ПОДВЕСКА КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА

... 1. Подвеска колеса транспортного средства, содержащая верхний и нижний рычаги, связанные посредством шарниров с одной стороны со ступицей колеса, а с другой стороны - с несущей частью кузова транспортного средства, пружину, размещенную между опорными чашками, одна из которых установлена на ступице колеса, и амортизатор, шарнирно связанный одним своим концом со ступицей колеса, отличающаяся тем, что она снабжена качающимся рычагом, связанным с возможностью поворота с несущей частью кузова, а пружина размещена коаксиально нижнему рычагу, при этом вторая опорная чашка пружины расположена на качающемся рычаге, с которым шарнирно связан другой конец амортизатора, а шарнирное соединение качающегося рычага с несущей частью кузова расположено между шарнирами крепления верхнего и нижнего рычагов к несущей части кузова. 2. Подвеска по п. 1, отличающаяся тем, что нижний рычаг образован приводным валом колеса, выполненного ведущим. 3. Подвеска по п.1, отличающаяся тем, что амортизатор расположен между ...

Независимая рессорная подвеска транспортного средства

Auxiliary frame for vehicle front suspension - makes use of three-cornered cross-member displaceable in relation to bearing bolt

The auxiliary frame (1) is for a vehicle suspension with a displaceably attached three-cornered cross member (2) for the front wheels (5) having leading bearings (3) spaced from rear bearings (4) with elastic bearings element (42). The rear bearings are so formed and dimensioned that the three cornered components are displaceable in relation to the rear bearing bolts (41) which are rigidly attached to the auxiliary frame and/or the vehicle bodywork. USE/ADVNATAGE - Method of improving the deformation behaviour of the front section of a vehicle structure without adversely affecting the running dynamics.

Aktives Fahrwerksystem eines Fahrzeugs

Radaufhängungsanordnung

Radaufhängungsanordnung (R) einer Achsanordnung (A) eines Fahrzeugs, die ein Dämpferbein (2) und ein Domlager (1) umfasst. Die Radaufhängungsanordnung (R) umfasst ein biegesteifes Achsversatzelement (13), welches derart zwischen dem Dämpferbein (2) und dem Domlager (1) angeordnet ist, dass zwischen einer Drehachse (12) des Domlagers (1) und einer längsgerichteten Achse (11) des Dämpferbeins (2) ein Achsversatz auftritt. Das Dämpferbein (2) ist an einer einer Radmitte (P) eines Rades (9) der Achsanordnung (A) zugewandten Seite des Achsversatzelements (13) mit dem Achsversatzelement (13) verbunden. Das Domlager (1) ist an einer einer Radmitte (P) eines Rades (9) der Achsanordnung (A) abgewandten Seite des Achsversatzelements (13) mit dem Achsversatzelement (13) verbunden.

Abfederung von spurveraendernden Schwinghalbachsen, insbesondere Pendelhalbachsen von Kraftfahrzeugen

A RESILIENTLY COMPLIANT SWIVEL BEARING FOR VEHICLE PARTS

RESILIENTLY COMPLIANT SWIVEL BEARING

A resiliently compliant swivel bearing for vehicle parts has an elastomeric spring element 14 bonded between an inner and an outer bearing element 12, 11, into which springing element 14 two diametrically opposite, elongate recesses 16, 18 passing axially through the space between the two bearing elements 11, 12 are moulded. Two radial webs 20, 22 remaining due to these recesses assume the support of high forces, the maximum radial resilience made possible by the recesses being selected so that the radial webs 20, 22 are not overloaded as regards shear stress. In order to impart a radial resilience which is greater than the maximum possible radial deflection of the inner bearing element 12 relative to the outer bearing element 11, the latter is connected in resiliently compliant fashion, in each case adjacent to one of the elongate recesses 16, 18 of the springing element 14, to a carrier element 36 which can be secured on a vehicle part. Such connection may be effected by rubber members ...

Vehicle suspension system

A suspension system for controlling the relative displacement between a pair of laterally opposed ground engaging components of a vehicle and the frame of the vehicle is disclosed herein. Each of the ground engaging components is individually fixed to the frame by a frame connecting component. The frame connecting component is hingedly mounted to the frame so as to allow a relative pivotal movement between each of the frame connecting components and the frame. The suspension system includes a first suspension member pivotally mounted to the frame to pivot about a first suspension member pivotal axis. The suspension system also including a second suspension member pivotally mounted to the first suspension member to pivot relatively to the first suspension member about along a second suspension member pivotal axis perpendicular to the first suspension member pivotal axis. lThe suspension system further includes a biasing mechanism mounted both to the frame and to the second suspension member ...

Vehicle suspension system

SUSPENSION ARM ASSEMBLY FOR SUPPORTING AUTOMOBILE WHEEL

Strut assembly

A vehicle suspension

SYSTEM FOR THE PREVENTION VEHICLE EQUIPPED BY QUERUND PITCH ATTITUDE FOR USE IN A VEHICLE AND WITH SUCH A SYSTEM

WHEEL FOR A MOTOR VEHICLE OR TOWED VEHICLE AND VEHICULE FITTED WITH SAID WHEEL

Wheel suspension system

HEAVY-DUTY TRAILER WITH MACPHERSON INDEPENDENT WHEEL SUSPENSION

The invention relates to a heavy-duty trailer (10) in which at least one of the wheels (12) has a MacPherson independent wheel suspension (16). The wheel (12) can be a steered wheel, wherein the steering cylinders (94) of the steering device (40) enclose an angle (a) with the longitudinal direction (L) of the trailer. The transverse control arms (30l, 30r) can also be articulated onto the trailer frame at least in the longitudinal centre plane (E) of the trailer (10).

Dispositif de suspension pour véhicules routiers.

Dispositif de fixation d'une roue de véhicule automobile au châssis de ce véhicule.

Fahrgestell mit Doppelbereifung, insbesondere für Anhängefahrzeuge.

Vorrichtung zur Aufhängung eines Rades an einem Fahrzeug

Verfahren zur Erzeugung von Schwefel enthaltendem Gold, das zur Herstellung von mit auflegierten Kontaktelektroden versehenen Halbleiteranordnungen mit einem im wesentlichen einkristallinen Halbleiterkörper dient

Einzelradaufhängung an Fahrzeugen mit elastischer Radführung in Fahrzeugquer- und Längsachse

Nose gear for radio controlled model automobile.

L’invention concerne un train avant pour voiture modèle réduit radiocommandée comprenant: un dispositif de support destiné à être fixé au châssis de la voiture; une paire de triangles supérieurs (1), chaque triangle supérieur (1) portant, côté roue, une première articulation rotule, et côté châssis, une fixation les immobilisant sur le dispositif de support; une paire de triangles inférieurs (2), chaque triangle inférieur (2) portant, côté roue, une deuxième articulation rotule, côté châssis avant, une troisième articulation rotule, et côté châssis arrière, une quatrième articulation rotule; une paire de ressorts hélicoïdaux (4); deux porte-fusées de direction; deux axes de pivotement traversant successivement, de haut en bas, une desdites boules de rotule de la première articulation rotule, un desdits ressorts hélicoïdaux (4), une desdits porte-fusées de direction et une desdites boules de rotule de la deuxième articulation rotule; Le train avant est caractérisé: en ce que les centres ...

Suspension for motor vehicle wheels

Elastic articulation and motor vehicle suspension equipped with such an articulation

SUSPENSION ARM ANTI-PERCUSSION

Device of axle with independent wheels

TRAIN HAS INDEPENDENT PIVOT

DEVICE FOR TRANSMITTING MOTOR VEHICLE

Independent suspension for motor vehicles and similar

UNIT FORMING SUSPENSION ARM TO SUPPORT a NOSE GEAR WHEEL CAR

VEHICLE PROVIDED WITH WHEEL SUSPENSION AND MOUNTING MEANS

SUSPENSION AMELIOREE FOR TERRESTRIAL VEHICLE

Cette suspension, pour véhicule terrestre pourvu d'un châssis et de roues indépendantes, comporte, pour au moins une roue (4), à la fois au moins un bras oscillant (12) articulé sur une fusée (8) de la roue et reliant la roue au châssis (2), et des moyens de fixation dudit bras oscillant sur ladite roue et ledit châssis. Ces moyens de fixation comprennent, pour au moins un premier bras oscillant (12), deux barres (14, 16), une première extrémité de chaque barre étant articulée par rapport au châssis (2) et une seconde extrémité de chaque barre étant articulée sur le bras oscillant, et des moyens (34, 36) d'entratnement relatif en rotation desdites premières extrémités des barres (14, 16). De plus, d'une part l'écartement entre le châssis (2) et l'axe (22) d'articulation d'une première (14) des deux barres (14, 16) sur le bras oscillant (12), et d'autre part la position, le long du bras oscillant (12), de l'axe (28) d'articulation de la deuxième (16) desdites deux barres sur ledit bras oscillant ...

SUSPENSION ARM FOR A MOTOR VEHICLE

L'invention concerne un bras de suspension (1) pour véhicule automobile formé d'un bras (3), un élément de support (2) de rotule et des éléments de maintien (4) formant des points de fixation du bras (3) avec l'élément de support (2), dans lequel au moins deux plans (P1, P2) tangents à l'interface de fixation au niveau de deux éléments de maintien (4) sont distincts.

SUSPENSION ARM DE FOR MOTOR VEHICLE, TYPE BOOMERANG, PROCEEDED DEFABRICATION, PRESSING DIE AND VEHICLE CORRESPONDENTS

L'invention a pour objet un bras de suspension pour une roue d'un véhicule automobile, ledit bras étant défini notamment par un plan de torsion nulle et étant du type présentant une forme de boomerang dont l'une des extrémités (13) est destinée à être couplée à une roue, l'autre extrémité (12) et la partie médiane (111) du bras étant destinées à être montées à pivotement sur un berceau solidaire du châssis dudit véhicule, ledit bras présentant également des moyens d'accouplement (15) à au moins une barre anti-dévers (2) présentant une partie coudée (21) contournant une biellette de direction (3), caractérisé en ce qu'il comprend une cavité (16) s'étendant à partir du voisinage de ladite extrémité (12) montée à pivotement, jusqu'au voisinage des moyens d'accouplement (15) à ladite barre anti-dévers (2), ladite cavité (16) étant prévue pour loger au moins partiellement ladite partie coudée (21) sous ledit plan de torsion nulle lorsque ledit bras occupe une position rebond, et en ce qu'il ...

Wheel suspension device for motor vehicle, has suspension arm connected to support, carrying wheel hub, by horizontally oriented ball and socket joint connection whose tail section is formed in attachment that vertically extends support

Dispositif de suspension (10) d'une roue de véhicule automobile, comportant un premier support (12) dont une partie inférieure (18) est liée à un bras de suspension (20) qui est articulé en deux points (A, B) sur le châssis du véhicule, ce premier support (12) supportant un deuxième support (14) qui pivote autour d'un axe sensiblement vertical du premier support (12), et qui porte un moyeu de roue (16) du véhicule, caractérisé en ce que le bras de suspension (20) est lié au premier support (12) par l'intermédiaire d'une liaison rotule (30) orientée horizontalement.

