Abstract: A rear axle suspension includes a holder for pivotable connection of a connecting portion of a semirigid axle to a vehicle superstructure. The holder is stationary relative to the vehicle superstructure and has a first and a second holding arrangement for an axle pin. The first and second holding arrangements are arranged on both sides of the connecting portion along a pin axis. In order to provide an optimized connection of a semirigid axle to a vehicle superstructure, the first holding arrangement has a stabilizing element with an arcuate portion. The arcuate portion, in the direction of the pin axis and tangentially, extends at least partially around the pin axis. The axle pin is mounted in the arcuate portion. Fixing portions are adjacent the arcuate portion on both sides and attach the stabilizing element to the vehicle superstructure.

Abstract: A suspension arm mounting structure comprises: an arm body section (14) which is disposed between a wheel and a vehicle body and which is configured from a plate-shaped member; a rubber elastic body (46) which is provided between the arm body section (14) and the vehicle body; and a shaft section (16) which is extended from the arm body section (14) in the front-rear direction of the vehicle, is press-fitted or fitted in the through-hole (48) of the rubber elastic body (46), and has a tube-like shape or a closed cross-sectional shape. The shaft section (16) has a pressing section (52) which causes both end surfaces of the plate-shaped member to face each other and press against each other so that the opposing end surfaces are in contact with each other so as to press against each other.

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: An attachment structure of a stabilizer link is provided having one end pivotally fitted to an end of a stabilizer and the other end coupled to a wheel support member by a coupling device. A positional relationship of pivot points of the one end and the other end of the stabilizer link relative to the kingpin axis is set such that when the stabilizer link is displaced relative to the wheel support member in accordance with rolling of a vehicle at the time of turning, the wheel support member is pivotally displaced about the kingpin axis in the direction where a steered angle of the steered wheel is increased, and when a magnitude of roll angle of the vehicle is large, the coupling device increases a ratio of a pivotal displacement amount of the wheel support member relative to the roll angle of the vehicle as compared with a situation where a magnitude of roll angle of the vehicle is small.

Abstract: A crosswise adjustable wheel system (5) for a vehicle (1) having at least two wheels (3). The crosswise adjustable wheel system (5) has a wheel (7), an axle (11), at least one sleeve (20), and an adjustment system (4). The wheel (7) has a receiver part (10?), one end of the axle (11) connects to the receiver part (10?) of the wheel (7), near the end (10) of the axle (11), a universal axle (14) may be used while the crosswise adjustable wheel system (5) been used in front of a vehicle (1), several connect parts (18) disposed on the sleeve (20) to fix-the wheel system (5) on to a vehicle (1) with an angle (23), between the wheel (7) and ground (21) has a distance (22) on natural position (8), while the wheel (7) been pulled slant out to support position (9), the wheel (7) touched ground (21) due to the angle.

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 ATV includes foot pedals to control the speed and acceleration of the vehicle. The ATV may include a floorboard including a footwell and a dead pedal for locating the operator's foot relative to the foot pedals.

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 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 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: As a result of a configuration and position of an upper transverse link and of a lower transverse link, a wheel pivot axis is created which has a point of intersection with an area region of a vertical wheel central transverse plane and a wheel central longitudinal plane. An adjustment of the wheel in a toe-out sense takes place under the influence of braking forces and an adjustment of the wheel in a toe-in sense takes place under the influence of drive forces. Furthermore, as a result of different mount characteristics at the lower transverse link and at the track rod, it is ensured that, in the event of side forces, the wheel which is at the outside of the corner is adjusted in a toe-out sense.

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: A suspension apparatus for an automotive vehicle employs, as its main element, a main suspension member 10. The main suspension member 10 includes a main portion 12 constituted by a pipe; two body-side attachment portions 14, 16 that are fixed to opposite ends of the main portion 12, respectively; and a wheel-side attachment portion 18 that is fixed to a rear-side portion of the main portion 12. The opposite ends of the pipe constituting the main portion 12 are located near to each other, such that the main portion 12 has a generally C-shaped configuration in its side view. The body-side attachment portions 14, 16 are attached to a body of the vehicle such that those portions 14, 16 are pivotable about their pivotal axes. The pivotal axes of the two body-side attachment portions 14, 16 are offset from each other in a direction perpendicular to those axes, or are inclined relative to each other.

