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: 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: It is an object to obtain excellent suspension performance and effectively enhance steering stability during vehicle turning, with a simple configuration. A vehicle suspension apparatus comprises an upper lateral link (5) and a lower lateral link (6) each having one end (5a, 6a) swingably mounted to a wheel carrying member (1) and the other end (5b, 6b) swingably supported by a vehicle body, while being installed to extend in a vehicle widthwise direction, and a lower link (7) having one end mounted to a lower portion of the wheel carrying member (1) at a position rearward of a rotary shaft of a wheel, and the other end swingably supported by the vehicle body. The one ends (5a, 6a) of the upper and lower lateral links (5, 6) are mounted, respectively, to an upper portion and a lower portion of the wheel carrying member (1) at positions frontward of the rotary shaft of the wheel.

Abstract: A wheel suspension of a motor vehicle. The wheel suspension includes a suspension arm supported on a linkage point on a car body of the motor vehicle. A transverse leaf spring is arranged along a transverse axis of the motor vehicle and coupled at an end of the transverse leaf spring with the wheel suspension. The transverse leaf spring is supported via a bearing on the car body. An end of the transverse leaf spring is coupled in an articulated manner with the suspension arm and spaced apart from a wheel-side end of the suspension arm.

Abstract: An independent wheel suspension system for a motor vehicle includes an upper strut plane and a lower strut plane. Each of the upper strut plane and lower strut planes includes one longitudinal strut and one transverse strut. Each of the struts has a wheel side end for connection of a wheel holder and a body side end for connection of a body. The wheel-side ends of the longitudinal struts and the wheel-side ends of the transverse struts of the two strut planes are articulatedly connected either directly or indirectly to the wheel holder. The body-side ends of first struts of the two strut planes are articulatedly connected directly to the body. The body-side ends of second struts of the two strut planes are articulatedly connected indirectly to the body via a common coupling element.

Abstract: An independent rear suspension kit includes first and second mounting brackets configured to be fastened to a chassis of a vehicle, a cross-member interconnecting the first and second brackets, a differential housing supported by the cross-member, first and second upper control arms pivotably coupled to the cross-member, first and second lower control arms pivotably coupled to the differential housing, a first upright pivotably coupled to the first upper control arm and the first lower control arm, and a second upright pivotably coupled to the second upper control arm and the second lower control arm.

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 sway bar assembly includes a sway bar, a biasing member, and a winder assembly. The sway bar includes a central portion, a left end portion, and a right end portion. The central portion is configured for pivotal coupling to a frame of a vehicle. The left end portion is configured for coupling with a left support arm. The right end portion is configured for coupling with a right support arm. The biasing member is configured to be fixed to a frame of a vehicle. The winder assembly is coupled with the biasing member and configured to facilitate selective movement of the biasing member with respect to the sway bar.

Abstract: A suspension structure is a double wishbone type suspension including a spring damper and is characterized in that, among a plurality of mounting points where an upper arm and a lower arm arranged vertically parallel to each other are connected to a vehicle body, the vertical positions of the mounting points, which are located on the left or right side with respect to a hub assembly, of the upper arm and the lower arm are different from each other.

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: Multi-link rear wheel axle for a vehicle connects a wheel support (4) to a vehicle body (5) with link arms in upper and lower link planes (8, 6). The upper link plane (8) has a link arm (18) configured as a track rod and front and rear transverse link arms (14, 18) with articulation points (13, 15) for the wheel support (4) and the vehicle body (5). A longitudinal link arm (16) connects the rear transverse link (14) via an articulation point (22) near the wheel support (4) to the front transverse link (18) via an articulation point (24) near the vehicle body. Front and rear transverse link arms (10, 12) in the lower link plane (6) have articulation points (13, 15) for the wheel support (4) and the vehicle body (5) and form a virtual pole (20) outside the lower link plane (6) and behind the axle.

Abstract: A suspension system for a vehicle has an upper control arm and an associated lower control arm for mounting a wheel on the vehicle body. A hydro-pneumatic spring is connected between one of the control arms and the vehicle body. A compensating spring is associated with the hydro-pneumatic spring and is operable to act in opposition to the force exerted by the hydro-pneumatic spring as the hydro-pneumatic spring approaches full extension.