CONNECTION SYSTEM FOR CONNECTING A DAMPING UNIT OF A MOTOR VEHICLE INSIDE A WHEEL SUSPENSION OF SAID VEHICLE

The invention relates to a connection system (1) for connecting a damper unit of a vehicle inside a wheel suspension of the vehicle, the connection system having: an upper attachment region (12,13) for attaching the damping unit, at least part of said region surrounding a receiving area for the damping unit and the receiving area extending around a first axis acting as the damping axis of the damping unit; a lower attachment region (14) for coupling to the wheel-side portion of the wheel suspension, said lower attachment region having, in particular, two mutually spaced lower sections with an attachment area therebetween and an intermediate region (9) which connects the upper attachment region to the lower attachment region. The main extension of the intermediate region corresponds to the direction of the first axis and the intermediate region allows the passage of a drive shaft of the vehicle. The connection system is made of an extruded part, the extrusion direction of which is the direction ...

WHEEL SUSPENSION SYSTEM

The present invention relates to a wheel suspension system for a vehicle or equivalent, said wheel suspension system comprising a wheel hub, respectively traction motor (2), mounted on axle beam (5), whereto the wheel (1) has been attached. The wheel hub, respectively traction motor (2), has been mounted on the axle beam (5) articulatedly, mainly by mediation of a longitudinal suspension pin (3) of a vehicle or equivalent, said suspension pin (3) being located essentially in the centreline of the wheel (1), in height direction at a space (1) below the central axis (A) of the wheel (1). The wheel (1) is in such case enabled, while adapting itself to the running base, to tilt freely around the suspension pin (3) irrespective of the tilting of the vehicle or equivalent and/or the axle beam (5).

POWER STEERING SYSTEM FOR VEHICLES

ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение относится к области транспортного машиностроения. Транспортное средство содержит раму, водительское и пассажирское сиденья, присоединенные к раме, узлы передней и задней подвески, присоединенные к раме, колеса, соединенные с узлами передней и задней подвесок, задний дифференциал и мотор. Каждый узел задней подвески содержит продольный рычаг, цапфу, штангу схождения, нижнюю и верхнюю штанги. Продольный рычаг имеет передний конец, присоединенный с возможностью поворота к раме. Цапфа присоединена с возможностью поворота к задней части продольного рычага. Нижняя и верхняя штанги имеют наружный конец, присоединенный с возможностью поворота к продольному рычагу, и внутренний конец, присоединенный с возможностью поворота к раме. Штанга схождения имеет наружный конец, присоединенный с возможностью поворота к цапфе, и внутренний конец, присоединенный с возможностью поворота к раме. Нижняя штанга, верхняя штанга и штанга схождения расположены полностью за осью заднего дифференциала. Достигается ...

ПОДВЕСКА КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА

Использование: в транспортном машиностроении, в частности, в конструкции независимой подвески колеса транспортного средства. Сущность: подвеска колеса снабжена качающимся рычагом, связанным с возможностью поворота с несущей частью кузова, а пружина размещена коаксиально нижнему рычагу, при этом вторая опорная чашка пружины расположена на качающемся рычаге, с которым шарнирно связан другой конец амортизатора, а шарнирное соединение качающегося рычага с несущей частью кузова расположено между шарнирами крепления верхнего и нижнего рычагов к несущей части кузова. 4 з.п. ф-лы, 4 ил.

Подвеска ведущих колес автомобиля

... 1. Подвеска колес автомобиля, включающая прикрепленные к подрамнику рычаги, упругие и амортизирующие элементы, а также редуктор главной передачи, соединенный с колесами посредством шарнирных валов, отличающаяся тем, что подрамник дополнен двумя диагональными балками, прикрепленными к несущей структуре автомобиля шарнирным узлом, расположенным вблизи центра базы, при этом подрамник снабжен принудительно отключаемыми замками для неподвижного крепления к несущей структуре автомобиля, диагональные балки подрамника установлены на опорных скобах, допускающих поворот подрамника относительно продольной оси любой из балок, и снабжены упругими элементами и ограничителем перемещения, а вал, приводящий редуктор главной передачи, соединен с раздаточной коробкой посредством шарнира равных угловых скоростей. 2. Подвеска по п.1, отличающаяся тем, что диагональные балки подрамника расположены под углом к горизонтали, при этом шарнирный узел находится выше поперечной части подрамника.. 3. Подвеска по пп.1 ...

Стойка рычажной подвески транспортного средства

Aufhängevorrichtung für Kraftfahrzeuge

Aufhängevorrichtung (1) für ein Kraftfahrzeug, umfassend: einen Aufhängungsrahmen (2), anbringbar an einer Kraftfahrzeug-Karosserie (20) in der Weise, dass er sich in dessen Breitenrichtung zu beiden Seiten erstreckt; ein Paar Aufhängungsarme (3), schwenkbar gelagert an den beiden Endabschnitten des Aufhängungsrahmens (2); ein Paar Radaufhängungen (10), die sich in der Einbaulage von den Aufhängungsarmen (3) ausgehend nach oben erstrecken; ein Paar Aufhängungsträger (14), jeweils in Form einer umgekehrten Schüssel mit einem unteren Abschnitt, der an der Kraftfahrzeug-Karosserie (20) zu befestigen ist, wobei die Aufhängungsträger (14) mit Deckenabschnitten (26) ausgestattet sind, an denen die oberen Enden der Radaufhängungen (10) fixiert sind; eine Strebestange (15), die sich zwischen den Aufhängungsträgern (14), mit diesen betrieblich verbunden, erstreckt, wobei die Strebestange (15) zwei Endabschnitte in Breitenrichtung der Kraftfahrzeug-Karosserie (20) aufweist, die an dem Deckenabschnitt ...

Wishbone for wheel suspension of e.g. motor car, has bar connecting bearing elements that are designed as loop-shaped portion in folding region of prepreg, where layers of bar are firmly connected with one another

The wishbone (1) has a bar (1.4) connecting bearing elements (1.1-1.3), where the wishbone is made of fiber reinforced plastic. The bar is formed as a double-or multi-layer bar by folding a fiber reinforced, planar prepreg. The bearing elements are designed as a loop-shaped portion in a folding region of the prepreg, which is made of thermoplastic or duroplastic material. Layers (1.43, 1.44) of the bar are firmly connected with one another. Seam-shaped recesses or projections (1.45) are formed in the bar. The reinforcement is formed from different fabric, fleece and fiber fabrics types. An independent claim is also included for a method for manufacturing a wishbone from fiber reinforced plastic.

RAD-AUFHÄNGUNGSSYSTEM

Suspension for steerable front wheel of vehicle - has attachment point of spring winding aligned with steering axis

The wheel suspension is for a road vehicle. The wheel-side spring winding end forming the wheel-side attachment point (11) is formed as a spherical support bearing. The structure-side spring winding end forming the structure-side attachment point (12) is formed by an horizontal squaring off aligned with the vehicle longitudinal axis. The structure-side winding end is connected to the vehicle body (4) via a damper (8). The two attachment points (11,12) are so aligned that the steering axis (15) runs approximately through the lower point (11). USE/ADVANTAGE - Vehicle wheel suspension achieves a comfortable and satisfactory response behaviour from the telescopic strut (5).

RAD EINES MOTORFAHRZEUGES ODER ANHÄNGERS UND EIN MIT DIESEM AUSGERÜSTETES FAHRZEUG.

BAUEINHEIT AUS EINEM HILFSRAHMEN UND SCHWENKBAR DARAN ANGELENKTEN RADFUEHRUNGSLENKERN.

The front wheel of a motor vehicle is mounted on a bracket (2) so that the wheel can swing about an axis inclined at a small angle to the vertical. The bracket is attached to an auxiliary frame (1) by two similar composite bushes of rubber and metal (3,4). One bush (4) has its axis vertically aligned and is first inserted into a socket at the end of one arm of the bracket. The arm is then inserted between two C-shaped or semicircular washers fitted in the auxiliary frame. The bracket is then swung about the axis of the first bush to bring the other bush (3) into line with its fixing point. The rotation of the bracket locks the first bush between the washers fitted to the auxiliary frame.

Improvements in and relating to a combined front suspension and steering device for a motor vehicle

... 842,551. Steering vehicles. SOC. D'ETUDES ET D'APPLICATIONS INDUSTRIELLES COMMERCIALES ET IMMOBILIERS INTER-TECHNIQUE. April 15, 1957 [April 19, 1956], No. 12190/57. Class 79(5). [Also in Group XXXII] A steering device comprises a rack and pinion mechanism 85, 87 in a housing 86 to which links 81 are attached by adjacent resilient joints 84. The rack is guided and any wear taken up by a guide 93 urged against the rack 85 by a spring 94. The links 81 are pivoted to arms 71 welded to the upper ends of tubes 12 of telescopic devices A. The stub axles of the steerable wheels R are rigid with the lower ends of the tubes 12 so that steering is effected by turning the tubes 12 about their axis XX. Each arm 71 has a split collar 72, Fig. 8, with a conical bore 73 which is eccentric to the bore in the arm. A spigot 74 of a ball 75 enclosed by a socket 77 attached to an arm 81 is held in the bore 73 by a nut 76. Turning of the spigot 74 in the bore 73 provides the adjustment for the relative position ...

Vehicle suspension system

RESILIENTLY COMPLAINT SWIVEL BEARING FOR VEHICLE PARTS

WHEEL SUSPENSION

RADAUFHAENGUNG FUER FAHRZEUGE

In a wheel suspension for vehicles, there is a link for the wheel suspension which can be pivoted counter to the force of a bar-shaped torsion element. The bar-shaped torsion element is directed transversely relative to the link and is held fixedly in terms of rotation at its end remote from the wheel. To reduce the production outlay and costs and to achieve a weight saving, the link (3) and the torsion element (4) are combined to form a constructional unit (2), a pivot bearing (5; 5a) being provided in the vertex region of this constructional unit (2). This pivot bearing (5; 5a) forms with the rotationally fixed mounting (6) the pivot axle of the constructional unit (2). ...

WHEEL SUSPENSION FOR VEHICLES

VEHICLE SUSPENSION SYSTEM

... ▓▓▓An articulating vehicle (10) includes a front axle (21) operatively connected ▓to a front frame (40) and a rear axle (21) is operatively connected to the ▓rear frame (30). A torsional joint (50) has an inner shaft member (51) ▓operatively connected to one of the frames and an outer hollow member (52) ▓operatively connected to the other of the frames. An elastomeric material (53) ▓is positioned between the inner member (51) and outer member (52). The elastic ▓material (53) connects the inner and outer members, whereby the frames may ▓rotate relative to each other along the longitudinal axis as the elastomeric ▓member (53) is compressed and resiliently resists rotation between the frames ▓(30 and 40). A torsional energy absorption suspension is provided for one of ▓the wheels. The suspension includes a torsional joint (50), a single A-frame ▓member (94). A lever arm (95) may also be utilized to vary the preload on the ▓torsional joint (50).▓ ...

