Abstract: A vehicle rear suspension structure includes a torsion beam and a pair of arm units. Each of the arm units includes a trailing arm formed in a tubular shape extending in the vehicle front-rear direction, an end plate occluding a rear side opening of the trailing arm, an upper reinforcing member, and a lower reinforcing member. A shaft insertion hole is formed in an inner side portion of a rear arm of the trailing arm, the upper reinforcing member is joined to the rear arm to fit an upper side edge portion of a peripheral edge portion of the shaft insertion hole, and the lower reinforcing member is joined to the rear arm to fit a lower side edge portion of the peripheral edge portion of the shaft insertion hole.

Abstract: A machine includes a chassis having a first end and an opposing second end, an axle pivotally coupled to the first end of the chassis, a first actuator coupled to the first end of the chassis, and a second actuator coupled to the first end of the chassis. The chassis defines a longitudinal center axis. The axle is configured to rotate about the longitudinal center axis. The first actuator is positioned on a first lateral side of the longitudinal center axis. The first actuator is extendable to selectively engage a first contact point on the axle. The second actuator is positioned on an opposing second lateral side of the longitudinal center axis. The second actuator is extendable to selectively engage a second contact point on the axle.

Abstract: The device has an electrical traction machine (20) suspended to a body of a hybrid or electric motorization vehicle and providing engine torque (CM) applied to rear wheels (3, 4). A mechanical link is provided between the machine and a deformable crossmember (2) to transmit torque effect (CR) with the engine torque to the crossmember for descending the rear wheels with respect to the body of the vehicle and for creating anti-squat effect during acceleration in electric propulsion of the vehicle. The link is provided with a connection shaft (30) connected to two levers (21, 33).

Abstract: In a suspension support bracket including a bracket body including a suspension attachment portion configured such that a shock absorber of a suspension device of a vehicle is attached to the suspension attachment portion, the bracket body is constructed of a single metal plate, and thickness dimensions of a region of the suspension attachment portion of the bracket body and a periphery of the suspension attachment portion are larger than a thickness dimension of another region adjacent to the region of the suspension attachment portion and periphery of the suspension attachment portion.

Abstract: A stilt part may be utilized for a suspension damper strut of the wheel suspension of a vehicle. The stilt part may comprise a shank portion extending along a longitudinal axis of the stilt part and a connecting portion adjoining an end of the shank portion. The connecting portion may be configured to connect a lower link of the wheel suspension. The shank portion may include a convex region that is bent away from the longitudinal axis. The convex region may provide clearance for a drive shaft of a wheel. The shank portion may be formed from at least two shell elements that are connected, in some cases welded, together along at least one longitudinal seam.

Abstract: The disclosure relates to a tubular component for a chassis of a vehicle, wherein the tubular component may include an extruded profile made of an aluminum alloy. The extruded profile may include a rounded extruded profile base and profile walls extending from the rounded extruded profile base and facing one another, wherein the profile walls are curved towards one another to form the tubular component.

Abstract: A vehicle front structure includes a front side member extending in a vehicle front-rear direction in a front portion of a vehicle body, an upper side member disposed above the front side member in a vehicle and extending in the vehicle front-rear direction, and a suspension tower joined to the front side member and the upper side member. The suspension tower is made of aluminum alloy integrally formed by press working. The vehicle front structure is capable of being reduced in weight and being more easily manufactured without introducing new equipment.

Abstract: Embodiments of the present disclosure provide combined multi-coupler assembly for quickly connecting a top drive to a tool. The combined multi-coupler assembly includes a drive stem and a tool dock that may be coupled to each other. When the drive stem and the tool dock are connected, axial loads, torsional loads, and hydraulic, pneumatic, electrical, optical, or other types of communications may be transferred between the drive stem and the tool dock.

Abstract: A vehicle front structure includes an apron upper member extending in a vehicle front-rear direction, a suspension tower fixed to an inner side of the apron upper member in the vehicle width direction, and a plate-shaped reinforcing member covering at least part of an upper surface of the apron upper member and at least part of an upper surface of the suspension tower on the outer side. In the upper surface of the apron upper member, a step part is provided, wherein the outer side of the step part is higher than the inner side of the step part in the vehicle width direction. Molten sealer is injected between the step part and the outer edge when filling sealer between the apron upper member and the reinforcing member. Then, flow of the molten sealer to the outer side in the vehicle width direction is blocked by the step part.