Abstract: A dual-lever compression system comprising a shock absorber, a first lever, and a second lever. The shock absorber first end is pivotally coupled to a frame. The shock absorber second end is pivotally coupled to a first lever first end and the first lever second end is coupled to the frame. The second lever first end is pivotally coupled to the shock absorber second end and the second lever second end is coupled to a swing- arm. The compression performance control provided by embodiments of the dual-lever compression system is directly related to the incorporation of dual levers coupled to the shock absorber; that is, the first lever and the second lever. Angles, position, and pivotal rotations of the dual levers provide for controlled shock absorption.

Abstract: A vehicle suspension apparatus 10 includes a plurality of arms 14, 27 to 29 respectively extending from the side of a vehicle body, and a knuckle 13 swingably supported on the leading ends of these arms 14, 27 to 29 for swingably mounting a wheel 12 thereon. The arm 27 includes a straight arm portion 31, a first rubber bush 32 provided on one end of the arm portion 31 and a second rubber bush 34 provided on the other end of the arm portion 31. And, the center lines C1 and C2 of the first and second rubber bushes 32 and 34, when they are viewed from the axial direction of the arm portion 31, are set to have a predetermined angle of inclination between them.

Abstract: There are provided plural suspension links, one end of each of which is coupled to a wheel and the other end of each of which is coupled to a vehicle body. The suspension links are disposed so as to extend substantially in a vehicle width direction. A drive motor is disposed so as to be offset from a center of a wheel on a side that is away from disposition location of the suspension links. The drive motor and the wheel are coupled by a drive-force transmitting mechanism so that a drive force can be transmitted. Accordingly, there can be provided the disposition structure of a drive device for a vehicle that can provide both the drive motors and the suspension links without any improper interference, ensuring proper controlling of the wheel positions.

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: In the rough-terrain traveling vehicle in which rear wheels as left and right wheels are independently suspended via left and right lower arms respectively, and an anti-roll bar device is extended between the left and right lower arms, the left and right rear wheels are driven from an engine side via a chain, and the anti-roll bar device is disposed so as to extend across the inside of the circle of the chain.

Abstract: An in-wheel suspension including a tire/wheel assembly-side member that includes a tire/wheel assembly support member fixed to a tire/wheel assembly, a vehicle body-side member that supports the tire/wheel assembly support member such that the tire/wheel assembly support member can slide along a sliding axis X extending in the substantially vertical direction and rotate on the sliding axis X, and at least one of a spring element and an attenuation element that acts in accordance with sliding of the tire/wheel assembly support member. The in-wheel suspension further includes a coupling member that couples the tire/wheel assembly-side member with the vehicle body-side member, and that rotates the tire/wheel assembly support member in accordance with the sliding of the tire/wheel assembly support member.

Abstract: An upper arm for a vehicle suspension includes a main plate and a subsidiary plate. The main plate includes a first bush fitting at a first end of the main plate, configured to be attached to a wheel knuckle; second and third bush fittings, spaced apart from each other at a second end of the main plate and configured to be attached to a vehicle body; and two walls at first and second sides of the main plate. The main plate and the walls define an open cross-section along a substantial portion of the main plate. The subsidiary plate is attached to the second end of the main plate. The main plate, the walls, and the subsidiary plate define a closed cross-section at the second end of the main plate.

Abstract: A suspension arm supporting structure supported by a frame-side supporting portion of a vehicle body frame includes a suspension arm. The suspension arm includes first and second arm-side supporting portions and an arm portion which are integrally formed. The first arm-side supporting portion is supported by the frame-side supporting portion in a radial direction and in an axial direction. The second arm-side supporting portion is supported by the frame-side supporting portion only in the radial direction.

Abstract: A system for rolling angle reduction in a motor vehicle includes a stabilizer (10) and a piston/cylinder unit (12) coupled to one end of the stabilizer (10). The cylinder (14) of the piston/cylinder unit (12) is mounted in a hollow joint (24) so as to be swivellable in several directions.