UNCOUPLED STRUT SUSPENSION SYSTEM

HEAVY-DUTY TRAILER WITH MACPHERSON INDEPENDENT WHEEL SUSPENSION

The invention relates to a heavy-duty trailer (10) in which at least one of the wheels (12) has a MacPherson independent wheel suspension (16). The wheel (12) can be a steered wheel, wherein the steering cylinders (94) of the steering device (40) enclose an angle (a) with the longitudinal direction (L) of the trailer. The transverse control arms (30l, 30r) can also be articulated onto the trailer frame at least in the longitudinal centre plane (E) of the trailer (10).

Automobile suspension system capable of artfully guiding vibratory force

Fitting of the not suspended parts of the vehicles, in particular of the motor vehicles

Suspension of direct wheels for motor vehicles

Levier oscillant triangulaire pour suspensions de roues de vehicules automobiles

L'invention concerne un levier oscillant triangulaire pour des suspensions de roues de vehicules automobiles, qui s'appuie par l'intermediaire d'un ressort de support contre la carrosserie et se compose de deux bras inclines l'un par rapport, pourvus chacun d'articulations du cote de la carrosserie et dont l'un constitue un bras d'appui et est relie dans une zone proche de la roue, de facon articulee, a l'autre bras sur lequel est articule le support de roue. Le bras d'appui 4 porte le ressort 8 et, de facon decalee lateralement par rapport a la ligne de liaison (ligne d'action 7) entre ses articulations 2, 6 sur l'autre bras 3 et sur la carrosserie, s'appuie additionnellement de facon souple sur l'autre bras 3. Application aux voitures de tourisme.

Device for conditioning of parts i.e. suspension triangles of vehicle i.e. car, has swiveling supports mounted on intermediate structure to allow raising of supports, and set of fixed supports that is located on lower level of device

Le dispositif selon l'invention est constitué par une ossature fixe (1, 2, 3, 4), elle-même fixée sur un cadre (5) pour la prise en manutention du dispositif, et par une structure intermédiaire (6), qui est montée sur l'ossature et qui comporte des supports de pièces. Les supports de pièces comprennent, d'une part, des supports pivotants de pièces (7, 8, 9, 10) montés pivotants sur la structure intermédiaire (6) de façon à permettre le relèvement desdits supports pivotants avant le chargement de pièces (P) et l'abaissement de ces derniers après leur remplissage de pièces et, d'autre part, des supports fixes de pièces (14, 15) situés sur le niveau inférieur du dispositif. Dispositifs de conditionnement de pièces. Conditionnement et transport de triangles de suspension de véhicules automobiles.

THE RUNNING GEAR OF A VEHICLE

L'invention concerne un train de roues de véhicule, notamment automobile. L'invention est caractérisée en ce que la première cale (6) est élastiquement déformable selon une direction longitudinale par rapport au véhicule en présentant une raideur linéaire relativement faible et la deuxième cale (7) est également élastiquement déformable selon cette direction longitudinale et présente une raideur non linéaire en directions transversale et longitudinale allant en augmentant à partir de faibles sollicitations longitudinales jusqu'à de fortes sollicitations longitudinales appliquées au demi-train (1) correspondant, permettant au bras de suspension (4) de chaque demi-train (1) d'être mobile en translation selon la direction longitudinale et mobile en rotation autour d'un axe perpendiculaire aux directions longitudinale et transversale passant sur un point de pivot centré sur la première cale (6). L'invention trouve son application dans le domaine de l'industrie automobile.

LOWER ARM BUSH DEVICE OF A VEHICLE FOR VARYING DEFORMATION OF A BUSH ACCORDING TO STRAIGHT-FORWARD TRAVELING OR TURNING OF THE VEHICLE BY COMMUNICATING FLUID OF BOTH FLUID FILLED PARTS THROUGH A FLUID FLOW PIPE

PURPOSE: A lower arm bush device of a vehicle is provided to improve riding comfort by smoothing deformation of a bush in straight-forward traveling, to improve turning stability by minimizing deformation of the bush in turning, and to increase riding comfort by a quick vibration damping action of a buffer member. CONSTITUTION: A lower arm bush device of a vehicle is composed of front and rear bushes comprising outer pipes(31,41) integrated with a lower arm, inner pipes(32,42) installed in the outer pipe and fixed to a vehicle body, and buffer members(33,43) connecting the inner and outer pipes and having fluid-filled parts(33a,43a) filled with fluid(50) therein and a fluid flow pipe(60) of which both ends are connected to the fluid filled part of the front and rear bushes to flow the fluid through the buffer members of the front and rear bushes. © KIPO 2006 ...

ROAD-HOLDING CONNECTION COMPRISING A TYRE ASSEMBLY WITH EXTENDED MOBILITY AND SPECIFIC DAMPING CHARACTERISTICS

The invention relates to a road-holding connection comprising a PAX system (tyre 31, inner support ring 32, adapted wheel 33) and, in particular, a damper 81. According to the invention, the characteristic compression operating curve of the damper is such that the ratio between (i) the force at the wheel centre for a vertical speed at the wheel centre of 4 m/s and (ii) the force at the wheel centre for a vertical speed at the wheel centre of 2 m/s is greater than 2.

Independent wheel suspension for motor vehicles

An independent wheel suspension for motor vehicles, especially for steered vehicle wheels of passenger motor vehicles, which includes a shock absorber strut and a support arm connected thereat by way of a support joint. Additionally, an intermediate guide member connects the support arm and the shock absorber strut. A pivot axis between the universal joint on the side of the support arm and the support joint intersects the line of action of a vertical force engaging at the point of contact of the wheel. A connecting line between the universal joint of the support arm on the side of the body and the force line of action of a coil spring arranged on the support arm also extends through this point of intersection. The shock absorber strut is to be kept free of transverse forces by this construction.

Trailer suspension

A trailer suspension and chassis suspension for resisting deflection of tracking of a wheel and including at least one pair of Y-shaped wheel frames each of which has a wheel axle projecting from the joined ends of two diverging frame members, longitudinal pivots joining the other ends of the frame members to the chassis and a leaf spring between each Y-frame and the chassis and secured to the Y-frame, the leaf spring ends being in longitudinal slidable abutment with abutment means on the chassis.

FOUR-WHEEL OFF-ROAD VEHICLE HAVING AN ANTI-LOCK BRAKING SYSTEM ASSEMBLY

An off-road vehicle has two front wheels and two rear wheels, the rear wheels being connected to a spool gear driven by a motor. The vehicle also has a left front brake, a right front brake and a single rear brake. Speeds of left and right front wheels are respectively monitored by left and right front speed sensors. A single sensor monitors a common speed of left and right rear wheels. Two user actuated braking input devices, for example a hand lever and a foot lever, may be used independently or concurrently to provide a braking command. An anti-lock braking system may use speed measurements from the various speed sensors to control selective application of pressure on the left front brake, the right front brake and the rear brake. 1. An off-road vehicle comprising:a frame;a motor connected to the frame;a left front wheel connected to the frame via a left front suspension assembly;a right front wheel connected to the frame via a right front suspension assembly;a left rear wheel connected to the frame via a left rear suspension assembly;a right rear wheel connected to the frame via a right rear suspension assembly;a rear spool gear operatively connecting the motor to the left and right rear wheels;a left rear half shaft operatively connecting the left rear wheel to the rear spool gear;a right rear half shaft operatively connecting the right rear wheel to the rear spool gear;a left front brake assembly operatively connected to the left front wheel;a right front brake assembly operatively connected to the right front wheel;a left front speed sensor adapted for sensing a speed of the left front wheel;a right front speed sensor adapted for sensing a speed of the right front wheel;a single rear brake assembly operatively connected to the left and right rear wheels;a single rear speed sensor adapted for sensing a speed of the left and right rear wheels; anda first user actuated braking input device and a second user braking input device, each of the first and second ...

KNUCKLE AND BUSHING ASSEMBLY

A suspension coupling for use in a vehicle suspension system the suspension coupling including a knuckle and bushing assembly wherein the knuckle member is a cast aluminum piece having a passage for receiving a two-piece bushing having a formed, metal inner member and a molded, elastomeric outer member having extension members at each end. The bushing member is press-fit into the knuckle member and exhibits higher stiffness in the radial and axial directions and lower stiffness in the torsional and conical directions. 1. A bushing for a knuckle and bushing assembly for use in a suspension system of a vehicle , the bushing comprising:an axial passage extending from a first end of the bushing to a second end of the bushing in an x-direction,a metal inner member having a length in the x-direction and generally having axial symmetry, the length of the metal inner member having a first end region proximate the first end of the bushing and a second end region proximate the second end of the bushing, a central region proximate the middle of the length, a first narrow region between the first end region and the central region and a second narrow region between the second end region and the central region, wherein the first and second narrow regions have a thickness less than a thickness of the central region and less than a thickness of the first and second end regions;an elastomeric outer member over the metal inner member, wherein the elastomeric outer member covers substantially the entire length and is attached to substantially the entire length of the metal inner member, wherein the elastomeric outer member has first and second end regions, a central region covering the central region of the metal inner member, a first ear between the first end region and the central region of the elastomeric outer member, and a second ear between the second end region of the outer member, wherein the outer member has a first axial opening generally in the axial direction between the ...

Wheel suspension for a vehicle

The invention provides a wheel suspension for a vehicle, wherein both a right wheel and a left wheel are carried by a linkage having a first end section and a second end section. The first end section is connected to the vehicle on the opposite side of the vehicle in relation to the respective wheel, and the second end section is likewise connected to its respective wheel. The invention is particularly significant in that the linkages are substantially U-shaped. Each linkage has two legs which are mainly parallel and extend in a substantially transverse direction of the vehicle. The free ends of the linkages constitute the first end section. The linkages also have a closed section connecting the legs. This closed section constitutes the second end section, whereby an open space is defined between the legs of each linkage. At least one leg on one of the linkages extends into the open space between the legs of the other linkage.

Suspension device of a motor-vehicle wheel

A suspension device of a motor-vehicle wheel includes a support member of the wheel connected to a structure of the motor-vehicle by one or more suspension members and a brake disc connected in rotation with the motor-vehicle wheel. The device also includes a brake disc cover rigidly connected to the support member and at least partially surrounding the brake disc. The brake disc cover is formed in a single piece with said support member of the motor-vehicle wheel.

REAR SUSPENSION

PURPOSE: To achieve a greater operational stability during the cornering by arranging a ball joint in the first quadrant of the rectangular coordinate with the rear wheel center as reference as viwed from the left side of a body and rubber bushes in the fourth and the second or the third quadrants. CONSTITUTION: When a lateral force S works on the ground contact G, as a ball joint 4 is in the first quadrant, a rotary moment is generated in the toe-in direction about the axis L, a tire 1 is displaced to toe in. When a braking force B works on the ground contact G, the tire tends to toe in and at the same time, when an engine braking force E works on the wheel center W, the tire tends to be displaced counterclockwise about the axis M and as the tire is guided to be displaced inward at the front and outward at the rear depending on the tilting direction of buffer bushes 2 and 3, likewise, the tire is caused to toe in. With respect to a driving force K, which is external force right opposite ...