Abstract: A wheel carrier for a motor vehicle, with a base element carrying a wheel bearing, at least one bearing point for a detachable connection to a link provided with a link connection region, as well as at least one bearing point for a detachable connection to a link connection region provided at a link. The first link connection region and the second connection region are designed as separate components and the first link connection region and the second connection region are detachably connected by a fastener to the base element.

Abstract: A front vehicle-body structure of a vehicle comprises a front frame, an apron reinforcement, and a suspension housing, wherein the front frame includes a frame outer and a frame inner, the frame outer and the frame inner having respective upward projection portions which are joined together to form a flange portion of the front frame, the suspension housing includes an outward-side joint portion which is joined to an outer face of the front frame and an inward-side joint portion which is joined to an outward side face, in the vehicle width direction, of the flange portion, the outward-side joint portion and the inward-side joint portion being aligned in the longitudinal direction.

Abstract: A torsion axle arrangement is provided wherein the spindle is mounted to the suspension link by a keyed connection facilitated with a selectively orientable disc then fixed to the suspension link according to a given application. That connection is maintained by a bolt passing through the suspension link and engaging a mating groove in the spindle. The bolt is anchored within the suspension link by a threaded connection internal to the suspension link. The shape of the key can be selected as desired for immediate source identification.

Abstract: A vehicle wheel suspension system that achieves increased width in the passenger and/or luggage compartment is provided. The suspension system utilizes a (i) a wheel support member that is positioned between the inner and outer tire planes; (ii) a plurality of linkage arms rotatably coupled to the wheel support member; (iii) a nonlinearly-shaped damper-spring support member that is attached to either an upper or lower linkage arm, where the support member includes a damper-spring mounting platform that is positioned above, and at least partially overlaps, the tire; and (iv) a damper-spring assembly mounted to the damper-spring mounting platform and coupled to a vehicle body structure.

Abstract: A vehicle wheel suspension system that achieves increased width in the passenger and/or luggage compartment is provided. The suspension system utilizes a (i) a wheel support member that is positioned between the inner and outer tire planes; (ii) a plurality of linkage arms rotatably coupled to the wheel support member; (iii) a nonlinearly-shaped damper-spring support member that is attached to either an upper or lower linkage arm (iv) a damper-spring mounting platform that is positioned above, and at least partially overlaps, the tire, and that is rotatably attached to the nonlinearly-shaped damper-spring support member; and (v) a damper-spring assembly mounted to the damper-spring mounting platform and coupled to a vehicle body structure.

Abstract: A golf cart includes a frame, an adjuster, and a pair of suspension assemblies that reduce changes in camber angles in a pair of wheels caused by an adjustment of a ground clearance. The adjuster includes a pair of first adjusting portions and a pair of second adjusting portions. Each of the first adjusting portions includes a first upper hole and a first lower hole. Each of the second adjusting portions includes a second upper hole and a second lower hole. Each suspension assembly includes a damper and an arm portion. When the golf cart is set to a high ground clearance, the first adjusting portions are installed between the frame and the dampers, and the second adjusting portions are installed between the frame and the arm portions.

Abstract: A vehicle Ve comprises six wheels of front left and right wheels FW1 FW2, middle left and right wheels MW1, MW2, and rear left and right wheels RW1, RW2. Each of in-wheel motors 21-26 is provided/installed in each of the wheels. An electronic control unit 41 calculates a target heave force for controlling a heave behavior, and a target pitching moment My for controlling a pitching behavior, using a state of a movement of a vehicle body Bo obtained from a movement state detecting sensor 43. The unit 41 calculates a driving force and a braking force of the front wheels FW1 FW2 and the rear wheels RW1, RW2, in order to achieve the calculated target heave force and the target pitching moment, and calculates a driving force and a braking force of the middle wheels MW1, MW2 for suppressing a forward-and-backward movement of the vehicle, the movement caused by independently (simultaneously) controlling the behaviors coupling with each other.

