantilevered to a front side of the lower arm.

Abstract: A transverse or oblique link is provided for a front vehicle axle. The link contains a first and a second link arm, the first link arm has a deformation section situated at a front in the direction of travel and a section situated behind it in the direction of travel. Furthermore, the first link arm is configured in such a manner that, in an accident, it is deformed in an energy-absorbing manner predominantly in its deformation section. In order to force a deformation in the deformation section, the flexural rigidity of the section about a bending axis running in the transverse direction of the vehicle is increased in comparison to the flexural rigidity of the deformation section. Upon contact with a curb, the two sections can be deformed in an energy-absorbing manner.

Abstract: A wheel suspension assembly with a two-part wheel carrier (2) that supports a vehicle wheel (1). A first part (3) of the wheel carrier (2) is articulated to a second part (4) of the wheel carrier (2). Pivoting links (5, 6, 7) connect the first part (3) of the wheel carrier (2) to the second part (4) of the wheel carrier (2) and provide camber and/or tracking adjustment of the vehicle wheel (1).

Abstract: The variable ratio floating suspension system (10) includes upper (30) and lower (40) leverage arms with a shock-absorbing component (50) connecting the leverage arms (30, 40). In the preferred embodiment, the leverage arms (30, 40) and shock-absorbing component (50) pivotally connect a vehicle chassis to a vehicle wheel spindle (26). As the vehicle moves over uneven terrain, the configuration of the variable ratio floating suspension system (10) isolates vibrations and other unwanted forces in the shock-absorbing component (50) so that these forces are not transferred to the associated vehicle chassis.

Abstract: In rear wheel suspensions, which suspend left and right rear wheels independently, to downsize, reduce in weight and simplify a stabilizer without specifically strengthening the same. Upper and lower arms which form suspension arms in a double wishbone structure are swingably supported by a front arm supporting frame and a rear arm supporting frame provided on front and rear sides of a rear cushion. A cross portion of a stabilizer is swingably supported by the stabilizer brackets provided on a front surface of the rear arm supporting frame, and left and right arm portions extending toward the front are arranged upwardly of the left and right upper arms so as to be placed inside thereof in plan view respectively, and distal ends thereof are connected to the left and right upper arms respectively.

Abstract: A front suspension lift system including a main frame having two sides, front and rear. The front suspension lift system including an upper arm and lower arm on each of the sides of the main frame, where the upper arm and lower arm pivotally connected to the main frame. An axle assembly adapted to receive a wheel on each of the sides of the main frame, the axle assembly rotatably connected between the upper arm and the lower arm. At least one support which is adapted to mount to the golf cart, the at least one support having a plurality of holes to allow mounting of shocks between the lower arm and the at least one support, the plurality of holes allowing for adjustment of suspension parameters of the front suspension lift system base on which of the plurality of holes is chosen to mount the shock.

Abstract: A suspension arm is configured for pivotable attachment to a vehicle's frame and for at least partially supporting a wheel knuckle. The suspension arm includes first and second elongated support members which each have proximal and distal ends. The suspension arm also includes a bracket formed from sheet metal. The support arm is configured for pivotable attachment to a vehicle's frame adjacent to the proximal ends of the first and second elongated support members. The distal ends of the first and second elongated support members are attached to the bracket. The bracket defines an opening configured for receiving a wheel knuckle. A pair of suspension arms and a vehicle having first and second suspension arms are also provided.

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 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).

Abstract: A low profile chassis and suspension system for a road vehicle. The chassis supports a payload section or cargo compartment, such as for a delivery truck, ambulance, or shuttle bus. The chassis includes a largely planar frame having a top surface which is located beneath the rotational axes of the rear wheels. The wheel suspension system is particularly compact and close to the road surface. In some embodiments each wheel is suspended from the vehicle by a pair of pivotal support arms. Preferably, one arm is located above the other arm, and both arms pivot along pivot axes that are generally perpendicular to the rotational axis of the supported wheel. A spring urges one of the arms apart from the frame. In other embodiments, the spring is placed beneath the rotational axis of the wheel. In some embodiments both of the pivoting support arms are located beneath the rotational axis of the wheel.

Abstract: A vehicle suspension system including control arms and a spindle. The suspensions of the invention use control arms pivotably and rotatably coupled to a spindle to improve the structural and performance characteristics of the suspension system.