CAR BODY ASSEMBLY STRUCTURE FOR REAR CROSS MEMBER

PROBLEM TO BE SOLVED: To improve the supporting rigidity and durability by providing a longitudinal extension part fastened to a side member and a cross directional extension part fastened to a side seal inner. SOLUTION: A cross member bush is fitted on the periphery of a bolt so as to be interposed between a lower stopper 50 and the side member, and a bolt hole 90 for insertion of the bolt is provided at a central part of the lower stopper 50. A longitudinal extension part 58 of the lower stopper 50 is fastened to the side member 2 by bolts at two positions so as to reinforce the rigidity of a car body in the fore and aft direction. The longitudinal extension part 58 is provided with two bolt holes 80 for insertion of the bolts with the predetermined space in the cross direction. A cross directional extension part 60 of the lower stopper 50 is fastened to the side seal inner by bolts so as to reinforce the rigidity of the car body in the right and left direction, and the cross directional ...

КРЕПЕЖНАЯ СКОБА КУЛАКА И ПАРА КРЕПЁЖНЫХ СКОБ КУЛАКА

Группа изобретений относится к крепежной скобе кулака и паре крепежных скоб кулака. Крепежная скоба кулака содержит цилиндрический основной корпус крепежной скобы и пару захватывающих частей. Цилиндрический основной корпус выполнен с возможностью прикрепления посредством сварки к внешней периферии внешней трубки амортизатора. Пары захватывающих частей проходят вдоль осевого направления основного корпуса крепежной скобы и проходят вертикально во внешнем направлении от основного корпуса крепежной скобы с размещением напротив друг друга. Основной корпус крепежной скобы имеет вырезанную часть и сжимающую часть, которая выполнена с возможностью упора в определяющий ошибку сборки штырь устройства для предотвращения ошибки сборки, которое выполнено с возможностью определения типа крепежной скобы кулака. Сжимающая часть расположена вдоль осевого направления основного корпуса крепежной скобы в центре вырезанной части. Достигается предотвращение ошибок при сборке. 3 н. и 5 з.п. ф-лы, 9 ил.

Независимая рычажная подвеска транспортного средства

НЕЗАВИСИМАЯ РЫЧАЖНАЯ ПОДВЕСКА ТРАНСПОРТНОГО СРЕДСТВА по авт. св. № 304155, отличающаяся тем, что, с целью расширения функциональных возможностей путем изменения упругих нелинейных характеристик, она снабжена закрепленным шарнирно своей средней частью на раме транспортного средства коромыслом , один конец которого шарнирно соединен через элемент переменной длины с рамой, а другой - шарнирно с дополнительным рычагом, который выполнен с возможностью изменения длины. W. 3 (Л со 4 оо W /././ ...

Независимая подвеска колесного транспортного средства

RADAUFHAENGUNG FUER FAHRZEUGE, INSBESONDERE ANHAENGER

Als Fahrzeugabfederung dienende Achsanordnung

Unabhaengige Radaufhaengung mittels Kugelgelenkes fuer Kraftfahrzeuge

Radaufhängung für ein Geländefahrzeug

Eine Radaufhängung für ein Geländefahrzeug umfasst einen Querlenker (5, 6), wenigstens einen Gelenkbolzen (7, 8, 9, 10) und wenigstens einen an einem Fahrzeugrahmen festen Haltekopf (14) für den Gelenkbolzen (7, 8, 9, 10). Ein Haltekopf (16) des Querlenkers (5, 6) und der Haltekopf (14) des Fahrzeugrahmens greifen in axialer Richtung des Gelenkbolzens versetzt am Gelenkbolzen (7, 8, 9, 10) an. Ein elastisches Pufferelement (17, 23) ist zwischen dem Gelenkbolzen (7, 8, 9, 10) und einem der Halteköpfe (16) angebracht. Der Gelenkbolzen (7, 8, 9, 10) und der andere Haltekopf (14) sind durch ein Lager (12, 15) drehbar miteinander verbunden.

RADAUFHAENGUNG

IMPROVEMENTS RELATING TO VEHICLE SUSPENSIONS

Improvements in or relating to trailer vehicles

... 923,397. Road vehicle undercarriages. PEAK TRAILER & CHASSIS Ltd. June 13, 1961, No. 21211/61. Class 108(2). A trailer vehicle underframe made up of channel members 4, 5, 6 and box members 9, has two frames 16, 17, 18 pivoted at 10-14 to members 5, each frame member 18 supporting a wheel axle 19. A spring 23 engages a U-shaped member 21 welded to frame members 17, 18 and a plate 25 on box member 9, the members 9, 21 being interconnected by a shock absorber 26.

STEERABLE VEHICLE WHEEL SUSPENSIONS

... 1399965 Steerable wheel suspensions DAIMLER-BENZ AG 5 Oct 1973 [12 Oct 1972] 46687/73 Heading B7D In a steerable wheel suspension comprising a transverse link 12 and a telescopic suspension strut 13 connected at its lower end to the link 12 and at its upper end to the body 11 of a vehicle, the wheel 10 is carried by an arm 19 rigidly connected to the lower part 17 of the strut and is mounted on the arm 19 at a distance from the axis of the strut within the wheel cross-section so as to swivel about a steering axis L-L which passes through the ground contact point A of the wheel or closely adjacent thereto, or pass outboard of the point A to give a negative steering roll radius. The strut 13 may include a hydropneumatic spring and/or a damper, and a coil spring 26 located inboard of the strut acts between the link 12 and a longitudinal body member 27. The transverse link 2 is pivotally connected to the strut 13 by spaced eyes 15a, 15b so as to be rigid therewith in the horizontal plane. Longitudinal ...

IMPROVEMENTS IN OR RELATING TO FRONT SUSPENSION ASSEMBLIES FOR MOTOR VEHICLES

... 1400024 Independent front suspensions; rack-and-pinion steering gear CHRYSLER UNITED KINGDOM Ltd 31 Aug 1973 [2 Oct 1972] 45298/72 Headings B7D and B7H A front suspension assembly for a motor vehicle comprises a rack-and-pinion steering mechanism 10 having a rigid elongate rack housing 11, brackets 17 bolted to the housing 11 at each end for securing the housing to a vehicle frame or body, and wishbone suspension arms 26 having rearward limbs 27 pivotally mounted on pins 28 carried by the brackets 17. Forward limbs 29 of the arms 26 are pivotally connected to an inverted channel member 23 having at each end connector elements 24 for mounting the member on the vehicle. An anti-roll bar 30 connected to the arms 26 extends through the member 23. The arms 26 may form the lower arms of parallelogram linkages or the track control arms of strut-type suspensions. In another embodiment the wishbone arms are replaced by V-shaped arms, the apex of each arm being connected to the rack housing and one ...

Parallel linkage for retractable and height adjustable vehicle wheels

A suspension module for use in a modular suspension system for a wheeled vehicle is provided. Each suspension module comprises a pair of parallel control arms 10, 20 coupled to a wheel hub 70, and utilises parallel linkage of these arms, to create a suspension wherein the wheels can be retractable and/or height adjustable. The suspension module achieves this using a pintle 60 to rotate the pair of control arms 10, 20 vertically and/or horizontally relative to the vehicle. Wherein the vertical rotations control the height of the wheel, and the horizontal rotations allow the wheels to be retractable.

WHEEL SUSPENSION.

WHEEL SUSPENSION SYSTEM

TORQUE SHAFT

RADAUFHAENGUNG FUER FAHRZEUGE

Устройство для стабилизации автомобиля против движения с креном

1. Устройство для стабилизации автомобиля против движения с креном, которое включает в себя U-образный торсион, удлиненное основание которого соединено с рамой автомобиля, а каждый конец соединен с правым или левым направляющим элементом колеса при помощи одной соединительной штанги (10; 20; 30; 40), отличающееся тем, что каждая соединительная штанга (10; 20; 30; 40) имеет абсорбер вибраций (11; 21, 22; 31-35; 41, 42) для снижения показателей NVH, выполненный с возможностью противодействовать колебаниям соединительной штанги (10; 20; 30; 40) или соединенного с ней направляющего элемента колеса только в одном или нескольких заранее заданных диапазонах частот.2. Устройство по п. 1, которое вместе с направляющими элементами является компонентом подвески колес МакФерсон, предпочтительно передней подвески МакФерсон.3. Устройство по п. 1 или 2, в котором абсорберы вибраций выполнены в виде пассивных абсорберов вибраций (11; 21, 22).4. Устройство по п. 3, в котором каждый абсорбер вибраций имеет колеблющуюся массу в виде вытянутого эластичного выступа или ребра (11), продольная кромка которого прикреплена к соответствующей соединительной штанге (10).5. Устройство по п. 3, в котором каждый абсорбер вибраций имеет колеблющуюся массу в виде одной или нескольких продолговатых колодок (21), которые присоединены к соответствующей соединительной штанге (20) с помощью эластичных элементов (22).6. Устройство по п. 1 или 2, в котором каждый абсорбер вибраций выполнен в виде активного включаемого абсорбера вибраций (31-35), колеблющаяся масса (33; 42) которого соединена с соответствующей соединительной штангой (30, 40) посредством электрического исполнительного механизма (32; 41).7. Устро РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 148 298 U1 (51) МПК B60G 13/16 (2006.01) B60G 21/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ТИТУЛЬНЫЙ (21)(22) Заявка: ЛИСТ ОПИСАНИЯ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ 2014128946/11, 15.07.2014 (24) Дата начала отсчета срока действия патента: ...

Transverse Link On A Motor Vehicle

The invention relates to a transverse link ( 1 ) having a main body ( 2 ), which has at least one first fixing region ( 4 ) pivotal attachment to a vehicle frame element, the first fixing region ( 4 ) having a journal ( 9 ), which is surrounded by a bearing bush ( 23 ). The proposal is to arrange in the region of the first fixing region ( 4 ) a stop region ( 19 ), which is interrupted when viewed in the circumferential direction, resulting in the formation of diametrically opposite thickened portions ( 21, 22 ), which are arranged between the main body ( 2 ) and the first fixing region ( 4 ) and are embodied in such a way that only forces acting in the lateral and vertical directions are absorbed when the main body ( 2 ) is twisted out of the neutral position thereof, about a vertical axis (Y) of a second fixing region ( 3 ), and the respective thickened portion ( 21, 22 ) strikes against corresponding stop elements ( 27, 28 ) of the bearing bush ( 23 ) by means of the respective stop surface ( 24, 26 ) thereof.

