Abstract: A rolling-element bearing assembly includes a first bearing ring and a second bearing ring that define a bearing interior between them, a plurality of rolling elements disposed in the bearing interior to allow a relative rotation of first and second bearing rings, and a seal assembly for sealing the bearing interior. The seal assembly includes a seal carrier that is connected to the first bearing ring such that they rotate together and a seal element that is connected to the seal carrier such that they rotate together, and the seal carrier comprises a fiber-reinforced plastic.

Abstract: The present disclosure discloses an all-terrain vehicle which includes: a frame, a left-front suspension assembly connected with a left side of the frame and including a left-upper rocker arm and a left-lower rocker arm, the left-upper rocker arm is located above the left-lower rocker arm; a right-front suspension assembly connected with a right side of the frame and including a right-upper rocker arm and a right-lower rocker arm, the right-upper rocker arm is located above the right-lower rocker arm; a lateral stabilizer bar mounted on the frame and arranged above the left-upper rocker arm and the right-upper rocker arm, and a steering gear mounted on the frame and located below the lateral stabilizer bar.

Abstract: Motor vehicle control arm (1) comprising two profiles (2, 3) made from a metallic material, which are arranged at a distance opposite each other, and are connected to at least one plastic element (11) made from a fiber-reinforced plastic, wherein a plastic element (11) is designed in particular as a spring seat, which is designed to accommodate a motor vehicle spring. Such a motor vehicle control arm (1) is optimized with respect to weight and costs.

Abstract: A torsion bar spring is disclosed. The torsion bar spring can include a first elongated spring bar made of a resiliently flexible material. The first elongated spring bar can have a first coupling interface portion at a distal end and an interior opening oriented along a longitudinal axis. The torsion bar spring can also include a second elongated spring bar made of a resiliently flexible material. The second elongated spring bar can have a second coupling interface portion at the distal end. The second elongated spring bar can be disposed at least partially in the interior opening of the first elongated spring bar. The first and second elongated spring bars can be directly coupled to one another at the first and second coupling interface portions such that uncoupled portions of the first and second elongated spring bars are rotatable relative to one another about the longitudinal axis.

Abstract: A vehicle includes a frame, tractive assemblies engaging the frame, a cabin configured to contain at least one operator during operation of the vehicle, and a mount configured to pivotably couple the cabin to the frame. The mount includes a boss coupled to the cabin and defining a first aperture, a first bracket defining a second aperture, a pin extending through the first and second apertures, a second bracket coupled to the frame, and a pair of isolators extending between the first bracket and the second bracket. The isolators are configured to couple the first bracket to the second bracket and to reduce the transfer of vibrations between the frame and the cabin. The cabin is configured to rotate between use position and maintenance positions. The cabin is positioned near the frame in the use position and rotated away from the frame in the maintenance position.

Abstract: A knuckle-boom loader trailer has a trailer frame, a heavy equipment package of a knuckle-boom crane and an operator cab mounted on top of the trailer frame, and a walking-beam suspension propping up the trailer frame.

Abstract: A bush for a vehicle includes: an inner cylindrical member; a substantially cylindrical rubber member provided outside the inner cylindrical member; and a substantially cylindrical metal spring member inserted between the inner cylindrical member and the rubber member. A gap portion for allowing the metal spring member to be elastically deformed in a radial direction of the metal spring member is provided between the inner cylindrical member and the metal spring member. The bush for a vehicle works such that when impact force belonging to a relatively low vibration frequency area or impact force resultantly accompanied with great displacement is inputted into the bush for a vehicle, mainly the rubber member absorbs vibrations; and when impact force belonging to a relatively high vibration frequency area is inputted into the bush for a vehicle, mainly the metal spring member absorbs vibrations.

Abstract: A torsion spring bar system for a wheel suspension of a motor vehicle includes on each vehicle side a torsion spring bar which is oriented transversely to the vehicle longitudinal center and acts on each wheel guide element of the wheel suspension with variable pretension via an output lever positioned outwards with respect to the vehicle longitudinal center. The torsion spring bar is acted upon by an actuator with a torsional moment. The torsion spring bars on both vehicle sides are coupled to one another at their axially adjacent ends in the vehicle longitudinal center via at least one additional torsion spring element.

