Abstract: A utility vehicle includes a rear suspension assembly which has a trailing arm generally extending longitudinally. Also, the rear suspension assembly includes an upper radius rod extending in a generally lateral direction relative to a centerline of the vehicle. Additionally, the rear suspension assembly includes a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly further includes a suspension member configured to control toe of the at least one rear ground-engaging member.

Abstract: Proposed is a control arm including a first panel portion having a first assembly hole, a second panel portion having a second assembly hole and coupled to the first panel portion, a reinforced panel portion interposed between the first panel portion and the second panel portion and coupled to the first assembly hole and the second assembly hole, and a bush mounted into the reinforced panel portion.

Abstract: A plurality of traveling wheels are supported via expandable/contractible tubular support members to a vehicle body frame. A hydraulic operation type vehicle height adjustment mechanism is provided for each one of the traveling wheels, the vehicle height adjustment mechanism being capable of switching a relative height of the traveling wheel relative to the vehicle body frame within a predetermined length range by expanding/contracting the support member by a hydraulic cylinder. There are provided a hydraulic control valve capable of controlling feeding state of work oil to each one of the plurality of hydraulic cylinders, a controlling section for controlling an operation of the hydraulic control valve to bring the vehicle body to a target state via vehicle height adjustment by the hydraulic cylinder in response to a change in the posture of the vehicle body and a plurality of accumulators connected oil chambers of the respective plurality of hydraulic cylinders.

Abstract: A suspension includes a trailing arm that is swingably attached to a vehicle frame of a utility vehicle and carries a wheel, and a shock absorber that connects the trailing arm and the vehicle frame. A first end, which is an end of the shock absorber, is attached to a side surface of the trailing arm facing inside in a width direction of the vehicle.

Abstract: A damping mechanism and a vehicle are provided. The damping mechanism includes: a spindle; an elastic cushion assembly used to couple the spindle and the vehicle body; a coupling arm having a first end used to be fixedly coupled to an axle of the wheel and a second end pivotally coupled to the spindle; and a locking assembly provided between the coupling arm and the spindle and used to switch the coupling arm and the spindle between at least two locking states and a unlocking state. In the unlocking state, the coupling arm is rotatable, and in the locking states, the coupling arm is locked; in each of the locking states, the coupling arm is in different locking positions relative to the spindle; and when the coupling arm is in different locking positions, the coupling arm is at different angles to a horizontal plane.

Abstract: Disclosed herein is a coupled torsion beam axle type rear suspension system that includes a coupled torsion beam axle (100) installed to extend in a transverse direction of a vehicle body, a pair of trailing arms (200) coupled to respective ends of the coupled torsion beam axle (100), and a transverse leaf spring (300) having both ends connected to the respective trailing arms (200) and a center portion connected to a body cross member (40), thereby reducing the number of parts and improving driving stability.

Abstract: A car having: a frame; two rear drive wheels; two rear suspensions, which support the two rear wheels; a drivetrain having two axle shafts, which transmit the motion to the rear drive wheels; a rear subframe, which is fixed to the frame in four fixing points through the interposition of elastic isolating elements, directly supports at least part of the drivetrain, and provides a coupling for the rear suspensions. The four fixing points are substantially arranged at the same vertical height. The frame has two “C”-shaped elements, each having its two ends in the area of two fixing points. Two stiffening beams are provided, each arranged longitudinally and screwed to the frame in the area of the ends of a corresponding “C”-shaped element.

Abstract: A hub bracket structure includes a hub bracket that connects a trailing arm and a hub carrier, wherein the hub bracket includes a bracket body that includes a mounting surface mounted with the hub carrier, and a rear connector that extends from the bracket body toward the trailing arm behind a ground contact point of a rear wheel, and the rear connector is extended to a position to overlap with a rear surface of the trailing arm in a front-rear direction and is joined to the rear surface of the trailing arm.

Abstract: Cross-linked vehicle suspension systems. A first wheel is mechanically linked to a second wheel by a cross tie, so that motion from an impact with an obstacle by the first wheel is transmitted to the second wheel. A shock absorber may be coupled to each wheel, the cross tie, or both, to distribute absorption of the impact. In some embodiments, a second pair of wheels may be coupled by a second cross tie and configured diagonally to the first pair of wheels. A shock absorber may be coupled to both cross ties to link all wheels together, for full distribution of all loads across all wheels.

