Abstract: A vehicle front suspension includes a lower suspension support structure, an upper suspension support structure, a steering knuckle and a strut. The steering knuckle has a lower end pivotally coupled to the lower suspension support structure and an upper end. The strut has an upper end connected to the upper suspension support structure, and a lower end fixedly attached to the upper end of the steering knuckle by an upper knuckle breakaway structure. The upper knuckle breakaway structure has a predetermined frangible part that releases the upper end of the steering knuckle from the strut upon application of a prescribed rearward directed force on at least one of the lower suspension support structure and the steering knuckle.

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: Disclosed herein is a connecting arm for vehicles made of reliable composite materials that is light-weight, which has strength to withstand both tension and compression forces, and which can be manufactured easily and cost-effectively. The present invention includes an inwardly protruding embossed part formed on structural plate having at least a pair of metal thin plates provided to face each other. A concave part which is formed on outer side surfaces of an intermediated member is fitted onto the embossed part, so that, when torsional, tensile, or compressive forces are applied by axial members (J1 and J2) to the connecting arm for vehicles. the structural plates provide strength primarily against tensile forces. The intermediate member and external plate members are both made of plastic materials that provide strength against compressive forces, and the intermediate member and structural plates provide strength against torsional forces, respectively.

Abstract: A structure of a vehicle subframe mounted to a vehicle, in which a wheel hub may be connected to a vehicle body through a lower arm and an upper arm disposed below and above one another, and in which the lower arm may be coupled in a traverse direction of the vehicle may include a plate-shaped body mounted to a lower portion of the vehicle body, and having the lower arm mounted thereon in the traverse direction of the vehicle, and a mounting bracket protruding from the body upwards wherein the upper arm may be pivotally coupled to an upper portion of the mounting bracket.

Abstract: In a method for producing a control arm for arrangement on an automobile axle formed as one-piece part from a light-metal extruded profile, a semi-finished product made from a light-metal extruded profile having a Pi-shaped cross-sectional configuration with a bottom web, side webs extending from the bottom web, and legs projecting from the webs is processed by cutting, whereafter bearing seat openings are introduced and sections of the processed semi-finished product are expanded. A control arm produced with the method of the invention for arrangement on an automobile axle is also disclosed.

Abstract: Travel devices for a transport vehicle are arranged in a longitudinal direction and a width direction of a loading platform to allow traveling of the loading platform. In this travel device, an arm includes an upper end turnably supported at a lower portion of the loading platform. The arm includes a lower end where an axle box is supported swingably in up and down directions. A wheel has a mid-plane that intersects with a swing plane of an axle shaft disposed at the axle box, and is supported at the axle shaft. Accordingly, this ensures a small vehicle width L2 of the transport vehicle.

Abstract: A transverse control arm for installation in a motor vehicle is being configured as a single-piece malleable structure of uniform material and includes two bearing mounts for receiving elastic bearings and an arcuate center portion which extends between the bearing mounts and has a hollow cross section. The center portion includes in cross section a web and side panels respectively extending from the web in spaced-apart confronting relationship, in particular in parallel relationship.

Abstract: A suspension arm jointing device for a vehicle includes a steering axis and a roll center can be independently controlled. By dualizing a joint between a lower arm and a knuckle into a rotation portion based on wheel steering and a rotation portion based on wheel's up/down movement, a lower aim joint's function for determining a roll center height during turning and determination of an steering axis position which affects wheel vibration and braking stability during linear driving can be controlled independently of each other, thereby heightening the roll center and determining an optimal steering axis (kingpin axis) position.

Abstract: An independent rear suspension for a vehicle having a chassis and a pair of rear wheels including a pair of IRS units. Each IRS unit includes an X-shaped lower control arm with a forward pivot connection to the chassis in front of the centerline of the driven sprocket and a rearward pivot connection behind the centerline, and a camber link connected to the chassis at a single pivot connection behind the centerline. Each IRS unit also includes a shock absorber coupled with an anti-sway bar to the lower control arm at a mount, and including a secondary spring in series with a main spring.

Abstract: In a suspension structure, a suspension link has a hollow structure in which a pair of frame brackets are joined together, while opposing each other. Also provided is a stiffening bracket integrally connected to both the frame brackets for holding and sandwiching the frame brackets together. The stiffening bracket is configured to hold and sandwich both an end face of a first one of the frame brackets facing apart from the mating face with the second frame bracket and an end face of the second frame bracket facing apart from the mating face with the first frame bracket together. One end of a stabilizer, a height sensor, or the like is connected to the stiffening bracket.

