Abstract: An embodiment suspension system for a vehicle includes a rocker arm housing coupled to a first end of a lower arm through which a rotation axis passes, a rocker arm having a first end surrounded by the rocker arm housing and a second end disposed toward a center of the rocker arm housing, the rocker arm being rotatable together with the lower arm about the rotation axis, a torsion bar having a first end connected to the second end of the rocker arm and a second end extending along the rotation axis and then coupled to a vehicle body connection member, and a contact protrusion disposed on either the rocker arm housing or the rocker arm, the contact protrusion being configured to come into contact with the other of the rocker arm and the rocker arm housing in accordance with a rotation angle of the rocker arm housing.

Abstract: A brake assembly for a retractable wheel mechanism for boat lifts and docks can include a contact plate, an axle insert and a brake. The contact plate can include an aperture therethrough so that the contact plate can be disposed on an axle about which a tire rotates. The axle insert can be sized and shaped to fit into a hollow portion of the axle. The brake can be configured to be pivotally secured to the axle insert such that the brake cannot rotate about a rotational axis of the tire while still allowing the brake to pivot perpendicular to a rotational axis of the tire. The brake member can be pivoted from an engaged position that prevents the tire from fully rotating to a disengaged position where the tire can freely rotate.

Abstract: A vehicle (10) comprising: a vehicle body (12) defining a longitudinal axis “L”; a suspension system (40) mounted to the vehicle body (12) and connected to a drive wheel (32A, 32B) defining a drive wheel axis “A”, the suspension system (40) being configured to allow displacement of the drive wheel axis “A” relative to the vehicle body (12) with a component of the displacement occurring in a direction parallel to the longitudinal axis “L” of the vehicle body (12); a sensor (110) for providing an output indicative of a level of displacement provided by the suspension system (40); and a torque control device (120) for automatically varying torque supplied to the drive wheel (32A, 32B) in dependence upon the output of the sensor (110).

Abstract: A suspension and steering mechanism for a vehicle including at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end rotatably coupled with a reference frame via a base axis. The steering arm is coupled with the suspension arm at a rotation point of the steering arm. An actuated end of the steering arm extends toward a first direction from the rotation point. The steering actuator includes an actuating end and a fixed end, and is rotatably coupled at the fixed end with the suspension arm and rotatably coupled at the actuating end with the actuated end of the steering arm. A horizontal location of the fixed end is within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point and the largest width of the base axis.

Abstract: A single-leaf spring comprising a body and two eyes located at the ends of the body, with the body having an upper side and a lower side, that comprises at least one composite material sheet comprising a series of fiber sheets embedded in a polymer matrix to form a single-leaf spring, where the sheet is a single sheet that runs longitudinally along both sides of the body and the eyes of the leaf spring and that by having both sides folded creates the eyes of the leaf spring.

Abstract: A bearing device for mounting an axle guide for commercial vehicles includes a first connector which has an axial direction of extension, and a first axial centre in the axial direction of extension, a damping unit, having an outwardly peripheral retaining surface, and a second connector being fixed to the retaining surface, wherein the second connector extends along the axial direction of extension, wherein the second connector has a boundary surface on which an axle guide can be fixed, wherein the boundary surface has a second axial centre in the axial direction of extension, and wherein the first and the second axial centre are offset from each other along a vector of the axial direction of extension.

Abstract: A shock absorbing pin box system includes a first sidewall, a second sidewall, and an upper wall. The first sidewall defines at least a first plurality of apertures arranged in first column, and the second sidewall defines at least a second plurality of apertures arranged in a second column. A plurality of tubes extend from each of the first plurality of apertures and the second plurality of apertures. A plurality of flexible and resilient tubular bushings are received in a corresponding one of the plurality of tubes. A plurality of bolts are received within corresponding ones of the pluralities of apertures of the pin box and the plurality of tubes.

Abstract: Methods, systems, devices and apparatuses for a torsion bar system. The torsion bar system includes a first torsion bar. The first torsion bar is configured to adjust a ride height of a first wheel of a vehicle. The torsion bar system includes a first actuator. The first actuator is coupled to the first torsion bar. The first actuator is configured to control a load on the first torsion bar. The torsion bar system includes an electronic control unit. The electronic control unit is coupled to the first actuator. The electronic control unit is configured to set a position of the first torsion bar using the first actuator and based on the load on the first torsion bar.

