Abstract: A vehicle suspension arrangement for a vehicle having a chassis rail and a transverse axle arranged substantially orthogonal to the chassis rail is provided. The vehicle suspension arrangement includes a coil spring having a predetermined resilience characteristic, a first end for coupling to the chassis rail of the vehicle at a primary coupling, and a second end disposed axially distal from the first end for coupling to the transverse axle. The vehicle suspension arrangement also includes a secondary leaf spring having a plan view longitudinal configuration, a first end for pivotally coupling to the chassis rail of the vehicle at a secondary pivot coupling, and a second end for coupling to the transverse axle. The entire length of the plan view longitudinal configuration of said secondary leaf spring extends in a single substantially linear direction that is arranged to be angularly displaced with respect to the chassis rail.

Abstract: A suspension arrangement for a vehicle including a leaf spring element having a substantially longitudinal configuration. Also included is a deflection limiting element coupled to said leaf spring element at an intermediate location thereof, wherein said deflection limiting element comprises a J-shaped spring element. Further included is a resilient element attached to said J-shaped spring element.

Abstract: A suspension for a vehicle having a chassis rail and a longitudinal axle arranged substantially orthogonal thereto. The vehicle suspension has a primary spring, which may be a leaf spring having a first end for pivotally coupling to the chassis of the vehicle at a first primary pivot coupling, and a distal second end for pivotally coupling to the chassis of the vehicle at a second primary pivot coupling. The primary spring can be a coil spring. A secondary leaf spring has a first end for pivotally coupling to the chassis of the vehicle at a secondary pivot coupling, and a second end for coupling to the axle. The longitudinal configuration of the secondary leaf spring is arranged to be angularly displaced with respect to the longitudinal configuration of the primary leaf spring. The first primary pivot coupling and the secondary pivot coupling are arranged to be substantially coplanar.

Abstract: A vehicle drive arrangement for a vehicle of the type having differential power transmission arrangement that converts the rotatory motion of the rotatory power shaft to rotatory motion of first and second drive shafts disposed substantially orthogonal the rotatory power shaft. Primary leaf springs are each coupled at their respective centers to respective drive shafts by pivotal arrangements. The first and second primary springs may include helical springs that are used in place of, or in combination with, the primary leaf springs. Secondary leaf springs may be splayed and therefore need not be arranged parallel to the primary leaf springs. Control over vehicle kinematics is enhanced by configuring the resilience of a fulcrum bumper using resilient, rheological, or active systems. An active system will control vehicle height while stationary to facilitate loading and unloading of the vehicle.

Abstract: A vehicle suspension arrangement for a vehicle of the type having a chassis rail and a longitudinal axle arranged substantially orthogonal to the chassis rail has a primary spring with a predetermined resilience characteristic coupled to the chassis of the vehicle and to the longitudinal axle. A primary leaf spring is pivotally coupled to the chassis of the vehicle at first and second ends, and an axle coupler portion is arranged intermediate of the first and second ends. A secondary leaf spring has a first end for pivotally coupling to the chassis of the vehicle, and a second end for coupling to the axle. A deflection limiting element is coupled to a selectable one of the primary and secondary leaf springs for controlling a distance therebetween. The deflection limiting element is configured as a J-shaped spring element.

Abstract: A vehicle suspension arrangement for a vehicle of the type having a chassis rail and a longitudinal axle arranged substantially orthogonal to the chassis rail has a primary spring with a predetermined resilience characteristic coupled to the chassis of the vehicle and to the longitudinal axle. A primary leaf spring is pivotally coupled to the chassis of the vehicle at first and second ends, and an axle coupler portion is arranged intermediate of the first and second ends. A secondary leaf spring has a first end for pivotally coupling to the chassis of the vehicle, and a second end for coupling to the axle. A deflection limiting element is coupled to a selectable one of the primary and secondary leaf springs for controlling a distance therebetween. The deflection limiting element is configured as a J-shaped spring element.

Abstract: A suspension spring arrangement for a vehicle having an upper elongated spring leaf (12) and a lower elongated spring leaf (14) with an upper elongated spring leaf (12) is provided with a slot (22) and a lower elongated spring leaf (14) is provided with a protuberance (24). When the upper and lower spring leafs (12, 14) are joined to one another, the protuberance (24) is accommodated within the slot (22) so as to prevent lateral displacement of the upper and lower spring leafs (12, 14) with respect to each other. Pounding and squeaking noises are prevented by the installation of a polymeric insert between the slot and the protuberance. The slot (22) and the protuberance (24) are configured in accordance with square, rectangular, and/or circular shapes, depending upon the particular application. A protuberance (24) and a slot (22) can be provided at each end of the suspension spring arrangement.