Abstract: A chassis for a vehicle includes a frame as well as a first axle and a second axle, on which the wheels of the vehicle are mounted on bearings. The axles are connected to the frame to swivel at least with respect to a vertical axis and a longitudinal axis, and are connected to each other by means of mechanisms for transmitting motion in such a way that the movements of the first axle are transmitted to the second axle, and vice versa. In the chassis, the mechanisms for transmitting the motion includes arms for transmitting motion between the axles, and the arms are configured to remain primarily parallel to the longitudinal direction of the frame, irrespective of the movements of the axles.

Abstract: An axle suspension system for a vehicle. The axle suspension system may include an axle having an exterior surface and an axle wrap. The axle wrap may include a wrap portion, a cam bracket, and an actuator bracket. The wrap portion may engage the exterior surface. The cam bracket and actuator bracket may be spaced apart and may extend from the wrap portion.

Abstract: An axle-to-beam connection for axle/suspension systems includes a connector having a U-shaped cross section and includes two pairs of legs. Each of the legs is formed with an opening. The connector extends longitudinally along the axle and is also formed with a pair of window weld openings adjacent to the axle. The connector provides a conforming fit of the connector to the axle when the connector is pulled over the axle using the leg openings and is attached to the axle and beam of the axle/suspension system.

Abstract: A suspension arrangement for interconnecting a frame and an axle in a vehicle includes a control arm having a first beam and a second beam in parallel, spaced relation, each beam having a first end with a single arm and a second end with an upper arm and a lower arm to define a Y-shape, the first end being pivotally connectable to a vehicle frame, and the second end being connectable to a vehicle axle disposed between the upper and lower arms, and a bushing arrangement mountable to the vehicle axle, the bushing arrangement having an upper portion connecting between the upper arms of the first beam and second beam and a lower portion connecting between the lower arms of the first beam and second beam.

Abstract: An axle suspension system for a vehicle. The axle suspension system may include an axle having an exterior surface and an axle wrap. The axle wrap may include a wrap portion, a cam bracket, and an actuator bracket. The wrap portion may engage the exterior surface. The cam bracket and actuator bracket may be spaced apart and may extend from the wrap portion.

Abstract: A vehicle includes a chassis, an axle, a suspension strut and a sensor assembly. The suspension strut includes a barrel having a lower end and an upper end, and a rod having a lower end and an upper end. The rod lower end is slidably received within the barrel upper end. The barrel lower end is coupled with the axle and the rod upper end is coupled with the chassis. A sensor assembly is coupled between the chassis and the barrel for sensing relative movement between the chassis and the barrel.

Abstract: A trailer frame including an axle section having two spaced longitudinal frame members connected by at least one cross member, the longitudinal frame members each having a first end and a second end; a rear section attachable to the axle section; and a dimple assemble joining the axle section to the rear section, the dimple assembly including a dimple pattern formed on each frame member of the axle assembly, the dimple pattern on the axle assembly defining a first dimple axis, and a dimple pattern formed on one end of the rear section and nestable within the dimple pattern formed on the axle section, the dimple pattern on the rear section defining a second dimple axis offset relative to the first dimple axis to create a camber between the axle section and the rear section when the first dimple is nested within the second dimple pattern.

Abstract: The present invention relates to a single-axis damping joint for connecting chassis components for a vehicle, and more particularly, to a single-axis damping joint for connecting chassis components for a vehicle, capable of improving performance of absorbing forward and backward vibration of a vehicle body and vibration due to distortion force while improving durability. To this end, the present invention provides the single-axis damping joint for connecting chassis components for the vehicle, including: a ball stud including a spherical portion on an axis; bearings disposed so as to induce rotation of the ball stud in an axis direction; a sheet member configured to support an external circumferential surface of the bearing; a buffer member disposed at an external circumferential surface of the sheet member; and an outer pipe configured to protect the sheet member from the outside while being in close contact with the external circumferential surface of the sheet member and coupled to one end of a lower arm.

