Abstract: According to the invention, in extrusion molding of a control arm of aluminum, control arm is manufactured by a variable curvature extruding process that simultaneously form straight sections and a curved section in extruding a raw material, without pressing forming that is accompanied by solution heat-treatment for forming a carrier fastening end and a bush fastening end at both ends of control arm. Therefore, since the press forming that is required in the extrusion molding of control arm is removed, the manufacturing process is simplified and the manufacturing cost is reduce. Further, the entire extrusion profile cross section of control arm has a double-hollow closed cross section to distribute loads, such that durability of a load-concentrated portion of control arm is increased and the loads can be more effectively distributed.

Abstract: The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle.

Abstract: The invention relates to an anti-roll/pitch system for use in a vehicle, in which a first mass, for instance a cabin, is suspended to a second mass, for instance a chassis, by means of a bearing arm, which is pivotally connected to the second mass around a pivot axis, via spring means. The anti-roll/pitch system comprises means to adjust a point of application of a spring force acting on the bearing arm, so as to adjust a moment exerted by said spring force on said bearing arm to counteract a load exerted on the bearing arm by the first mass. The spring force is exerted on the bearing arm through a flexible, elongated member, such as a string or cable, which takes up little space when adjusting the point of application. The invention furthermore relates to a built-in unit and a vehicle, equipped with an anti-roll/pitch system according to the invention.

Abstract: In a link rod manufacturing method, a bracket material (14) having a ring portion and a mounting projection (15) is made by extrusion molding a material at the length corresponding to a plurality of brackets. On a forward end of the mounting projection (15), an engaging projection (17) with upper and lower steps (7a, 7a) is formed. An arm (2) is made by extrusion molding and regular-size cutting a material in a substantially I-shaped configuration which has a pair of first and second walls (20, 21) parallel extending on upper and lower sides and a third wall (22) crossing at a right angle and connecting these walls. A notch (23) is formed on an end of the third wall (22). When the engaging projection (17) is engaged with the notch (23), each of ends of the first and second walls (20, 21) on the side of ends 2a of the arm 2 is fitted onto the step (7a, 7a) and butted against a vertical wall (17b).

Abstract: The arm (12) comprises a pair of transverse rods (16, 18) articulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpendicular to that plane. The arm (12) is capable of controlling two translational degrees of freedom (DOFx, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOF?y) about a first, mainly transverse and horizontal axis (ESAy).

Abstract: The suspension comprises at least one lower arm (14, 18; 42; 14) connected (24, 34; 24) to the vehicle body and at least one upper link (16; 58; 60, 62; 64; 66; 16, 68) connected (30; 63; 67; 30,71) to the vehicle body (20). The lower arm (14, 18; 42; 14) carries at least two substantially blade-like flexible members (22, 23; 22, 23, 25), which are connected (36, 37; 36, 37, 39) to the wheel carrier of the wheel (12) and the planes of which intersect along one common axis (T1) of predetermined orientation defining a first shear axis of the suspension. The at least one lower arm (14, 18; 42; 14) is configured so as to define a second shear axis (T2) of predetermined orientation acting in series with the first axis (T1), in such a manner that when the wheel carrier is subject to an external force acting in a substantially horizontal plane the displacement of the wheel carrier (12) results from the combination of the rotations of the wheel carrier about the two shear axes (T1, T2).

Abstract: A structural element comprising a vehicle suspension control arm is constructed from a complex, single piece, sheet metal stamped component formed from a material of uniform thickness. The stamping is configured with the correct plan view shape and formed into an I-beam cross-section comprising a central web portion and two flange portions. The central web portion is configured as a single material thickness and the flange portions comprise upstanding and downstanding closed sections with a continuous double returned segment. The open ends of the sheet metal terminate at or near the central web portion and are welded to the web portion, and in an alternative embodiment also to the continuous double returned segment, to create a favorable structural I-beam section with flange portions twice the thickness of the web portion.

Abstract: A means to average the left and right tire height positions relative to the chassis of a vehicle having an independent suspension system. The averaging means uses a rigid member having a first end and a second end wherein the first end is combined with the driver's side independent suspension and the second end is combined with the passenger's side independent suspension. As each side of the vehicle's suspension moves up and down, the ends of the rigid member also move up and down. A sensor determines the average height of the rigid member and communicates that information to the ride-height control system.