Abstract: A golf cart includes a frame, an adjuster, and a pair of suspension assemblies that reduce changes in camber angles in a pair of wheels caused by an adjustment of a ground clearance. The adjuster includes a pair of first adjusting portions and a pair of second adjusting portions. Each of the first adjusting portions includes a first upper hole and a first lower hole. Each of the second adjusting portions includes a second upper hole and a second lower hole. Each suspension assembly includes a damper and an arm portion. When the golf cart is set to a high ground clearance, the first adjusting portions are installed between the frame and the dampers, and the second adjusting portions are installed between the frame and the arm portions.

Abstract: An industrial truck includes a chassis comprising a plurality of wheels, and wheel suspensions. Each wheel suspension is mounted on the chassis around two axes so as to be tiltable. At least two wheels of the plurality of wheels are each mounted on the chassis via a respective wheel suspension.

Abstract: Modular suspension systems for customizing a stock automobile are presented including in any combination: a pair of asymmetrical control arm components having a control arm connection geometry sized to replace a pair of stock control arm components, where the pair of asymmetrical control arm components include at least additional control arm customization, and where the pair of asymmetrical control arm components are compatible with all other stock components of the stock automobile without modification of the stock components; a pair of spindle components having a spindle connection geometry sized to replace a pair of stock spindle components, where the pair of spindle components include at least additional spindle customization, and where the pair of spindle components are compatible with all other stock components of the stock automobile without modification of the stock components.

Abstract: A wheel stabilization mechanism includes an actuator configured to be coupled to a vehicle body and a wheel stabilizer configured to be movably coupled to the vehicle body such that the wheel stabilizer is configured to move with respect to a wheel. The actuator is configured to move the wheel stabilizer with respect to the wheel from a disengaged position toward an engaged position in response to a force applied to the vehicle body. In the engaged position, the wheel stabilizer is configured to inhibit at least a portion of the wheel from moving with respect to the vehicle body to minimize movement of the wheel with respect to the vehicle body.

Abstract: A front wheel suspension on a two-track vehicle having a wheel carrier or pivot bearing guided by an articulated suspension link is provided with an add-on part arranged such that during an impact of the vehicle on an obstacle which penetrates into the space bridged by the suspension link between a wheel and an axle support or vehicle body, the add-on part forms a lever arm on an articulated connection of the suspension link to separate the link by opening or destroying the connection. Separation of the articulated connection allows the vehicle wheel to be displaced laterally away from the vehicle interior. The add-on part may be fastened by a fastening screw of the articulation connection or be an extension of the screw. The add-on part may have a bead or a punch ring which has a destructive effect on the articulated connection during impact-caused displacement of the add-on part.

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. In the primary embodiment of this invention, the essentially longitudinal links providing wheel travel are outboard of the steering. The upper and/or lower suspension links may be arranged so as to form either a solid triangular-like structure or a “wishbone” form having two separate arms. In addition, the spring/damper unit of the suspension can be configured in a number of different embodiments variously using telescopic dampers, coil springs, rotary dampers, rubber springs, air springs, torsion bars, bell cranks linked to pushrods or pullrods and leaf springs. The spring/damper unit may also be housed in an appropriately enlarged kingpin axis carrier.

Abstract: A suspension structure utilized in a driving assembly of a vehicle with a first suspension arm, a second suspension arm, a third suspension arm and a shock absorber component is provided. The first suspension arm has a first fixed end and a first swing end opposite to the first fixed end. The second suspension arm has a second fixed end and a second swing end opposite to the second fixed end. The third suspension arm has a front swing end and a rear swing end opposite to the front swing end. The shock absorber component is disposed between the first suspension arm and the second suspension arm, and has two ends pivotally connected to the first suspension arm and the second suspension arm respectively. The shock absorber component is adapted to absorb an impact force by deforming while the impact force generated.

Abstract: A steering spindle has a steering spindle connection connected to a fork crown of a steering coupling via an intermediate piece. The steering spindle connection and the intermediate piece are formed as plug partners at ends facing each other, by means of at least one tongue and groove guide element pair, which provides a torque-transmitting priority control. A groove and a tongue of the at least one tongue and groove guide element pair are positioned in the longitudinal axial direction on the steering spindle connection and the intermediate piece. The steering arrangement includes a clamping device that clamps the plug partners to each other in a plugging position.