Abstract: A leaf spring attachment for connecting a leaf spring to an axle or frame of a motor vehicle includes a clamp to maintain the leaf spring under tension between elastomer bodies. At least one of the elastomer bodies is connected to the leaf spring by a material joint. The clamp is split to define an upper clamp member and a lower clamp member in opposition to the upper clamp member. The upper clamp member has a U-shaped configuration to embrace a topside and opposite length sides of the leaf spring. The lower clamp member includes a plurality of retention plates in spaced-apart relationship for connection with the axle by material joint. Screw fasteners are provided to secure legs of the upper clamp member to the lower clamp member.

Abstract: A vehicle suspension transverse link, including a bearing journal assembly having a pin-shaped portion and an anchor portion that attaches to a connecting point on the link. The anchor portion has a curved configuration.

Abstract: A suspension arm attachment structure provided with a cylindrical vibration-damping bush which is attached to the side of a vehicle body via a core member. The attachment structure is provided with: a suspension arm having an attachment tube part fitted with a vibration-damping bush; and a retaining member which regulates the movement of the attachment tube part in the axial longitudinal direction. The retaining member is provided with: facing walls on sides thereof which respectively face end surfaces of the vibration-damping bush; a linking part which integrally links the facing walls; and an attachment part on one end and an attachment part on the other end which respectively extend in the axial longitudinal direction of a core member from the facing surface on one side and the facing surface on the other side and which are attached to the side of a vehicle body.

Abstract: A motor-vehicle suspension system comprises, for each wheel, at least one transverse control arm having an outermost end articulated to a respective wheel support and an innermost end articulated to the frame of the motor vehicle. A transverse leaf spring is set centrally between the two transverse arms, and has its ends connected to the innermost ends of the transverse arms. The connection of each transverse arm to the leaf spring is such as to enable oscillations of the transverse arm in a substantially horizontal plane with respect to the leaf spring and minor relative sliding between the connected ends of the arm and the leaf spring in the longitudinal direction of the leaf spring.

Abstract: A semi-trailing arm axle for a motor vehicle which comprises a semi-trailing arm (1) for each wheel (4) of the axle. Each semi-trailing arm (1) is flexible about the vertical axis and is mounted to the body or on a support frame by at least one mounting (2, 3). Each wheel (4) of the axle is connected to its respective flexible semi-trailing arm (1) by way of at least one wheel bearing (5), and the flexible semi-trailing arm (1) is the sole wheel-guiding element.

Abstract: A suspension system of the present invention pivotally supports a wheel of a motor vehicle. An upper control arm and a lower control arm are cooperable with a spindle, which supports the wheel. A vibration damper is cooperable with the upper control arm. A link interconnects the lower control arm and one of the terminal ends of the vibration damper thereby defining a common axis bisecting the link. The vibration damper moves along the common axis to absorb vibration transferred from a road surface and through the wheel.

Abstract: A control arm assembly includes a control arm including a knuckle support member having an upper surface, a lower surface, a proximal end portion and a distal end portion. The upper surface includes a recessed portion extending from the distal end portion toward the proximal end portion. The distal end portion includes a collar defining an aperture for receiving a housing of a ball joint. The control arm assembly also includes a protective cap attached to the knuckle support member. The protective cap overlies the recessed portion of the upper surface of the knuckle support member.

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 control arm for a motor vehicle includes a single-shell base body having a flat bottom and lateral legs which are formed by bending the bottom. Attached to the base body are plural bearings, with at least one of the lateral legs having a recess provided between two of the bearings.

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 for a wheel suspension, which can be connected to a suspension point of a car body or of a chassis and a holding point of a wheel mount. The transverse link has a connecting rod on the wheel mount side and a connecting rod on the vehicle side, which are connected to one another in a rotating manner. The connecting rod on the vehicle side can be fastened on the suspension point of the auto body or of the chassis and the connecting rod on the wheel mount side can be fastened to the holding point of the wheel mount. Such a transverse link can be used both on the front and rear axles. The plurality of variable parameters permits fine coordination with regard to kinematic travel properties. Also, a low number of additional components are required.

Abstract: A front structure for a vehicle is provided, the structure including a single piece shock tower and an upper control arm, where the front coupling of the upper control arm is attached to the shock tower at a location directly above a corresponding surface of the shock tower such that the front coupling is exposed from above, and where the rear coupling of the upper control arm is attached to the shock tower at a location directly below a corresponding surface of the shock tower such that the rear coupling is unexposed from above.