Abstract: A vehicular frame assembly is provided and includes a pair of control arm support brackets. Each of the control arm support brackets define a pair of recesses. The first control arm support bracket and the second control arm support bracket are substantially identical and are configured to be positioned along a vehicular frame such that one of the pairs of recesses defined by a control arm support bracket receives forward legs of right and left suspension support members and the other of the pairs of recesses defined by the other of the control arm support bracket receives rearward legs of right and left suspension support members. A vehicle is also provided.

Abstract: A wheel guide control arm (1) is provided for an axle of a motor vehicle. The wheel guide control arm (1) has two end areas (2, 5) with at least one bearing arrangement (3, 4, 6, 7) each. The bearing arrangement of at least one end area is designed as an elastomer bearing. The wheel guide control arm (1) has a wheel-side bearing arrangement (6, 7) with an elastomer bearing (7). The wheel guide control arm is especially suitable for the active chassis and for managing the conflict of goals between comfort mounting and precision of wheel guiding. The wheel guide control arm makes it, furthermore, possible to introduce actuator forces or torques into the wheel suspension without induction of appreciable elastic deformations.

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 Progressive Compression Suspension is disclosed. The suspension operates to provide floating opposed mounting points for each end of the suspension's shock absorber. The bottom end of the shock absorber pivotally attaches to the lower suspension arm, and the upper end of the shock absorber pivotally attaches to a compression linkage. The compression linkage is pivotally attached to the vehicle frame or chassis, such that it rocks back forth when the suspension engages rough terrain and the top of the shock absorber works in opposition to the bottom of the shock absorber. The rocking of the compression linkage is created by an actuating linkage interconnecting the compression linkage and an eccentric arm extending inwardly towards the frame from the pivot point of the lower suspension arm.

Abstract: The invention relates to an independent wheel suspension for the rear wheels of motor vehicles, having a wheel support which is hinge-connected to at least one upper and one lower control arm, the lower control arm being connected by way of two more or less horizontal arm bearings forming pivot axes on the body of the motor vehicle and on the wheel support and a guide arm of the wheel support to another bearing, and also having a bearing spring resting on the wheel support and a more or less vertically oriented telescopic shock absorber. For the creation of a structurally and elastokinematically favorable wheel suspension it is proposed, as viewed from above, that the other guide rod is mounted more or less in the lower guide rod plane and diagonally forward from the exterior toward the interior, in such a way that the intersection of imaginary extensions of the other guide rod and the rear bearing points of the lower guide rod is positioned beyond the extended wheel center axis.

Abstract: A link arm (81) for restraining lateral movement of a pivotable vehicle suspension system (1), wherein a first end (90) of the arm (81) is pivotally connected to a wheel-mounting end of the system (1) and a second end (91) of the arm (81) is pivotally mounted to a frame of the vehicle such that the arm (81) may pivot relative to the frame in unison with the wheel-mounting end and restrain lateral movement of the system (1) relative to the frame. The first end (90) has a bearing (90) through which a pivot pin (71) extends. The second end (91) has a ball and socket joint 91 (ball joint) enabling pivoting of the arm (81) relative to the frame about more than one axis.

Abstract: An all terrain vehicle includes left and right vehicle body frame portions and left and right suspension arms, respectively suspending left and right rear wheels, and capable of moving up and down together with the left and right rear wheels. The left and right vehicle body frame portions have a portion bent toward the center in a vehicle width direction, and a suspension arm support portion connected to the bent portion toward the rear of the vehicle and inclined to the center in the width direction of the vehicle. The left and right suspension arms are connected to the pair of left and right suspension arm support portions. The all terrain vehicle is provided with a more compact frame.

Abstract: A suspension arm and cushion support structure for a vehicle. A knuckle support part of a rear suspension arm is formed of a plate member extended to the vehicle body inner side relative to a rim of a wheel element so as to cover the lower side of a boot covering a connected part between a drive shaft and a universal joint. The knuckle is supported by the rear suspension arm, and rotatably supports a wheel of the vehicle. A cushion is provided for absorbing shocks transmitted to the wheel, the lower end of the cushion being coaxially supported on the knuckle support part of a lower part of the rear suspension arm.

Abstract: The invention relates to a connection of a suspension strut to a wheel carrier of a motor vehicle, wherein the wheel carrier is provided with a fixture for the releasable connection of a lower end of the suspension strut, and wherein the lower end of the suspension strut is mounted coaxially in the fixture. In order to improve this suspension strut connection, it is provided that the wheel carrier is a sheet-metal formed part on which the fixture of the suspension strut is integrally formed as a single piece, wherein retaining means which can be connected releasably to retaining means of the suspension strut are integrally formed on the fixture.