Abstract: A greaseless pivot center swivel and bearing device includes an outer housing having a sidewall with top and bottom portions, a top plate coupled with the top portion that includes an opening therein, and a bottom plate coupled with the bottom portion that includes an opening therein. The sidewall cooperates with the top and bottom plates to define an interior volume. A single, unitary bushing member formed of a low-friction material is positioned within the interior volume and includes a surface cylindrically curved about an axis extending between the top and bottom plates of the housing. The cylindrically curved surface cooperates with the openings in the top and bottom plates to define a cylindrical passage through the interior volume sized and shaped for receiving a cylindrical tube that rotates therein, e.g., a tube configured to connect with a water supply column of a mechanized irrigation system.

Abstract: A structural member includes a top sheet portion which has a first edge portion and a second edge portion facing the first edge portion, a wall portion which extends from the second edge portion in a direction intersecting the top sheet portion, and a closed cross-sectional portion which is provided in the first edge portion, in which the first edge portion is curved toward an inside of the top sheet portion in a plan view with respect to the top sheet portion, and when a distance from the first edge portion to the second edge portion of the structural member is referred to as a structural member width, the closed cross-sectional portion forms a closed cross section on a vertical cut plane of the structural member along a direction of the structural member width, the vertical cut plane of the structural member along the direction of the structural member width has an open cross section, and a shape of the vertical cut plane of the structural member including the closed cross-sectional portion is asymmetric wi

Abstract: A front suspension structure of a vehicle where an appropriate locus of a front wheel when going over undulating ground, an arm span, and an arm length can be secured. Left and right first arms are rotatable about a rotation axis extending forward and obliquely toward a center in a left-right direction in a plan view and passing through two proximal parts. A frame front section has left and right front coupling parts to which proximal parts of front rods of left and right upper arms are coupled respectively. A distance between the left and right front coupling parts is smaller than a width in a left-right direction of a housing of a differential gear.

Abstract: An All-Terrain Vehicle with a frame, shocks, and A-Arms. The A-Arms have an arcuate shape to accommodate a shock attached below a centerline connecting front wheel(s). The A-Arms on one end arc around the shock and attach to a spindle and on a second end attach to the frame. The arcuate shape provides additional clearance, beyond a non arcuate shaped A-Arm, when a wheel is turned.

Abstract: A vehicle has a front and rear left wheel, and a front and rear right wheel. A left suspension operatively connects one of the left wheels to the left suspension support. A right suspension operatively connects one of the right wheels to the right suspension support. The one of the right front wheel and the right rear wheel is the right front wheel when the one of the left front wheel and the left rear wheel is the left front wheel. A driver seat and at least one passenger seat are disposed side-by-side. A rack and pinion assembly (RPA) is operatively connected to the one of the left front wheel and the left rear wheel and to the one of the right front wheel and the right rear wheel. The RPA is connected to both suspension supports. A steering wheel is operatively connected to the RPA.

Abstract: A stiffening element for a subframe of a motor vehicle, including a substantially horizontal section in order to confer rigidity to the subframe in the horizontal plane, and a substantially vertical section in order to confer rigidity to the subframe in the vertical plane, wherein the stiffening element is designed in such a manner that the stiffening element is arrangeable on the subframe above a steering mechanism.

Abstract: A vehicle body front portion structure is provided with a suspension member, a vertical wall and a protruding member. A side portion of the suspension member is disposed at a vehicle body lower side of a front side member. The vertical wall is formed at the suspension member and includes a coupling portion to which a vehicle width direction inner side end portion of a lower arm is coupled, which lower arm supports a front wheel. The protruding member is fastened to a fastening portion provided in the vertical wall, at a vehicle width direction outer side relative to the coupling portion, so as to protrude to the vehicle width direction outer side relative to the front side member in plan view.