Abstract: A sheet-metal control arm for a wheel suspension of a motor vehicle includes a base body, and two eyelets arranged in spaced-apart relationship at least at one end of the base body. Each eyelet has an opening, with the openings of the eyelets receiving a chassis bearing. At least one of the eyelets has a wall which is provided with a projection which is configured to at least partly bridge a gap to a wall of the other one of the eyelets.

Abstract: A vehicle component with at least two connection points, a structural component that extends between the connection points and rigidly connects them with one another. The structural component comprises at least one insert made of a ductile material and at least two connection zones that support or form the two connection points, at least one of the zones comprises plastic. The structural component comprises at least one intermediate section that connects the two connection zones rigidly to one another and comprises the insert or is formed by the insert, this section is more ductile than at least one of the two connection zones and, in relation to a mechanical overload of the structural component, forms a locally delimited weak-point or region.

Abstract: In a method of producing a chassis control arm, at least one end of a blank is provided with at least two webs which are arranged in spaced-apart relation and define a clearance there between. Each of the webs is formed with a bearing opening, with the bearing opening of one web and the bearing opening of the other web aligned in coaxial relation to provide a bearing zone. A bearing sleeve is placed into the bearing openings, and the bearing sleeve is peripherally expanded at least in one region such as to project radially into the clearance. The at least one peripheral expansion can be formed to directly abut at least one of the webs in an axial direction.

Abstract: A rear wheel suspension and a motor vehicle with such a rear wheel suspension are provided. The rear wheel suspension includes a wheel carrier configured for the rotatable bearing of a rear wheel, wherein the wheel carrier has at an end on a body side, a bearing for connection to a body with an axle, a bushing, and a base frame. The axle rests in the bushing. The axle is arranged on a bearing region of the wheel carrier, and the bushing rests in an aperture of the base frame.

Abstract: A golf cart includes a frame, an adjuster, and a pair of suspension assemblies that reduce changes in camber angles in a pair of wheels caused by an adjustment of a ground clearance. The adjuster includes a pair of first adjusting portions and a pair of second adjusting portions. Each of the first adjusting portions includes a first upper hole and a first lower hole. Each of the second adjusting portions includes a second upper hole and a second lower hole. Each suspension assembly includes a damper and an arm portion. When the golf cart is set to a high ground clearance, the first adjusting portions are installed between the frame and the dampers, and the second adjusting portions are installed between the frame and the arm portions.

Abstract: A suspension system for a vehicle comprising at least one pair of axles with one axle of each pair disposed on each side of the vehicle, each axle having a shaft, an arm connected to the shaft's outer end projecting tangentially to a terminal end and located outside of the vehicle's frame, a spindle affixed to the terminal end of each arm and adapted to engage a wheel; a rotational attachment means for affixing each axle to the underside and for allowing it to rotate, at least one axle retainer adapted to prevent lateral movement of each axle; a torsion means for resisting rotation of each axle in response to a load supported by each axle; and at least one limiter to limit rotation of each axle relative to the frame, whereby, application of a load biases the axle against the torsion means supporting the frame and absorbing shocks.

Abstract: A structural component 1 is provided for a vehicle designed for driving off-road on rough terrain. The component 1, such as the lower control arm of a suspension system, is formed from aluminium, aluminium-alloy or other light-weight material and provided on its underside with a parallel arrangement of chamfered ribs 5 which extend in the direction of travel of the vehicle. The spacing between adjacent ribs 5 is less than or equal to 10 mm so as to prevent underlying rocks and stones 7 from impacting, and thereby abrading the inner surface 3 of the component 1. The ribs 5 are provided as sacrificial elements and will become eroded in use until they no longer provide the desired protection of the inner surface 3. The extent of abrasion of the ribs 5 can be ascertained by a visual inspection of the underlying surface of the vehicle, and, if necessary, the component 1 can be replaced.