SINGLE-AXIS DAMPING JOINT FOR CONNECTING CHASSIS COMPONENTS FOR VEHICLES

The present invention relates to a single-axis damping joint for connecting chassis components for a vehicle, and more particularly, to a single-axis damping joint for connecting chassis components for a vehicle, capable of improving performance of absorbing forward and backward vibration of a vehicle body and vibration due to distortion force while improving durability. 1. A single-axis damping joint for connecting chassis components for a vehicle , comprising:a ball stud including a spherical portion on an axis;bearings disposed so as to induce rotation of the ball stud in an axis direction;a sheet member configured to support an external circumferential surface of the bearing;a buffer member disposed at an external circumferential surface of the sheet member; andan outer pipe configured to protect the sheet member from the outside while being in close contact with the external circumferential surface of the sheet member and coupled to one end of a lower arm.2. The single-axis damping joint of claim 1 , wherein the bearing is disposed so as to be in rolling-contact with an external circumferential surface of the spherical portion of the ball stud.3. The single-axis damping joint of claim 2 , wherein the bearing is made of a synthetic resin material claim 2 , and has a plurality of protrusions at an external circumferential surface of the bearing in a circumferential direction.4. The single-axis damping joint of claim 2 , wherein the bearings make at least one pair separated from and coupled to each other claim 2 , and the pair of bearings is fitted to both sides of the shaft with the spherical portion interposed therebetween claim 2 , and has a ring-shaped recess and a ring-shaped protrusion corresponding to each other at respective edge ends facing each other.5. The single-axis damping joint of claim 1 , wherein ring-shaped sealing members configured to prevent foreign substances and water from passing through from the outside are disposed at both ends of the ...

Single-Pivot Type Suspension Strut Axle

A single-pivot suspension strut axle for a passenger car, includes a wheel carrier/pivot bearing carrying the wheel and a brake disk non-rotatably connected with the wheel relative to a rotational axis thereof. A suspension strut is fastened to the wheel carrier/pivot bearing and, at another end, is supported at the vehicle body. The wheel carrier/pivot bearing is guided by a supporting joint situated close to the wheel center plane by a lower control arm, representing an A-arm, and by a tie rod. A section of the control arm connected with the supporting joint projects through the ring-shaped brake disk. A leaf spring element oriented in the transverse direction of the vehicle provides proportional support for the vehicle body on the wheel, and is supported, on one side, at the control arm and, on another side, directly or indirectly, at the vehicle body. 1. A single-pivot suspension strut axle for a motor vehicle , comprising:a ring-shaped brake disk having an interior and an exterior edge;one of a wheel carrier and a pivot bearing operatively configured to carry a wheel and the brake disk, the brake disk being non-rotatably connected to the wheel with respect to a rotational axis of the wheel;a suspension strut fastened to the wheel carrier or pivot bearing at one end, and supported at a vehicle body at another end;a lower control arm being operatively configured to guide the wheel carrier or pivot bearing via a supporting joint situated close to a wheel center plane, the lower control arm constituting an A-arm;a tie rod operatively configured to also guide the wheel carrier or pivot bearing; andwherein a section of the lower control arm that connects with the supporting joint extends through the ring-shaped brake disk.2. The single pivot suspension strut axle according to claim 1 , further comprising:a leaf spring element operatively configured for proportional support of the vehicle body on the wheel, the leaf spring element being oriented at least partially in ...

TRANSAXLE ASSEMBLY FOR MOUNTING DIRECT DRIVE AXLES TO A BACKBONE FRAME

A transaxle assembly () for mounting a drive axle assembly () to a vehicle backbone frame () includes a suspension body () having a receiving cavity () for receiving the backbone frame, and a plurality of frame members () disposed generally transversely to the suspension body. The plurality of frame members () are pivotally attached to the suspension body () at an upper end () of the frame members. The transaxle assembly () also includes a receiving structure () that receives the plurality of frame members at a lower end () of the frame members (). The receiving structure () has a receiving hole () that is generally parallel with the backbone frame for receiving the drive axle assembly (). A cylinder () extends between the suspension body () and the receiving structure (). 1. A transaxle assembly for mounting a drive axle assembly to a vehicle backbone frame , comprising:a suspension body having a receiving cavity for receiving the backbone frame;a plurality of frame members disposed generally transversely to the suspension body, the plurality of frame members pivotally attached to the suspension body at an upper end of the frame members;a receiving structure receiving the plurality of frame members at a lower end of the frame members, the receiving structure having a receiving hole that is generally parallel with the backbone frame for receiving the drive axle assembly; anda cylinder extending between the suspension body and the receiving structure.2. The transaxle assembly of wherein the suspension body is tubular-shaped.3. The transaxle assembly of wherein the receiving hole is configured to receive a walking beam of the drive axle assembly.4. The transaxle assembly of wherein the plurality of frame members comprise an upper sub-frame member having a general Y-shape claim 1 , and a lower sub-frame member having a general Y-shape.5. The transaxle assembly of wherein the upper sub-frame member and the lower sub-frame member are generally parallel.6. The transaxle ...

SUSPENSION ASSEMBLY FOR AN AUTOMOTIVE VEHICLE AND AUTOMOTIVE VEHICLE COMPRISING SUCH A SUSPENSION ASSEMBLY

A suspension assembly for an automotive vehicle includes a fixed bracket, a suspension arm mounted between two mounting flanges of the bracket, a spacer mounted in a bore of a flange of the bracket, and an articulation shaft mounted through the flanges, the suspension arm. and the spacer. The spacer includes an inner ring in which the articulation shaft is mounted An end face of the inner ring is adapted to be pressed, along a longitudinal axis of the shaft, against a lateral face of the suspension arm. The spacer includes, between its inner ring and the bore in which the spacer is mounted, a deformable sleeve, deformable along die longitudinal axis under a shear effort and adapted to slide with respect to the inner ring or to the bracket, along the longitudinal axis. 1. Suspension assembly for an automotive vehicle , comprising:a fixed bracket,a suspension arm mounted between two mounting flanges of the bracket,a spacer mounted in a bore of a flange of the bracket, an articulation shaft mounted through the flanges, the suspension arm and the spacer,wherein:the spacer comprises an inner ring in which the articulation shaft is mounted,an end face of the inner ring is adapted to be pressed, along a longitudinal axis (X-X′) of the shaft, against a lateral face of the suspension, arm,the spacer comprises, between its inner ring and the bore in which the spacer is mounted, a deformable sleeve, deformable along the longitudinal axis under a shear effort and adapted to slide with respect to the inner ring or to the bracket, along the longitudinal axis.2. Suspension assembly according to claim 1 , comprising means to block displacements of the deformable sleeve with respect to the inner ring or to the bracket claim 1 , along the longitudinal axis of the shaft.3. Suspension assembly according to claim 2 , wherein the deformable sleeveis blocked in translation with respect to the bracket, along the longitudinal axis of the shaft:{'b': '540', 'by a shoulder () of the bore in ...

Knuckle and bushing assembly

A suspension coupling for use in a vehicle suspension system the suspension coupling including a knuckle and bushing assembly wherein the knuckle member is a cast aluminum piece having a passage for receiving a two-piece bushing having a formed, metal inner member and a molded, elastomeric outer member having extension members at each end. The bushing member is press-fit into the knuckle member and exhibits higher stiffness in the radial and axial directions and lower stiffness in the torsional and conical directions.

CONTROL ARM WITH SOCKET

A control arm for a vehicle suspension is provided. The control arm includes a control arm body having a connector for attachment to a wheel assembly, a horizontal bushing for coupling the control arm with a vehicle frame and a vertical socket for also coupling the control arm with a vehicle frame. The vertical socket has a housing which is press fit into an opening of the control arm body and a stud which extends through the housing for engagement with the vehicle frame. A bearing is positioned within the housing between the housing and the stud. The stud has a rounded outer surface, and the bearing has a rounded inner surface for allowing rotational movement of the bearing and housing relative to the stud. A retainer member is in engagement with the housing and the bearing for retaining the bearing in the inner bore of the housing. 1. A control arm for a vehicle suspension , comprising:a control arm body having a connector for attachment to a wheel assembly and a horizontal bushing that extends in a longitudinal direction for coupling said control arm body with a vehicle frame;a housing press-fit into an opening in said control arm body, said housing extending along a vertical axis between open first and second ends, and said housing having an inner bore which extends between said open first and second ends;a bearing disposed within said inner bore of said housing, said bearing having a curved inner surface;a retainer member in engagement with said bearing and said housing and retaining said bearing within said inner bore of said housing; anda stud extending through said inner bore of said housing past said open first and second ends for engaging the vehicle frame on opposite sides of said housing, and said stud having a curved outer surface in sliding engagement with said curved inner surface of said bearing for allowing rotational movement of said housing and said control arm body relative to said stud and the vehicle frame.2. The control arm as set forth in ...

Suspension member

The invention relates to a suspension member attaching a vehicle wheel to a body or frame of a vehicle. The suspension member includes first and second separate similarly shaped portions. One of the portions having a supporting region that supports a spring element arranged between the suspension member and the vehicle body or frame. The first and second portions having, at least in some section or sections, a contour bent at the edges to form sidewalls. The sidewalls of the respective first and second portions oriented relative to one another so the portions are in contact with one another, at least in some region or regions, via the sidewalls thereof. The first portion having an aperture through which the spring element passes whereby the spring element contacts and is supported by the second portion.

Method and device for stabilizing a vehicle against rolling movements

An anti-rolling stabilizer for a motor vehicle is provided. The stabilizer includes a U-shaped torsion bar having an elongated base and two free ends. The elongated base is coupled to a vehicle frame and each of the free ends is coupled to one of a right-hand and a left-hand wheel-guiding element via a respective coupling bar. Each of the coupling bars includes an NVH vibration absorber configured to counteract vibrations of the respective coupling bar or of the respective wheel guiding element to which the coupling bar is configured to connect, wherein the NVH absorber counteracts vibrations in one or more predetermined frequency ranges without counteracting vibrations in other frequencies.

SUSPENSION STRUCTURE FOR VEHICLE

A vehicle suspension structure includes a suspension arm and a ball joint. The suspension arm is connected between a suspension member and a vehicle-widthwise outer side end connected to a vehicle wheel. The ball joint connects the suspension arm and the vehicle wheel. When the vehicle receives an impact in the longitudinal direction, a socket of the ball joint pivots relative to a ball as the suspension arm deforms, and a flange portion on an open side of the socket interferes with a stud shaft of the ball joint. The interference causes the flange portion to deform and the ball to come out of the socket to undo the link with the vehicle wheel by the ball joint. Upon becoming unlinked, the vehicle wheel moves toward the vehicle-widthwise outer side and interference with the rear vehicle body is suppressed to limit deformation of the vehicle body. 1. A vehicle suspension structure comprising:a suspension arm having a vehicle-widthwise inner side end connected to a suspension member and a vehicle-widthwise outer side end connected to a vehicle wheel; anda ball joint connecting the suspension arm and the vehicle wheel,the ball joint comprising a spherical body, a spherical housing accommodating the spherical body, and a shaft portion provided on the spherical body so as to extend outwardly from the spherical housing,the spherical housing being configured to pivot relative to the spherical body as the suspension arm deforms, and the spherical housing having an open end that interferes with the shaft portion causing the spherical body to come out of the spherical housing when the vehicle receives an impact in a longitudinal direction, andthe suspension arm and the ball joint being configured such that a breaking load that breaks linking parts between the suspension arm and the suspension member, upon the vehicle receiving the impact in the longitudinal direction, is greater than a drop-off load where the spherical body of the ball joint comes out of the spherical housing ...