Abstract: A spring damper unit configured for arrangement between a first vehicle part and a second vehicle part of a motor vehicle. The spring damper unit includes a first fastening device for fastening the spring damper unit to the first vehicle part and a second fastening device for fastening the spring damper unit to the second vehicle part. In addition, the spring damper unit includes an elastic element and a vibration damper having two damper parts that move relatively with respect to each other and are arranged between the fastening devices in order to damp relative movements between the vehicle parts and to control a spaced disposition between the vehicle parts. The pre-stressing of the elastic elements are variably adjusted via a first adjusting device and one of the damper parts is adjustable relative to one of the fastening devices via a second adjusting device.

Abstract: It is an object of the present invention to ensure that a torque rod breaks downward when a predetermined load or greater is input thereto. A torque rod has a first annular portion (21), a second annular portion (22), a connecting stay portion (24) that interconnects the first annular portion (21) and the second annular portion (22), a first attachment member (31) that is connected via a first rubber elastic body (41) inside the first annular portion (21), and a second attachment member (32) that is connected via a second rubber elastic body (42) inside the second annular portion (22). The connecting stay portion (24) has an upper fork portion (24U) and a lower fork portion (24L), and the bending strength of the lower fork portion (24L) is less than that of the upper fork portion (24U). A cavity portion (30) to which part of the first annular portion (21) is exposed is formed between the upper fork portion (24U) and the lower fork portion (24L).

Abstract: A vehicle suspension wheel strut, includes a first bushing; a wheel carrier journaled onto the first bushing; a first bracket at a first end of the first bushing; a second bracket at a second end of the first bushing; and identical damping elements positioned between the first bracket and wheel carrier at the first end of the first bushing and the second bracket and the wheel carrier at the second end of the first bushing.

Abstract: A sleeve for assembling into a sub-assembly including a control arm of a vehicular suspension assembly prepared by a process is disclosed. The process includes the steps of: providing a tubular segment; firstly shaping a first portion of the tubular segment to include a proximal flange; secondly shaping a second portion of the tubular segment to include a distal flange. A third portion of the tubular segment forms an intermediate body extending between the proximal flange and the distal flange. The length of the tubular segment includes a substantially constant and uniform thickness after the firstly shaping step and the secondly step. A sleeve is also disclosed. A sub-assembly. A portion of a vehicular suspension assembly is also disclosed.

Abstract: A bush- and bracket-integrated stabilizer bar includes a stabilizer bar, a rubber bush attached to an outer periphery of the stabilizer bar, and a bracket configured to mount the stabilizer bar to a bottom of a vehicle body with the rubber bush intervened. The stabilizer bar has amine-based curable epoxy paint or amine-containing cationic paint and a surface treatment layer containing a halogen donor-based surface treatment agent on the paint. The rubber bush has a surface treatment layer containing a halogen donor-based surface treatment agent on an inner surface thereof. A thermosetting epoxy adhesive layer containing an amine-based or an organic hydrazide-based curing agent and a bisphenol type epoxy resin is formed between the stabilizer bar and the rubber bush.

Abstract: In a traditional hitched trailer there is no way to adjust the ride height of the trailer. Provided is an angular adjusting mechanism (13) for a suspension system (10) comprising a shaft (12) and a crank arm (20), the shaft (12) having a connecting end (14) connected to the crank arm (20), said angular adjusting mechanism (13) comprising a frusto-comcal shaped surface (16) provided on the connecting end (14) and pointing outwardly from said shaft (12), said surface (16) having an array of first cavities (18) arranged circumferentially, a frusto-comcal bore (22) proximate a first extremity of said crank arm (20), said bore (22) having an array of second cavities (24), said bore (22) being operative to mate with said surface (16) of said connecting end (14), and an interlocking element (30) partly positioned in one of said second cavities (24) and partly positioned in one of said first cavities (18) so as to lock said crank arm (20) at a predetermined angular position with respect to said shaft (12).