Abstract: A trailing arm mounting bracket for connecting a trailing arm to a vehicle body includes: a fixing portion fixed to the vehicle body, a first connection plate and a second connection plate each extending from opposite ends of the fixing portion to support opposite ends of a mounting bush of the trailing arm and to which a fastening bolt fastened to the mounting bush is coupled, a first reinforcement portion to connect and reinforce the portions where the first and second connection plates and the fixing portion are connected with a truss structure, and a second reinforcement portion to connect and reinforce the first connection plate and the second connection plate at a position in the front of the mounting bush.

Abstract: A suspension apparatus supports a wheel of a vehicle which includes an in-wheel motor held by a carrier. A motor rotation axis of an output shaft of the in-wheel motor is located at a position identical in an up and down direction to or above a wheel rotation axis of the wheel. The suspension apparatus includes suspension arms coupled to the carrier holding the in-wheel motor. The suspension arms include first suspension arms each extending substantially in a widthwise direction of the vehicle. Each of the first suspension arms is coupled to a corresponding one of portions of the carrier which are located below the motor rotation axis. A first upper arm of the first suspension arms is coupled to a portion of the carrier which is located on an inner side of the in-wheel motor in the vehicle.

Abstract: A gearbox brake trailer apparatus for safe downhill towing includes a frame having a front end, a left side, a right side, and a rear end. The front end has a trailer hookup configured to selectively engage a trailer hitch of a truck. A trailer deck is coupled to the frame. Each of a plurality of wheel pairs has an axle rotatably coupled between the left side and the right side of the frame and a pair of tires coupled to the axle. A gearbox is coupled to the frame and has a wiring harness configured to selectively engage with an electrical control plug of the truck. A drive linkage is coupled to the gearbox and is in operational communication with the gearbox and with the axle of a front most wheel pair of the plurality of wheel pairs to brake the rotation of the front most wheel pair.

Abstract: The invention relates to a working machine comprising a working machine frame, at least one propulsion axle having an elongated main body comprising a first end portion, a second end portion and a center portion arranged between the first and second end portions. The elongated main body has a main body length (MBL) extending from the first end portion to the second end portion. The working machine further comprises a propulsion axle suspension arrangement arranged between the working machine frame and the propulsion axle, the propulsion axle suspension arrangement comprising a first suspension device and a second suspension device arranged on opposite sides of a center of the elongated main body. The first and second suspension devices are arranged in the center portion of the elongated main body.

Abstract: A protection device of a vehicle suspension device includes a vehicle body frame, a wheel, a knuckle that rotatably supports the wheel, a suspension arm that connects the vehicle body frame and the knuckle and is configured to be swingable up and down along with up-and-down movement of the wheel with an end portion attached to the vehicle body frame being a pivot point, a shock absorber that has an upper end attached to the vehicle body frame and a lower end attached to the suspension arm, and is configured to buffer swinging movement in an up-and-down direction of the suspension arm, and an absorber cover attached to the suspension arm and covering a periphery of the shock absorber.

Abstract: An independent wheel suspension of a rear wheel of a motor vehicle, includes a control arm and a controllable actuator. The control arm is able to be articulated to a chassis of the motor vehicle and is able to be connected to a wheel carrier. The actuator is able to be fastened to the chassis and is able to be operatively connected to a front outer end of the control arm. According to the disclosure, when the actuator is controlled, said actuator is provided to carry out a length alteration which is substantially aligned in a direction parallel to a straight-ahead direction of travel.

Abstract: A bracket node assembly for an off-road vehicle configured with a side-by-side seating arrangement, the vehicle including at least one suspension member that supports a respective wheel of the vehicle, can include a first frame member, a second frame member, a cross member, a passenger seat, and a bracket. The first frame member can extend along a longitudinal direction of the vehicle. The second frame member can extend along a longitudinal direction of the vehicle. The cross member can extend in a transverse direction of the vehicle. The bracket can be configured to be connected to the suspension member, and the bracket can be connected to each of the first frame member, the second frame member, the cross member, and the passenger seat.

Abstract: The invention is a damper that includes a hollow cylindrical housing, a hollow cylindrical piston, an annular electromagnetic orifice, a bulkhead, a chemically inert charging gas, a cylindrical metering pin, and a controller. The damper is an oleo-pneumatic damper using magnetorheological fluid that allows active damper control.