Abstract: The invention relates to a wheel suspension for motor vehicles, with at least one upper transverse arm and two lower separated transverse arms per wheel, which are each arranged at a defined angle to one another and are articulated to the body of the vehicle and also to a wheel carrier, furthermore with a track rod which acts on the steering lever of the wheel carrier and with a McPherson strut unit which, aligned at a defined angle to the vertical, is coupled to the body of the vehicle and to the forward lower transverse arm via a rubber-metal sleeve bearing. To achieve improved driving comfort of the motor vehicle it is suggested that at least the forward lower transverse arm is arranged such that the coupling point of the McPherson strut unit on the transverse arm when the wheel is deflected viewed in the transverse direction of the vehicle runs parallel to the longitudinal axis of the McPherson strut unit.

Abstract: A vehicular suspension system is provided which includes upper and lower arms connected to a vehicle body in such a manner as to pivot in an up-and-down direction. The upper arm and the lower arm retain upper and lower portions of a knuckle, respectively. The suspension system includes retention mechanisms for retaining the upper and lower arms in such a manner as to allow the upper and lower arms to shift in a lateral direction of the vehicle body, and conversion mechanisms for converting pivotal movements of the upper and lower arms in the up-and-down direction into displacements of the upper and lower arms in the lateral direction of the vehicle body.

Abstract: A vehicle having a suspended body (1), at least two wheels (2) each mounted on a wheel support. Each wheel support is mounted on a suspension device (5) comprising a suspension support (4) and means for guiding the wheel support relative to the suspension support. The suspension device allows a vertical displacement of the wheel support relative to the suspension support, the size of the displacement being sufficient to produce the vertical suspension movement required. At least one wheel is arranged transversely on one side of the body and at least one other wheel is arranged on the other side of the body. Each suspension support is connected to the body by a height variation mechanism (3, 7, 11, 12) which allows the relative height of the suspension support relative to the body (1) to be varied. Each height variation mechanism is actuated by height control means (15, 16, 17, 18).

Abstract: A wheel suspension comprising a vehicle body, a wheel movably articulated on the vehicle body via a control arm assembly. A wheel carrier and at least one helical pressure spring which is supported on the vehicle body on the one hand and on the wheel carrier or the control arm assembly on the other hand. The spring stiffness of the vehicle body support referred to the wheel contact point of the wheel can be controlled so as to be variable. Use is made of a helical pressure spring assembly whose force action line deviates from the geometric spring center line. Furthermore, there are provided rotational means for the 3-dimensional adjustment of the force action line relative to the geometric spring center line.

Abstract: A method and apparatus for actively tuning a vehicle suspension, operatively connect a wheel of the vehicle to a chassis of the vehicle with a suspension apparatus including a control arm of fixed length, having an inboard end thereof adapted for articulating attachment to the chassis, an outboard end thereof adapted for articulating attachment to the wheel, and a selectively movable intermediate attachment point thereof disposed between the inboard and outboard ends of the control arm and adapted for attachment of a compressible suspension element. The intermediate attachment point is selectively movable, with respect to the inboard and outboard ends of the control arm, to vary a suspension linkage ratio for changing the stiffness and/or height of the suspension apparatus at one or more corners of the vehicle, to thereby allow active tuning of the suspension during operation of the vehicle.

Abstract: A vehicular rear suspension system includes an upper arm, a lower arm, and a control arm, each of which is connected to a knuckle. A straight line passing through a ball joint and a rubber bushing joint intersects the road surface at an intersection point that is positioned behind a ground contact point of the rear wheel in the longitudinal direction of the vehicle body. The ball joint connects the upper arm to the knuckle, and the rubber bushing joint connects the lower arm to the knuckle. Longitudinal elastic coefficients of the three arms are set in a predetermined relationship. Therefore, the intersection point at which an elastic kingpin intersects the road surface is positioned without fail behind a point of action of a lateral force when turning in the longitudinal direction of the vehicle body to achieve a lateral force toe-in and enhanced steering stability of the vehicle.

Abstract: A vehicular suspension system is provided which includes upper and lower arms connected to a vehicle body in such a manner as to pivot in an up-and-down direction. The upper arm and the lower arm retain upper and lower portions of a knuckle, respectively. The suspension system includes retention mechanisms for retaining the upper and lower arms in such a manner as to allow the upper and lower arms to shift in a lateral direction of the vehicle body, and conversion mechanisms for converting pivotal movements of the upper and lower arms in the up-and-down direction into displacements of the upper and lower arms in the lateral direction of the vehicle body.

Abstract: A control arm assembly for a suspension system of a vehicle includes a one-piece extruded control arm for operative connection to a frame of the vehicle. The control arm assembly also includes at least one of a bushing and/or balljoint connected to the control arm and for connection to structure of the vehicle.

Abstract: Methods and apparatus related to the suspension and braking of all terrain vehicles (ATVs) are disclosed. An ATV having a frame and a wheel carrier coupled to the frame by a suspension is provided. A suspension in accordance with the present invention preferably has a side view instant center axis which intersects a strategic region. Methods in accordance with the present invention may be used to define the boundaries of the strategic region.

