Abstract: A suspension system including a Chebyshev-Lambda (CL) mechanism, at least one linear motion mechanism and a spring-damper assembly, the CL mechanism including a suspension-arm, a support-arm and a first rotating-arm, an end of the rotating-arm being configured to be coupled with a reference frame at an anchoring-node, an operational-end of the suspension-arm being configured to be coupled with a suspended-mount at a first node, an end of the support-arm being configured to be coupled with the reference frame at a support-anchoring-node, the linear motion mechanism configured to be coupled with the reference frame via at least one anchoring node, an end of the linear motion mechanism being configured to be coupled with the suspended-mount at a second node, and the spring-damper assembly including at least one spring and at least one damper, wherein respective first and second ends of the spring and the damper are coupled between two points.

Abstract: This arm support structure is equipped with: a bracket on which base end section of an arm of a suspension device is positioned between a pair of facing walls which face one another at a distance in vehicle chassis front-rear direction; axial support members which axially support the base end section on the bracket, by being inserted into long holes formed to pass through facing walls and through-holes formed to pass through the base end section; eccentric plate members which are formed in a circular shape and capable of integrally rotating with axial support members, and have an engaging hole capable of engaging an axial support member formed to pass therethrough at a location offset in radial direction from the circular center thereof; and a plurality of contact parts which contact the circumferential edge of the eccentric plate members, and rotatably support the eccentric plate members.

Abstract: A suspension device for vehicles (a front suspension (10)) is disclosed in which, of connecting portions (23, 24) of a lower arm (20) and a tie rod (6) for connection to a knuckle (35), one of the connecting portions (24) which is close to the rear of the vehicle is offset inward in the vehicle width direction with respect to the other connecting portion (23) which is close to the front of the vehicle, in the steering neutral state. The center (P2) of a lower end portion of a coil spring (60) is offset outward in the vehicle width direction and rearward in the vehicle's longitudinal direction with respect to the center (P1) of an upper end portion of the coil spring (60).

Abstract: A suspension assembly for a vehicle having a frame includes a control arm, knuckle, spring, damper, and control module. The control arm is pivotably coupled to the frame. The knuckle is coupled to the control arm and supports a wheel hub for rotation relative to the knuckle. The spring is mounted between the frame and the control arm or the knuckle. The damper has an adjustable damping force and includes a first end mounted to the frame and a second end mounted such that a change in caster angle of the knuckle extends or contracts the damper. The control module is in communication with the damper and configured to adjust a damping force of the damper based on an actual or predicted change in caster angle of the knuckle. The control module is configured to increase the damping force in a direction that resists a change in the caster angle.

Abstract: A utility cart includes a suspension having an integral suspension bracket having an attachment point for a lateral suspension link, holes through which U-bolts are passed to secure an axle of the utility cart to the bracket, and can include an opening into which a spring pin (e.g. a pin of a leaf spring) can be inserted. The suspension bracket can alternatively include a brake cable attachment feature. The suspension bracket can be cut from sheet stock of material, and stamped into final or near final form. In one embodiment a threaded nut can be attached to the attachment point for the lateral suspension link.

Abstract: A vehicle suspension may include a crank bar and first and second lateral links. The crank bar is mounted to an axle assembly and is rotatable relative to the axle assembly about a first axis. The first lateral link may include a first end rotatably coupled to a first bracket fixed to a chassis of the vehicle and a second end coupled to the crank bar for rotation about a second rotational axis. The second lateral link may include a third end rotatably coupled to a second bracket fixed to the chassis and a fourth end coupled to the crank bar for rotation about a third rotational axis. A straight line having an infinite length may intersect the first rotational axis and one of the second and third rotational axes does not intersect the other of the second and third rotational axes.

Abstract: An independent wheel suspension for the driven wheels of a vehicle is disclosed. The suspension includes a wheel carrier for rotatably supporting a wheel of the vehicle. The wheel carrier is connected to a torsion-resistant transverse link. The torsion-resistant transverse link is connected to the vehicle structure via two structure-side link bearings and to the wheel carrier via two wheel-carrier-side link bearings. The wheel carrier also is connected to two additional transverse links, each of the additional transverse links being connected to the vehicle structure and to the wheel carrier. The suspension also includes a carrier spring supported on the vehicle structure and on the wheel carrier, wherein the carrier spring is arranged in front of a wheel center axis and the at least two additional transverse links are arranged behind the wheel axis.