Abstract: A non-torque reactive air suspension exhibiting excellent roll stability characteristics is shown to include frame hangers mounted to frame rails extending longitudinally on opposite sides of a vehicle. Longitudinally extending beams are connected to the frame hangers at one end and extend parallel to the frame rails. At their other ends, the beams are joined by a crossbrace extending laterally across the vehicle centerline. In a central portion thereof, the beams have an axle pivot bore to which an axle clamp assembly is connected, the axle clamp assembly clamping a drive axle housing for the vehicle. The axle pivot bore is generally aligned with the drive axle. A control rod assembly is connected to suspension or frame components. Together with the beams, the control rod assembly forms a parallelogram configuration wherein the beams form the lower linkages of that configuration and the control rods included within the control rod assembly form the upper linkages of that configuration.

Abstract: An assembly including a control arm and a steering knuckle, one of the control arm and the steering knuckle having a first end with a ball, the other of the control arm and the steering knuckle having a socket that includes a bearing structure formed so as to surround a portion of the ball to securely fasten the ball to the socket. The control arm has a bayonette configuration to receive a first node and a second node is cast directly onto the control arm.

Abstract: A suspension arm includes a shaft having a free end extending from an end of the suspension arm and a base end embedded within the said end of the suspension arm, and this shaft is configured to be press fitted into a tubular member of a compliance bush assembly. An opening is formed in the said end of the suspension arm that allows an anvil (41) to be inserted therein to engage the base end of the shaft so that the force of a press fitting process is prevented from affecting the remaining part of the suspension arm. Thus, the press fitting process can be facilitated because very little effort is required to place the suspension arm ready for a press fitting process, and the fixture for holding the suspension arm during a press fitting process can be simplified.

Abstract: A low profile chassis and suspension system for a road vehicle. The chassis supports a payload section or cargo compartment, such as for a delivery truck, ambulance, or shuttle bus. The chassis includes a largely planar frame having a top surface which is located beneath the rotational axes of the rear wheels. The wheel suspension system is particularly compact and close to the road surface. In some embodiments each wheel is suspended from the vehicle by a pair of pivotal support arms. Preferably, one arm is located above the other arm, and both arms pivot along pivot axes that are generally perpendicular to the rotational axis of the supported wheel. A spring urges one of the arms apart from the frame. In other embodiments, the spring is placed beneath the rotational axis of the wheel. In some embodiments both of the pivoting support arms are located beneath the rotational axis of the wheel.

Abstract: The invention relates to a wheel suspension, which has at least one transverse link and one wheel carrier. The wheel carrier has a connecting element, through which a bolt extends, for connecting to the transverse link. The connecting element has a stop on a limb which is assigned to a bolt head, with the bolt head having a counterstop which corresponds to the stop.

Abstract: A suspension structure is configured to ensure a large stroke of a shock absorber in a suspension device without moving an upper end supporting position of a damper upward relative to a conventional mounting position. The suspension structure includes a rear suspension for suspending left and right rear wheels. The rear suspension includes left and right lower arms for supporting the left and right rear wheels by way of knuckles, and left and right rear shock absorbers interposed between the respective lower arms and a sub-frame of a vehicle body frame. A lower end connecting portion of the rear shock absorber is cantilevered to a front side of the lower arm.

Abstract: A suspension arm assembly for a vehicle includes a pivot pipe pivotally attached to a vehicle body frame, a pair of pipes extending in a lateral direction of a vehicle body, a joint member attached to distal end portions of the pipes, and a substantially U-shaped band. Proximal end portions of the pipes are connected to the pivot pipe and spaced apart from each other in a front-rear direction, and distal end portions thereof are arranged close to each other, thereby forming a substantially triangular profile. The joint member includes a plate portion and a boss portion having a knuckle attached thereto. The distal end portions of the pipes are operatively connected to a convex surface of the U-shaped band, and the plate portion of the joint member is attached to the pipes for covering the U-shaped band.