Abstract: A coupled torsion beam axle type suspension system may include 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 with a vehicle body. Each vehicle body-engaging unit may includes a trailing arm bush that is coupled to a front end portion of the respective trailing arm, a link bracket disposed in front of the trailing arm bush and engaged with the trailing arm bush in a width direction of a vehicle, a vehicle body mounting bush disposed outside of the trailing arm bush and in front of the trailing arm bush, installed in the link bracket, and engaged with a lower part of the vehicle body in a height direction of the vehicle; and a damper connected to the link bracket and the vehicle body abutting the vehicle body mounting bush.

Abstract: A motor vehicle has a plurality of vehicle wheels that are or can be mounted on the vehicle body by means of wheel suspensions. A wheel has at least one suspension arm that connects a vehicle wheel to a vehicle body and is pivotable about an axis, and at least one rotation damper having at least one damper element for damping the relative movement between a first mass arranged on the wheel suspension and a second mass arranged on the vehicle body. The rotation damper is integrated directly into the mounting of the suspension arm, wherein pivoting movements of the suspension arm induced by the mass movement can be transferred to a rotatable damper part of the damper element which is motion-coupled to the connecting element.

Abstract: Disclosed herein is a system of steering and suspension linkages for a beam-type solid axle arrangement, the steering system designed to operate in conjunction with the suspension system without bumpsteer throughout suspension travel. Accurate steering throughout suspension travel is satisfied with mechanical linkages that include a unique flexible joint-mounted bellcrank. The suspension system comprises two pairs of links, each pair occupying opposite sides of a solid axle, this opposed configuration offering the axle centering capability of without the packaging constraints of a triangulated 4-link suspension system, thereby facilitating its installation on production-based front solid axle vehicles.

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 four-wheel independent suspension system for an electric wheelchair includes a chassis, two front wheels each fixed to a front rod respectively, and two rear wheels each fixed to a rear rod respectively. The chassis includes a rail extending in a width direction of the chassis, each of the front and rear rods has one end connected to a square first connecting sleeve, in the first connecting sleeve is disposed a first shock absorber which includes a rectangular outer pipe, and a rectangular inner pipe disposed in and rotated degrees with respect to the outer pipe, the edges of the inner pipe are abutted against the inner surface of the outer pipe, between each of the edges of the inner pipe and the inner space of the outer pipe is disposed an elastic rubber, the inner pipe of each of the first shock absorbers is sleeved on the rail.

Abstract: A coupled torsion beam axle type suspension system may include 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 with a vehicle body. Each vehicle body-engaging unit may includes a trailing arm bush that is coupled to a front end portion of the respective trailing arm, a link bracket disposed in front of the trailing arm bush and engaged with the trailing arm bush in a width direction of a vehicle, a vehicle body mounting bush disposed outside of the trailing arm bush and in front of the trailing arm bush, installed in the link bracket, and engaged with a lower part of the vehicle body in a height direction of the vehicle; and a damper connected to the link bracket and the vehicle body abutting the vehicle body mounting bush.

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 torque arm for an automobile is configured so that the axis of a first bush and the axis of a second bush are arranged so as to intersect each other. The torque arm includes a first outer tube, a second outer tube, and an outer-tube connection section which are each divided into halves. A rubber introduction opening connecting to a second space is formed in the introduction portion of the second outer tube. A rubber material poured toward the upper flat section of an upper outer-tube connection section, which is one of the halves of the outer-tube connection section, is led to the rubber introduction opening while being guided by the upper flat section. The led rubber material is filled into the second space after passing through the rubber introduction opening, and a second rubber elastic body is formed by the rubber material filled into the second space.

Abstract: A cross arm bushing assembly for use in a vehicle suspension is provided having a bushing with an outer surface adapted for rotation with respect to an end of a control arm, a cross arm assembly positioned within the bushing that includes a cross arm having a first end and a second end, and a front side and a back side, the first end of the cross arm having a first opening for receiving a first connecting rod, and the second end of the cross arm having a second opening for receiving a second connecting rod, a first connecting rod extending into the first opening of the cross arm, and a second connecting rod extending into the second opening of the cross arm.

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: A torsion suspension assembly comprises a first housing and a first biasing body within the first housing, a second housing and at least a second biasing body within the second housing. A shaft has a first end supporting a suspension arm adapted to support a wheel or wheel assembly, an elongated body of the shaft operatively within both the first biasing body and the second biasing body. A preconstraining arrangement is provided such that the shaft is in an equilibrium condition when the first biasing body and the second biasing body apply opposite torsion forces on the shaft.