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: An automotive control arm bushing. The bushing comprises an elastomeric center portion and two joinable separable locking sleeves, said elastomeric center portion being radially relieved with a portion of the radius being convex segments and a portion of the radius being concave segments, wherein the ratio of convex surface to concave surface is 35:65 to 65:35. In addition, there is an automotive control arm bushing having no linear mobility and a method of replacing an automotive control arm bushing.

Abstract: A new and novel suspension link for the suspension system of vehicles, which is easily removed and replaced in a repair mode. More specifically, there is an vehicle sway bar stabilizer link that has angle capability for replacing prior art suspension links having ball-type devices which comprise a polished steel ball surround by a steel liner, or a polished steel ball surrounded by a plastic liner. A method of manufacture is also disclosed.

Abstract: A suspension assembly includes at least one suspension arm having a suspension joint structured to vary the height of a vehicle dependent on the operative orientation of the suspension arm and suspension joint when connected to the vehicle. The suspension joint includes two bushing members each formed of a resilient material and two retaining assemblies, wherein each retaining assembly is disposed in a retaining relation to a different one of the two bushing members on opposite sides of one end of the suspension arm. Either each of the bushing members or each of the two retaining assemblies includes a first section and a second section being of different, predetermined thicknesses. While the suspension arm and suspension joint may be produced as equipment of original manufacture, a conventional suspension arm may be repaired or retrofitted by replacing its original suspension joint with a modified suspension joint.

Abstract: A utility vehicle comprises a vehicle body frame, a first pair of pivot arms provided at right and left sides, respectively, at a front end portion of the vehicle body frame such that the pivot arms extend in a rightward and leftward direction from the front end portion and are vertically pivotable, the first pair of pivot arms being attached to front wheels at tip ends thereof, respectively, and a stabilizer having one end mounted to one of the first pair of pivot arms and an opposite end mounted to the other of the first pair of pivot arms. The stabilizer extends through a front side of the vehicle body frame, outside the vehicle body frame, from the one end thereof to the opposite end thereof, and has an intermediate portion located in front of the vehicle body frame and mounted to the front end portion of the vehicle body.

Abstract: A vehicular L-type suspension arm is provided in which a wheel support part is provided on one end part of an arm main body, and a first vehicle body side linking portion and a second vehicle body side linking portion are provided in an intermediate part and on the other end part thereof respectively, wherein an arm main body (A) includes an upper half body (AU) having an inverted U-shaped cross-section and a lower half body (AL) that blocks the lower open end of the upper half body (AU), a first vehicle body side linking portion (AF1) is formed from front and rear support plates (SF, SR) each formed by press forming a plate material, these front and rear support plates (SF, SR) have base parts (SFa, Sra) that are integrally joined to each other, the base ends thereof being welded to an outside part of the arm main body (A), extremity parts (SFb, SRb) of the front and rear support plates (SF, SR) are arranged so as to be spaced from each other in the vehicle body fore-and-aft direction, and cylindrical bush s

Abstract: A vehicular L-type suspension arm is provided in which a wheel support part is provided on one end part of an arm main body, and a first vehicle body side linking portion and a second vehicle body side linking portion are provided in an intermediate part and on the other end part thereof respectively, wherein an arm main body (A) includes an upper half body (AU) that is formed so as to have an inverted U-shaped cross-section and a lower half body (AL) that is formed by press forming a plate material in a shape that blocks the lower open end of the upper half body (AU) and is welded by welds (w1) to inner faces of a pair of side wall parts 2 of the upper half body (AU), at the other end part of the arm main body (A) the lower half body (AL) extends lengthwise further outward than the upper half body (AU), an upwardly facing cylindrical bush support part (P2) is formed by burring integrally with the extended part (Ale) so that it is the second vehicle body side connecting portion (AF2), and an outer peripheral

Abstract: A bicycle that including front and rear wheels and a frameset supported by the wheels. The frameset including a main frame with a seat tube having a width, a fork that couples the main frame to the front wheel, and a seatstay assembly. The seatstay assembly including first and second seatstays positioned on opposing sides of the rear wheel and on opposing sides of the seat tube. A front end of the first seatstay is spaced from a front end of the second seatstay by a distance greater that the width of the seat tube. The frameset also including a suspension mount that is detachably secured to the front end of the first seatstay and a suspension member that is pivotally coupled to the suspension mount.