Abstract: A suspension device in which a knuckle for supporting a wheel is supported by arms and a damper is connected to the knuckle. A suspension device (10) is configured in such a manner that the intersection (73) between a line extended from an elastic kingpin axis (68) of a rear wheel (31) and a road surface (72) is located on the rear side, relative to the vehicle, of the ground contact center (74) of the rear wheel. The elastic kingpin axis is tilted forward relative to the vehicle and is disposed below the rotation center (32) of the rear wheel in the vertical direction. A lower connection section (81b) of a damper (18) is provided on a line (33) drawn in substantially the vertical direction from the rotation center of the rear wheel. A damper axis (84) is tilted inward in the width direction of the vehicle and tilted forward relative to the vehicle.

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: A vehicle equipped with a double wishbones and double tandem members suspension system to suspend the vehicle, the double tandem members being operatively interconnected together and adapted to receive idling wheels adapted to support and guide an endless belt thereon to provide significant suspension travel and prevents an endless belt disengagement from the idling wheels. A suspension and a kit thereof are also provided.

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 vehicle suspension system includes a vertically reciprocally movable suspension arm assembly having a minimal number of component parts and configured to be light in weight. The suspension arm assembly includes a lower arm portion including a plurality of arm members which are operatively connected together via a plurality of hinge joints. The arm members are operatively associated with each other in a manner so as to permit vertical reciprocating movement of a wheel, and are interconnected in a manner so as to permit a shock absorber to make a stroke motion, where one end of the shock absorber is attached to a portion of a vehicle body, and another end of the shock absorber is attached to one of the arm members.

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: The disclosed subject matter relates to a suspension system for use on a vehicle that includes a knuckle, a first trailing arm structure, a second trailing arm structure, an upper arm structure, and a lower arm structure. The first trailing arm structure and second trailing arm structure can be configured to extend in a frontward direction from the knuckle to a connection at a forward portion of a vehicle frame. The upper and lower arm structures can be configured to extend substantially transversely with respect to the vehicle longitudinal axis and connect to a rearward portion of the vehicle frame. The second trailing arm structure can cross underneath the lower arm structure as viewed from a direction normal to a plane defined by the central axis and horizontal axis of the knuckle, such that the second trailing arm structure is located closer to the travel surface of the vehicle than the lower arm structure at a location where the second trailing arm structure crosses underneath the lower arm structure.

Abstract: A suspension system adapted to receive an endless belt drive is provided, the suspension system comprising a first wishbone adapted to be secured at a first end thereof to a frame of a vehicle a second wishbone adapted to be secured at a first end thereof to the frame, a hub connecting the first wishbone and the second wishbone at second ends thereof, a tandem member pivotally secured to the hub, and at least one pair of wheels attached to the tandem member, the at least one pair of wheels being adapted to contact the endless belt to support the vehicle. A method of using same and a kit providing same are also provided.

Abstract: A rear axle, specifically a steerable rear axle, of a motor vehicle, has wheel carriers for holding in each case one rear wheel, with in each case one upper transverse link, one lower transverse link and one track rod interacting with each rear wheel, and with the track rods being positioned behind a center of the rear wheels or of the wheel carriers as viewed in the longitudinal direction of the motor vehicle, wherein both track rods which are positioned in each case behind the center of the rear wheels or of the wheel carriers as viewed in the longitudinal direction of the motor vehicle are engaged on by a common steering actuator which is likewise positioned in each case behind the center of the rear wheels or of the wheel carriers as viewed in the longitudinal direction of the motor vehicle.

Abstract: A wheel suspension system for a vehicle includes a first member pivotably coupled to a portion of the vehicle so as to be pivotable about a first rotational axis which forms an angle with a vertical plane extending through a fore-aft axis of the vehicle.