Abstract: A four-wheeled recreational vehicle in the form of a go-cart having an open body without doors or windows. The body is formed from interconnected tubular members to define a chassis and frame. The vehicle includes a front suspension having V-shaped, parallel upper and lower control members including forward and rear control arms. The forward control arms are substantially perpendicular to the chassis centerline and the rear control arms incline inwardly and rearwardly from the front wheels. Greater vertical front wheel travel is provided for improved ride comfort and stability over rough terrain. The accelerator and brake pedals are placed closer to the front wheel pivot axis for greater legroom.

Abstract: To provide a small-sized stabilizer control apparatus for actively restraining a roll of a vehicle body within an output range of an electric motor, and certainly providing a torsion spring characteristic inherently owned by a stabilizer bar, if the output exceeds the range. A stabilizer actuator having an electric motor and a speed reducing mechanism is disposed between a pair of stabilizer bars disposed between a right wheel and a left wheel. The inverse of the product of a normal efficiency and a reverse efficiency of the speed reducing mechanism {1/(?P·?N)} is equal to or greater than 1.17 and equal to or smaller than 3.75, and the output of the electric motor is controlled to be held or reduced, when the turning state has come to be out of such a range that the rolling motion of the vehicle body can be actively controlled.

Abstract: An independent rear suspension system is provided that has a trailing arm connected between a frame rail and a wheel support knuckle. A lower control arm is connected between a frame cross member and the knuckle. The suspension system also includes an upper link that extends between the frame rail and the knuckle. The toe link and upper link are generally vertically aligned. A stabilizer bar extends between the toe link and upper link and is connected to the lower control arm outboard of the shock and spring to reduce space requirements for the suspension system forward of the wheel support knuckle. The lower control arm is elongated and attached to the frame cross member inboard of the frame rails to improve the ratio of wheel travel to shock travel.

Abstract: A method and apparatus for actively tuning a vehicle suspension, operatively connect a wheel of the vehicle to a chassis of the vehicle with a suspension apparatus including a control arm of fixed length, having an inboard end thereof adapted for articulating attachment to the chassis, an outboard end thereof adapted for articulating attachment to the wheel, and a selectively movable intermediate attachment point thereof disposed between the inboard and outboard ends of the control arm and adapted for attachment of a compressible suspension element. The intermediate attachment point is selectively movable, with respect to the inboard and outboard ends of the control arm, to vary a suspension linkage ratio for changing the stiffness and/or height of the suspension apparatus at one or more corners of the vehicle, to thereby allow active tuning of the suspension during operation of the vehicle.

Abstract: A suspension system including two lateral arms whose lower arms are disposed at the front and rear of the center of wheels is provided. One end of the two lateral arms is mounted to a cross member while the other end is connected to a carrier assembly. The outer wheels of a turning vehicle automatically form a toe-in according to the movement of a turning vehicle, thus inducing an understeer and improving driving stability of the vehicle.

Abstract: A strut suspension can include a shock-absorber/spring assembly having a lower portion mountable at one end to an upper portion of the steering knuckle. A transverse link can be connectible to the steering knuckle at a location opposite from the shock-absorber/spring assembly. A rocker arm can be supportable for pivotal movement from the vehicle body and can be pivotally connectible to the shock-absorber/spring assembly from the steering knuckle. A push rod can be pivotally connectible to the rocker arm and can extend between the rocker arm and the transverse link. The upper end of the shock-absorber/spring assembly can be connected to either an inboard or outboard portion of the rocker arm, while an upper end of the push rod is connected to the other of the outboard or inboard portion of the rocker arm.

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: A suspension system is disclosed which controls the movement of a wheel carrier relative to the body of a vehicle. The suspension system includes one or more links (10, 20, 30, 40) connected at one end to the wheel carrier and at the other end to the vehicle body as to define a linkage. The linkage is so constructed and arranged that the stiffness or reaction of the suspension to longitudinal forces applied at the wheel contact patch is greater than the stiffness or reaction of the suspension to longitudinal forces applied substantially at the axis of rotation of the wheel.