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 arm attachment structure provided with a cylindrical vibration-damping bush which is attached to the side of a vehicle body via a core member. The attachment structure is provided with: a suspension arm having an attachment tube part fitted with a vibration-damping bush; and a retaining member which regulates the movement of the attachment tube part in the axial longitudinal direction. The retaining member is provided with: facing walls on sides thereof which respectively face end surfaces of the vibration-damping bush; a linking part which integrally links the facing walls; and an attachment part on one end and an attachment part on the other end which respectively extend in the axial longitudinal direction of a core member from the facing surface on one side and the facing surface on the other side and which are attached to the side of a vehicle body.

Abstract: The invention relates to an auxiliary frame (1) for multi-link rear axles of motor vehicles, comprising two lateral auxiliary frame parts (B) which are embodied at least approximately in a V-shaped manner in such an arrangement that the vertexes (6, 7) thereof face each other and are joined to each other via a central auxiliary frame part (C) that extends perpendicular to the longitudinal axis of the vehicle. The lateral auxiliary frame parts and the central auxiliary frame part are configured as hollow profiled members while the lateral auxiliary frame parts are provided with at least three of the following receptacles or recesses: the top transverse link; the bottom transverse link; the stabilizer; the longitudinal links; the fixture of the auxiliary frame to the vehicle body.

Abstract: A control arm for installation to an axle of a motor vehicle includes a base body made of sheet metal and having three bearing zones. The base body has two suspension arms to define a base body plane. One of the bearing zones includes two bearing receptacles, each having a receiving opening disposed in an opening plane. The opening plane of one of the receiving openings and the opening plane of the other one of the receiving openings are disposed in spaced-apart relationship and oriented in substantial perpendicular relationship to the base body plane.

Abstract: A transverse control arm for a motor vehicle is produced in one piece from a sheet metal blank. The transverse control arm includes a base body region with bearing regions formed thereon. A bearing journal is arranged in a bearing region with a material joint. The material joint is oriented in the direction of a longitudinal axis of the bearing journal, thereby providing a transverse control arm with high durability.

Abstract: A vehicular torsion bar suspension device, which comprises a front torsion bar spring and a rear torsion bar spring respectively installed at front and rear suspensions of the vehicle. The opposite ends of the front and rear torsion bar springs on the same side are connected mutually by a connection mechanism, and are connected with a vehicle frame through a positioning device. The connection mechanism is mounted between the front and rear torsion bar springs on the same side, so that a linkage relationship is established between the front and rear torsion bar springs. The device improves the vibration situation of the vehicle when driving the vehicle on an uneven ground, and prevents the vehicle frame and vehicle body skeleton from suffering torsional force. As a result, the usage life of the vehicle is prolonged.

Abstract: An agricultural application machine (10) comprising a pair of wheels (11, 12) each having an associated wheel support structure (22) is provided. Each wheel support structure is mounted to the chassis (60) by a transversely extending support shaft (29; 49) which is slidably mounted within a bearing block (50; 80). The provision of bearing blocks allows the transverse separation of the wheels to be varied with minimal sliding friction.

Abstract: A suspension system of the present invention pivotally supports a wheel of a motor vehicle. An upper control arm and a lower control arm are cooperable with a spindle, which supports the wheel. A vibration damper is cooperable with the upper control arm. A link interconnects the lower control arm and one of the terminal ends of the vibration damper thereby defining a common axis bisecting the link. The vibration damper moves along the common axis to absorb vibration transferred from a road surface and through the wheel.

Abstract: A motorized vehicle includes left and right suspensions connected to a frame. The left and right suspensions are moving in predetermined directions. A vehicle implement is pivotally connected to one of a front portion and a rear portion of the frame by at least one arm. The vehicle implement is pivotable between a first position and a second position. The second position is vertically higher than the first position. At least one suspension limiter is operatively connected to the at least one arm. When the vehicle implement is in the first and second positions, the left and right suspensions are free to move in the predetermined directions. When the vehicle implement is in a position intermediate the first and second positions, the at least one suspension limiter restricts movement of the left and right suspensions in at least one of the predetermined directions. A suspension limiter is also provided.

Abstract: In a method for producing a control arm for arrangement on an automobile axle formed as one-piece part from a light-metal extruded profile, a semi-finished product made from a light-metal extruded profile having a Pi-shaped cross-sectional configuration with a bottom web, side webs extending from the bottom web, and legs projecting from the webs is processed by cutting, whereafter bearing seat openings are introduced and sections of the processed semi-finished product are expanded. A control arm produced with the method of the invention for arrangement on an automobile axle is also disclosed.

Abstract: In a method of producing a transverse link for arrangement on a motor vehicle axle, a semifinished product is produced from an extrusion profile of light metal with at least three hollow chambers in side-by-side relationship. A top side and a bottom side of a middle one of the chambers is trimmed at ends thereof so that outer ones of the chambers form bearing arms which project beyond a base body. The middle chamber is formed with flanges which are bent and coupled with the base body. The bearing arms are bent and mounts for attachment are formed.