Abstract: An extendible axle member (146, 148) is provided for an agricultural harvester (100), the axle (142, 144) having an elongate telescopic portion (400) with bearing surfaces (254, 256, 334, 336) for being slidably received in an outer axle member (142, 144).

Abstract: Saddle type self-steer axle systems equipped wagons may include two or more axles and may be backed up due to reversing caster. Such systems may provide increased stability by providing four points of contact. Further, such systems may provide improved weight distribution in that weight may be distributed over four points as opposed to three points. In addition, such systems may provide increased safety by raising the rollover threshold to that of the tow vehicle. Such systems may allow a tow vehicle to carry its full allowable gross weight while towing its full allowable tow weight. In addition, a centrally pivoting saddle style hinge system may reduce the actuator force that may be needed to change the caster from forward to reverse and vice versa.

Abstract: A single wheel suspension of a non-steerable wheel of a two track vehicle includes two links pivotable relative to each other in respective planes, each being inclined less than 10° relative to the longitudinal and vertical directions of the vehicle. A first link, extending approximately in the longitudinal direction, functions as a wheel carrier. The first link is supported with an end section on the vehicle body via a pendulum support, which extends essentially in the vertical direction. The second link, extending approximately in the longitudinal direction, is supported in an articulated manner, on one side, on the body with only one kinematic rotational degree of freedom and on the other side to the first link between the wheel bearing and a pendulum support fastening point with only one kinematic rotational degree of freedom. No other wheel guiding link is provided, except for a connecting element.

Abstract: In order to drastically reduce the effort and time required for the alignment adjustment over a conventional case to significantly alleviate the work burden, a cross member-integrated trunnion bracket 20 includes a cross member 16 coupling left and right frames and a pair of trunnion brackets 19 integrally formed on lower faces at opposite ends of the cross member 16 to open downward and outward in a vehicle width direction. The trunnion brackets 19 have bosses 18 for pivotally supporting trunnion shafts.

Abstract: A wheelchair suspension comprises a frame, at least one pivot arm, at least one front caster, at least one rear caster, a stabilizing system, and a sensor. The pivot arm is coupled to the frame. The front caster is coupled to the pivot arm. The rear caster is coupled to the frame. The stabilizing system is coupled to the frame and the pivot arm. The sensor is arranged such that tipping of the frame causes actuation of the stabilizing system to at least partially resist further movement of the frame.

Abstract: A tie-plate comprising a lower mounting flange that is removably attachable to a first frame hanger and to a second frame hanger, wherein the lower mounting flange includes a first set of attachment holes that correspond to a set of attachment holes at the first frame hanger, wherein the lower mounting flange includes a second set of attachment holes that correspond to a set of attachment holes at the second frame hanger, an extending member having a first end that extends at an angle from the lower mounting flange; and an upper mounting flange extending from a second end of the extending member, wherein the upper mounting flange has one or more mounting holes adapted for attachment of the tie-plate to an undercarriage of a vehicle.

Abstract: An axle-to-beam connection for axle/suspension systems includes a pair of U-bolt brackets that extend generally to or beyond a selected centerline of the axle. The U-bolt brackets are located a distance from one another so that the distance between the U-bolt brackets is equivalent to or preferably less than the outside diameter of the axle resulting in a slight deformation of the axle and a compressive preload between the axle and the U-bolt brackets when the axle is seated between the U-bolt brackets. A weld is placed between the U-bolt brackets and the axle at or beyond the horizontal centerline of the axle within the residual compressive stress field on the axle created by the interference fit of the axle into the U-boll brackets. Means for securing connection of the axle to the beam includes a U-boll or other similar means to provide additional locating support to the axle.

Abstract: A suspension system can include a spring beam with a bushing receiving opening having outer ends with larger dimensions as compared to an intermediate section of the opening. Another suspension system can include a spring beam having a bushing receiving opening, a resilient bushing received in the opening, and a rigid sleeve received in the bushing, a radial distance between the sleeve and the opening being reduced between opposite ends of the opening. Another suspension system can include an axle, a spring beam attached to the axle, the spring beam including a bushing receiving opening, and a resilient bushing received in the opening, the bushing having outer ends with larger outer dimensions as compared to an intermediate section of the bushing between the bushing outer ends.