Abstract: A stabilizer device having high reliability and light weight is provided. The stabilizer device has a stabilizer consisting of a torsion part and arm parts each extending from both ends of the torsion part and having an overall shape of a square bracket, a “]” shape, a bushing for fixing the stabilizer to an automobile body arranged at both ends of the torsion part, and a resin misalignment preventing member which has a contacting part contacting with the bushing, which is arranged neighboring the bushing, and which is integrally formed with the torsion part and covering all therearound in a predetermined range of axial direction of the torsion part.

Abstract: Forming a recess in an intermediate section in an axis direction of an outer peripheral face of a stabilizer bush allows the contact surface pressure between an inner peripheral face thereof and an outer peripheral face of a torsion portion to be low in a section where the recess is formed. Therefore, when the torsion portion twistedly deforms, slipping against the torsion portion starts from the intermediate section in the axis direction of the stabilizer bush, and the slipping spreads to opposite end parts in the axis direction, thus enhancing the ride comfort of a vehicle. Moreover, open ends of axially opposite end parts of the stabilizer bush, where no recess is formed, are put in intimate contact with the outer peripheral face of the torsion portion, thus preventing sand and mud from entering therefrom.

Abstract: A stabilizer bush (18) is fitted onto the outer peripheral face of a torsion portion (15) of a stabilizer and fixed by being clamped under pressure between a mounting portion (19a) of a vehicle body (19) and a mounting bracket (21). Since a chamfered portion (18f) that opens out radially outwardly is formed at an open end of an inner peripheral face (18d) of the stabilizer bush (18), when the stabilizer bush (18) is compressed radially inwardly, a load that is inward in an axis (L) direction is generated at the open end, thus preventing the open end from opening in a way such that it turns up. It is thereby possible to prevent sand or mud from entering between the inner peripheral face (18d) of the stabilizer bush (18) and the torsion portion (15) of the stabilizer, thus preventing the occurrence of abnormal noise or abrasion of the torsion portion.

Abstract: An anti-shift collar prevents lateral movement of a stabilizer bar assembly. The anti-shift collar is mounted to a fully formed stabilizer bar and then crimped to a central segment of the stabilizer bar at the desired position and is locked to the central segment thereby.

Abstract: A bushing assembly adapted for application in vehicle suspension systems includes an outer, generally cylindrical bushing member, an inner generally cylindrical bushing member arranged concentrically within the outer member. The two bushing members are interconnected by an elastomeric member disposed there between and bonded thereto to permit limited rotational displacement between the external and internal bushing members. An angular position sensor is at least partially embedded within the elastomeric member and operative to produce an output signal indicative of the relative angular position of the external and internal bushing members. The sensor includes a stator assembly including a permanent magnet, a galvanomagnetic sensing element and a flux guide defining at least one pole face, and a rotor including a flux guide defining a second pole face. An air gap between the two pole faces varies dimensionally as a function of the relative angular position of the stator assembly and rotor.

Abstract: A stabilizer bar includes a sleeve and bushing that are used to mount the stabilizer bar to a vehicle structure. The sleeve is comprised of a plastic material and includes a locking mechanism for locking the sleeve to the stabilizer bar. The bushing is comprised of a resilient material and is mounted to an external surface of the sleeve. Once the sleeve is locked onto the stabilizer bar, lateral movement between the bushing and the stabilizer bar is prohibited. Further, frictional reaction of the bushing occurs between plastic and rubber materials, which results in reduced noise during suspension loading.

Abstract: A stabilizer bar assembly for a vehicle suspension system is disclosed. The stabilizer bar assembly has a stabilizer bar that is provided with an annular ring. The annular ring is either formed as an upset or assembled to the stabilizer bar. A bushing having a groove on its inner diameter is assembled to the stabilizer bar at the annular ring that centers the stabilizer bar against transverse displacement. A second bushing is secured to the stabilizer bar at a location spaced from the annular ring. The first and second bushings secure the stabilizer bar to right and left frame rails. The annular ring may have a square, tapered or spherical cross-section.