Abstract: An installation structure of an in-wheel motor unit including a motor, a speed reducer, and a housing, for installing the in-wheel motor unit on a carrier of a suspension apparatus such that the housing is sandwiched by and between the carrier and a bearing unit, wherein the bearing unit and the housing are fastened at first fastening positions, and the carrier and the housing are fastened at second fastening positions the number of which is the same as that of the first fastening positions, wherein each first fastening position and the corresponding second fastening position form a pair, so as to provide a plurality of fastening-position pairs, and wherein the first and second fastening positions of each pair are located at the same position or located close to each other when viewed in a wheel axis direction which is a direction in which a rotation axis of a wheel extends.

Abstract: A suspension structure of a utility vehicle includes a frame, a wheel, and a trailing arm including an arm extending anteroposteriorly and supported by the frame, a knuckle rotatably supporting the wheel, and a rotary shaft configured to angularly displace the knuckle in a vehicle width direction with respect to the arm.

Abstract: A universal wishbone trailing arm and methods are provided for coupling a wheel to a vehicle chassis. The universal wishbone trailing arm comprises a wheel hub that fastenably receives the wheel. A cylindrical axle support supports one or more roller bearings whereby the wheel hub is rotatable. A first swing arm and a second swing arm extend forwardly from a joined swing arm. The cylindrical axle support is coupled to a rear of the joined swing arm. A first chassis mount hingedly couples the first swing arm to the vehicle chassis. A second chassis mount hingedly couples the second swing arm to an articulated mount which is configured to couple the second swing arm to the vehicle chassis. The articulated mount cooperates with the first second swing arms to change the camber of the wheel, such that a tracking of the wheels remains substantially unchanged during traveling over rough terrain.

Abstract: A wheel suspension for a motor vehicle, including a wheel carrier (2) for holding a wheel (3), a wheel-guiding control arm (4) for articulating the wheel carrier (2) to a structure, and steering member (23) for steering the wheel (3). For steering the wheel (3), the wheel carrier (2) and the wheel-guiding control arm (4) are articulated to one another in such manner that the wheel carrier (2) can pivot relative to the wheel-guiding control arm (4) about a steering axis. The wheel carrier (2) is connected indirectly to the control arm (4) in a first connection zone (20) by an integral link (5).

Abstract: A vehicle suspension system is described that includes a frame, a control arm assembly, a bell crank, and a shock. The control arm assembly includes upper and lower control arms. The bell crank is disposed above the upper control arm and is pivotally coupled to the upper control arm and the frame. The shock is coupled to the bell crank and the frame, and is disposed between the bell crank and a vehicle passenger compartment. In some embodiments, the bell crank is coupled to the upper control arm by a pushrod. Additionally, in some embodiments, the frame is a unitized frame and/or includes an engine cowling, and the bell crank is coupled to the engine cowling.

Abstract: Provided is a structural member for an automotive body, which is excellent in load transfer capability and rigidity by effectively enhancing energy absorption efficiency provided by disposing a groove in the structural member having a substantially gutter-shaped cross section and a groove in the top plate. The structural member for an automotive body, the structural member consisting of a press-formed product made of a steel sheet, the press-formed product extending in a predetermined direction, including a top plate, a ridge continuing to the top plate, and a vertical wall continuing to the ridge, and having a substantially gutter-shaped cross section intersecting the predetermined direction, includes at least one groove formed in the top plate, and extending in the predetermined direction, and an outward flange formed at least in a region of the ridge in an end in the predetermined direction. The groove having a depth set according to a width of the groove and a sheet thickness of the steel sheet.

Abstract: An agricultural harvester including a feeder. The feeder is pivotally mounted to an intermediate frame with respect to a first axis of motion. The intermediate frame is pivotally mounted to a header mounting frame with respect to a second axis of motion. Pivoting around the first axis of motion and the second axis of motion allows a fore-aft movement and a lateral tilt movement. At least one lateral tilt actuator is provided to actuate the header mounting frame in the lateral tilt movement. At least two fore-aft actuators are provided for extending between a first set of mounting positions at the feeder and a second set of mounting positions at the header mounting frame to actuate the header mounting frame in the fore-aft movement.

Abstract: A carrier for suspension system of vehicles may include wheel bearing mounting part configured to have center provided with through hole, outside circumferential surface of the through hole being provided with at least one fastening hole; upper arm mounting part configured to be formed at upper portion of the wheel bearing mounting part and fastened with upper arm; lower arm mounting part configured to be integrally formed at one side toward rear of the vehicle from lower portion of the wheel bearing mounting part; reinforcing part configured to be extended from the wheel bearing mounting part to front of the vehicle; trailing arm mounting part configured to be integrally connected to the reinforcing part and fastened with trailing arm; and assist arm mounting part configured be integrally formed at lower portion of the flat extending end and fastened with assist arm.