MOTOR-VEHICLE WHEEL SUSPENSION, WITH A TOE ANGLE REGULATING DEVICE

A motor-vehicle wheel suspension includes a lower oscillating arm, a damper unit, an upper oscillating rod and a vertical articulated rod. The suspension includes a toe control oscillating rod having an inner end pivotally connected to a supporting structure and an outer end pivotally connected to a wheel support. An articulation of the outer end of the toe control rod to the wheel support and the upper end of the vertical rod includes an articulation axle connected to the vertical rod. An eccentric cylindrical member is rotatably mounted on the articulation axle within a cylindrical cavity in the support and has an axis eccentric relative to the articulation axle. The articulation axle is connected to an adjustment ring, whose rotation determines a variation in the position of the wheel support and a resulting variation of the wheel toe angle. 1. A motor-vehicle wheel suspension , comprising a wheel support connected to a motor-vehicle supporting structure by at least the following connecting elements:a lower oscillating arm, having an inner end pivotally connected to said supporting structure around a first articulation axis and an outer end pivotally connected to the wheel support around a second articulation axis,a damper unit having a lower end pivotally connected to the lower oscillating arm around a third articulation axis, and an upper end connected in an articulated manner to a motor-vehicle structure,an upper oscillating rod for camber control, having opposite ends articulated to the supporting structure and the wheel support respectively around fourth and fifth articulation axes,a vertical articulated rod having an upper end pivotally connected to the wheel support around a sixth articulation axis and a lower end pivotally connected to the outer end of the lower oscillating arm,an oscillating toe rod for toe control which has an inner end pivotally connected to said supporting structure around a seventh articulation axis and an outer end which is ...

OFFSET WASHER FOR ADJUSTING CAMBER ANGLE

An offset washer for adjusting the camber angle in a vehicle is disclosed. The offset washer includes a body having an upper surface and a lower surface, an aperture extending through the body, and a protrusion having a longitudinal width different than the body thickness. The protrusion is configured to be inserted into a receiving aperture on a flange of a vehicle suspension system. The protrusion is defined by a formed upset defining a step in the material along a portion of the edge of the aperture, which is formed by upsetting the portion of the edge of the aperture when forming the aperture. 130. An offset washer for adjusting camber angle in a vehicle comprising:{'b': '42', 'a body having an upper surface and a lower surface;'}{'b': 43', '42, 'an aperture extending through the body ;'}{'b': '46', 'a spacing protrusion having a longitudinal width different than the body thickness from the upper surface to the lower surface with the spacing protrusion extending from the lower surface, wherein the spacing protrusion is configured to be inserted into a receiving aperture on a flange of a vehicle suspension system.'}2. The offset washer of claim 1 , wherein the spacing protrusion is defined by a step in the material along a portion of the edge of the aperture.3. The offset washer of claim 2 , wherein the step in the material is formed by upsetting the portion of the edge of the aperture when forming the aperture.4. The offset washer of claim 1 , wherein the longitudinal width is greater than the thickness from the upper surface to the lower surface.5. The offset washer of claim 1 , wherein the longitudinal width is less than the thickness from the upper surface to the lower surface.6. The offset washer of claim 1 , further comprising a fastener received through the aperture claim 1 , with the fastener having a neck and a lobe along a length of the fastener claim 1 , wherein the neck has a neck diameter that is smaller than the lobe having a lobe diameter.7. The ...

Coupling structure of suspension

A coupling structure of a suspension, may include a lower arm having one end portion engaged with a vehicle body, an assist knuckle in which a strut is located, a RevoKnuckle engaged with the assist knuckle, rotated independently from the assist knuckle, and configured to perform steering of a vehicle wheel, a steering input portion fixed to the vehicle body and configured to apply a steering force to the RevoKnuckle during steering, and a rotation transmission unit which is engaged with the RevoKnuckle and the steering input portion and has a length which is varied in a response to a wheel rebound of a vehicle.

BUSHING FOR A SUSPENSION AND VEHICLE COMPRISING SUCH A BUSHING

A bushing for a wheel suspension adapted to connect a control bar to a structure of a vehicle, where the bushing comprises a first rotational center for the control bar having a first angular rotation range, where the bushing comprises a second rotational center for rotational angles outside of the first angular rotation range. 1. A bushing for a wheel suspension adapted to connect a control bar to a structure of a vehicle , the bushing comprising:a first rotational center for the control bar having a first angular rotation range, anda second rotational center for rotational angles outside of the first angular rotation range.2. The bushing of claim 1 , wherein the bushing comprises a first rotational stop and a second rotational stop arranged to limit the angular rotation of the control arm to the first angular rotation range.3. The bushing of claim 1 , wherein the bushing comprises an outer casing claim 1 , a body claim 1 , and an inner bar.4. The bushing of claim 3 , wherein the first rotational stop and the second rotational stop are arranged on the inner bar.5. The bushing of claim 3 , wherein the body is made from rubber or plastic.6. The bushing of claim 3 , wherein the body is fixedly attached to the outer casing.7. The bushing of claim 3 , wherein the bushing comprises a low friction material arranged between the body and the inner bar.8. The bushing of claim 1 , wherein the first rotational center is arranged closer to an outer end of the control bar than the second rotational center claim 1 , such that rotation around the second rotational center will provide a virtual control bar that is longer than the control bar.9. The bushing of claim 1 , wherein the second rotational center is arranged closer to an outer end of the control bar than the first rotational center claim 1 , such that rotation around the second rotational center will provide a virtual control bar that is shorter than the control bar.10. A vehicle claim 1 , comprising:{'claim-text': ['a ...

Cross Arm Bushing Assembly Useful For Vehicle Suspension

A cross arm bushing assembly for use in a vehicle suspension is provided having a bushing with an outer surface adapted for rotation with respect to an end of a control arm, a cross arm assembly positioned within the bushing that includes a cross arm having a first end and a second end, and a front side and a back side, the first end of the cross arm having a first opening for receiving a first connecting rod, and the second end of the cross arm having a second opening for receiving a second connecting rod, a first connecting rod extending into the first opening of the cross arm, and a second connecting rod extending into the second opening of the cross arm. 1. A cross arm bushing assembly for use in a vehicle suspension comprising:a bushing having an outer surface adapted for rotation with respect to an end of a control arm; a cross arm having a first end and a second end, and a front side and a back side, the first end of the cross arm having a first opening for receiving a first connecting rod, and the second end of the cross arm having a second opening for receiving a second connecting rod;', 'a first connecting rod extendable into the first opening of the cross arm;', 'a second connecting rod extendable into the second opening of the cross arm; and, 'a cross arm assembly positionable within the bushing, the cross arm assembly comprisingwherein the bushing includes a first slot or hole to allow the first connecting rod to pass through and into the first opening in the cross arm.2. The cross arm bushing assembly of claim 1 , wherein the first opening of the cross arm is threaded for receiving a threaded end of the first connecting rod claim 1 , and the second opening of the cross arm is threaded for receiving a threaded end of the second connecting rod.3. The cross arm bushing assembly of claim 1 , wherein the first opening extends through the cross arm claim 1 , and a first nut recess is positioned about the first opening on the back side of the cross arm claim ...

Chassis component

The invention relates to a chassis component having a base face which extends in a base face plane and an aperture for the introduction of a fixing means and two retention elements which are arranged at opposite sides of the aperture for retaining an eccentric element, wherein the retention elements are formed integrally and in a materially engaging manner from the base face of the chassis component, wherein the retention elements are displaced out of the base face by mechanical processing. The chassis component affords a simple ability to be produced and an increased service life during operation.

VEHICLE CHASSIS LEVEL SENSOR

A damper assembly for a vehicle having a chassis and a control arm moveably coupled to the chassis includes a first spring seat configured to be fixed to the chassis, a second spring seat configured to be supported by the control arm, a coil spring extending between the first spring seat and the second spring seat, and a sensor module supported by the first spring seat or the second spring seat. The sensor module is operable to determine a state of compression of the coil spring. 1. A damper assembly for a vehicle , the vehicle having a chassis and a control arm moveably coupled to the chassis , the damper assembly comprising:a first spring seat configured to be fixed to the chassis;a second spring seat configured to be supported by the control arm;a coil spring extending between the first spring seat and the second spring seat; anda sensor module supported by the first spring seat or the second spring seat, the sensor module being operable to determine a state of compression of the coil spring.2. The damper assembly of claim 1 , wherein the sensor module measures a gap between a first coil of the coil spring and the sensor module.3. The damper assembly of claim 2 , wherein the sensor module includes a magnet facing the first coil of the coil spring claim 2 , and wherein the sensor module senses a magnetic field generated by the magnet to measure the gap.4. The damper assembly of claim 3 , wherein the sensor module senses a first magnetic flux when the gap is a first size claim 3 , and wherein the sensor module senses a second magnetic flux that is greater than the first magnetic flux when the gap is a second size that is less than the first size.5. The damper assembly of claim 1 , wherein at least a portion of the sensor module is molded into the first spring seat or the second spring seat.6. The damper assembly of claim 1 , wherein the sensor module includes a Hall effect sensor and a permanent magnet.7. The damper assembly of claim 6 , wherein the permanent ...

Vehicle body front part structure

A vehicle body front part structure includes: a lower arm that supports a front wheel; a first transverse member that is connected to a supporting part on a rear side of the lower arm in a vehicle body; a second transverse member that connects between parts on a front end side of a rocker, the rocker is disposed in a rear of the wheel; and a connecting structure that integrally connects between the first transverse member and the second transverse member.

SUSPENSION DEVICE FOR IN-WHEEL MOTOR DRIVEN WHEEL

A suspension device for an in-wheel motor driven wheel is provided. An upper suspension arm is pivotally supported on the vehicle body for supporting the wheel in a vehicle upper position higher than an axle. A link member pivotally connects the wheel to the upper suspension arm and has an absorber connecting portion connected to a lower end of the shock absorber. The shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end portion of the in-wheel motor unit. The shock absorber is disposed between the vehicle body and the in-wheel motor unit and inclined so as to be closer to the vehicle body toward the lower end. 1. A suspension device for an in-wheel motor driven wheel in which a wheel driven by an in-wheel motor unit is suspended on a vehicle body by a suspension structure member and a shock absorber , the suspension structure member comprising:an upper suspension arm pivotally supported on the vehicle body for supporting the wheel in a vehicle upper position higher than an axle, anda link member pivotally connecting the wheel to the upper suspension arm and having a shock absorber connecting portion connected to a lower end of the shock absorber, the shock absorber connecting portion being disposed in the vehicle bottom position lower than an upper end portion of the in-wheel motor unit, and the shock absorber being disposed between the vehicle body and the in-wheel motor unit and inclined so as to be closer to the vehicle body toward the lower end.2. The suspension device for an in-wheel motor driven wheel as claimed in claim 1 , whereinthe in-wheel motor unit has an rotating electrical machine, and the output shaft of the rotating electrical machine is inclined with respect to the axle of the wheel, and the vehicle body-side end surface of the in-wheel motor unit is inclined so as to be parallel to the axial direction of the shock absorber.3. The suspension device for an in-wheel motor driven wheel as claimed in ...