Abstract: A steering system for a vehicle, the vehicle defining a vertical direction, a forward direction and a reverse direction, the steering system including: an axle assembly defining a central axis comprising an axle and a bearing sleeve circumferentially surrounding the axle; a wheel assembly; and axle-to-wheel connection hardware set defining a caster axis with the caster angle being the angle between the caster axis and the vertical direction; and a caster angle adjustment assembly; wherein: the axle-to-wheel connection hardware mechanically connects the axle assembly to the wheel assembly so that the wheel assembly can rotate about the caster axis with respect to the axle assembly; and the caster angle adjustment assembly is structured, connected and/or located to actuate at least the axle-to-wheel connection hardware set to change the caster angle between at least a first angle and a second angle during operation of the vehicle.

Abstract: A land vehicle, according to various aspects of the present invention allows the driver to lean with a frame that supports the driver and that pivots on a base. Motion of the frame is coupled to the wheels to adjust a camber of the wheels. The wheels are coupled to the base that provides a reference for independent wheel suspension mechanisms. As a result, banking of the vehicle does not affect the suspension of the wheels. Hydraulic assistance to counteract the forces of the suspension systems is unnecessary.

Abstract: A rear wheel suspension device includes a knuckle configured to support a rear wheel, a trailing arm and upper arm and lower arm configured to link the knuckle to a vehicle body, and an actuator configured to drive the knuckle in the general width direction of the vehicle, so as to adjust the rear wheel camber angle and toe angle. The knuckle is linked to the suspension arms via linking portion enabling turning of the knuckle in a direction of changing the rear wheel camber angle and toe angle. A turning axis defined by the linking portion is tilted with respect to longitudinal direction of the vehicle such that the front portion thereof in the longitudinal direction of the vehicle is tilted outward in plan view, and is tilted upward in side view.

Abstract: A rear wheel suspension device includes a knuckle configured to support a rear wheel, a trailing arm configured to link the knuckle to a vehicle body, and an actuator configured to drive the knuckle in the general width direction of the vehicle, so as to adjust the rear wheel camber angle and toe angle. The knuckle is linked to the trailing arm via linking portions enabling turning of the knuckle in a direction of changing the rear wheel camber angle and toe angle. A turning axis defined by the linking portions is set so as to be tilted with respect to the longitudinal direction of the vehicle. Particularly, the turning axis defined by the linking portions is set so as to be tilted with respect to the longitudinal direction of the vehicle in side view.

Abstract: Modular suspension systems for customizing a stock automobile are presented including in any combination: a pair of asymmetrical control arm components having a control arm connection geometry sized to replace a pair of stock control arm components, where the pair of asymmetrical control arm components include at least additional control arm customization, and where the pair of asymmetrical control arm components are compatible with all other stock components of the stock automobile without modification of the stock components; a pair of spindle components having a spindle connection geometry sized to replace a pair of stock spindle components, where the pair of spindle components include at least additional spindle customization, and where the pair of spindle components are compatible with all other stock components of the stock automobile without modification of the stock components.

Abstract: The present invention includes a cam, an arm plate, and a slide plate, wherein the cam defines at least one opening, the arm plate defines at least one channel, and the slide plate defines at least one hole. The control arm length may be adjusted by rotation of the cam and fixedly securing the cam to the arm plate to the slide plate with a bolt and at least one bolt securing device.

Abstract: A race car four link bar to chassis remotely adjustable brackets for providing quick, efficient, and precise adjustment for trailing arms on a race car chassis. The race car four link bar to chassis remotely adjustable brackets generally includes adjustable brackets that include a pivoting load block (10), slotted bracket plates (20), a hemi joint carrier (30) and a lead screw (40).

Abstract: A land vehicle, according to various aspects of the present invention allows the driver to lean with a frame that supports the driver and that pivots on a base. Motion of the frame is coupled to the wheels to adjust a camber of the wheels. The wheels are coupled to the base that provides a reference for independent wheel suspension mechanisms. As a result, banking of the vehicle does not affect the suspension of the wheels. Hydraulic assistance to counteract the forces of the suspension systems is unnecessary.