Abstract: A frame arrangement for a vehicle comprises a first frame element extending a substantially lengthwise direction of a vehicle, a fastening element having sidewalls and operably coupled to the first frame element and configured to hold an axle guide, a second frame element extending substantially at right angles to the first frame element fastened to the fastening element such that the second frame element surrounds at least some region of the fastening element, and wherein the second frame element is substantially U-shaped and includes at least a pair of fastening segments forming legs of the U-shaped fastening segment.

Abstract: A wheelchair includes a frame, a rear caster coupled to the frame, a drive wheel coupled to the frame, a front caster, and a pivoting assembly. The pivoting assembly couples the front caster to the frame such that upward movement of the front caster relative to the frame causes the front caster to move toward the drive wheel.

Abstract: A vehicle includes a frame, a swing member, an axle tube, a cushion bracket, a protrusion, an axle, and a cushion member. The swing member is pivotable about a first axis. The axle tube is coupled with the swing member, the cushion bracket, and the protrusion. The axle is rotatable about a second axis. The cushion member includes lower and upper ends. The lower end is pivotally coupled with the cushion bracket and is pivotable about a third axis. The second and third axes reside in a first plane. The protrusion is located above the first plane and is spaced from the cushion member by a first distance having a minimum value. The lower end of the cushion member is spaced from the axle tube by a second distance having a minimum value. The minimum value of the first distance is less than the minimum value of the second distance.

Abstract: An extendible axle member (146 or 148) is provided for a pivoting axle of an agricultural harvester (100), the extendible axle member (146 or 148) having an elongate telescopic portion (400) with bearing surfaces for being slidably received in an outer axle member (142 or 144), wherein the elongate telescopic portion (400) is formed integral with and abuts a C-frame for supporting a steering knuckle (158 or 160).

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 wheel assembly for an infant carrier apparatus can include a shock absorber, and at least a wheel pivotally coupled with the shock absorber. Examples of the infant carrier apparatus can include an infant stroller apparatus. In some embodiments, the shock absorber can be directly connected with a support frame of the infant carrier apparatus. In other embodiments, the wheel assembly can include a mount base through which the shock absorber is connected with the support frame.

Abstract: A structurally efficient vehicle suspension system capable of being isolated from the main vehicle structure by being housed within a vehicle's wheel thereby reducing risks of injury during a crash and permitting advantageous redesign of suspension geometry. By rotating the suspension link pivot axes approximately 90 degrees when compared with the positioning of traditionally known wishbone suspension systems, the upper and lower suspension links for each vehicle wheel are relocated to run essentially parallel to the axis of travel of the vehicle. Consequently, for each wheel the virtual longitudinal link length runs parallel with the axis of travel of the vehicle indicated by the arrow and virtual swing axle length runs perpendicularly to virtual longitudinal link length. However, the upper link pivot axis and the lower link pivot axis now run parallel to virtual swing axle and their convergence point defines its length.

Abstract: The invention relates to suspension systems comprising, in certain embodiments, a pivoting means concentric to a wheel rotation axis so that braking forces can be controlled by placement of an instant force center, and so that acceleration forces can be controlled by a swinging wheel link.

Abstract: A rear dual wheel direct drive axle assembly (30) for a vehicle having a longitudinal frame rail (28) includes a spindle shaft (1) attached to the frame rail and having an axis of rotation generally in the same vertical plane as the longitudinal frame rail. The assembly (30) also includes a dual wheel drive axle (13, 14) transversely and pivotally mounted on the spindle shaft (1). The axle (13, 14) is configured to pivot about the spindle shaft (1).