Abstract: A system and method for determining the relative position of a header with respect to a chassis of a self-propelled agricultural harvester. Single or dual axis inclinometers are secured to the header and the chassis respectively and signals generated in combination with a stored relationship to header position are used to determine the header position, whether that be the pitch and/or the roll degrees of freedom.

Abstract: The invention relates to a suspension unit, in particular for commercial vehicles, including an arm and a support element. The support element includes a support region and a support-side engagement region and comprises as a single piece, and the arm has an arm-side engagement region. A first engaging structure is provided on the arm-side engagement region, the engaging structure being attachable to a second engaging structure located on the support-side engagement region, and the support region includes a securing portion that fixes an air spring bellows and a rolling surface.

Abstract: A method for manufacturing a structural element comprises steps of providing separate first and second half-shells made of at least one layer of composite material including a fiber-reinforced polymeric matrix, providing a core made of ductile material, joining the core to the first half-shell such that at least one cavity is defined inside the structural element, and joining the second half-shell to the first half-shell.

Abstract: A rear axle of a two-track vehicle, including three control arms articulated to a wheel carrier and extending substantially in a transverse direction of the vehicle, and a trailing arm rigidly connected to the wheel carrier and having adequate flexibility in the transverse direction of the vehicle due to its structure or its mounting on the vehicle body. A support spring proportionately supporting the vehicle body with respect to the wheel and a vibration damper connected effectively in parallel with the supporting spring are supported on the wheel carrier without the intermediate arrangement of a control arm articulated to the wheel carrier.

Abstract: An axle support for a vehicle includes two longitudinal members and at least one cross member interconnecting the two longitudinal members. The at least one cross member is formed as a multi-part tailored blank component and is fixedly welded via its lateral cross member attachment zones arranged opposite in the longitudinal direction of the cross member to the respectively associated longitudinal member. The cross member is coated with a surface coating as a protective layer, in particular with a zinc layer. The lateral cross member attachment zones are each formed by an uncoated, in particular ungalvanized, single-part or multi-part sheet metal component, wherein the cross member midsection adjoining the two lateral cross member attachment zones is formed by a one-part or multi-part sheet metal component, which, when the axle support is installed, has at least one roadway-facing underside that is provided at least in some areas with the surface coating.

Abstract: The invention relates to an apparatus for reinforcing a supporting subframe for motor vehicles which is comprised of two longitudinal beams (30) and at least one crossbeam (32, 34), with the links (14, 16, 20, 22) of wheel suspensions on both sides being articulated to the longitudinal beams (30) via radially protruding, fixed mounts (36, 38) by rubber-metal sleeve bearings, and with the longitudinal beams (30) including at least in one region of articulation of a link (14) a longitudinally extending portion (30b) and a transversely extending portion (30c) which define in particular an approximately 90° curvature. According to the invention, the mounts (36, 38) are configured as two brackets, with one of which being supported on the longitudinally extending portion (30b) of the longitudinal beams (30) and the other one of which being supported on the transversely extending portion (30c).

Abstract: Disclosed is a coupled torsion beam axle type suspension system. In particular, the coupled torsion beam axle type suspension system includes trailing arms respectively coupled to opposite ends of a torsion beam and a vehicle body-engaging unit provided in a front end portion of each of the trailing arm and engaging the trailing arm to a vehicle body. Each vehicle body-engaging unit includes a trailing arm bushing that is coupled to a front end portion of the trailing arm, a rotation link disposed in front of the trailing arm bushing and engaged thereto in a width direction of a vehicle, and a pair of connection links configured to respectively couple front and outer end portions thereof to the vehicle body, such that an instantaneous rotational center point of the rotation link is formed outside of the rotation link in the width direction of the vehicle.

Abstract: A driven axle of a dual-track vehicle is provided in which a wheel-guiding control rod on the body of the vehicle or on a cross member connected to the body of the vehicle is stabilized spatially in an slightly elastic fashion via a control rod bearing on the body. The control rod of the right-hand wheel is additionally connected to the control rod of the left-hand wheel via a coupling rod. The coupling rod is exclusively supported on the left-hand and right-hand control rod, preferably in the vicinity of the respective control rod bearing on the body of the vehicle that is disposed in an offset fashion in the longitudinal direction of the vehicle relative to the associated wheel bearing. A mechanical deep-pass filter is provided in the coupling rod and/or in the connection between the coupling rod and a control rod stabilized relative thereto.

