Abstract: Provided is a stabilizer device, including: a pair of bushes made of an elastic material, the pair of bushes having inner peripheral surfaces fixed at two different positions on a cylindrical outer peripheral surface of a stabilizer bar in a circumferential direction of the stabilizer bar, each having an arc sectional shape and being formed as members independent of each other; and at least one case made of one of a resin and a rubber, the at least one case having an inner peripheral surface fixed to an outer peripheral surface of a corresponding one of the bushes and having an arc sectional shape.

Abstract: A stabilizer bushing installed on a stabilizer bar is made of two divided parts of rubber or the like to prevent or decrease generation of a gap in a bonding surface. The stabilizer bushing installed on an outer periphery of the stabilizer bar by adhesion includes divided rubber bushings of an upper rubber bushing and a lower rubber bushing. Before adhesion, both end portions of the upper and lower rubber bushings, respectively, in a circumferential direction are tapered so that an overlapping amount between the upper and lower rubber bushings increases toward the outer periphery side of the bushings. After adhesion, a bonding surface is bonded by pressure.

Abstract: A semi-finished product (31) includes a first curved portion on one end of a plate-shaped bridge portion (33), and a second curved portion (37) on the other end of the bridge portion (33). The second curved portion (37) includes at the end a second lock portion (51) to lock with a first lock portion (41). The bridge portion (33) and the inner circumferential surfaces of the first and second curved portions (35, 37) are pressure-contacted and caulked on the outer circumferential surface of the stabilizer bar (11) by first and second dies (61, 62). At least one of the inner circumferential surfaces (31c) of the first and second curved portions (35, 37) and the outer circumferential surface of the stabilizer bar opposed to the inner surfaces (31c) is formed with an anti-slippage portion (38). The inner circumferential surfaces (31c) of the first and second curved portions (35, 37) and the outer circumferential surface of the stabilizer bar (11) have an anti-slippage material (Co) therebetween.

Abstract: The twist axle assembly includes a twist beam which is made of a single integral piece, extends along a length between opposite ends and the twist beam has an open cross-sectional shape between the ends. The twist beam is stamped into a U-shape with a middle section that extends in a first direction between a pair of trailing arm sections. The trailing arm sections extend at least partially in a second direction that is generally transverse to the first direction to reduce twisting stresses within the trailing arm portions during operation of the twist axle assembly.

Abstract: A vehicle-body front structure includes a tower portion comprising a pole portion which extends substantially vertically and a tower top portion which is positioned at an upper portion of the pole portion and projects from the pole portion longitudinally along a front side frame, constituting attachment portions of an upper arm of a front-wheel suspension. A stabilizer-support pedestal for supporting a stabilizer is provided to be connected to the pole portion and the tower top portion. Thus, the pole portion of the sub frame can be properly reinforced by using the stabilizer-support pedestal, so that the rigidity of the upper portion of the pole portion can be properly increased.

Abstract: A torsion beam for an anti-roll bar of a motor vehicle is provided having a main body which is produced from a carbon fiber material, and at least one non-metallic bearing layer which is applied on the main body in order to form one sliding bearing side of an anti-roll bar bearing. As a result of the protection of the main body provided by the bearing layer against abrasive wear in the anti-roll bar bearing, the main body can be produced from the carbon fiber material, with the result that a lightweight and durable anti-roll bar for driving stability of a motor vehicle is made possible.

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

Abstract: An axle bracket for a front axle or rear axle of a motor vehicle includes two side members and at least one cross member interconnecting the side members and having at least one attachment point for attachment of a drive component, wherein during travel an operating force can be introduced from the drive component via the attachment point to the cross member. The cross member is constructed as a hollow profile of downwardly open U-shaped configuration to define a hollow space bounded by an upper top wall and two sidewalls depending downwards from the top wall. The cross member has a bearing site configured for securement of a stiffening element such that the stiffening element is arranged, at least in part, in the hollow space of the cross member, for increasing a strength of the cross member.

Abstract: A tubular twist beam comprises a tubular body 20 including a U-shaped groove 22, tubular end sections 28, and transition sections 26 therebetween. The width w of the U-shaped groove 22 decreases continuously from each transition section 26 to a center point C of the tubular body 20 and is narrowest at the center point C to shift stress from the transition sections 26 to an area around the center point C. The tubular body 20 also includes depressions 24 along side walls 38 of each transition section 26 to direct stress to the underside of the U-shaped groove 22 and further balance the stress levels along the length of the tubular body 20. Thus, the tubular body 20 can be formed with a reduced thickness t and thus a reduced weight without sacrificing performance.