Abstract: A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

Abstract: An active geometry control suspension system may include an active roll control unit having a guide rail formed along a predetermined distance in a front-rear direction from a rail seat inserted down from above a lower arm, sliders slidably fitting in the guide rail, a stabilizer link with one end pivotally coupled to the sliders, a pushrod with one end pivotally connected to the sliders, and an actuator having an operation bar, one end of which may be pivotally connected to the other end of the pushrod, the operating bar operating forward or backward, wherein the one end of the stabilizer link and the one end of the pushrod may be connected to the sliders through a double ball joint, and the other end of the pushrod and the one end of the operation bar may be connected through a ball joint.

Abstract: An actuator for a wheel guiding element of motor vehicle wheel suspensions, with a first, preferably electrically driven actuating drive which selectively changes the length of the wheel guiding element, in the actuator there being a compensation spring which counteracts the compressive forces acting on the wheel guiding element. According to the invention, the pretensioning force of the compensation spring can be changed by means of a second, preferably electrically driven actuating drive.

Abstract: The present invention is a device for adjusting the camber angle of a tire/wheel assembly of a vehicle. The device comprises a camber arm having a cage. The cage comprises a cavity and front and top walls. The top wall comprises first and second slots. The cage further comprising a cut-out extending along the front and top walls. The device further comprises a ball joint assembly adjustably engaged with the cage. The device further comprises a fastener for securing the upper clamping plate to the lower clamping plate of the ball joint assembly. The ball joint assembly is adjustably moved along the first and second slots of the cage from a first position where the outward portion of the ball joint housing is disposed outside of the cavity of the cage and a second position where the outward portion of the ball joint housing is disposed within the cavity.

Abstract: In an expansion actuator employing a screw feed mechanism, when a screw feed mechanism (60) formed from a male thread member (58) and a female thread member (59) that are screwed one into the other is driven by a motor (33) via a reduction gear (44), relative displacement between the male thread member (58) and the female thread member (59) in the direction of an axis (L) can be outputted as expansion and contraction due to relative movement of first and second housings (31, 32). Since the screw feed mechanism (60) is disposed so as to surround outer peripheries of the motor (33) and the reduction gear (44), which are disposed on the axis (L), compared with a case in which the motor (33), the reduction gear (44), and the screw feed mechanism (60) are disposed in series on the axis (L), it is possible to make the dimension of the expansion actuator (14) in the axis (L) direction smaller.

Abstract: A driving device for adjusting an orientation of a wheel attached to a vehicle body includes: a driving unit; a lifting shaft extending along a first axis and capable of moving axially when driven by the driving unit; a suspension arm extending along a transverse direction intersecting the first axis, and having one end adapted for connection with the wheel and another end disposed in proximity to the lifting shaft; and a cam unit including at least one roller connected to one of the lifting shaft and the suspension arm, and an inclined cam face provided on the other one of the lifting shaft and the suspension arm. The roller and the inclined cam face interact with each other such that the suspension arm moves along the transverse direction.

Abstract: A wheel suspension for the rear wheels of a motor vehicle is created, with three links being provided in an upper link plane, and with a foremost link as viewed in the direction of travel being provided as a track rod and the two further links being provided as separate individual links at both sides of a vertical wheel central transverse plane. A triangular link is arranged in the lower link plane, which triangular link holds a spiral or air spring and a damper strut spaced apart from one another. By corresponding pole formations defined by the links, elastokinematic or imaginary pivot axes are formed, which permits an elastokinematic adjustment of the wheel in a toe-in sense under the influence of braking forces, side forces and load shift forces. The wheel suspension is also configured such that an elastokinematic adjustment of the wheel in a toe-out sense is obtained in the event of wheel loads and drive forces.

Abstract: A rod end mounting bushing for use in a connection assembly is disclosed. The rod end mounting bushing has a generally cylindrical body with a longitudinal axis line extending through the body and opposite end faces wherein each end face has a defining geometric plane. Each geometric plane is constructed and arranged at an angle of incline relative to the longitudinal axis line of the generally cylindrical body. The body defines a through aperture which extends from one end face to the opposite end face. This through aperture has a longitudinal axis line which is substantially perpendicular to at least one of the end faces.

Abstract: A device for adjusting camber angle of a vehicle tire/wheel assembly, comprising a camber arm having first and second arms and a cage. The cage comprises a cavity, top and front walls, sidewalls, and a cut-out, the first and second arms connected to the sidewalls. The device further comprises a ball joint assembly adjustably engaged with the cage, and comprising a housing and a lower clamping plate. The device further comprises an upper clamping plate, the upper and lower clamping plates bolted to the cage top wall. The ball joint assembly moveable from a first position where an outward portion of the ball joint housing is disposed outside of the cage cavity, and a second position where the outward portion of the ball joint housing is disposed within the cage cavity.