Abstract: A stroller wheel device includes a wheel, a frame-connecting member, a wheel-connecting arm, and a resilient member. The frame-connecting member includes at least one first pressing portion. The wheel-connecting arm includes upper and lower ends connected respectively and pivotally to the frame-connecting member and the wheel, and at least one second pressing portion spaced apart from the first pressing portion. The resilient member is disposed between and abuts against the first and second pressing portions. When the wheel-connecting arm rotates relative to the frame-connecting member, the first and second pressing portions move toward each other to compress the resilient member.

Abstract: A chassis frame (1) including connection members (13) each configured by a pipe that is connected to a vehicle body frame. Each connection member (13) is provided with an attachment part (2) at an end of the pipe. The attachment part (2) includes a flat attachment face (21) formed by flatly crashing an end of the pipe to form the overlapped portion where a plate of the pipe is overlapped. The flat attachment face (21) is provided on a center in left and right direction of the overlapped portion. A shape of the end of the pipe is a substantially gate shape in its cross section. The attachment part (2) further includes longitudinal ribs (22) bending from the flat attachment face (21) to both left and right sides of the overlapped portion.

Abstract: The present invention is directed to a torque rod comprised of a two piece mating design which increases rigidity and reduces the number of welds. Unlike other designs this design has single piece forged ends which permits the torque rod of the present invention to take greater payloads than other designs can take. The design further includes internal bearings.

Abstract: A stabilizer bar for a commercial vehicle which comprises an elongate torsion spring (5), two suspension arms (6, 7) which are securely connected to and extend away from the torsion spring (5) and, between which the torsion spring (5) extends. An actuator (12) is connected in parallel with the torsion spring (5) and is connected to the torsion spring (5) or the suspension arms (6, 7) with the intermediate connection of hinge joints (23, 25) or leaf springs (17, 19).

Abstract: A bush is adapted to connect a suspension link with a link support member which is one of a wheel support member and a vehicle body member. The bush includes an inner cylinder which extends in a front and rear direction and which is connected with one of the suspension link and the link support member, an outer cylinder which includes an inside circumferential surface confronting an outside circumferential surface of the inner cylinder and which is connected with the other of the suspension link and the link support member, and an elastic member interposed radially between the inner cylinder and the outer cylinder. The inner cylinder is formed with a bulge portion which projects radially outwards from the outside circumferential surface of the inner cylinder at a middle portion of the inner cylinder in an axial direction of the inner cylinder of the link bush.

Abstract: A tandem power train assembly including an input member, a tandem output assembly, and an oscillation joint assembly drivingly coupled to the input member. The oscillation joint assembly is structured and arranged to drivably transmit rotation to the tandem output assembly through the oscillation joint. The oscillation joint includes an inboard bearing defining a first frustoconical ring having a first bearing surface disposed thereon and an outboard bearing defining a second frustoconical ring having a second bearing surface disposed thereon with the inboard bearing and outboard bearing structured and arranged to rotatably support the tandem output assembly.

Abstract: The invention relates to an arrangement of a stabilizer (44), which is configured in two parts, on a wheel suspension for a motor vehicle, characterized in that the stabilizer parts (43) thereof can be rotated relative to one another in the same or opposite direction by means of an associated motor/gear unit (46). Each stabilizer part (43) comprises a hollow-cylindrical outer torsion bar (49) whose end on the gear side (45) is connected to a gear output (50a) and whose end distal from the gear is connected for drive purposes to an inner torsion bar (47) which is guided through the hollow-cylindrical outer torsion bar (49) and out of the end (45) on the gear side of the hollow-cylindrical outer torsion bar. The inner torsion bar (47) is directly or indirectly connected to an output lever (41) which is articulated on a wheel suspension element (16).