Abstract: A first side-face spline of a hub spindle and a second side-face spline of a constant velocity joint each has a tooth tip formed by tip tilted surfaces tilted from tooth flanks constituting a tooth chevron, an internal angle of the tooth tip is set to be less than 180 degrees, and a tooth tip-side perpendicular distance, which is a perpendicular distance between a tooth tip virtual intersection and a first virtual plane is set larger than a bottom land-side perpendicular distance, which is a perpendicular distance between a bottom land virtual intersection and a second virtual plane.

Abstract: A wheel suspension for a motor vehicle includes a carrier coupled to a portion of the vehicle, and a wheel bearing element mounted on the carrier so as to be rotatable about an axis, wherein a first portion of the carrier is rotatably coupled to the portion of the vehicle by a single link.

Abstract: A first side-face spline of a hub spindle and a second side-face spline of a constant velocity joint each has a tooth tip formed by tip tilted surfaces tilted from tooth flanks constituting a tooth chevron, an internal angle of the tooth tip is set to be less than 180 degrees, and a tooth tip-side perpendicular distance, which is a perpendicular distance between a tooth tip virtual intersection and a first virtual plane is set larger than a bottom land-side perpendicular distance, which is a perpendicular distance between a bottom land virtual intersection and a second virtual plane.

Abstract: A vehicle suspension apparatus includes: a road-wheel-side member that supports a road wheel rotatably; a lower link member that links the road-wheel-side member to a vehicle body such that the road-wheel-side member swings with respect to the vehicle body in a vehicle vertical direction; a vehicle-body-side member of a vehicle body, wherein the lower link member is attached to the vehicle-body-side member; and a shock absorber, wherein a lower end of the shock absorber is connected to one of the road-wheel-side member and the lower link member, and wherein an upper end of the shock absorber is connected to the vehicle body at a position rearward with respect to the lower end in a vehicle longitudinal direction. This serves to improve load support performance in the vehicle longitudinal direction.

Abstract: A strut suspension is disposed on a vehicle front side of a rotation center of a front wheel. A rack and pinion mechanism is disposed on a vehicle front side of the strut suspension. Since the strut suspension and the rack and pinion mechanism are disposed on the vehicle front side of the rotation center of the front wheel, a foot space can be moved forward to a position where the foot space overlaps the front wheel. A vehicle cabin space can be thereby increased.

Abstract: A compact wheel end for an automotive vehicle includes a housing, a hub having a drive flange and a spindle projecting from the flange into the housing, and an antifriction bearing located between the housing and the hub spindle. The spindle at its inboard end has an abutment, and the bearing has an inner race that is spaced from the abutment. Captured between the abutment and inner race is a splined coupler ring. It abuts the inner race at a back face on the inner race and has a beveled end that extends into an annular recess in the inner race. The drive flange of the hub has a shallow recess that receives the outboard end of the housing. The annular recess in the inner race and the shallow recess in the drive flange render the wheel end highly compact.

Abstract: A front wheel suspension on a two-track vehicle having a wheel carrier or pivot bearing guided by an articulated suspension link is provided with an add-on part arranged such that during an impact of the vehicle on an obstacle which penetrates into the space bridged by the suspension link between a wheel and an axle support or vehicle body, the add-on part forms a lever arm on an articulated connection of the suspension link to separate the link by opening or destroying the connection. Separation of the articulated connection allows the vehicle wheel to be displaced laterally away from the vehicle interior. The add-on part may be fastened by a fastening screw of the articulation connection or be an extension of the screw. The add-on part may have a bead or a punch ring which has a destructive effect on the articulated connection during impact-caused displacement of the add-on part.

Abstract: A rear wheel suspension and a motor vehicle with such a rear wheel suspension are provided. The rear wheel suspension includes a wheel carrier configured for the rotatable bearing of a rear wheel, wherein the wheel carrier has at an end on a body side, a bearing for connection to a body with an axle, a bush, and a base frame. The axle rests in the bush. The axle is arranged on a bearing region of the wheel carrier, and the bush rests in a recess of the base frame.

Abstract: An independent suspension and steering system that can be used with a large truck. The suspension system includes a transversely extending leaf spring assembly. The midpoint of the leaf spring assembly is secured at the centerline of the vehicle while the two opposing ends of the leaf spring assembly are shackled to vertically moveable carriers on which the steering knuckles are pivotally mounted. The steering unit includes a transversely extending relay rod which is attached to tie rods at its opposite ends. The tie rods are, in turn, attached to the steering knuckles. In some embodiments, at least one steering gear is coupled with the relay rod via a connecting rod that is secured at one end to the rotating output shaft of the steering gear and secured at its other end to the relay rod.