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

Abstract: A suspension assembly includes a pair of frame brackets adapted to couple to a vehicle frame, an axle assembly, a torsional member having reliefs located proximate each end thereof, and a pair of trailing arms each operably coupled to the axle assembly, and pivotably coupled to one of the frame brackets by an associated bushing assembly, wherein each bushing assembly includes a pin member and a flexibly resilient bushing member extending about at least a portion of the pin member, and wherein the pin member of each bushing assembly extends into one of the reliefs of the torsional member, and wherein each pin member is secured to one of the frame brackets.

Abstract: The invention relates to a bodywork of a motor vehicle comprising side members and a rear axle construction which is connected to the bodywork, the rear axle construction having means for attaching the rear axle construction to the bodywork and having a suspension, and the rear axle construction being configured as a torsion-beam axle or as a multi-link axle. The object to provide a generic bodywork of a motor vehicle with a rear axle construction which allows, in a financially favorable manner, a modular rear axle concept, i.e. the selective use of a torsion-beam axle or of a multi-link axle is achieved in that the bodywork has means for receiving the attachment means of a torsion-beam axle and of a multi-link axle and has means for receiving the attachment means and the suspension of a torsion-beam axle and of a multi-link axle.

Abstract: A method of press-forming a tubular part having a cross section of an irregular shape crushes a steel tube between an upper die and a lower die in order to form a V-shaped cross section. When the curvature radius of a tip of the upper die is defined as R1, the curvature radius of a bottom portion of the lower die corresponding to the tip of the upper die is defined as R2, and the wall thickness of the steel tube is defined as t; R1, R2, and t satisfy R1+2t=R2 and 1.5t?R1?3t.

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

Abstract: An axle actuator for a wheel suspension of a motor vehicle includes an output lever, a torsion bar spring acting on a wheel side upon the output lever, and a rotary actuator adapted to adjust a tension of the torsion bar spring. A coupler links the output lever to a wheel guide element of the wheel suspension and is configured as a spring with defined spring rate and connected by joints with the output lever and the wheel guide element.

Abstract: A torsion axle assembly for a rear suspension of a vehicle is provided. The torsion axle assembly includes a torsion axle cross beam, a first trailing arm, a second trailing arm, and a connection node component. The torsion axle cross beam has a first end and a second end. Each of the first trailing arm and the second trailing arm has a first end coupled with the vehicle frame and a second end configured to support a rear wheel of the vehicle. The connection node component is formed as a single unitary piece and is configured to couple the torsion axle cross beam, one of the first and second trailing arms, and a rear wheel hub.

Abstract: A height adjusting mechanism for changing the height of a load supporting portion of a trailer. An axle is rotatably connected to a trailer frame of the trailer for rotation between a towing position and a loading position. The axle has a first portion and a pair of axle shafts that are resiliently mounted with respect to the first portion for rotation over a limited angular range of motion and are biased toward a neutral position. A pair of opposed pivot arms are rotatable in response to rotation of the axle between the towing position and the loading position. The pivot arms are rotatable with the axle shaft of the axle in response to rotation of the axle shaft with respect to the central portion of the axle.

Abstract: A torsion bar spring arrangement for a wheel suspension of a motor vehicle includes an actuator arranged on a vehicle body or on a subframe and constructed to variably pre-tension the torsion bar spring arrangement, a coaxial first torsion bar spring having an output side that is connected by way of an output lever to a wheel suspension element of the wheel suspension, and a housing of the actuator supported on the vehicle body in at least one bearing location for movement in a circumferential direction and resiliently yieldingly supported on the vehicle body in the direction of torsional moments acting on the torsion bar spring by way of at least one spring element.

Abstract: A suspension system for a vehicle comprising at least one pair of axles with one axle of each pair disposed on each side of the vehicle, each axle having a shaft, an arm connected to the shaft's outer end projecting tangentially to a terminal end and located outside of the vehicle's frame, a spindle affixed to the terminal end of each arm and adapted to engage a wheel; a rotational attachment means for affixing each axle to the underside and for allowing it to rotate, at least one axle retainer adapted to prevent lateral movement of each axle; a torsion means for resisting rotation of each axle in response to a load supported by each axle; and at least one limiter to limit rotation of each axle relative to the frame, whereby, application of a load biases the axle against the torsion means supporting the frame and absorbing shocks.