Abstract: A suspension for a motorized rear wheel driven tricycle which can lean into turns includes a planar central upright frame which is mounted coaxially to the main frame of the tricycle. Upper and lower control arms are hinged to the central upright frame and extend to the left and to the right to connect to wheel bearing knuckles. An inverted rocker member is hinged to the central frame, pivotable about the front and rear ends of the central frame at about the midpoint between the top and bottom of the frame. The rocker member provides connection points for shock absorbers which interconnect the rocker member with each link member of the lower control arm on each side of the central frame. Drive members are supported on the central frame to continuously drive the rear wheels as the tricycle leans into turns.

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: 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.

Abstract: A ball joint assembly includes a stud bracket having the shape of a rectangular block, a first ball joint connected to an upper surface of the stud bracket and a second ball joint connected to a lower surface of the stud bracket. The first and second ball joints extend from the stud bracket at an angular displacement of 180 degrees and with a relatively small distance defined therebetween as seen in plan view. The stud bracket comprises a bracket main body having a rectangular shape and integrally including a pair of ball studs extending from the upper and lower surfaces thereof.

Abstract: An ATV is disclosed having a frame, a seat supported by the frame, front and rear wheels supporting the frame, a drivetrain supported by the frame, and an operator's compartment extending generally between the seat and a front enclosure. The front enclosure extends forwardly to a position proximate an axial centerline of the front wheels. Front lower alignment arms have an inner end and an outer end. Front struts have a shock absorber and a hub portion, where the front struts are coupled to the front lower alignment arms at a lower end of the front struts and the frame at an upper end. A steering mechanism is positioned forward of the axial centerline of the front wheels and is coupled to the front struts.

Abstract: An arm material for an upper arm or a lower arm is provided which constitutes a double wishbone suspension or the like of an automobile and which has a flat, hollow, closed cross-sectional shape and enables further decreases in size, decreases in weight, and increases in strength. An arm material for an automobile suspension has a body made from a parts material made by metal. The parts material made by metal has a flat, hollow, closed cross-sectional shape having a pair of opposing long sides and is formed from a single member in its lengthwise direction. The body has at least a first bent portion which is bent in a plane roughly parallel to the pair of long sides.

Abstract: A compression and torsion damping wheel suspension system is useful for damping compressive and torsional shock encountered by freewheeling front caster wheels of a professional landscape lawn mower. The freewheeling caster wheels are mounted with an offset from a vertical pivot axis attached to the lawn mower frame. The compression and torsion damping wheel suspension system comprises two tubes one having internal extending projections and the other having external extending projections The smaller tube is turned within the larger tube, leaving behind several spaces within which are contained four elastomeric elements. When the caster wheel rides over a rock or bump, the elastomeric elements are compressed, damping compression shock. Caster wheel resistance is felt; the elastomeric elements experience torsion and are damped, providing a smooth ride for the operator.

Abstract: An independent wheel suspension with a rotating steering knuckle which supports itself on a spring carrier is connected with the vehicle frame via a damper. The steering knuckle is connected with the spring carrier via a kingpin, and the wheel suspension has upper and lower transverse links which are positioned at the upper or lower ends of the kingpin. The steering knuckle and the transverse links are pivotally positioned relative to the kingpin and the spring carrier is connected with the kingpin in a rotationally fixed manner. The kingpin connects the spring carrier, the steering knuckle, and the upper end lower transverse links and is a two-piece part which comprises upper and lower parts. Axially, radially and rotationally fixing the upper and the lower parts and the spring carrier is achieved by a combination of the upper and the lower parts with the spring carrier.

Abstract: The invention relates to a wheel suspension for a motor vehicle, which has a tie rod (1) formed from two rod parts (2, 3). In order to achieve speed-dependent adaptation of the compliance of the tie rod, the proposal is that the first rod part (2) have a compensating space (4) filled with a compensating medium, in which the other, second rod part (3) is arranged by means of the engagement end (7) thereof, the compensating space (4) being connected to a, preferably pressurized, medium reservoir (18) via a switching element (17) arranged at a connecting element (19).

Abstract: A control arm may be formed by assembling front and rear members respectively having upper and lower flanges so as to have a tubular cross-section, and a bending portion may be formed by bending the lower flange of the front member downwardly such that a drain hole is formed by the bending portion protruded downwardly when the front and rear members are assembled.