Abstract: A suspension device (1) for suspending a wheel (2) with respect to the body (8) of a vehicle. The device allows a substantially vertical suspension movement and allows the wheel carrier (3) to move in terms of camber with respect to the body of the vehicle. The device comprises a slide (5) and a lower arm. The slide comprises an upper part (52) and a lower part (51) which can move one with respect to the other, the upper part being connected to the body and the lower part being connected to the wheel carrier. The device further comprises a rocker (4) articulated in the camber plane, on the one hand, to the lower arm and, on the other hand, via a link (7) to the wheel carrier, the rocker further being articulated in the camber plane to the lower part of the slide.

Abstract: A telescopic actuator is adapted to be used on a right side or a left side of a body. The telescopic actuator includes a housing having a cylindrical shape and formed with an opening portion, an output rod supported inside the housing so as to be protrudable and retractable with respect to the housing, and a stroke sensor comprising a detectable portion provided on the output rod so as to be movable inside the opening portion of the housing and a detecting portion provided on the housing so as to face the detectable portion. A direction in which the detectable portion is eccentrically disposed with respect to a vertical plane including an axial line of the output rod is different depending on whether the telescopic actuator is used on the right side or on the left side of the body.

Abstract: A telescopic actuator includes a housing, an output rod which is slidable in an axial direction with respect to the housing, at least two slide bearings via which the output rod is supported by the housing, and a stopper disposed between the two slide bearings. The stopper regulates a moving end position of the output rod.

Abstract: A support system (3,5,54,55) designed to connect a wheel (2) to suspension elements (4,41,74,75,76) of an automobile, the support system including a cambering device that confers upon the wheel carrier (3) a degree of camber freedom relative to the suspension elements, the cambering device including a triple hinge (5), the triple hinge including three essentially longitudinal axes, the triple hinge including two flanges (52, 53) and two levers (54, 55), each of the levers being respectively attached to one of the two flanges. The levers are connected on the one hand to the wheel carrier (3) and on the other hand to the suspension elements. The camber movement of the wheel carrier takes place around an instantaneous centre of rotation (CIR r/s), a lateral distance “dl” separating the transverse position of the instantaneous centre of rotation (CIR r/s) from the transverse position of the wheel base (BR).

Abstract: The present invention is a device for adjusting the camber angle of a tire/wheel assembly of a vehicle. In one embodiment, the device comprises a camber arm having first and second arms and a cage. The cage comprises a cavity, a top wall, a front wall, and first and second sidewalls. The first and second arms are connected to the first and second sidewalls of the cage, respectively. The top wall comprises an outside surface, an inside surface, and first and second slot portions. The cage further comprising a cut-out extending along the front and top walls. The device further comprises a ball joint assembly adjustably engaged with the cage. The ball joint assembly comprises a ball joint housing and a lower clamping plate. The ball joint housing has an outward portion and an inward portion.

Abstract: A suspension system including a vehicle chassis and an axle assembly. The axle assembly includes at least one axle positionable substantially perpendicular to the longitudinal axis. Two trailing arms are each supported relative to the vehicle chassis and pivotally coupled with the axle assembly. The suspension system also includes at least one pivotal link. A first pivotal connection pivotally secures the pivotal link relative to the chassis and defines a first pivot axis and a second pivotal connection couples the pivotal link to a trailing arm and defines a second pivot axis. An adjustment mechanism is engaged with the pivotal link wherein movement of the adjustment mechanism repositions the pivotal link about the first pivot axis. Pivotal movement of the pivotal link about the first pivot axis longitudinally repositions the second pivot axis and thereby adjusts an angular position of the axle relative to the longitudinal axis.

Abstract: Apparatus for adjusting the caster of the steering wheels of an all terrain vehicle. An eccentric threaded stud support is adjustively rotatable to position the eccentrically retained stud at a plurality of caster angle defining orientations extending from zero caster negatively or positively. Perceptible indicia identifies each caster incremental location.

Abstract: The present invention includes a ball joint assembly having a first stud extending upward from a ball joint housing and a second stud extending from the ball joint housing opposite the first stud. The ball joint assembly is adapted to adjustably connect with a control arm through a slotted connection. The rotational position of the second stud of the ball joint assembly relative to the control arm as well as the linear position of the first stud of the ball joint assembly within the slot can be adjusted to affect the camber and/or caster angles for wheel alignment on motor vehicles.