Abstract: Disclosed is a coupled torsion beam axle type suspension system. In particular, the coupled torsion beam axle type suspension system includes trailing arms respectively coupled to opposite ends of a torsion beam and a vehicle body-engaging unit provided in a front end portion of each of the trailing arm and engaging the trailing arm to a vehicle body. Each vehicle body-engaging unit includes a trailing arm bushing that is coupled to a front end portion of the trailing arm, a rotation link disposed in front of the trailing arm bushing and engaged thereto in a width direction of a vehicle, and a pair of connection links configured to respectively couple front and outer end portions thereof to the vehicle body, such that an instantaneous rotational center point of the rotation link is formed outside of the rotation link in the width direction of the vehicle.

Abstract: A coupled torsion beam axle type suspension system (CTBA) may include trailing arms respectively coupled to opposite ends of a torsion beam, and a vehicle body-engaging unit provided in a front end portion of each of the trailing arm and engaging the each of the trailing arms to a vehicle body, wherein each vehicle body-engaging unit includes a trailing arm bush that may be coupled to a front end portion of the trailing arm, a rotation link disposed in front of the trailing arm bush and engaged thereto in a width direction of a vehicle, a slider rotatably connected to a front end portion of the rotation link, and slidable along a length direction of the vehicle body, and a connection link pivotally connecting an outer end portion of the rotation link and the vehicle body.

Abstract: A coupled torsion beam axle type suspension system may includes trailing arms respectively coupled to opposite ends of a torsion beam, and vehicle body-engaging units, each provided in a front end portion of a respective trailing arm and engaging the respective trailing arm to a vehicle body. Each vehicle body-engaging unit may include a trailing arm bush, a mounting link, a rotation mounting bush, an upper mounting bush, an adapter, and a stay.

Abstract: A coupled torsion beam axle type suspension system may include trailing arms respectively coupled to opposite ends of a torsion beam, a trailing arm bush coupled to a front end portion of the trailing arm, a link bracket mounted in front of the trailing arm bush and engaged therewith in a width direction of a vehicle, and a lower mounting bush mounted outside of the trailing arm bush in front thereof, installed in the link bracket, and engaged with a lower part of the vehicle body in a height direction of the vehicle, and an upper mounting bush offset, with respect to the lower mounting bush, by a predetermined width in the width direction of the vehicle, a predetermined height in a height direction thereof, and a predetermined length in a length direction of the vehicle body.

Abstract: Provided is a rear suspension mounting structure for an electric vehicle, which can reduce the overall weight and can enhance steering stability by forming a torsion beam and a trailing arm using different materials. In one embodiment, the rear suspension mounting structure includes a hub fastened to the center of a wheel, a trailing arm including a housing producing an internal space and an arm bush extending to one side of the housing, a torsion beam bolt-coupled to the arm bush through a coupling plate, a motor coupled to the internal space of the housing and supplying a driving force, a motor cover provided in the internal space of the housing, and a driving speed reducer provided at the outside of the motor cover in the internal space of the housing, wherein the torsion beam and the trailing arm are formed using dissimilar metals.

Abstract: An axle suspension system for a vehicle. The axle suspension system may include a trailing arm assembly that may have a shock absorber passage. A shock absorber may extend through the shock absorber passage.

Abstract: The present disclosure provides a torsion beam axle for a vehicle. The torsion beam axle comprises two longitudinal swing arms connected by a torsion profile and two bearing arrangements. Each bearing arrangement is configured to attach a respective longitudinal swing arm to a body of the vehicle. Each bearing arrangement has a rotational axis, and the rotational axes of the bearing arrangements run in parallel to or are aligned with one another. Each of the bearing arrangements has a bearing core, which is connected to one of the longitudinal swing arms, and at least one bearing arm which is coupled to the bearing core. The bearing arm comprises a supporting section, which is coupled to the bearing core, and an elastic bending section with a connecting region, via which the bearing arm can be at least indirectly attached to the body of the vehicle.