Abstract: An axle carrier assembly is provided for a vehicle. The axle carrier assembly includes an axle carrier, a first cylinder, a second cylinder, and an actuator. The axle carrier is configured to rotatably support an axle. The first cylinder is rotatably supported by the axle carrier such that the first cylinder is rotatable about a first axis. The first cylinder is configured to support a vehicular swing member. The second cylinder is rotatably supported by the axle carrier such that the second cylinder is rotatable about a second axis. The second cylinder is configured to support a vehicular swing member. The actuator is associated with each of the first and second cylinders. The actuator is configured to substantially simultaneously rotate the first cylinder and the second cylinder with respect to the axle carrier.

Abstract: A suspension unit is disclosed comprising: a hub 6; a bearing sleeve 24 eccentrically mounted within the hub 6; a crank pin 22 rotatably received within the bearing sleeve 24; and a connecting rod 20, a first end 28 of which is connected for rotation with the crank pin 22 over a connecting area 26 that comprises less than a complete circumference of the crank pin 22; the bearing sleeve 24 comprising a slot 52 through which the connecting rod 20 extends from the first 28 end to a second end.

Abstract: An axle arrangement includes an axle member and an axle member bracket arranged on the axle member. A wheel suspension having a wheel carrier bracket is constructed in the form of a fork-shaped metal sheet and swingably supported on the axle member bracket for wheel alignment, with a wheel carrier being arranged on the wheel carrier bracket.

Abstract: An extendible axle member (146 or 148) is provided for a pivoting axle of an agricultural harvester (100), the extendible axle member (146 or 148) having an elongate telescopic portion (400) with bearing surfaces for being slidably received in an outer axle member (142 or 144), wherein the elongate telescopic portion (400) is formed integral with and abuts a C-frame for supporting a steering knuckle (158 or 160).

Abstract: A central multidirectional transmission system is disclosed which includes a chassis having a central base and a central multidirectional mechanism, a rear suspension assembly, and a front suspension assembly. The rear suspension assembly, the front suspension assembly, and one or more mechanical and structural components are mounted to the central base. The rear suspension assembly serves as a base for a rear suspension and a telescoping mechanism and is attached in a pivotal manner to the central base. The front suspension assembly is also mounted to the central base in a manner which permits the front suspension assembly to rotate at differing vertical and horizontal angles with respect to the longitudinal axis of the vehicle.

Abstract: An elastomeric spring suspension is described for supporting a longitudinally extending vehicle frame rail above first and second axles forming a tandem axle configuration. The suspension includes a frame hanger assembly mounted to the vehicle frame rail. The frame hanger assembly has two full spring modules, each of which includes two shear springs, a progressive spring rate load cushion having a pyramidal shape with a flattened top surface and a spring mount for mounting the springs. A saddle assembly is connected to the spring mount, and an equalizing beam is connected to the saddle assembly and further connected to the axles. The spring rate for the suspension increases almost linearly as a function of sprung load, resembling a pneumatic suspension. Accordingly, the suspension exhibits excellent ride quality, without sacrificing roll stability.

Abstract: An improved integral spring brake actuator and mount is provided in which a portion of the spring brake actuator is integrally formed with a connecting flange and a brake cam shaft support tube. The improved integral spring brake actuator and mount is significantly lighter than previous multi-part built-up spring brake actuators and mounting brackets, decreasing vehicle weight, eliminating the need for costly high-quality welding and lowering manufacturing costs. The integral spring brake actuator and mount may be formed from cast aluminum.

Abstract: A mounting arrangement for a V-rod in a vehicle suspension includes an axle housing having a mounting cavity formed thereon and a joint member installed in the mounting cavity so that a joint coupling extends outward from the axle housing. The joint member may include a ball joint mounted on a post mountable in the mounting cavity. The mounting cavity may be formed in a boss provided on the axle housing.

Abstract: A commercial vehicle has its axle housings supported on the chassis frame by way of spring elements. Each spring element is connected to a clamping yoke having two legs, of which in each case one leg rests against the front of the axle housing and the other leg rests against the rear of the axle housing, as seen in the driving direction. The legs are connected to one another by a web. Each leg is fixed and secured on a fixing projection on a longitudinal side of the axle housing, and the web is spaced apart from the upper side of the axle housing.