Abstract: A symmetrical tie rod arm is disclosed that can be used on either side of a vehicle to eliminate the need for two separate tie rod arms.

Abstract: A control arm (12) is provided especially for the wheel suspension of a motor vehicle. The control arm (12) includes at least two connection points (13, 14, 15) for the pivotingly movable connection of the control arm 12 to a body structure and to a wheel guide component as well as a strut arrangement, which connects the connection points. The control arm strut arrangement is composed of at least two strut parts (17, 18, 19), wherein the strut parts are designed as separate profiled parts with an essentially flat or open cross-sectional shape. This presents a modular system for the design and the manufacture of control arms of extensively any desired shape for axle systems and wheel suspensions of motor vehicles. Relatively no appreciable tool costs are incurred for generating variants of control arms or new control arm structural shapes.

Abstract: The front wheel suspension assemblies of an ATV are configured with translation assemblies aligned along a translation axis generally parallel with the vehicle axis. These translation mechanisms are engaged by pivotal follower assemblies attached to a ball joint which are moveable along the translation axis either by the pivoting action of the suspension control arms or by a motor driven system.

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 swinging hub is disclosed for adjusting the camber of at least one wheel mounted for rotation about one of a two oppositely extending axles via a camber adjustment mechanism including an actuator coupled to the at least one axle.

Abstract: A suspension assembly for a vehicle wheel is provided with a hub assembly for supporting a wheel for rotation. A first control arm is pivotally connected to the hub assembly and a chassis of the vehicle. An actuator is connected to the chassis and the hub assembly for translating the hub assembly relative to the chassis. A linkage is connected to the chassis and the hub assembly proximate to the actuator for reducing transverse loads and torques applied to the actuator.

Abstract: A wheel support system (3, 5, 6) designed to connect a wheel to suspension elements (4) of a vehicle. The wheel support system includes a curved slide (6) or two levers (54, 55) which confer upon the wheel carrier (3) a degree of camber freedom relative to the suspension elements (4), and a triple hinge (5, 51) that operates along three essentially longitudinal axes. The triple hinge (5, 51) is connected on the one hand to the wheel carrier (3) and on the other hand to the suspension elements (4).

Abstract: A support device connects a wheel to suspension elements of a vehicle, the wheel having a radius R?. The support device includes rods articulated at their lower ends to the suspension elements and at their upper ends to the wheel carrier so as to confer on the wheel a degree of camber freedom relative to the suspension elements. The camber movement takes place around an instantaneous center of rotation. The device is also configured in such manner that Y and Z are respectively the abscissa and ordinate of the instantaneous position of the instantaneous center of rotation in the camber plane, wherein such position, during a camber deflection from 0° to 1°, satisfies the following conditions: Y?0.125*R Z??0.0625*R Z?0.66225*Y+0.02028*R.

Abstract: A steering mechanism for a model vehicle is provided, having one or more steering actuators, a steering control arm pivotally mounted for rotation relative to a model vehicle chassis, the steering control arm being coupled directly to at least two tie rods, each tie rod controlling the steering of at least one wheel of a vehicle, and each of the one or more steering actuators coupled to the steering control arm to rotate the control arm relative to the vehicle chassis.

Abstract: The invention concerns a method and a device for the adjustment of wheel camber in commercial vehicles, particularly wheeled construction plant used for earthworks, particularly on uneven ground. The camber angle is set inventively and automatically, by means of a camber cylinder and a wheel pivot unit, as a function of at least one of the driving parameters. For this purpose, the driving parameters, e.g. the axle swing angle, the steering lock angle, the lateral force on the vehicle wheels on the front axle and the absolute inclination of the construction plant are detected by sensors, the output signals of which are fed to an electronic control unit as input parameters. The camber angle sets itself as a function of the setting signal from the electronic control unit by means of a camber cylinder and a wheel pivot unit, in accordance with specified control strategies. As well as the self-setting wheel camber adjustment system, the camber cylinder is embodied so that it can still be operated manually.

Abstract: To achieve a low wheel spring rate at low wheel loads and a higher wheel spring rate at higher wheel loads, each wheel of a rear-wheel suspension is equipped with a torsion bar spring which cooperates by way of a pressure rod connected with the wheel carrier. An adjusting device is connected with the torsion bar spring to act upon an additional spring element which can take up a controlled elastic position or a blocked position.