Abstract: A leaning vehicle has a frame pivotally connected to the lower end of a shock tower, the pivotal connection defining a frame leaning axis wherein the frame is adapted to lean to a right side and to a left side relative to the shock tower about the frame leaning axis. An actuated lock locks the frame to the shock tower and prevents relative movement between the frame and the shock tower about the frame leaning axis.

Abstract: A road surface frictional coefficient estimating apparatus has a device for determining a first estimated value of a yaw moment Mnsp_estm generated at an NSP of a vehicle due to the resultant force of road surface reaction forces acting on each wheel by using, for example, a frictional coefficient estimated value that has been determined, and a device for determining a second estimated value of a yaw moment Mnsp_sens generated at the NSP from the observed value of motional state amounts defining an inertial force moment at the NSP. The increasing/decreasing manipulated variable of the frictional coefficient estimated value is sequentially determined on an error (Mnsp_sens?Mnsp_estm) such that the error is converged to zero, and the road surface frictional coefficient is updated on the basis of the increasing/decreasing manipulated variable.

Abstract: A suspension arrangement for a wheel suspension of a motor vehicle includes an output lever hinged directly or indirectly to a wheel control element and configured as a flexible spring of defined spring rate. A transverse torsion-bar spring acts on the output lever, with an actuator adjusting a pretension of the torsion-bar spring.

Abstract: Suspension systems must tradeoff multiple purposes including contributing to the vehicle's road holding/handling and braking for good active safety and driving pleasure as well as keeping vehicle's user(s) comfortable and reasonably well isolated from road noise, bumps, and vibrations, etc. Over the past 100 years many suspension systems have evolved but have in common the disposition of the hock absorber between the wheel and the fulcrum point of the wheel mounting to the vehicle. It would be, however, be beneficial to provide a suspension exploiting a dual-shock system wherein the two shock absorbers are in opposite states so that even under absorption of the vertical shock from the road surface there was still applied additional force for road contact to be maintained. It can also be shown to be beneficial in single-shock systems to place the shock the opposite side of the fulcrum point of the suspension system, counter to previous prior art solutions.

Abstract: A suspension assembly for securing a wheel to opposed sides of a container carrying frame. A pivoted wheel support arm is secured at a forward pivot end to a pivot pin retained in the frame. A wheel axle assembly is secured at the rear free end of the pivot arm and adapted to connect a wheel thereto and has a shock absorber connecting bracket. A shock absorber connecting member extends above the pivot pin and is pivotally displaceable in facial alignment with a stationary shock absorber connector secured to the frame. A shock absorber is retained captive between the shock absorber connecting member and the stationary shock absorber connector to absorb vertical displacement loads transmitted to the pivotal wheel support arm.

Abstract: A suspension assembly structured to facilitate a selective variance in a height of a vehicle including at least one suspension arm having a suspension joint structured to vary the height of the vehicle dependent on the operative orientation of the suspension arm and suspension joint when connected to the vehicle. The suspension joint includes two bushing members each formed of a resilient material and two retaining assemblies, wherein each retaining assembly is disposed in retaining relation to a different one of the two bushing members on opposite sides of one end of the suspension arm. Either each of the bushing members or each of the two retaining assemblies includes a first section and a second section being of different, predetermined thicknesses. While the suspension arm and suspension joint may be produced as equipment of original manufacture, a conventional suspension arm may be repaired or retrofit by replacing its original suspension joint with a modified suspension joint.

Abstract: A suspension system of the present invention pivotally supports a wheel of a motor vehicle. An upper control arm and a lower control arm are cooperable with a spindle, which supports the wheel. A vibration damper is cooperable with the upper control arm. A link interconnects the lower control arm and one of the terminal ends of the vibration damper thereby defining a common axis bisecting the link. The vibration damper moves along the common axis to absorb vibration transferred from a road surface and through the wheel.

Abstract: A component, especially a control arm for a vehicle, includes a base wall and a passage extending away from said base wall, and in particular, a control arm lug. A method for producing such a component includes shortening a deep-drawn contour which connects one side of the base wall to an inner contour of a passage in the longitudinal direction of the passage by means of upsetting.

Abstract: When a load facing to the rear of a vehicle body acts on a knuckle mounting portion of an arm main body of a suspension arm, if the line of action of the load deviates vertically relative to the cross-sectional center of the arm main body, a moment that vertically deforms the arm main body occurs.