VEHICLE SUSPENSION

An assembly includes a suspension link, an arm, an actuator, and a lock. The arm is connected to the suspension link. The arm includes a plurality of holes. The actuator is connected to the arm. The lock includes a pin releasably engageable with the plurality of holes of the arm. 1. An assembly , comprising:a suspension link;an arm connected to the suspension link, the arm including a plurality of holes;an actuator connected to the arm; anda lock including a pin releasably engageable with the plurality of holes of the arm.2. The assembly of claim 1 , further comprising a vehicle frame member claim 1 , wherein the actuator is pivotally connected to the vehicle frame member at a first pivot point claim 1 , the arm is pivotally connected to the vehicle frame member at a second pivot point claim 1 , and the lock is supported by the vehicle frame member.3. The assembly of claim 2 , wherein the actuator is pivotally connected to the arm at a third pivot point.4. The assembly of claim 2 , wherein the suspension link is movable from a first position to a second position claim 2 , the actuator is rotatable about the first pivot point when the suspension link moves from the first position to the second position claim 2 , and the arm is rotatable about the second pivot point when the suspension link moves from the first position to the second position.5. The assembly of claim 4 , wherein the actuator includes a rod pivotally connected to the arm at a third pivot point claim 4 , wherein the rod is movable from a first rod position to a second rod position claim 4 , the rod moving the arm to move the suspension link from the first position to the second position as the rod moves from the first rod position to the second rod position.6. The assembly of claim 1 , wherein the plurality of holes includes a first hole and a second hole claim 1 , wherein when the pin engages the first hole claim 1 , the suspension link is in a first position claim 1 , and when the pin engages the ...

Control Arm and a Method for Forming the Same

A method for forming a control arm is provided. The method includes providing an insert and a mold and also includes overcasting the insert within a metal in the mold. The insert defines a recess that is shaped for receiving a mating component. After the insert is overcast within the metal, the mating component may be positioned or mounted within the recess of the insert. A related control arm is also provided. 1. A method for forming a vehicle control arm , comprising:positioning an insert within a mold, the mold defining a void that corresponds to a shape of the vehicle control arm, the insert defining a recess for receiving a mating component of a vehicle suspension;casting a metal over the insert within the mold in order to form a cast arm of the vehicle control arm with the metal and the insert; andremoving the vehicle control arm from the mold after said step of casting.2. The method of claim 1 , wherein the mating component is a torsion bar and the recess is positioned and shaped for receiving an end portion of the torsion bar.3. The method of claim 1 , wherein the insert comprises steel and the cast arm comprises iron.4. The method of claim 1 , wherein the insert comprises iron claim 1 , steel or aluminum and the cast arm also comprises iron claim 1 , steel or aluminum.5. The method of claim 1 , wherein the mold comprises sand claim 1 , said step of positioning comprising casting the insert within a sand-core of the mold.6. The method of claim 1 , further comprising forming the mold claim 1 , said step of positioning comprising mounting the insert within the mold after said step of forming.7. The method of claim 1 , wherein the metal does not fill the recess of the insert after said step of casting.8. The method of claim 1 , wherein the recess of the insert is not broached after said step of casting.9. A control arm for a vehicle claim 1 , comprising:an arm extending between a first end portion and a second end portion;a bushing support portioned at the ...

MECHANICAL DOWN-STOP FOR AXLE/SUSPENSION SYSTEMS

A mechanical down-stop for heavy-duty vehicle axle/suspension systems which includes an angled bracket that is rigidly/stiffly attached to the vehicle frame at one end, and is attached to a flexible portion of the mechanical down-stop at its other end. The flexible portion is attached to a beam of the axle/suspension system. The angled bracket is formed of an elastically deformable material and includes a bend that enables the bracket to act as a spring. The angled bracket and the flexible portion limit downward movement and react the downward force of the beam. 1. A down-stop for a heavy-duty vehicle axle/suspension system , said heavy-duty vehicle having a frame and said axle/suspension system having a beam pivotally attached to a hanger depending from said frame , said down-stop comprising:a first portion formed of an elastically deformable material, said first portion being rigidly attached to a selected one of the frame, said hanger, or said beam; anda flexible second portion, said second portion being attached to the first portion at a first end and a selected one of said frame, the hanger, or the beam at a second end, said first portion and the second portion limiting downward movement and reacting downward force of said beam, the first portion elastically deforming to react the beam downward force.2. The down-stop for a heavy-duty vehicle axle/suspension system of claim 1 , wherein said first portion include a bend having an angle claim 1 , said bend angle increasing when said first portion is elastically deformed to react said beam downward force.3. The down-stop for a heavy-duty vehicle axle/suspension system of claim 2 , wherein said angle is from about ninety degrees to about one hundred eighty degrees.4. The down-stop for a heavy-duty vehicle axle/suspension system of claim 1 , wherein said flexible second portion second end is predominantly under a sheer force relative to a selected one of said frame claim 1 , said hanger claim 1 , or said beam while ...

WHEEL SUSPENSION

A wheel suspension () for a motor vehicle, having a wheel carrier () which is mounted so that the wheel carrier () can pivot relative to a wheel-guiding control arm () that includes a longitudinal control arm section (), with a forward body-side bearing (), and a transverse control arm section (), with a rear body-side bearing (). The rear body-side bearing () is axially orientated parallel to a rotational axis () of the wheel-guiding control arm () that extends through the body-side bearings (). 117-. (canceled)181. A wheel suspension () for a motor vehicle comprising:{'b': 3', '4, 'a wheel carrier () mounted so that the wheel carrier is pivotable relative to a wheel-guiding control arm (),'}{'b': 4', '4', '11', '4', '12, 'i': a', 'b, 'the wheel-guiding control arm () comprising a longitudinal control arm section (), with a forward body-side bearing (), and a transverse control arm section (), with a rear body-side bearing (), and'}{'b': 12', '20', '4', '11', '12, 'the rear body-side bearing () being axially orientated parallel to a rotational axis () of the wheel-guiding control arm () that extends through the forward and the rear body-side bearings (, ).'}1944444aabb. The wheel suspension according to claim 18 , wherein the wheel-guiding control arm () is essentially L-shaped claim 18 , with the longitudinal control arm section (; ′) forms a longer arm of the “L” and the transverse control arm section (; ′) forms a shorter arm of the “L”.2012411204. The wheel suspension according to claim 18 , wherein the rear body-side bearing () of the wheel-guiding control arm () claim 18 , relative to a transverse direction (y) of the vehicle claim 18 , is closer to a middle of the vehicle than is the forward body-side bearing () so that the rotational axis () of the wheel-guiding control arm () is inclined by an angle (a) relative to a longitudinal direction (x) of the vehicle.211211. The wheel suspension according to claim 18 , wherein at least the rear body-side bearing () ...

Wheel suspension

A wheel suspension includes an axle limb which supports a wheel. The axle limb includes a first steering axle which provides a first steering angle in a specified range for the wheel, and components for connecting the axle limb to a support structure. At least one of the components includes a second steering axle which is selectively releasable in order to provide a steering angle which is different than the first steering axle. The components for connecting the axle limb to the support structure form a McPherson suspension.

Suspension System

A suspension system configured to sit substantially within the profile of a vehicle platform such that none of the elements extend substantially above the plane of the vehicle platform. The suspension system may utilize an adaptable transverse leaf spring in combination with other suspension elements, to allow the vehicle platform to maintain a generally flat profile and accommodate a variety of different body like structures while maintaining the desired roll and ride stability stiffness. 1. A vehicle suspension system comprising:a frame structure of a vehicle platform having a variety of interconnected structural components each having a body with a top, a bottom and side elements that, when interconnected, make up a generally flat planar structure having a front portion, a rear portion, and a center portion, and further comprising a top and a bottom portion corresponding to the top and bottom elements respectively,a left and right control arm assembly, each having an upper and a lower control arm and a wheel mount structure wherein each of the upper and lower control arms have a first end and a second end where the first end is pivotably connected to the frame structure and the second end is rotatably connected to a wheel mount structure,a load dampening device having an elongated body that is compressible between an upper and lower component wherein the upper component is connected to the frame structure and the lower component is connected to the lower control arm,one or more transverse leaf springs having an elongated body with a center portion and two outer portions and an upper surface and a lower surface and two side surfaces extending between a left and a right outer end, wherein the elongated body extends between the left and the right control arm assemblies and wherein the left and right ends are connected to the left and right control arm assemblies respectively through a mounting bracket attached at each of the outer ends, and wherein the transverse ...

Steering Assembly for a Motor Vehicle, and Motor Vehicle

A steering assembly for a motor vehicle has a wheel carrier to which a wheel can be secured, a strut via which the wheel carrier is mounted on a vehicle body in an articulated manner, a first transverse link mounted on the wheel carrier in an articulated manner, and a second transverse link mounted on the wheel carrier in an articulated manner. The first transverse link and the second transverse link are coupled to one another on their side facing away from the wheel carrier by a connection member. The connection member is rotatably mounted on the vehicle body. 1. A steering assembly for a motor vehicle , comprising:a wheel carrier to which a wheel is fastenable;a strut via which the wheel carrier is mounted on a vehicle body in an articulated manner;a first transverse link mounted on the wheel carrier in an articulated manner;a second transverse link mounted on the wheel carrier in an articulated manner; anda connecting member, wherein the first transverse link and the second transverse link are coupled to each other in each case on their side facing away from the wheel carrier by way of the connecting member, and wherein the connecting member is mounted rotatably on the vehicle body.2. The steering assembly according to claim 1 , whereinthe first transverse link and the second transverse link run substantially parallel and/or are substantially the same length.3. The steering assembly according to claim 1 , whereinthe first transverse link, the second transverse link and the connecting member lie in a common, substantially horizontally running plane.4. The steering assembly according to claim 1 , whereinthe connecting member is coupled to an actuator assembly and is rotatable by the actuator assembly in relation to the vehicle body.5. The steering assembly according to claim 4 , whereinthe connecting member is rotatable in relation to the vehicle body substantially about a vertical axis.6. The steering assembly according to claim 1 , whereinthe connecting member ...