Abstract: A McPherson strut system and double wishbone suspension system is adapted to provide adjustable camber of the suspended wheel responsive to steering of the vehicle. The upper member of a McPherson strut or the upper link of a double wishbone is provided with a slide permitting horizontally supported freedom of movement with respect to the chassis. By providing a link through the slide to the kingpin, camber adjustment responsive to steering motion is attained for McPherson and double wishbone suspensions. The camber adjusting apparatus for steered wheels of a vehicle has a wheel support for each steered wheel that rotatably mounts the wheel and is pivotable about a generally horizontal axis that is transverse to an axis of rotation of the wheel.

Abstract: A linear or longitudinal torsion axle where the torsion shaft extends parallel to the longitudinal extent of the vehicle to which the torsion axle is attached. The torsion axle includes two torsion assemblies with the torsion shaft extending into and being supported by both torsion assemblies. Each torsion assembly has a housing enclosing a plurality of resilient torsion rods spaced about the outside of the torsion shaft. The torsion shaft is fixed to a wishbone connector that is positioned between the two torsion assemblies. A wheel spindle is fixed to an outer end of the wishbone connector to accept a wheel and tire assembly.

Abstract: A dynamically acting variable camber suspension system (50) having a sensor (56), a controller (58), and camber adjusters (60) associated with each wheel (54) which is employing the VCSS (50) in a vehicle (52). The VCSS (50) detects lateral force acting upon the vehicle (52) when it is turning with the sensor (56), calculates the appropriate dynamic response with the controller (58), and uses the camber adjusters (60) to set negative camber for outside wheels (54) and positive camber for inside wheels (54) in a manner such that road contact points (70) of the wheels (54) are spaced to balance normal forces and footprints (74, 76) of the wheels (54) are equalized to maximize frictional forces.

Abstract: The amount of lean to be provided is determined by force sensors, the speed, and/or the angle of turn. Then the vehicle is leaned by actuators in the suspension in accordance with a predetermined protocol in an electronic control unit (ECU). The protocol also provides shock absorption by rapidly tracking a contour of a surface on which the vehicle rides. The suspension is provided by a plurality of arm assemblies each including a lower arm, an upper control arm, and an actuator motively connected to the lower arm and to the upper control arm. The arm assemblies are pivotally connected to the frame on a common axis. The arm assemblies generally form parallelograms and are actuated in concert to remain generally parallel to each other through a range of angles to adjust the lean of the vehicle. The arm assemblies are also actuated independently of each other to accommodate variations in the contour.

Abstract: A multi-stage torsion axle that has a first stage torsion assembly positioned within a second stage torsion assembly. The first stage torsion assembly has a square first stage shaft within a first elastomeric bushing. The second stage torsion assembly has a square tubular second stage shaft within a second elastomeric bushing, the second stage shaft fitting around the first stage torsion assembly. A hollow square tubular housing fits around the second stage assembly. The resilience of the first stage torsion assembly is less than the resilience of the second stage torsion assembly. A stop mechanism directly transfers torque from the first stage shaft to the second stage shaft when the first stage has rotated more than a predetermined amount relative to the second stage shaft.

Abstract: A four-link suspension system provides an almost infinite amount of adjustments to compensate for changing weather and road conditions. The suspension system includes a main support bracket with a plurality of holes formed therein and a plurality of links attached thereto. Each of the plurality of links has a plurality of holes formed therein for engaging a respective one of the plurality of holes formed in the main support bracket. The particular placement and combination of the holes in the main support bracket and each link, the size of each hole and slot, the shape of each link, the shape of the main support bracket, and the engagement of the links to the main support bracket permit the four-link suspension system to have hundreds of possible instant center (I/C) choices and locations. The assortment of configurations available allow the user to have an ideal four-link suspension system for any particular application.

Abstract: A zero roll suspension system for a vehicle that includes a vehicle frame and a wheel assembly has an axis of rotation. The present system preferably includes first and second crossing members, each of which has a first end and a second end. One of the first and second ends of each of the first and second crossing members is adapted to be mated to a portion of the wheel assembly. The other of the first and second ends of each of the first and second crossing members is adapted to be mated to the vehicle frame. The first and second crossing members are oriented so as to cross one another in superposition along a crossing axis while each crossing a longitudinal centerline of the vehicle.