Abstract: Methods and apparatus related to the suspension and steering of all terrain vehicles (ATVs) are disclosed. An ATV having a frame and a wheel carrier for rotatably supporting a wheel is provided. A tie rod is coupled to the wheel carrier at an outer joint. An inner joint of the tie rod is preferably located in a desirable location. A method for identifying the desirable location may include the steps of defining a first reference plane associated with a full compression position of the suspension, defining a second reference plane associated with a full extension position of the suspension, identifying a reference line formed by an intersection of the first reference plane and the second reference plane, and selecting a location proximate the reference line as the desirable location for the inner joint.

Abstract: A two-wheel-drive sport all-terrain vehicle (ATV) has a front drive geometry in which the scrub radius is zero or negative combined with a low king pin axis angle, which desirably reduces both steering kickback and lateral pull during braking. The scrub radius less than or equal to zero can be achieved by outwardly displacing the king pin axis, which is defined by the upper and lower pivotal joints of the upper and lower A-arms of the front suspension. To displace the king pin axis outwardly, the disk brake and associated caliper are inverted. The disk brake is supported by support arms extending inwardly from the wheel hub. The disk brake includes an aperture to accommodate both the lower pivotal joint, which protrudes through the plane of the disk, and the inverted caliper. The front suspension further includes a knuckle pivotally connected to the A-arms and an integral aluminum spindle. For further compactness, the wheel hub includes angular-contact bearings.

Abstract: A suspended drive axle and agricultural tractor having same including a central housing having inboard final drives and left and right axle housing suspended therefrom by upper and lower control arms with axle shafts extending outwardly therefrom to which wheel and tire assemblies are mounted. A constant velocity universal joint is provided between the inboard final drives and the axle shafts. The universal joint having a pair of journal members and a coupling yoke that radially surround the drive and driven yokes of the joint whereby the axial length of the universal joint is minimized to enable the wheels to be located on the axle shafts at 60 inch tread spacing. This allows the drive axle to be used on a row crop tractor without altering the structure of the vehicle from a conventional row crop tractor whereby the characteristics of a row crop tractor are maintained.

Abstract: A rear wheel suspension device for saddle ride vehicle which does not influence the riding space for the rider even where the stroke of rear wheels is enlarged. A suspension arm includes an oscillation center and an oscillation end portion. The oscillation center is vertically oscillatably fitted to a vehicle body frame, and the oscillation end portion is fitted with the axle of a rear wheel. The oscillation axis of the suspension arm is inclined so as to be higher on the front side than on the rear side of the saddle ride vehicle. As a result, the moving direction of the rear wheels is rearwards and upwards. With this configuration, the vertical stoke of the rear wheels can be enlarged, without having the rear wheels interfere with the rear fenders.

Abstract: An off-road vehicle has a frame and at least one wheel. A suspension arm suspends the wheel from the frame. The frame includes at least one horizontal member that extends generally horizontally fore to aft. A set of retainers are attached to the horizontal member. The retainers are spaced apart from each other fore to aft. The retainers swingably retain the suspension arm therebetween.

Abstract: An independent suspension system has a pair of control arms having inner ends which are attached to a vehicle body and outer ends which support a wheel hub therebetween. A ball joint interconnects each control arm with the wheel hub. Each ball joint has a ball pin rotatably mounted in an associated housing. A first threaded shank on the ball pin is bolted to one of the control arm and the wheel hub. A second threaded shank on the housing is bolted to the other of the control arm and the wheel hub. Thus each ball joint is a separate unit which is demountable from the control arm and wheel hub and can be installed without dismantling the ball joint. Conveniently also a threaded shank of the ball joint may screw into a complementary threaded socket in a control arm to allow adjustment of the effective length of the control arm.

Abstract: A suspended drive axle and agricultural tractor having same including a central housing having inboard final drives and left and right axle housing suspended therefrom by upper and lower control arms with axle shafts extending outwardly therefrom to which wheel and tire assemblies are mounted. A constant velocity universal joint is provided between the inboard final drives and the axle shafts. The universal joint having a pair of journal members and a coupling yoke that radially surround the drive and driven yokes of the joint whereby the axial length of the universal joint is minimized to enable the wheels to be located on the axle shafts at 60 inch tread spacing. This allows the drive axle to be used on a row crop tractor without altering the structure of the vehicle from a conventional row crop tractor whereby the characteristics of a row crop tractor are maintained.