Abstract: An electric vehicle includes a chassis and a compartment defined by the chassis. A power container houses at least one energy storage/generating device for powering the electric vehicle. The power container is insertable into and removable from the compartment through the left side and the right side of the chassis. A suspension apparatus includes a shaft, a control arm pivotably connected to the shaft, at least one helical torsion spring mounted on the shaft, and a linear actuator. Movement of the linear actuator increases bending stress on the at least one helical torsion spring and urges the control arm downwardly.

Abstract: In conventional vehicle cranes it is usually necessary in consideration of current safety regulations to provide at least two separate steering circuits for all steered axles so that, in the event of a failure of one circuit, the vehicle crane can continue to be steered by way of the other. In order to avoid that in accordance with the invention at least one steered rear axle of a vehicle crane (1) is provided with a caster (a) so that at least one axle (11-16), in the event of a steering failure, remains steerable passively by utilising the caster friction. That principle is applied in a similar manner to a module axle (2) which can be mounted to the vehicle crane (1) and which can be required for transporting additional equipment or an additional counterweight which is possibly required.

Abstract: An axle-to-beam connection for axle/suspension systems includes a pair of U-bolt brackets that extend generally to or beyond a selected centerline of the axle. The U-bolt brackets are located a distance from one another so that the distance between the U-bolt brackets is equivalent to or preferably less than the outside diameter of the axle resulting in a slight deformation of the axle and a compressive preload between the axle and the U-bolt brackets when the axle is seated between the U-bolt brackets. A weld is placed between the U-bolt brackets and the axle at or beyond the horizontal centerline of the axle within the residual compressive stress field on the axle created by the interference fit of the axle into the U-boll brackets. Means for securing connection of the axle to the beam includes a U-boll or other similar means to provide additional locating support to the axle.

Abstract: An axle assembly of a vehicle includes a side plate, a wheel end assembly, and a lower control arm. The side plate is part of a support structure of the vehicle, and the lower control arm extends between the side plate and the wheel end assembly. A spring member and a damper are each connected between the lower control arm and the side plate. The axle assembly further includes a shield fixed to the lower control arm, where the shield is designed to at least partially protect the vehicle from an explosive blast originating below the vehicle.

Abstract: Left and right axle portions are provided for attachment to respective left and right wheels of a vehicle. The left axle portion can be rotatably supported by a left hub support portion, and the right axle portion can be rotatably supported by a right hub support portion. The left and right hub support portions can be movably supported with respect to the frame. Vehicles are also provided.

Abstract: In order to drastically reduce the effort and time required for the alignment adjustment over a conventional case to significantly alleviate the work burden, a cross member-integrated trunnion bracket 20 includes a cross member 16 coupling left and right frames and a pair of trunnion brackets 19 integrally formed on lower faces at opposite ends of the cross member 16 to open downward and outward in a vehicle width direction. The trunnion brackets 19 have bosses 18 for pivotally supporting trunnion shafts.

Abstract: A push-in-bung assembly is provided that improves vibration and lateral movement control for vehicle suspension systems. The push-in-bung assembly includes a bung formed of rigid material and having a first end configured to connect to a vehicle frame and a second end configured to connect to a vehicle differential. A track bar can be included between the bung and the vehicle frame. The track bar can connect with the vehicle frame using a bracket assembly.

Abstract: A kit for providing an air suspension as a retrofit to an existing trailer using a leaf spring suspension makes use of hanging brackets, support arms and air bladders connected to a control system that determines whether the bladders require inflation or deflation to level the bed of the trailer.

Abstract: A vehicle is provided with an axle suspended from a main frame of the vehicle by right- and left-hand pairs of connecting rods. As viewed from the top, one of each of the right- and left-hand pairs of connecting rods crosses the other of the pair of rods, and, as viewed from the side, the right- and left-hand pairs of rods are disposed parallel to each other. This arrangement of the connecting rods results in the axle moving substantially vertically up and down during operation of vehicle over uneven terrain.