Abstract: A wheel suspension device for a motor vehicle is provided. The wheel suspension device includes a wheel guiding device which is provided for connection to the motor vehicle and to a wheel. The wheel suspension device has a spring device, in one example, a leaf spring device, which at a first coupling point is connected to a coupling device in an articulated manner. The coupling device is connected to the wheel guiding device at a second coupling point in an articulated manner, and a coupling device axis is defined by a straight line through the first and through the second coupling point.

Abstract: A torsion beam for a suspension in a vehicle and a body member defining an outer shape is made of carbon fiber reinforcing plastic that is an advanced composite, so the weight can be reduced, and thus the torsion beam can be used for environment-friendly vehicles.

Abstract: A suspension assembly for a vehicle including an elongated central torsion axle shaft of a rubber torsion axle assembly, a torsion axle shaft pivot point about which the torsion axle shaft pivots, a spring and an elongated spindle swing arm. The spring has a first end and a second end and the first end of the spring is connected to a fixed point relative to a vehicle frame. The spindle swing arm has a second end with the first end connected to the torsion axle shaft with the second end of the spindle swing arm connected to the second end of the spring. The spring can set the torsion axle shaft to a predetermined position, such as at or near a no-load position, when only static forces are present. This provides for a torsion axle with a greater range of movement and significantly improves its lifespan.

Abstract: A suspension system for use with a vehicle including an axle tube, an internal tube and a locking structure. The axle tube is adapted to be attached to the vehicle. The internal tube assembly has an inner member with a first end and a second end. A locking structure is formed integrally at the second end with the inner member. The locking structure has a locking shape that allows the internal tube assembly to be inserted into the axle tube when the locking structure is rotated to a non-operational position. The internal tube assembly is prevented from being removed from the axle tube when the internal tube assembly rotates between jounce and rebound positions when the suspension system is operational.

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

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

Abstract: A stabilizer bar or stabilizer link in fiber composite construction is of a monolithic construction without fiber interruption. The cross section geometry, the wall thickness, and the fiber orientation vary in axial direction and radial direction such that the requirements defined by the available construction space and the expected loads are fulfilled. The fiber orientation is adjusted axially and radially load-appropriately. The middle section of the stabilizer bar that is primarily torsion-loaded is reinforced with fibers oriented between +/?35° and +/?55° relative to the longitudinal axis and the end members that are primarily bending-loaded are reinforced with fibers oriented between +/?20° and +/?40° relative to the longitudinal axis. In the transitional areas between the middle section and the end members there are transitions between these fiber orientations relatively to the longitudinal axis.

Abstract: A multi-axle vehicle suspension system comprising a first torsion axle mounted to a first suspension pivot member, the first suspension pivot member pivotally coupled to a vehicle frame, a second torsion axle mounted to a second suspension pivot member, the second suspension pivot member pivotally coupled to the vehicle frame, a pivot member pivotally coupled to the vehicle frame, the first suspension pivot member pivotally coupled to the pivot member, and the second suspension pivot member pivotally coupled to the pivot member.

Abstract: It is an object to effectively enhance rigidity of a subframe installed to couple a pair of right and left wheel suspension members, with a simple structure, and allow a stabilizer to be adequately installed. A subframe (3) installed to couple a pair of right and left wheel suspension members (2) together comprises a cross member (31) provided with a lateral-link support portion (14, 18) supporting an end of the lateral link (5, 6), a pair of right and left side members (33) each extending from a respective one of opposite vehicle-widthwise outer ends of the cross member (31), in a vehicle longitudinal direction; and a pair of right and left reinforcing members (35) each reinforcing a coupling section between the lateral-link support portion (14, 18) of the cross member (31) or a vicinity thereof, and a respective one of the side members (33).

Abstract: A bush- and bracket-integrated stabilizer bar includes a stabilizer bar, a rubber bush attached to an outer periphery of the stabilizer bar, and a bracket configured to mount the stabilizer bar to a bottom of a vehicle body with the rubber bush intervened. The stabilizer bar has amine-based curable epoxy paint or amine-containing cationic paint and a surface treatment layer containing a halogen donor-based surface treatment agent on the paint. The rubber bush has a surface treatment layer containing a halogen donor-based surface treatment agent on an inner surface thereof. A thermosetting epoxy adhesive layer containing an amine-based or an organic hydrazide-based curing agent and a bisphenol type epoxy resin is formed between the stabilizer bar and the rubber bush.