Abstract: A dual suspension system includes a chassis, a suspension arm rotatably connected to the chassis, a wheel connection connected coupled to the suspension arm, a first lock connected to the chassis and the suspension arm, and a second lock connected between a differential housing and the chassis. The first and second locks each have an unlocked state and a locked state. When the first lock is unlocked, and the second lock is locked, the vehicle substantially provides independent suspension. When the first lock is locked, and the second lock is unlocked, the vehicle substantially provides solid axle suspension.

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

Abstract: A transverse link (1) has a main body (2), which has at least one first fixing region (4) for pivotal attachment to a vehicle frame element. The first fixing region (4) has a journal (9) surrounded by a bearing bush (23). A stop region (19) is arranged proximate the first fixing region (4). The stop region is interrupted when viewed in the circumferential direction, resulting in the formation of diametrically opposite thickened portions (21, 22), which are arranged between the main body (2) and the journal (9) and are embodied in such a way that only forces acting in the lateral and vertical vehicle directions are absorbed when the main body (2) is twisted out of the neutral position thereof, about a vertical axis (Y) of a second fixing region (3).

Abstract: A swing arm for a suspension of a vehicle comprises a substantially transversely outer arm portion having a free end for mounting of a support for supporting a wheel of the vehicle and a substantially transversely inner arm portion with a first branch and second branch. The first branch is substantially aligned with the outer arm portion and has a free end for mounting of a first connector for connection to a body of the vehicle, and the second branch extends along an arched path towards a rear part of the vehicle and has a free end for mounting of a second connector for connection to the vehicle body. A single-sheet metal piece includes a main portion having an open section and at least one secondary portion arranged in an edge zone of the swing arm, having a closed section, and formed by at least one strip of the metal piece folded onto the main portion and firmly secured with a free edge of the strip to the main portion.

Abstract: A suspension system for use with a vehicle including an axle tube, an internal tube and a locking structure. The axle tube is adapted to be attached to the vehicle. The internal tube assembly has an inner member with a first end and a second end. A locking structure is formed integrally at the second end with the inner member. The locking structure has a locking shape that allows the internal tube assembly to be inserted into the axle tube when the locking structure is rotated to a non-operational position. The internal tube assembly is prevented from being removed from the axle tube when the internal tube assembly rotates between jounce and rebound positions when the suspension system is operational.

Abstract: Provided is an arm-wheel type vehicle including: a main body; an arm that is rotatably installed to the main body; a wheel connected to the arm; a first buffer device that is installed on the main body; and a second buffer device that is installed on the arm.

Abstract: A knuckle includes a spindle to support a wheel and upper and lower bosses extending inwardly of the spindle. The lower boss includes a tie rod arm mount interface. A tie rod arm is received within the tie rod arm mount interface and a steer arm is positioned on an opposite side of the knuckle from the tie rod arm. The steer arm is fixed to the tie rod arm and includes an input mount interface to receive steering input to turn a wheel. The steer arm and tie rod arm are attached to each other with at least one fastener, or can be integrally formed together as a single-piece component.

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: A vehicle suspension friction control apparatus includes a first link having a first end and a second end, and a second link having a first end and a second end. The first end of the first link is mounted to one of a steering knuckle or a lower control arm connected to a lower part of the steering knuckle. The first end of the second link is mounted to the other of the steering knuckle or the lower control arm. A friction control joint connects the second end of the first link and the second end of the second link for controlling friction between the steering knuckle and the lower control arm.

Abstract: A suspension coupling for use in a vehicle suspension system the suspension coupling including a knuckle and bushing assembly wherein the knuckle member is a cast aluminum piece having a passage for receiving a two-piece bushing having a formed, metal inner member and a molded, elastomeric outer member having extension members at each end. The bushing member is press-fit into the knuckle member and exhibits higher stiffness in the radial and axial directions and lower stiffness in the torsional and conical directions.