Abstract: An axle-to-beam connection for axle/suspension systems includes a connector having a U-shaped cross section and includes two pairs of legs. Each of the legs is formed with an opening. The connector extends longitudinally along the axle and is also formed with a pair of window weld openings adjacent to the axle. The connector provides a conforming fit of the connector to the axle when the connector is pulled over the axle using the leg openings and is attached to the axle and beam of the axle/suspension system.

Abstract: A single unit that combines the advantages of a rear spring spacer block and a traction bar. The rigidity of the traction bar and design of the spacer block eliminate wheel hop and axle wrap while maintaining a level vehicle drive height. No welding is required to install the device, the device is length and height adjustable for a plethora of vehicle applications and the factory ride and handling are preserved.

Abstract: The invention relates to an axle support for motor vehicles, for receiving components of the chassis of the motor vehicle. The axle support comprises frame side members (2, 3) running substantially in the driving direction, each having at least one cast connection point (5, 6), and a pipe section (7) that adjoins the cast connection point. The pipe section has an at least half-shell form in the region of the connection to the cast connection point.

Abstract: The invention concerns an axle assembly with a vehicle axle having a rigid axle body, e.g., one formed as an axle tube (8), with a radius arm (6, 7) on either side of the vehicle's longitudinal midplane, which can be linked at a first front end (9, 10) to a bearing point fixed to the chassis and is joined rigidly to the axle body (8) at a distance away from that point, and which forms the lower support of a spring element in the region of its rear end (17, 18), opposite the front end (9, 10), on top of which the vehicle chassis rests. The axle body (8) and the two radius arms (6, 7) are formed jointly from two shaped part halves (2, 3) which are essentially single-piece and joined together, particularly by welding, along a joint (4) running in the essentially horizontal plane, for example, so that the axle body (8) rigidly joins together the two radius arms (6, 7).

Abstract: A rear suspension system for an all-terrain vehicle having a chassis and at least three wheels. Two trailing arms are pivotally connected to a chassis. Each of the trailing arms includes a drive shaft bearing. A CV joint pivot arm is pivotally connected to the chassis. A CV joint housing is connected to the CV joint pivot arm. The CV joint housing includes a CV joint bearing. A CV joint is housed inside the CV joint housing and is supported by the CV joint bearing. A drive shaft extends through the CV joint and is rigidly connected to the CV joint. The drive shaft is further supported by each of the drive shaft bearings attached to the trailing arms. A shock absorption system is connected between the drive shaft and the chassis. In a preferred embodiment, a cross bar is connected between the trailing arms for stability. Also, preferably, the rear suspension system includes a sway bar and linear shock absorbers acting in combination to provide optimum suspension.

Abstract: Axles and spindle assemblies for wheeled vehicles. More particularly, in at least one embodiment, this invention relates to a substantially curvilinear axle for wheeled vehicles, alone or in combination with a spindle assembly, having a substantially continuous radius of curvature extending from one end of the axle to the other. In at least one additional embodiment, this invention relates to fabricated spindle assemblies having gusset arms for mechanical attachment to axle ends.

Abstract: A hinging arrangement for a wheel axle suspension of a vehicle, comprises an attachment eye fixed to a component to be hingedly attached to the vehicle, and a hinge pin, e.g. a hinge bolt, attached to a fixed vehicle component. The hinge pin is extending through the attachment eye, wherein the attachment eye has a bore for the hinge pin which comprises at least one tapering bore portion. The arrangement further comprises at least one resilient ring and a clamping member each provided with a central bore for the hinge pin, wherein, in the mounted state, the resilient ring is received at least partially within said tapering bore portion. The resilient ring is bearing with one side against the tapering surface of said tapering bore portion and said clamping member is forced against the other side of the resilient ring whereby the resilient ring is compressed between the clamping member and the tapering surface of the tapering bore portion.