Abstract: A twist beam is manufactured from a tube and has a shorter sectional perimeter in the “V” or “U” shape center section and a longer sectional perimeter at the beam ends. The present disclosure therefore proposes to use a tubular member having a predetermined length. The tubular member is deformed at the center section of the tube into a “V” or “U” shape and then expanded at both end portions. This structure is formed using a closed die internal pressure forming process such as hydro-forming or blow molding or the like. The ends of the tubular member may also have a substantially oval or rectangular section. The tubular member of the present disclosure may also be heat treated in the closed die internal forming process to achieve a higher material strength. In this manner, the twist beam of the present disclosure is optimized to used the smallest possible section along its entire length, thus has a substantially lower mass and can be manufactured using less material and therefore at a substantially lower cost.

Abstract: In one aspect, the invention is directed to a twist beam axle for a vehicle. The twist beam axle includes a twist beam and a reinforcement member. The twist beam has a longitudinal axis and has a generally concave cross-sectional shape. The reinforcement member extends longitudinally and is connected to the twist beam to form a longitudinally extending tubular form therewith. The twist beam has first and second side walls. At least one of the side walls extends outside of the tubular form. The tubular form has cross-sectional dimensions that are selected based on the vehicle on which the twist beam axle is to be used.

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

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

Abstract: A vehicle suspension assembly that includes a first control arm having a first end and a second end, wherein the first end of the first control arm is adapted to be pivotally coupled to a first frame member of a vehicle, and wherein the second end of the first control arm is adapted to be pivotally coupled to an axle of the vehicle. The vehicle suspension assembly also includes a second control arm having a first end and a second end, wherein the first end of the second control arm is adapted to be pivotally coupled to a second frame member of the vehicle, wherein the second end of the second control arm is adapted to be pivotally coupled to the axle of the vehicle. The vehicle suspension assembly also includes a rigid first torsional member coupled to the first control arm along a length of the first control arm, and coupled to the second control arm along a length of the second control arm.

Abstract: An axle actuator for a wheel suspension of a motor vehicle includes an output lever, a torsion bar spring acting on a wheel side upon the output lever, and a rotary actuator adapted to adjust a tension of the torsion bar spring. A coupler links the output lever to a wheel guide element of the wheel suspension and is configured as a spring with defined spring rate and connected by joints with the output lever and the wheel guide element.

Abstract: To provide a toe correct bush having excellent durability and a novel structure, the toe correct bush effectively achieving improvement in running stability during steering with a toe correction function and improvement in straight line performance with an intermediate restraining plate. A first intermediate restraining member is provided between opposing surfaces of an inner inclined portion and an outer inclined portion and is fixed to a compression rubber, the first intermediate restraining member spreading and being isolated from the opposing surfaces of the inner inclined portion and the outer inclined portion. A second intermediate restraining member is provided independent from the first intermediate restraining member between opposing surfaces of an inner flange and an outer flange and is fixed to a connecting rubber, the second intermediate restraining member spreading and being isolated from the opposing surfaces of the inner flange and the outer flange.

Abstract: A method enhances fatigue strength of ear portions which are high fatigue risk parts in a torsion beam almost without bringing about disadvantages in terms of productivity and cost. A torsion beam is formed with a portion of the tubular body into an approximately U-shape in cross section by crushing the portion of the tubular body in the radial direction and, thereafter, due to bending with a bottom line set as a belly side of bending, a bending strain of 2 to 6% in the tube longitudinal direction on a tensile side is imparted to the ear portions.

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

Abstract: A coupled torsion beam axle (CTBA) apparatus may include a torsion beam, a trailing arm provided at both ends of the torsion beam, and a wheel mount bracket provided at an end of the trailing arm and being adapted to mount a rear wheel thereon, wherein a front end of the wheel mount bracket in a traveling direction of a vehicle may be hinge-connected to a front portion of the trailing arm with a rubber bush interposed therebetween, and a swing joint may be further provided between a rear end of the wheel mount bracket and a rear portion of the trailing arm and pivotally connects the rear end of the wheel mount bracket to a rear end of the trailing arm.

Abstract: A traverse strut for use in a twist beam axle assembly is provided. The traverse strut extends along a length and presents a central section; a pair of end sections; and a pair of intermediate sections between the central section and the respective end sections. At least a portion of the central section has a first wall thickness, at least a portion of each end section has a second wall thickness that is greater than the first wall thickness and at least a portion of each intermediate section has a third wall thickness that is greater than the second wall thickness. Additionally, at least two of the central, intermediate and end sections is work hardened. The transverse strut has improved performance and lower weight as compared to other known transverse struts.