Abstract: The invention is directed to a rubber mount for supporting a profile rod, and more particularly to a rubber mount for supporting a stabilizer of an automobile. It is the object of the invention to provide a mount of the aforedescribed type that can be installed on the profile rod easily, with only a few operating steps, preferably already at the manufacturer's site, and that has an simple and cost-effective construction. The proposed rubber mount includes an elastomer mounting body with an axially continuous slot which enables the mounting body to be pushed radially onto the profile rod for installation thereon. After installation, the mounting body can be secured with a clamping means (bracket), which according to the invention is formed on the mounting body itself. Stated differently, the bracket and mounting body are formed as a single piece, and the bracket is an integral component of the elastomer mounting body.

Abstract: A bushing assembly for a vehicle suspension system includes first and second bushing components that are fixed to a central pin. The pin is supported on a suspension component and includes pin ends that are mounted to an axle housing component. A washer is supported on the pin between the first and second bushings and abuts against inboard edges of the first and second bushings. An outer retaining tube surrounds the first and second bushings and the washer. The outer retaining tube includes opposing deformed end portions that directly engage outboard edges of the first and second bushings to form axial load carrying surfaces for the first and said second bushings.

Abstract: A bicycle adjustable cushion device includes an outer tube with a connection cap connected to a first end thereof and an inner tube has a first end movably and rotatably inserted in a second end of the outer tube. A rod has a first end fixed to the connection cap and a second end of the rod movably inserted through a polygonal hole in an end plate threadedly connected to the first end of the inner tube. An elastic rubber is received in the outer tube and the rod extends through the elastic rubber. Two ends of the elastic rubber are in contact with an inside of the connection cap and the end plate which is movable to compress the elastic rubber by rotating the inner tube.

Abstract: A damper device includes a shaft 2 inserted relatively rotatably into an axial hole 1a provided in a bearing portion 1. A high flexible resin portion 3 is provided between an outer circumferential surface of the shaft 2 and an inner surface of the axial hole 1a. A recess portion 4, with which the high flexible resin portion 3 contacts, and into which the high flexible resin portion 3 bites by relative rotation of the shaft 2 to the bearing portion 1, is provided in either one or both of the inner surface of the axial hole 1a and the outer circumferential surface of the shaft 2.

Abstract: A variable rate bushing passively controls the stiffness of a stabilizer bar. During normal vehicle operation, the stabilizer bar is compliant. As twist increase, the resistance increases. In one embodiment, the variable rate bushing includes at least one void which compresses as the vehicle turns. As the stabilizer bar axially twists, the void compresses and the rate of the bushing increases, reducing axial twist and increasing stiffness of the stabilizer bar. In one embodiment, the voids are teardrop shaped, arc shaped, or bone shaped. Alternatively, the bushing includes an inner layer of softer material and an outer layer of harder material to control stabilizer bar stiffness. Also, the bushing may include a molded insert made of a hard material inserted into a softer material to control the stiffness of the stabilizer bar.

Abstract: A suspension bar assembly for an automotive vehicle includes a suspension bar having a bushing, a bushing retainer that exerts radially and axially compressive forces onto the bushing such that the bushing is in frictional engagement with the suspension bar, thereby preventing relative movement of the bushing and the suspension bar, and a mounting bracket that is adapted to connect the suspension bar to the automotive vehicle. A method of inducing a pre-load onto a bushing that supports a bar includes: providing a bar, placing a bushing onto the bar, placing a bushing retainer onto the bushing, and compressing the bushing axially and radially within the bushing retainer.

Abstract: A PU foam shock absorber in accordance with the present invention is composed of a tube (10), a resilient core (11) mounted inside the tube (10) and a cap. The resilient core (11) is made of PU foam to absorb and to buffer shock. Additionally, the resilient core (11) may be selectively divided into multiple sections of different density and hardness to adjust the damping coefficient of the shock absorber.

Abstract: A cab body mounting (100) in a vehicle has a frame-side bracket (102) attached to a chassis frame side rail (18) and a body-side bracket (104) attached to a cab body rail (16). An elastomeric bushing (108) and a fastener (109) associate brackets 102, 104 so as to allow limited motion between them accompanied by bushing deformation. Bracket (102) has an upright wall (110) that is spaced a distance from an end (16E) of rail (16). A sufficiently large relative acceleration of the body on the frame, such as during a frontal impact, will cause an edge portion of bracket (104) to abut wall (110), which arrests further movement of the bracket in the fore-aft direction, and thereby shares the loading that is being imposed on the mounting due to the acceleration force. This occurs before the stress in the shank of fastener (109) reaches the characteristic maximum allowable shearing stress for the fastener material.