Abstract: An integrated composite torsion cartridge is molded to size and configuration. The integrated composite torsion cartridge includes a torquearm, bearing surface, shoulder, torsion bar cluster, and mating axle tube countertorque hub in a homogeneous subassembly. A spindle being steel for example, can be secured to torquearm with a typical fastening technique. An extruded length bearing block can be cut to a finished size and mounting holes installed. Using a pair of bearing blocks, one above and one below, the bearing blocks intimately fit about an integrated torsion subassembly bearing area and both bearing block mating edges engaged to maintain location. If desired, the mating bearing block edges can be bonded together for greater retention.

Abstract: A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

Abstract: The invention relates to an arrangement of a stabilizer (26), which is configured in two parts, on a wheel suspension for a motor vehicle, comprising torsion bars (26b) which are separated from each other and are each articulated on wheel suspension elements (16) by means of an output lever (26a) and can be co-rotated in the same or opposite direction by means of associated actuating devices (30), wherein each torsion bar (26b) is extended with a hollow shaft (26e) which encompasses the torsion bar (26b) in order to increase the effective torsion length, the output lever (26a) being formed on the hollow shaft. According to the invention, the torsion bar (26b) is mounted in a fixed bearing (59) in the actuating device (30) and in an axial loose bearing (26d) in the hollow shaft (26e).

Abstract: A bushing attachment assembly for a vehicle stabilizer bar is provided. The mounting structure includes a bushing, a bracket assembly, and a bracket mount, which may be configured to couple the bracket assembly and bushing to a vehicle frame. The bracket assembly may include an outer pre-compression component and an inner retention component. The bushing may be disposed within a cavity formed between the outer pre-compression component and the inner retention component. The bushing may also define a central bore configured to receive a vehicle stabilizer bar. Each of the respective outer pre-compression and inner retention components may include planar tabs or other similar retention features configured to engage one another to form a compression assembly, which applies and maintains a compressive load upon the bushing.

Abstract: The invention relates to a rubber metal bearing for a wheel suspension of a motor vehicle comprising an elastic rubber body (10) arranged between an outer bushing (8) and an inner bushing (9) aligned coaxially therewith and fastened thereto. The outer bushing (8) has a front frontal surface (11) to which at least one front elastic rubber damping element (13) is attached, and a rear frontal surface (12) to which at least one rear elastic rubber damping element (13) is attached, wherein the front and rear rubber damping elements (13) are arranged asymmetrically to one another.

Abstract: A connection device for the torque transmitting connection of a connection component (2) to a hollow shaft (1). The connection component (2) comprises a penetrating recess (8) corresponding in shape to the outside cross section of the hollow shaft (1) for receiving one end of the hollow shaft (1), and the hollow shaft comprises a press-fit plug (9) in the area of the connection to the connection component (2) that forms an interference fit with the inner cross section of the hollow shaft (1). Preferably, the connection device is a press-fit plug (9) additionally designed as a bearing seat (10, 11) for at least one bearing (13, 14) assigned to the hollow shaft. The connection device allows durable and reliable transmission of high torques and it is possible to connect further components to the connection between the hollow shaft and the connection component. The connection device allows a reduction in construction space, mass and costs.

Abstract: The invention relates to a rear wheel suspension system for motor vehicles having a composite link axle that has two wheel-carrying longitudinal links that are each articulated pivotably on a vehicle body by one body-side pivoting bearing and a flexurally rigid, torsionally soft transverse strut that connects the longitudinal links to one another. The pivoting bearings are set at a predefined yaw angle in relation to an initial position with the pivoting bearing axes aligned with a connecting line between the centers of the pivoting bearings. The pivoting bearings are also set at a predefined roll angle relative to a horizontal plane.

Abstract: A suspension apparatus includes a first suspension arm having a front end section pivotally supported on a vehicle body. The first suspension arm extends toward a rear of a vehicle from the front end section. A second suspension arm has an outer end section and an inner end section. The outer end section is attached to the first suspension. The inner end section is disposed at an inner side of the outer end section in a vehicle width direction and is pivotally supported on the vehicle body. An elastic joining section is provided on the second suspension arm and connects the second suspension arm to the first suspension arm with a plurality of elastic bodies disposed substantially in parallel in the vehicle width direction. A knuckle is supported by the first suspension arm and the wheel and is supported between the plurality of elastic bodies.