Abstract: A vehicle suspension comprises an assembly of a hub carrier and a support arm, the support arm being attached to the hub carrier at two points spaced from each other in the direction of travel and extending inwardly therefrom to a support arm attachment point for fixing to a chassis, and a trailing link extending from the assembly in a direction transverse to that of the support arm, toward a trailing link attachment point for fixing to the chassis. The trailing link preferably extends from the assembly in a forward direction, and is preferably connected directly to the hub carrier. A strut can extend upwardly toward an attachment point for fixing to a chassis, to provide a spring and damper. The support arm can comprise a pair of arms extending divergently from the attachment point to each of the two points. The hub carrier can include a pivot pin extending in a fore/aft alignment, passing through two pivot points on the support arm thereby to define the two points.

Abstract: A compression and torsion damping wheel suspension system is useful for damping compressive and torsional shock encountered by freewheeling front caster wheels of a professional landscape lawn mower. The freewheeling caster wheels are mounted with an offset from a vertical pivot axis attached to the lawn mower frame. The compression and torsion damping wheel suspension system comprises two tubes one having internal extending projections and the other having external extending projections The smaller tube is turned within the larger tube, leaving behind several spaces within which are contained four elastomeric elements. When the caster wheel rides over a rock or bump, the elastomeric elements are compressed, damping compression shock. Caster wheel resistance is felt; the elastomeric elements experience torsion and are damped, providing a smooth ride for the operator.

Abstract: A suspension device in which a knuckle for supporting a wheel is supported by arms and a damper is connected to the knuckle. A suspension device (10) is configured in such a manner that the intersection (73) between a line extended from an elastic kingpin axis (68) of a rear wheel (31) and a road surface (72) is located on the rear side, relative to the vehicle, of the ground contact center (74) of the rear wheel. The elastic kingpin axis is tilted forward relative to the vehicle and is disposed below the rotation center (32) of the rear wheel in the vertical direction. A lower connection section (81b) of a damper (18) is provided on a line (33) drawn in substantially the vertical direction from the rotation center of the rear wheel. A damper axis (84) is tilted inward in the width direction of the vehicle and tilted forward relative to the vehicle.

Abstract: A vehicle may include a CVT unit or a power source which requires ambient air. An air inlet for an air intake system coupled to the CVT unit or the power source which requires ambient air may be provided in a side of a cargo carrying portion of the vehicle. The vehicle may include a rear radius arm suspension.

Abstract: A leaning vehicle suspension. Preferred embodiments have two transversely-mounted steerable front wheels and a single rear wheel, but the vehicle suspension of the present invention may be used with two-wheeled vehicles or four-wheeled vehicles, and front and rear coupled vehicle suspensions may be employed. Two preferred embodiments of the vehicle suspension of the present invention are described. Both have a transverse leaf spring, left and right rotary dampers, and independent left and right parallelogram transverse control arms movably mounting left and right wheel mounting members to the vehicle's frame. A rocker member, to which the rotary dampers and leaf spring are mounted, is pivotally mounted to the vehicle frame by a central pivot bearing, permitting the rocker member to pivot about a longitudinal axis of the vehicle. The parallelogram geometry holds the front wheels at even camber throughout the suspension travel.

Abstract: A wheel suspension device for a vehicle includes a wheel supporting member rotatably supporting a wheel. The wheel supporting member is linked to a vehicle-body side by a first link and a second link, with the second link arranged substantially parallel to the first link in a vehicle width direction. The first link has a projecting portion, and at least one elastic linking portion links the projecting portion to the second link.

Abstract: The goal of the invention is a rear axle (31) for automotive vehicle, including two suspension arms (22) oscillating in a vertical plane around a forward located axis, and each comprising in the rear of their respective arm, a hub support (24) for mounting of a rear wheel (34), said axle furthermore comprising a deformable cross beam (8) connecting the two suspension arms (22), characterized in that each suspension arm comprises a vertical opening with closed contour, situated in the width of the arm, arranged in front of the axis of the hub support, between the cross beam and the hub support, and accommodating a shock absorber (10) of which one lower mounting is connected to the suspension arm (22).