Abstract: A bushing for use in a vehicle suspension system includes a pair of elastomeric bearings having cylindrical holes formed therein and flanges formed integrally therewith. The bushing further includes a journal carried by the bearings in the cylindrical holes. In the first embodiment, the bearings are of substantially elliptical cross section and provide a compliance in a major axis direction that is different than the compliance in a minor axis direction. In a second embodiment, the bearings additionally are formed with channels of partial substantially cylindrical section on the outer surfaces, thereby giving the bearings a compliance in the major axis direction of a nonlinear higher order than the corresponding compliance of the first embodiment. A third embodiment is similar to the second embodiment except that the bearings are formed with voids of a partial substantially conic section formed on the outer surface, with the apex of the voids being adjacent the flanges.

Abstract: A variable rate bushing passively controls the stiffness of a stabilizer bar. During normal vehicle operation, the stabilizer bar is compliant. As twist increase, the resistance increases. In one embodiment, the variable rate bushing includes at least one void which compresses as the vehicle turns. As the stabilizer bar axially twists, the void compresses and the rate of the bushing increases, reducing axial twist and increasing stiffness of the stabilizer bar. In one embodiment, the voids are teardrop shaped, arc shaped, or bone shaped. Alternatively, the bushing includes an inner layer of softer material and an outer layer of harder material to control stabilizer bar stiffness. Also, the bushing may include a molded insert made of a hard material inserted into a softer material to control the stiffness of the stabilizer bar.

Abstract: A bearing has an elastic bearing element and envelops a vehicle wheel suspension stabilizer. The elastic bearing element with an inner sleeve is disposed on the stabilizer. The bearing element can be connected in a rotationally secure manner to the stabilizer by corresponding locking elements between the inner sleeve and the stabilizer.

Abstract: A cylindrical rubber elastic member for having a stabilizer bar inserted therein comprises an inner layer rubber with high sliding properties and an outer layer rubber provided outside of the inner layer rubber. Both the stability in operation and the riding comfort can be improved. Further, the rubber elastic member comprises a sliding surface made of a rubber with high sliding properties at the end face thereof. Frictional resistance can be lowered to prevent abnormal noise. A stabilizer bushing comprising a main body rubber portion of a sulfur-vulcanizable first rubber compound and a sliding rubber portion of a second rubber compound containing a sulfur-vulcanizable lubricant on the inner surface of the main body rubber portion, wherein the first rubber compound exhibits vulcanizability satisfying: t90−t50 ≧1.

Abstract: A torsion axle is provided, which includes an axle tube having an interior chamber and an insert assembly positioned within the interior chamber. The insert assembly includes a rigid shaft, a relatively flexible cartridge, and relatively inflexible front and rear bushings. The cartridge has an interior passageway receiving the shaft and the front and rear bushings likewise each have an aperture receiving the shaft. The front bushing is positioned on the shaft in front of the cartridge, while the rear bushing is positioned on the shaft to the rear of the cartridge. The front and rear bushings are dimensioned to fit closely within the interior chamber and are freely rotatable relative to the shaft, while the cartridge is non-rotatable relative to the shaft at the interior passageway.

Abstract: A suspension arm busing having an outer pipe fixed to one end of a suspension arm, an inner pipe positioned within the outer pipe, and a cushion spring inserted between the outer pipe and the inner pipe and coupled to an inner surface of the outer pipe and an outer surface of the inner pipe, for absorbing external forces transmitted to the outer pipe and the inner pipe.

Abstract: A sway bar bushing made from elastomeric material of substantially uniform thickness having a generally cylindrical inner part and a generally cylindrical outer part coaxially surrounding said inner part. A plurality of equiangularly spaced apart and radially disposed spokes provide integral connection between the inner and outer parts and extend radially therebetween. The inner and outer parts are of substantially identical length and connected along the entire lengths thereof by the spokes. The inner part defines a bore for complementing an associated portion of a sway bar received therein.