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 lift axle suspension system is provided with a frame bracket member connectable to a vehicle frame, an upper control arm, and a lower control arm. Each control arm has a first end and a second end, with the first end of each control arm being pivotally connected to the frame bracket member. The suspension system also includes an axle connecting member connectable to an axle, with the second end of each control arm being pivotally connected to the axle connecting member. A compression coil spring having a first end connected to the lower control arm and a second end connected to the upper control arm serves as a lift mechanism for lifting and lowering the axle connected to the axle connecting member. The compression coil spring may encircle at least a portion of and be substantially coaxial with the lower control arm.

Abstract: A vehicle suspension assembly includes first and second mounting brackets each adapted to couple to a vehicle frame assembly, first and second trailing arms each having a first end pivotably coupled to the mounting brackets, and a second end located outboard of the first end of the associated trailing arm; an axle member having a first end and a second end; an integrated first mounting arrangement and an integrated second mounting arrangement coupled to the associated ends of the axle member, wherein the mounting arrangements pivotably couple the second end of the associated trailing arm to one of the ends of the axle member, and wherein the mounting arrangements couple one of the ends of the axle member to the spindle assembly.

Abstract: A trailing arm mounting bracket for mounting a trailing arm to a chassis or slider assembly of a vehicle, preferably a commercial vehicle, for example a lorry or a lorry trailer, includes two side plates each having a top end, a bottom end, and an opening in the bottom end for receiving a hinge pin, which side plates are positioned opposite each other with their opening at a mutual distance for receiving an end of the trailing arm in between their respective bottom ends, the side plates being mounted with their respective top ends to an in a mounted condition vertically oriented mounting plate, which mounting plate is arranged to connect the mounting bracket to the chassis or slider assembly, and where a center of the shortest distance between the two openings in the side plates lies substantially in a plane defined by the body of the mounting plate.

Abstract: A vehicle and a suspension system, for stabilizing vehicle disposition by lowering the center of gravity, and improving stability control performance are provided. The vehicle includes a body, at least one arm, a bottom unit, which may be a wheel, coupled to one end of an arm of the at least one arm, and a suspension system having a spring disposed to generate a counter moment in a direction that offsets an impact moment applied to the arm that is subjected to an impact.

Abstract: A rear axle is provided for a motor vehicle, in particular a passenger car, with two independent wheel suspensions, each of which include, but is not limited to a wheel carrier and a three-link arrangement connected therewith in an articulated manner with a longitudinal link and two transverse links. The two transverse links are each arranged in vehicle longitudinal direction next to each other, and with a transverse leaf spring arrangement, which is connected to the two independent wheel suspensions.

Abstract: A rear wheel suspension including first and second suspension devices carrying a right and left, respectively, rear wheel rotating in a wheel plane forming a toe angle with respect to a longitudinal axis and a camber angle with respect to a vertical axis. A transversal beam connects the first and the second suspension device. Each suspension device includes a wheel spindle housing, defining a wheel centre, and a leading link and a trailing link connected to the vehicle body. The transversal beam permits bending for vertical loads to provide the suspension devices a deflection to adjust the toe and camber angles such that the changes of the camber angles when the wheel planes converge towards an upper point above the wheel centre connect to a controlled adjustment of the toe angles such that the wheel planes converge directionally towards a rear point located rearwards of the wheel centre.

Abstract: The invention relates to a single-shell spring control arm, for a wheel suspension of a motor vehicle, comprising a first end portion for attaching to a chassis beam a second end portion for attaching on the wheel side, and an increased-width portion which is arranged between the two end portions, and which comprises a spine having flanks projecting therefrom and which defines a spring seat for supporting a spring. In order to attain high component rigidity and a wheel suspension which is optimized with regard to loads, the invention proposes that inwardly deformed surface parts are formed on the flanks, the longitudinal edges of which surface parts are spaced apart from one another along their entire length so that the increased-width portion has a C-profile-shaped cross-sectional profile, and in that a connection portion for attaching a shock absorber is formed between the spring seat and the second end portion.

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 rigid axle with direct air suspension, preferably for a commercial vehicle. The rigid axle includes an axle body, trailing arms, air springs and vibration dampers. The rigid axle is characterized in that a contact point of the vibration damper, on the axle side, is arranged on the trailing arm. The arrangement of the vibration damper parallel to the direction in which the axle is deflected provides both space and weight savings, without the necessity of arranging elaborately constructed and weight-increasing additional devices in the area of the axle body or the chassis and allows light and slim vibration dampers to be used, and eliminates undesirable horizontally-acting force components of the damping force.