Abstract: A transverse or oblique link is provided for a front vehicle axle. The link contains a first and a second link arm, the first link arm has a deformation section situated at a front in the direction of travel and a section situated behind it in the direction of travel. Furthermore, the first link arm is configured in such a manner that, in an accident, it is deformed in an energy-absorbing manner predominantly in its deformation section. In order to force a deformation in the deformation section, the flexural rigidity of the section about a bending axis running in the transverse direction of the vehicle is increased in comparison to the flexural rigidity of the deformation section. Upon contact with a curb, the two sections can be deformed in an energy-absorbing manner.

Abstract: A suspension system for a vehicle is provided that allows for the vehicle body to be tilted wherein the tilt is controlled by the operator's legs in a manner that greatly enhances the stability of the vehicle while producing a fun vehicle to operate. Further, the bottom member of the suspension system is structured in a manner that provides storage capacity for installation of heavy items such as battery banks in order to preserve a lowered center of gravity for the vehicle. The tilting suspension may be used in the context of three-wheeled vehicle having a single rear drive tire and two forward wheels, but apply equally to a four wheeled vehicle as well as to water craft operating on pontoons or snow vehicles operating on skis.

Abstract: A bushing for a control arm comprises a cylindrical body portion defining a body portion axis and having a bore extending therethrough and defining a bore axis. The bushing further includes a laterally extending flange disposed about a periphery of opposing ends of the body portion. The bushing further includes a pair of cylindrical bosses protruding axially outwardly beyond the flanges. An annular recess is formed on each end of the body portion and is collectively defined by the body portion and the boss at each end. The annular recess is sized and configured to allow angular movement of the bore axis relative to a body portion axis.

Abstract: An all terrain vehicle includes a vehicle frame having lower arms and upper arms for suspending front wheels, the upper arms positioned above the lower arms, drive shafts arranged between the lower arms and the upper arms for conveying drive power from a front wheel differential unit to the front wheels, and shock absorbers including lower ends connected to the lower arms and upper ends connected to the vehicle frame. The shock absorbers are arranged further to the front than the upper arms so as to shorten the front portion of the vehicle frame.

Abstract: An air deflector for a vehicle underbody is provided. The air deflector includes a fairing having a general convex shape over a width of the fairing and extending a length of the fairing. The fairing is arranged to be affixed to an open end of a generally U-shaped vehicle underbody component to reduce aerodynamic drag experienced during operation of the vehicle. The fairing further includes a plurality of integrated clips positioned on opposite ends of the width of the fairing, the clips arranged to snap over flanged ends of the generally U-shaped vehicle underbody component.

Abstract: A steering system disengages a wheel assembly of a vehicle in response to an event while driving. The steering system includes a suspension knuckle, a tie rod, and a puller. The puller includes a connector that removably engages the suspension knuckle and the tie rod to interconnect the suspension knuckle and the tie rod. The puller is operable to move the connector to disconnect the connector from at least one of the suspension knuckle and the tie rod in response to the event. The vehicle is operated along a longitudinal axis while driving and a moment of the vehicle about the longitudinal axis is sensed. If the moment exceeds the threshold, the puller is energized to disconnect the suspension knuckle from the tie rod.

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. The leaning vehicle includes an actuator operatively connected to the frame and to the shock tower which is adapted to impart a leaning motion to the frame relative to the shock tower about the frame leaning axis.

Abstract: A linkage for connecting a frame of a vehicle to an unsprung mass component of the vehicle, includes: a first portion connectable to the frame, and includes a first toothed surface; a second portion connectable to an unsprung mass component, and includes a second toothed surface, where the first portion is rotatably connected to the second portion and configured to be rotatable between the first toothed surface and the second toothed surface, and where the first toothed surface and the second toothed surface are configured to mesh with each other and maintain engagement.

Abstract: A vehicle height adjustment device has an adjustment bolt (30) rotatably supported by or fixed to a wheel-side member or a vehicle-body member, and a spring seat member (10) threadedly engaging with the adjustment bolt. Rotation of the spring seat member is limited by a bump rubber pedestal (41) (or a coil spring bracket (9)). Displacement of the spring seat member occurs in an axial direction of rotation of the bolt, in accordance with rotation of the bolt. According to the present invention, rotation of the spring seat involved in rotation of the bolt for adjusting the vehicle height can be restricted, and a construction of a vehicle height adjustment mechanism can be simplified so that the number of parts or members of the device is reduced.