Abstract: A cylindrical rubber elastic member for having a stabilizer bar inserted therein comprises an inner layer rubber with high sliding properties and an outer layer rubber provided outside of the inner layer rubber. Both the stability in operation and the riding comfort can be improved. Further, the rubber elastic member comprises a sliding surface made of a rubber with high sliding properties at the end face thereof. Frictional resistance can be lowered to prevent abnormal noise.

Abstract: An automotive vehicle-use stabilizer bar (1) bushing is provided. The bushing (1) includes a generally cylindrical rubber-made elastic body (3) having formed therein in the center thereof an insertion hole (2) through which a stabilizer bar (200) is axially inserted. The above stabilizer bar bushing (1) is to be fixed with a mount bracket (103) to the body of the automotive vehicle with the insertion hole (2) being directed laterally of the vehicle body. The mount bracket (103) is applied on the outer circumference of the stabilizer bar bushing (1) and fastened to the vehicle body to secure the stabilizer bar bushing (1) to the vehicle body. Thus, the stabilizer bar bushing (1) will attenuate vibration by a portion thereof between the stabilizer bar (200) and vehicle body while allowing rotation and torsion of the stabilizer bar (200) in the insertion hole (2).

Abstract: A torsion spring for connecting a first member and a second member that are aligned along a longitudinal axis and that rotate about that axis together. The torsion spring includes a first molded plastic end that mates with the first member, a second molded plastic end that mate with the second member, and an elastic member that connects the first and second molded plastic ends together. The elastic member is for providing a force that biases the second member relative to the first member. The elastic member can be made of molded plastic arms or an elastic compound such as rubber.

Abstract: A stabilizer bar apparatus for use in a suspension of a motor vehicle includes a hollow tubular member (22) having first and second arms (24,26) disposed at opposite ends of a center section (28). The center section is adapted to be rotatably attached to a chassis and the first and second arms are adapted to attach to first and second wheel suspensions, respectively. A first radial protrusion (38) is circumferentially formed on an outer surface of the hollow tubular member and extends radially outward from the outer surface to a first predetermined height sufficient to retain the stabilizer bar under lateral loading. Additionally, a stress dispersing formation is (46) formed on an inner surface of the hollow tubular member opposite the first radial protrusion so as to disperse stress that would otherwise concentrate in the hollow tubular member adjacent to the first radial protrusion.

Abstract: A shock absorber includes an outer tube, an inner tube having a proximal end sleeved slidably into the outer tube and a distal end extending away from the outer tube, a shaft disposed inside the inner tube, a plurality of shock absorbing elastic blocks which are mounted on the outer tube for positioning resiliently the distal end away from the outer tube and which are sleeved around the shaft inside the inner tube without contacting the inner tube, each block having an inner tubular part sleeved around the shaft, and an outer tubular part wrapped around the inner tubular part. The inner and outer tubular parts are made of rubber materials having different degrees of stiffness. The inner tubular part has a stiffness higher than that of the inner tubular part to resist and limit impact pressure acting on the outer tubular part, thereby reducing deformation of the outer tubular part along radial directions and preventing the blocks from contacting the inner tube upon shock.

Abstract: A bushing having particularly advantageous use with heavy duty truck suspensions and including: i) a first outer bushing member; ii) a second inner bushing member defining an annular space between the first and second bushing members; and iii), an elastomeric interface disposed within the annular space between the first and second bushing members in face-to-face contact with; first and second sets of grooves formed in one of the first and second bushing members with the first set of grooves being axially spaced from the second set of grooves by a greater axial distance on one side of the grooved member than the axial spacing on the diametrically opposite side of the grooved member. In the exemplary bushings, first and second sets of grooves are formed on the inner surface of the first bushing member.

Abstract: A torsion axle for a trailer for transporting a load such as a pontoon boat. The torsion axle assembly is part of a wheel unit for maintaining stability for the trailer during transport. The torsion axle is assembled to have two pairs of resilient elements and an elongated shaft housed between inner and outer elongated sections. The inner and outer elongated sections are held together temporarily by a weld and then releasably held together by releasable fasteners in a normal use position.