Abstract: A vehicle suspension system includes a first trailing arm assembly and a second trailing assembly each including a mounting bracket adapted to be secured to a vehicle frame and a trailing arm member pivotably coupled to the associated mounting bracket and adapted to be operably coupled to an axle member, wherein the trailing arm members each include an aperture extending therein, wherein the aperture has a relatively constant cross-sectional configuration along a depth thereof. The vehicle suspension system further includes a torsional member extending between the first and second trailing arm members and frictionally secured within the apertures thereof, wherein the torsional member has a relatively constant cross-sectional configuration along a length thereof that is received within the apertures of the trailing arms.

Abstract: A stabilizer device having high reliability and light weight is provided. The stabilizer device has a stabilizer consisting of a torsion part and arm parts each extending from both ends of the torsion part and having an overall shape of a square bracket, a “]” shape, a bushing for fixing the stabilizer to an automobile body arranged at both ends of the torsion part, and a resin misalignment preventing member which has a contacting part contacting with the bushing, which is arranged neighboring the bushing, and which is integrally formed with the torsion part and covering all therearound in a predetermined range of axial direction of the torsion part.

Abstract: A component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

Abstract: Vehicle suspension having arms (6) and (7) for each wheel (14) and (15) respectively, each arm (6) having more than one sprung strut (18) and (19) of which two such struts each operates exclusively between two different arms. Each arm's rotational axis (28) and (38) respectively intersects a vertical longitudinal plane through the center of road contact with the wheel at a point (45) and (46) respectively on a straight lines (47) and (48) respectively between the center of contact with the road and a point at or near the anticipated center of gravity (49) of the suspended mass projected onto the plane. Preferably, the vehicle transmission avoids applying a moment about the arm's rotation axis, braking is attached to the arm and steering linkage is passed through or near the arm's axis of rotation.

Abstract: Provided is a tubular torsion beam for rear suspensions of vehicles, which is produced according to a more durable design capable of improving roll stiffness and roll strength of the tubular torsion beam. The tubular torsion beam is produced by pressure-forming a tubular steel member through hydroforming such that the tubular torsion beam has a cross-section varying along an entire length thereof, with opposite ends having a closed cross-section and mounted to respective trailing arms, a middle portion having a V-shaped open cross-section, and a transitional portion having a varying cross-section and connecting the middle portion to each of the opposite ends. During the process of manufacturing the tubular torsion beam, the opposite ends of the tubular steel member are fed using respective axial punches of a hydroforming machine, so that the opposite ends are thicker than the middle portion.

Abstract: A suspension system for use on off-road trailers may be an independent air suspension system that may provide ample wheel travel and stability to keep the wheels on the ground through rough and uneven terrain. Conventional suspension systems may lack adequate wheel travel, may bounce too much, or may not be soft enough. The suspension system of the present invention may use an air bag to normalize the suspension for varying weights of the trailer load, allowing proper suspension for both heavy and light loads.

Abstract: A preferred embodiment of the present invention includes a triple torsion axle system and kit with various features to help reduce or prevent damage that otherwise may occur with large loads. For example, each axle assembly includes larger diameter caps on the ends of each torsion bar to prevent the bar from pulling out of its outer tube during high side loads. In another example, the outer end of the torsion bar has a rounded surface that is fixed to a swing arm so as to better equalize the stress around the weld joint. Additionally, the triple torsion axle is configured such that when the vehicle is unloaded, the middle axle assembly supports more weight than the two adjacent axle assemblies. However, when the vehicle is loaded, all three axle assemblies provide similar support to the vehicle.

Abstract: A torsion system (20) comprising a housing (24) adapted to be secured to a structural portion of a vehicle. A shaft (23) has a core portion (32) accommodated in the housing (24) and defines concavities (34) in the core portion (32). The shaft (23) has a connector end (30) connected to a crank arm. The connector end (30) protrudes out of the housing (24). Elastomeric members (25,25?) are received in the concavities (34) of the shaft (23). The elastomeric members (25,25?) each have a geometry so as to at least partially fill the concavities (34) and contact an inner surface of the housing (24), whereby a rotation of the crank arm results in a deformation of the elastomeric members (25,25?).

Abstract: The present disclosure provides an elastomeric bushing assembly that includes a multi-piece inner metal component. The inner metal component is formed from a plurality of stamped components that when assembled form a hollow chamber in the center section of the inner metal component. Flat sections at opposite ends of the center section include folded over tabs which increase the strength of the flat sections.

Abstract: The rear suspension of a vehicle may include trailing arms connected by a torsion beam at both sides thereof, an in-wheel motor case attached to an outer lateral side of the trailing arm, a brake caliper fixed to the in-wheel motor case, a shock absorber having a lower end fixed to the in-wheel motor case, and a hub bearing fixed to an outer lateral side of the in-wheel motor case.