Abstract: An upper portion of a rod protruding from an upper end of a hydraulic cylinder of a hydraulic shock absorber, which suspends a wheel from a vehicle body, is inserted from below into a mounting hole in an upper wall of a wheel house, and with a lower portion and an upper portion of the mounting hole being held by a lower damper mount bushing and an upper damper mount portion, respectively, a nut is then screwed on the upper portion of the rod to thereby fasten the rod to the upper wall of the wheel house. A temporarily fastening locking portion formed integrally with the lower damper mount bushing and fixed to the rod is brought into engagement with the mounting hole in the wheel house to prevent the hydraulic shock absorber from falling away from the wheel house during installation.

Abstract: A bearing for wheel suspensions in a motor vehicle includes a metallic housing with a pot-shaped vertical section, a rubber buffer arranged in the housing, and an inner part. The inner part can be connected to a piston-and-cylinder unit and is fixed in the rubber buffer. A reinforcing part, which is supported axially and/or radially at the inner wall of the housing, is arranged in the rubber buffer.

Abstract: Suspension system for a vehicle is disclosed and claimed. The suspension system includes a compressible fluid, a suspension strut, a hydraulic cavity, a reservoir, and a volume modulator. The hydraulic cavity is at least partially defined by the suspension strut and is adapted to contain a portion of the compressible fluid. The hydraulic cavity and the compressible fluid supply a suspending spring force that biases a wheel of a vehicle toward the road surface. The volume modulator selectively pushes the compressible fluid into the hydraulic cavity and vents the compressible fluid from the hydraulic cavity, thereby actively modulating the suspending spring force.

Abstract: In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Abstract: A wheel suspension for a front axle of a motor vehicle, especially for an all-terrain vehicle, with a pulled-up drag bearing upon which double transverse links, which have the ability to swing and which are comprised of steering triangles, are positioned. The one transverse link is arranged above a wheel and the other transverse link and a steering tie rod as well as a stabilizer are arranged underneath a rotation axis of the wheel. A bearing on the side of the drag bearing side of the upper transverse link as well as a bearing of the steering tie rod on the drag bearing are arranged—in relation to the direction of movement—behind a vertical transverse plane of the center of the wheel.

Abstract: A vehicular suspension device comprises a wheel carrier which is articulated relative to the suspension elements. This connection is provided by rigid connection rods. This additional degree of freedom permits variation of the camber angle independently of the suspension spring movement and of the deformations of its elements. The variation of the camber is preferably controlled by the forces sustained by the wheel in the ground contact area of the tire. This is obtained by a configuration in which the movements of the wheel relative to the body of the vehicle allow an instantaneous center of rotation which is situated beneath the plane of the ground.

Abstract: A steer axle assembly in accordance with the present invention includes an axle beam defining a first boss with a first bore. The assembly further includes a knuckle body that defines a second boss. The second boss is in the form of a unitary sleeve from which a tie rod arm and steering arm extend. The second boss includes a second bore. The assembly further includes a set of bearings disposed in one of the first and second bores. In one embodiment of the invention, the bearings are disposed in the axle beam bore. In another embodiment of the invention, the bearings are disposed in the bore defined by the knuckle body. The assembly finally includes a kingpin. The kingpin is rotatably received within the bore having the bearings and is rigidly coupled within the bore that does not include the bearings. The kingpin may be tightened to its required specification via the use of a washer and nut on one end of the kingpin.

Abstract: A vehicular suspension device (1) comprises a wheel carrier (31) which is articulated relative to the suspension elements (18, 19). This connection is provided by rigid connection rods (6, 7). This additional degree of freedom permits variation of the camber angle (&agr;) independently of the suspension spring movement and of the deformations of its elements. The variation of the camber is preferably controlled by the forces sustained by the wheel (2) in the ground contact area (AC) of the tire. This is obtained by a configuration in which the movements of the wheel (2) relative to the body (5) of the vehicle allow an instantaneous center of rotation (CIR r/c) which is situated beneath the plane of the ground (S).

Abstract: An independent suspension for the front wheels of a motor vehicle with a steering knuckle that is pivotable for steering purposes, has a lower end mounted on a lower link and an upper area supported firstly by a coupling rod to this lower link and secondly by an upper link to the vehicle body. Either the upper link is articulated to the coupling rod in the vicinity of the upper end of the steering knuckle or the coupling rod is articulated to the upper link in the vicinity of the upper end of the steering knuckle. In either case, the steering knuckle requires one less articulation point so that the steering knuckle takes up less space in the immediate vicinity of the wheel.