Abstract: A suspension apparatus is disclosed for which vehicle handling stability can be obtained. An upper arm (14), a damper unit (16), and a stabilizer (17) are connected in this order to a knuckle (13) from outside of the vehicle body in a width direction of the vehicle body. The reaction force of the stabilizer is used as a moment in the camber direction, and causes interference in the camber direction. As a result, a camber change during a reverse phase stroke is increased over a camber change during a same-phase stroke, and turning performance of the vehicle is improved.

Abstract: Vehicle body frame structure, for each of left and right side sections of the vehicle, a straight vertical frame to which are mounted the respective one ends of an upper arm, lower arm and cushion unit, and respective mounting sections for the upper arm, lower arm and cushion unit provided in linear alignment with one another in the straight vertical frame along the length thereof.

Abstract: Disclosed is a suspension subframe structure of a vehicle, which is capable of improving the overall rigidity of a suspension subframe to effectively receive input loads from suspension arms, while reducing the overall weight of the suspension subframe.

Abstract: An independent suspension (10) of a vehicle includes a strut (22) intended to carry a wheel (W), a damper (12) connected at a bottom end thereof to the strut (22), and a plurality of arms (14, 24) connected to a body (B) of the vehicle and the strut (22). A hinge device (30; 34) is interposed between the damper (12) and strut (22) to allow the damper (12) and strut (22) to rotate relative to each other about an axis of articulation (H) that is oriented to form an acute angle with a horizontal. A torsional stiffness control device (32; 34; 34, 70) is interposed between the damper (12) and strut (22) to control torsional stiffness of an articulated connection between the damper (12) and strut (22) about the axis of articulation (H).

Abstract: A suspension including a first support member and a second support member supporting an end portion of a suspension spring located on a side toward a vehicle body and an end portion of the suspension spring located on a side toward a suspension member, respectively, and a motion transmission mechanism adapted to convert a vertical motion of the suspension member to a relative motion in a form of a change in distance between the first support member and the second support member and to transmit the relative motion to one of the first and second support members. The transmission mechanism continuously and nonlinearly varies the ratio of the amount of motion of a motion transmission target to the amount of motion of a motion transmission source according to motion of the motion transmission source, thereby continuously and nonlinearly varying the ratio of the amount of the relative motion to the amount of motion of the suspension member according to the vertical motion of the suspension member.

Abstract: A wheel suspension device for a vehicle includes a wheel supporting member rotatably supporting a wheel. The wheel supporting member is linked to a vehicle-body side by a first link and a second link, with the second link arranged substantially parallel to the first link in a vehicle width direction. The first link has a projecting portion, and at least one elastic linking portion links the projecting portion to the second link.

Abstract: An electric vehicle includes a chassis and a compartment defined by the chassis. A power container houses at least one energy storage/generating device for powering the electric vehicle. The power container is insertable into and removable from the compartment through the left side and the right side of the chassis. A suspension apparatus includes a shaft, a control arm pivotably connected to the shaft, at least one helical torsion spring mounted on the shaft, and a linear actuator. Movement of the linear actuator increases bending stress on the at least one helical torsion spring and urges the control arm downwardly.

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 compression and torsion damping wheel suspension system is useful for damping compressive and torsional shock encountered by freewheeling front caster wheels of a professional landscape lawn mower. The freewheeling caster wheels are mounted with an offset from a vertical pivot axis attached to the lawn mower frame. The compression and torsion damping wheel suspension system comprises two tubes one having internal extending projections and the other having external extending projections The smaller tube is turned within the larger tube, leaving behind several spaces within which are contained four elastomeric elements. When the caster wheel rides over a rock or bump, the elastomeric elements are compressed, damping compression shock. Caster wheel resistance is felt; the elastomeric elements experience torsion and are damped, providing a smooth ride for the operator.

Abstract: A liftable independent suspension system which may also be steerable. In a described embodiment, a liftable suspension system for use on a vehicle includes wheel spindles positioned to extend outwardly at each respective lateral side of the vehicle. The spindles are displaceable independent of each other. An actuator is operable to raise at least one of the spindles, so that a tire rotatably connected to the spindle is liftable out of engagement with a road surface when the actuator raises the spindle.