Abstract: Methods and apparatus related to the suspension and steering of all terrain vehicles (ATVs) are disclosed. An ATV having a frame and a wheel carrier for rotatably supporting a wheel is provided. A tie rod is coupled to the wheel carrier at an outer joint. An inner joint of the tie rod is preferably located in a desirable location. A method for identifying the desirable location may include the steps of defining a first reference plane associated with a full compression position of the suspension, defining a second reference plane associated with a full extension position of the suspension, identifying a reference line formed by an intersection of the first reference plane and the second reference plane, and selecting a location proximate the reference line as the desirable location for the inner joint.

Abstract: A spring guide for maintaining the alignment of a vehicle's suspension coil spring and for reducing the tendency for such springs to buckle. The spring guide is a smooth tube which fits into and slides in an elastomeric bushing mounted to the top bearing plate of a coil spring assembly. The lower end of the spring guide is threaded into the pivoting support for the lower end of the spring. The guide ensures that the ends of the spring are aligned with respect to one another.

Abstract: A saddle type vehicle for attaining an appropriate weight distribution and a low centroid position. Suspension mechanisms are each composed of an upper arm and lower arms, the upper and lower arms being disposed in vertically spaced positions. A shock absorber is interposed between the upper arm and a body frame. A stabilizer is disposed between both suspension mechanisms. A lower end of the shock absorber is pivotably connected to the front-side lower arm, while an upper end of the shock absorber is pivotably connected to an inside position in the vehicular transverse direction of the body frame.

Abstract: A suspension structure includes a subframe and a suspension arm. The suspension structure has strength lower than that of the subframe. When an excessive external force acts from a road surface on a wheel, the suspension arm is deformed before the subframe is, thereby preventing the excessive external force from directly acting on the subframe.

Abstract: A zero roll suspension system for a vehicle that includes a vehicle frame and a wheel assembly has an axis of rotation. The present system preferably includes first and second crossing members, each of which has a first end and a second end. One of the first and second ends of each of the first and second crossing members is adapted to be mated to a portion of the wheel assembly. The other of the first and second ends of each of the first and second crossing members is adapted to be mated to the vehicle frame. The first and second crossing members are oriented so as to cross one another in superposition along a crossing axis while each crossing a longitudinal centerline of the vehicle.

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: An integrated assembly for large vehicles including independent suspension components, supporting side plates and axle and frame components. Each of the side plates is a weldment in which the main part is a series of metal plates formed by bending a single sheet. Pockets are formed on the outside surfaces of the side plates. The pockets support the upper ends of suspension components, i.e., a coil spring, a shock absorber and a jounce bumper, while the lower ends of the suspension components are carried by a lower control arm. The half-shafts of each axle, extend through the side plates which are carried by two C-shaped main frame members.

Abstract: A zero roll suspension system for a vehicle that includes a vehicle frame and a wheel assembly has an axis of rotation. The present system preferably includes first and second crossing members, each of which has a first end and a second end. One of the first and second ends of each of the first and second crossing members is adapted to be mated to a portion of the wheel assembly. The other of the first and second ends of each of the first and second crossing members is adapted to be mated to the vehicle frame. The first and second crossing members are oriented so as to cross one another in superposition along a crossing axis. The other of the first and second ends of each of the first and second crossing members is mated to the vehicle frame at a location which a vehicle centerline.

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 steering knuckle and ball joint assembly for a tractor is provided in which the ball stud has a spherical ball portion and a pair of studs extending oppositely therefrom for attachment to the steering knuckle. The double studded ball stud enables the overall size of the ball studs to be reduced compared to a ball stud having a single stud and still accommodate the loads applied to the ball joint by the dual front wheels. Ball joints are used for both steering tie rods and suspension control arms. The steering knuckle is pan shaped to surround the ball joints on all but the interior side of the knuckle where the steering and suspension arms are connected. This shielding of the ball joints protect the ball joints from dirt and debris, especially from the mud and dirt thrown by the front tires.

Abstract: An axle shaft spacer member for use with a suspension lift kit. The spacer member enables the wheel spindle of a vehicle to be moved laterally a desired distance, which in turn enables the upper control arms associated with the wheel spindle to be lowered when such would not otherwise be possible because of interference with the frame portion of the vehicle. The spacer is a disc-like member having a thickness equal to the desired lateral offset distance needed to enable the upper control arm to be lowered and re-mounted via a drop bracket, to the frame. The spacer member enables the original suspension geometry to be maintained, thus maintaining the ride and steering characteristics of the original suspension system while enabling vehicle ride height to be increased.

Abstract: A semi-recumbent, human powered, four wheel cycle has an independent front suspension and wheels that are turned. A conventional bicycle chain drive drives one or both front wheels. The rear wheels are also driven in additional embodiments.