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

Abstract: A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

Abstract: In a vehicle wheel suspension, a first trailing arm is oriented in the longitudinal direction of the vehicle and a second trailing arm in the direction of an angle bisector between the longitudinal and transverse directions. The ends of the trailing arms determine a substantially horizontal instantaneous axis for the wheel carrier relative to the spring jounce and rebound motions of the vehicle chassis. The wheel carrier is slightly pivotable about a toe axis under the influence of braking forces. A support arm securely connects to the wheel carrier and extends over a defined distance substantially in parallel with and supported on the second trailing arm. The support is softer in the horizontal direction than in the vertical direction. A suitable design of the second trailing arm and/or the support arm allows a slight pivot motion of the wheel carrier about the toe axis.

Abstract: An active torsion cartridge may be installed in numerous vehicle applications. An active torque tube subassembly begins with a drawbar bearing securely pressed into a torque insert bore. A torque insert is intimately installed into mating active torque tube. The active torque tube exhibits a finished circular section at the inside end and an outer machined configuration matching the torque insert on the outer end to maintain material wall thickness and load carrying capacity. When the two surfaces meet, multi-point shoulders are created for future use. A retaining ring is installed into mating groove in torque tube inside end. An active torque tube bearing is securely pressed into a bearing housing bore and protruding as desired for thrust loading. An opposite end of a protruding thrust bearing is carefully aligned with active torque tube machined configuration and torque tube bearing slides fully onto its diameter and abuts retaining ring.

Abstract: An elastic suspension hinge for an automobile, to be fastened to a fastening portion of a structure of the automobile via a clamping mechanism including a fastening element, the hinge being of type that includes an inner sleeve. At least one of the ends of the inner sleeve is configured to engage by conical fitting with the free end of a bushing rigidly connected to the fastening portion of the structure and having a longitudinal passage.

Abstract: A chassis system and a suspension module for vehicles having wheel subsystems incorporates a lateral torsion bar and a co-axial enveloping damper unit, featuring active-adaptive suspension characteristics. Pre-fabricated suspension modules are situated inside respective box-structures, connected via wheelbase and track members, allowing the storage of heavy elements (e.g., batteries or fuel-cells) at the chassis. The robust and self-carrying chassis is enhanced, using upper body members, in terms of structural rigidity, for a given wheelbase, achieving high impact-energy absorbtion. The suspension arms incorporate upper and lower members, articulation, connect internally or externally to the suspension module, and transmit drive and brake forces to the wheels.

Abstract: A combined tramp rod and anti-roll bar is secured between a rear axle beam and the chassis of a vehicle. The tramp rod and anti-roll bar has an intermediate portion, a right arm and a left arm that are connected by bushings to either the rear axle beam or the frame of the vehicle. The combined tramp rod and anti-roll bar provides roll stiffness control and also resists wind-up of the rear axle when high torque loads are applied to the rear axle. D-bushings that resist sliding movement of the intermediate portion in combination with the splayed arms provide improved compliance understeer performance when lateral loads are applied to the rear suspension.

Abstract: A trailing arm for a rear independent suspension of a motor vehicle. The arm (10) includes a beam-like mounting structure (32) and a plurality of components including a first component (38, 40) for the mounting of a first bush (20) for articulated connection of the trailing arm (10) to the vehicle structure, a second component (42) for support of a wheel-carrying spindle; a third component (50, 56) for the mounting of a second bush (22) for articulated connection of the trailing arm (10) to a first rod (12), a fourth component (58) for the mounting of a third bush (24) for articulated connection of the trailing arm (10) to a second rod (12), a fifth component (28) for support of a spring, a sixth component (64) for connection of the trailing arm (10) to a shock absorber (16), and a seventh component (66) for connection of the trailing arm (10) to a torsion bar (18).

Abstract: An oscillation joint for a chain driven independent suspension is disclosed. The oscillation joint may include a stationary frame member configured to support a first end of a drive chain. The oscillation joint may also include an oscillating frame member configured to support a second end of the drive chain and rotate about the stationary frame member. The oscillation joint may further include a first thrust washer located between a first surface of the stationary frame member and a substantially parallel first surface of the oscillating frame member. A first wear sleeve may be located substantially perpendicular to the first thrust washer.