Abstract: A method allows the rapid evaluation of physical properties of chassis elastomeric devices in a motor vehicle. A parametric controller (26) provides a parametric state signal to a elastomer control module (24), which in turn generates an appropriate electrical current signal which is communicated to a variable elastomeric device (22) which includes a magnetorheological elastomer having iron particles embedded therein and a coil operatively associated therewith. When the coil is energized by electrical current signal provided from the elastomer control module (24), a magnetic field is generated which provides predetermined variability in the physical properties of the elastomeric device (22), allowing the rapid evaluation of vehicle performance for given physical properties of the elastomeric device (22).

Abstract: A damping device for motor vehicle stabilizers includes a resilient bushing and a mounting sleeve. The bushing is adapted to enclose or encircle the stabilizer under the clamping force of the mounting sleeve. The bushing is defined by a non-split sleeve having a cylindrical portion and a through-hole concentric with the cylindrical portion. The mounting sleeve has a cylindrical through-opening possessing an inner diameter that is smaller than the outer diameter of the cylindrical portion of the bushing when the bushing is uninfluenced by external forces. The bushing in the mounted position is clamped by the mounting sleeve under the symmetrical clamping effected by the resilient material from which the bushing is made.

Abstract: An isolation apparatus reduces vibrations and destructive twisting forces otherwise transmitted between an automotive vehicle body and roof. A striker isolator and a roof pivot isolator are provided. Furthermore, a hinge isolator is provided between a pair of foldable roof sections. These isolators are ideally suited for use in combination with convertible roofs.

Abstract: A vehicle axle suspension system including wheel support members for rotatably supporting road wheels, a suspension member for supporting the road wheel support members for vertical swinging movement, and elastic suspension elements. The elastic suspension elements include a pair of front elastic suspension elements provided at different suspension points in front of the road wheel support members for elastically mounting the suspension member to the vehicle and a pair of rear elastic suspension elements provided at different suspension points behind the road wheel support members for elastically mounting the suspension member to the vehicle. The elastic suspension elements are positioned to provide an understeer characteristic when a lateral force acts on a suspension roll center determined by suspension geometry to rotate the suspension member around a virtual roll axis extending through an elastic center of the front elastic suspension elements and an elastic center of the rear elastic suspension elements.

Abstract: A bicycle front wheel control mechanism made up of a suspension system and a brake system. The suspension system has an eccentric retainer having an axle and two L-shaped members, and a shaft portion is carried by a housing through an elastic body at a perpendicularly upper part of the axle. The suspension system is so designed that it can rock relative to the front wheel around an axis of the shaft portion with an axial distance between the shaft portion and the axle as its radius, and the brake system is so designed that a side surface of a rim is made wide in a radial direction.

Abstract: A torsion axle for a vehicle includes an elongated axle tube enclosing first stage torsion shafts and second stage torsion shafts all having a common axis, and a metal tube or a non-circular portion of the axle tube and a plurality of resilient rubber rods confine each of the shafts for torsionally resisting rotation of the shaft. Each first stage metal tube is secured to the surrounding axle tube, and each second stage metal tube is connected to the corresponding first stage shaft. A stud projects outwardly from each second stage metal tube through a slot within the surrounding axle tube to limit rotation of the second stage tube with the first stage shaft, and a crank arm and eccentric spindle are secured to the outer end portion of each second stage shaft for receiving a wheel. In modifications, the first stage shafts for both the left and right wheels are connected as one shaft, and a hydraulic winch cable and spool provide for pre-rotating the one shaft or the axle tube to lower and raise the vehicle.

Abstract: A heavy duty front suspension system especially for passenger buses includes square rubber torque springs supported by a spring frame assembly. The spring support frame includes a lower support having transverse reinforcement gusset plates extending at an angle from the frame assembly to enable the frame and torque spring support the loads transmitted by the bus and to withstand the variations in the road surface. The torque spring includes a hexagonal block on each end of the tubular shaft for removably mounting an adjustment lever to transmit the tension stresses to the spring. Each adjustment level has an eyelet connected to adjustable tension bars extending to a mounting bases which are anchored to the structural cross members of the bus body. A yoke element is firmly fixed to a trunnion that forms part of the spring frame assembly. A lower end of the yoke has an extension with a conical hole to fasten a shock absorber assembly.