Abstract: A damper system is connected between pivotal components of a vehicle suspension system to inhibit movement of the components during a condition of potential vehicle roll. The system can be actively or passively controlled. The damper system can have a single damper or multiple dampers and may be connected to work in conjunction with vehicle stabilizers including torsion bars, single compensator stabilizing systems and dual compensator stabilizing systems. In the compensator stabilizing systems, the damper can be separate from the compensators or integral with the compensators. The dampers also can be formed as integral structures with shock absorbers. The dampers can be of various types, including but not limited to linear dampers and rotary dampers.

Abstract: A vehicular suspension arm is provided in which an arm main body (1) includes a main plate (2) press-formed as a main part of the arm main body and having a short cylindrical part (EB) provided integrally with one end by flanging, and a reinforcing plate (H) superimposed on one of upper and lower faces of the main plate (2) and reinforcing the main plate (2). The reinforcing plate (H) has an eye-shaped head part (Ha) formed in an annular shape and arranged coaxially with the short cylindrical part (EB), and a tail part (Hb) extending integrally from the eye-shaped head part (Ha) along the longitudinal direction of the main plate (2), is formed from a single plate material that is thicker than the main plate (2), and has at least the tail part (Hb) welded to the main plate (2). A bush press-fit portion (P1) is formed from an inner peripheral face of the eye-shaped head part (Ha) and an inner peripheral face of the short cylindrical part (EB).

Abstract: The variable ratio floating suspension system (10) includes upper (30) and lower (40) leverage arms with a shock-absorbing component (50) connecting the leverage arms (30, 40). In the preferred embodiment, the leverage arms (30, 40) and shock-absorbing component (50) pivotally connect a vehicle chassis to a vehicle wheel spindle (26). As the vehicle moves over uneven terrain, the configuration of the variable ratio floating suspension system (10) isolates vibrations and other unwanted forces in the shock-absorbing component (50) so that these forces are not transferred to the associated vehicle chassis.

Abstract: A vehicle steering arrangement for an amphibious vehicle having retractable steered wheels with which the steering input to such wheels is automatically substantially curtailed upon retraction of the wheels. Retraction of the wheels causes a steering link to swing toward its steering axis to thereby reduce its effective radius while steering input to a marine propulsion remains unchanged. The reduced steering input to the wheels reduces space needed to accommodate the wheels in their retracted position.

Abstract: The subject invention provides an independent wheel suspension system (20) for a vehicle. The suspension system (20) includes an lateral support (26) and a pair of lower lateral links (30, 32) spaced from the lateral support (26). A tall knuckle (36) extends between the lateral support (26) and the pair of lower lateral links (30, 32). The lateral support (26) and the pair of lateral links (30, 32) are pivotably connected to the knuckle (36). A rod (64) is pivotably connected to the knuckle (36) adjacent the pivotal connection between the lateral support (26) and the knuckle (36) and extends inward and downward toward the vehicle to a second end (68). A crank (70) is pivotable connected to the vehicle for rotation by the rod (64) in response to vertical movement of the knuckle (36) relative to the vehicle. The second end (68) of the rod (64) is connected the crank (70). A dampening device (72) is attached to the vehicle and the crank (70) for controlling movement of the crank (70).

Abstract: A front suspension apparatus includes a plurality of links suspending an axle member.

Abstract: Before, vehicles with independent suspensions could not alter the tire's positions. Modifications or use of aftermarket parts were needed for the vehicle to perform under more extreme conditions such as gaining clearance for off road use or squatting down low for a wide, racy stance. My invention will allow many scenarios of suspension types to be used on a single vehicle, with a single suspension system. The control arms are fixable in length allowing many variances in ride height, stance and wheelbase. This will broaden the vehicle's purpose and capabilities and will make many aftermarket upgrades to the vehicle unnecessary.

Abstract: A vehicular suspension arm, comprises an upper sheet metal stamped component with a first outer face and a first inner face, and a first central web portion with two opposites sides and first upstanding flange portions at opposites sides of the first web portion; a lower sheet metal stamped component with a second outer face and a second inner face, and a second central web portion with two opposite sides and second upstanding flange portions at the opposite sides of the second web portion. The first and second inner faces are adapted to contact each other along a substantial portion of the first and second web portions. The upper and lower stamped components adapted to be rigidly attached to each other to create a structural I-beam section. The thickness of each upstanding flange portion is at least equal to the combined thickness of the first and second web portions.

Abstract: A suspension arm for a vehicle wheel suspension having an intended breakpoint is described. The suspension arm is provided on a first end with a stub axle for receiving a vehicle wheel, and on at least one second end with the hole for receiving a fastener for fastening a bearing to connect the suspension arm to a subframe of a vehicle body. The suspension arm has an intended breakpoint designed to fail because of strain overload due to deformation during an accident, and the intended breakpoint is designed in such a way that the fastener breaks out of the hole.

Abstract: An assembly including a control arm and a steering knuckle, one of the control arm and the steering knuckle having a first end with a ball, the other of the control arm and the steering knuckle having a socket that includes a bearing structure formed so as to surround a portion of the ball to securely fasten the ball to the socket.

Abstract: A holding device for a wheel suspension stabilizer bar has a coupling element connected to a suspension fork of a suspension strut and a bracket of the suspension strut. The attachment is effected over a relatively large base to achieve a stable connection or link of the stabilizer bar to the suspension strut or suspension fork.

Abstract: A suspension system for a vehicle is provided that allows for the vehicle body to be tilted wherein the tilt is controlled by the operator's legs in a manner that greatly enhances the stability of the vehicle while producing a fun vehicle to operate. Generally a hub is provided for use ad the vertical members in a four-bar suspension linkage that includes an inboard side and an outboard side such that the tilting pivots are positioned inboard and the steering pivots are positioned outboard. This arrangement allows for the optimum placement of the pivot axis for steering as close to the wheel as possible, even directly within the rim of the wheel, while the pivot point of the suspension linkage is optimally positioned a few inches inboard relative to the wheels thereby increasing the lever arm used to control the relative tilt of the wheel.

Abstract: A wheel suspension arm mounting structure of a vehicle in which a suspension arm is mounted to a vehicle body frame member so as to freely swing upward and downward. The wheel suspension arm mounting structure includes a suspension arm support shaft provided on a base of the suspension arm so as to rotate relatively with respect to the suspension arm, a mounting boss provided on the suspension arm support shaft, and a bolt insertion hole provided on the mounting boss. The bolt insertion hole is formed so that a bolt can be inserted in the direction perpendicular to an axis of the suspension arm support shaft, such that the suspension arm support shaft is fixed to an arm mounting portion provided on the vehicle body frame member by the bolt inserted into the insertion hole.

Abstract: A vehicle (100) is disclosed. The vehicle may include a base portion (104) and a modular portion (112). The base portion may be a four wheel vehicle having an operator area (114) with seating for at least two occupants in a side-by-side arrangement. The modular portion may be coupled to the base portion resulting in a six wheel vehicle. The wheels (102) of the modular portion may be powered by an engine (500) of the base portion.

Abstract: The suspension comprises a first, a second and a third rod-like connection member (10, 11, 12), each of which has a first (22, 13, 15) and a second point of articulation (23, 14, 16) to the wheel-carrier (1) and to the vehicle structure, respectively, and is arranged to control one degree of freedom of translation (t, t1, t2) along an axis (y, y1, y2) substantially passing through its own points of articulation. The first connection member (10) is arranged to control also a degree of freedom (r1) of rotation about its own axis (y) and a degree of freedom (r2) of rotation about a direction (z) substantially perpendicular to its own axis (y).

Abstract: A wheel suspension assembly for a vehicle is operable to travel across a ground surface. The wheel suspension assembly includes a first suspension member, a second suspension member, a wheel rotatably coupled to the first suspension member and a ball stud interconnecting the first and second suspension members. The ball stud includes a ball and a tapered shaft. The tapered shaft extends along a longitudinal axis. One of the first and second suspension members includes a ball socket in receipt of the ball. The other of the first and second suspension members includes a tapered bore in the receipt of the tapered shaft. The longitudinal axis of the tapered shaft is oriented substantially parallel to the ground surface.

Abstract: According to the invention, in extrusion molding of a control arm of aluminum, control arm is manufactured by a variable curvature extruding process that simultaneously form straight sections and a curved section in extruding a raw material, without pressing forming that is accompanied by solution heat-treatment for forming a carrier fastening end and a bush fastening end at both ends of control arm. Therefore, since the press forming that is required in the extrusion molding of control arm is removed, the manufacturing process is simplified and the manufacturing cost is reduce. Further, the entire extrusion profile cross section of control arm has a double-hollow closed cross section to distribute loads, such that durability of a load-concentrated portion of control arm is increased and the loads can be more effectively distributed.