SUSPENSION ELEMENT HAVING A HYDRAULIC STRUT CONNECTED TO A PRESSURE ACCUMULATOR AND INDEPENDENT SUSPENSION USING THE SAME

The present disclosure relates to a suspension element for maintaining a wheel on a frame of a vehicle. The suspension element can be attached to the frame via a fixed support. The wheel can be mounted to an arm that is pivotably connected to the fixed support. A hydraulic strut resists a pivoting movement of the arm in relation to the fixed support. A pressure accumulator comprises a gas chamber and a fluid chamber separated by a diaphragm. The fluid chamber is in fluid connection with the hydraulic strut. A movement of the arm relative to the fixed support causes a change of pressure in the pressure accumulator. An independent suspension comprising two such suspension elements is also disclosed. The two suspension elements comprise extensions of the fixed support mounted on the frame so that two wheels are coaxial when mounted on the frame. 1. A suspension element for maintaining a wheel on a frame of a vehicle , comprising:a fixed support adapted for attachment of the suspension element to the frame;an arm adapted for mounting the wheel thereon, the arm being pivotably connected to the fixed support;a hydraulic strut for resisting pivoting of the arm in relation to the fixed support; anda pressure accumulator comprising a gas chamber and a fluid chamber separated by a diaphragm, the fluid chamber being in fluid connection with the hydraulic strut so that a movement of the arm relative to the fixed support causes a change of volume of the fluid chamber, thereby causing a change of volume and pressure within the gas chamber.2. The suspension element of claim 1 , wherein a spring rate of the suspension element is defined at least in part by a pressure of the gas chamber and by a volume of the gas chamber.3. The suspension element of claim 1 , wherein the fluid connection between the fluid chamber and the hydraulic strut comprises a conduit and a flow restriction device.4. The suspension element of claim 3 , wherein a damping rate of the suspension element is defined ...

VEHICULAR SUSPENSION

A vehicle suspension in which joint devices are interposed in coupling parts between a vehicle body and links serving as suspension components and coupling parts between the links and a wheel support component. Self-discharge type charge eliminators are provided on a surface of a specific component, which is at least one of the vehicle body, the links, the wheel support component, or the joint devices. The charge eliminator is configured to diselectrify the specific component by changing air around the charge eliminator to a negative air ion and attracting the air ion to positive electric charge of the specific component to neutralize the specific component, to thereby decrease a charge amount of the specific component and decrease charge amounts of rubber bushes and grease in the joint devices. 1. A vehicle suspension , which is to be applied to a vehicle including a vehicle body that is electrically insulated from a ground by a tire having low conductivity and is electrified with positive electric charge through travel , the vehicle suspension comprising:a wheel support component; anda suspension component coupled to the wheel support component and the vehicle body,wherein a joint device for permitting a relative angle change of a coupled component is interposed in at least one of a coupling part between the vehicle body and the suspension component or a coupling part between the suspension component and the wheel support component,wherein a self-discharge type charge eliminator is provided on a surface of a specific component, which is at least one of the vehicle body, the suspension component, the wheel support component, or the joint device,wherein the self-discharge type charge eliminator comprises a conductive metal foil having a large number of minute protrusions and recesses on a side surface of an outer periphery of the conductive metal foil: and a layer of a pressure-sensitive adhesive applied to one surface of the metal foil, and the self-discharge type ...

MOTOR GEARBOX ASSEMBLY

A motor gearbox and suspension arrangement is provided for a vehicle. The arrangement includes a drive system for driving a wheel of the vehicle, and the drive system includes an electric motor and a gear train associated with the motor. The arrangement further includes a housing that receives the motor and the gear train, and a suspension control arm having a first end configured to be connected to the vehicle and a second end configured to be connected to the housing. 1. A motor gearbox and suspension arrangement for a vehicle having a knuckle that supports a wheel , the arrangement comprising:a drive system for driving the wheel of the vehicle, the drive system including an electric motor and a gear train associated with the motor;a housing that receives and encloses the motor and the gear train; anda suspension control arm having a first end configured to be connected to the knuckle of the vehicle and a second end configured to be pivotally connected directly to the housing.2. The arrangement of further comprising an additional drive system for driving an additional wheel of the vehicle claim 1 , the additional drive system including an additional electric motor and an additional gear train associated with the additional electric motor claim 1 , wherein the additional electric motor and the additional gear train are received in and enclosed by the housing.3. The arrangement of wherein at least a portion of the drive system has a generally inverse orientation with respect to at least a portion of the additional drive system in a longitudinal direction of the vehicle when the arrangement is mounted on the vehicle claim 2 , so that the at least a portion of the drive system and the at least a portion of the additional drive system are offset with respect to each other in the longitudinal direction when the arrangement is mounted on the vehicle.4. The arrangement of wherein the gear train and the additional gear train at least partially overlap each other in a ...

CHASSIS CONTROL ARM WITH AN AIR-GUIDING DEVICE

A chassis control arm includes an air-guiding device, wherein the chassis control arm has at least one terminal bearing section and a middle section, wherein the at least one terminal bearing section has supports for supporting the chassis control arm on a further vehicle component (such as for example a wheel carrier, a subframe, or directly on a vehicle body), wherein the air-guiding device has a flat air-guiding element and a connecting section, wherein the connecting section has at least one elastically bendable connecting element which is detachably fastened on a contact section of the supports, and wherein the contact section protrudes from a side web of the chassis control arm. 1. A chassis control arm , comprising an air-guiding device ,said chassis control arm having at least one terminal bearing section and a middle section said at least one terminal bearing section having a support for supporting the chassis control arm on a vehicle component,said air-guiding device having a flat air-guiding element and a connecting section, said connecting section having at least one elastically bendable connecting element which is detachably fastened on a contact section of the support, said contact section protruding from a side web of the chassis control arm.2. The chassis control arm of claim 1 , wherein the contact section is formed by a passage of a bearing opening or by an outer sleeve of a sleeve bearing inserted into the bearing opening.3. The chassis control arm of claim 1 , wherein the air-guiding element in a mounted state extends across a bottom side of the chassis control arm.4. The chassis control arm of claim 1 , wherein the at least one connecting element at least partially engages form fittingly around the contact section.5. The chassis control arm of claim 1 , wherein the chassis control arm has two opposing said terminal bearing sections claim 1 , said middle section being arranged between the two bearing sections.6. The chassis control arm of claim 1 ...

SUSPENSION LINK AND PRODUCTION METHOD THEREFOR

[Problem] To provide a suspension link having excellent reliability in strength or the like of a coupling portion of the suspension link while being inexpensive. 1. A production method for a suspension link having a tire coupling portion that rotatably couples a tire to a suspension and a suspension coupling portion that is coupled to a frame-like member constituting the suspension , the method comprising:a bending process in which a plate is bent, a bent portion of the bent plate is formed into a hollow shape, and the hollow shape is used as one of the tire coupling portion and the suspension coupling portion; andan edge bending process in which an outer peripheral edge portion of the plate is bent prior to the bending process,wherein the outer peripheral edge portion of the plate is bent by the edge bending process, the outer peripheral edge portion of the plate including an area from an arm which is configured to connect the tire coupling portion with the suspension coupling portion to the bent portion serving as the tire coupling portion or the suspension coupling portion.2. The production method for a suspension link according to claim 1 , further comprising a punching process in which at least one end of the long plate in a longitudinal direction is punched out to form a through-hole prior to the bending process claim 1 , wherein the other of the tire coupling portion and the suspension coupling portion is configured by the through-hole formed by the punching process.3. The production method for a suspension link according to claim 2 , whereinthe plate is divided into at least two plate pieces by the bent portion in the bending process, a first through-hole is formed on one of the plate pieces and a second through-hole is formed on the other of the plate pieces in the punching process, andthe plate is bent in the bending process such that the first through-hole and the second through-hole are inserted, and the one of the plate pieces in the first through-hole ...

VEHICLE

A vehicle may include: a floor panel; a rocker extending along a side edge of the floor panel; a rear side member located on a rear side of the rocker and extending along a front-rear direction of the vehicle; and a suspension. The suspension may include a trailing arm; and a bracket connected to the trailing arm via a bush. The bracket may be fastened to the rocker at a first fastening point by a first bolt and fastened to the rear side member at a second fastening point by a second bolt. 1. A vehicle comprising:a floor panel;a rocker extending along a side edge of the floor panel;a rear side member located on a rear side of the rocker and extending along a front-rear direction of the vehicle; anda suspension;wherein a trailing arm; and', 'a bracket connected to the trailing arm via a bush, and, 'the suspension comprisesthe bracket is fastened to the rocker at a first fastening point by a first bolt and fastened to the rear side member at a second fastening point by a second bolt.2. The vehicle of claim 1 , wherein the rocker claim 1 , the rear side member claim 1 , and the bracket are fastened to each other at the first fastening point by the first bolt.3. The vehicle of claim 1 , further comprising an outdoor floor crossmember protruding downward from the floor panel and extending along a left-right direction of the vehicle claim 1 ,wherein the bracket is fastened to the outdoor floor crossmember at a third fastening point by a third bolt.4. The vehicle of claim 3 , further comprising a storage configured to store an energy source claim 3 , the storage being located below the floor panel and on a front side of the outdoor floor crossmember.5. The vehicle of claim 3 , wherein the rear side member claim 3 , the outdoor floor crossmember claim 3 , and the bracket are fastened to each other at the third fastening point by the third bolt.6. The vehicle of claim 1 , wherein a central axis of the rear side member is located closer to a center of the vehicle than a ...

VEHICLE SUSPENSION ARM

A vehicle suspension arm includes: a wheel support portion which supports a wheel through a ball joint serving as a joining member; a front side vehicle body installation portion serving as a vehicle body installation portion which is installed in a vehicle body; and a wheel side portion which joins the wheel support portion to the front side vehicle body installation portion. The wheel side portion includes an offset portion, which has a cross-sectional shape with a gravity center being offset upward or downward from a straight line that connects the ball joint to the front side vehicle body installation portion. 1. A vehicle suspension arm comprising:a wheel support portion configured to support a wheel through a joining member;a vehicle body installation portion to be installed in a vehicle body; anda wheel side portion configured to join the wheel support portion to the vehicle body installation portion, whereinthe wheel side portion of the vehicle suspension arm includes an offset portion, andthe offset portion has a cross-sectional shape with a gravity center offset upward or downward relative to an axis of a load indicating a component force to be applied from the wheel to the vehicle body when the load is inputted from a lateral side of the vehicle to the wheel.2. The vehicle suspension arm according to claim 1 , wherein the offset portion is installed in a region on the wheel side portion located substantially at equal distances from the joining member and from the vehicle body installation portion.3. The vehicle suspension arm according to claim 1 , wherein an offset amount of the offset portion is set to be gradually increased from any of the wheel support portion and the vehicle body installation portion toward a center of the offset portion.4. The vehicle suspension arm according to claim 1 , wherein the wheel side portion includesa reverse side wall erected in an opposite direction to an offset direction, anda forward side wall erected in the offset ...

VEHICLE SUSPENSION

A computer, including a processor and a memory, the memory including instructions to be executed by the processor to simulate behavior of a vehicle suspension component based on sampling a geometry space including vehicle suspension component hard-points using Gaussian process modeling and determine one or more vehicle suspension component geometries including vehicle suspension component hard-points based on first kinematic curves corresponding to behavior of the vehicle suspension component. 1. A computer , comprising a processor; and simulate behavior of a vehicle suspension component based on sampling a geometry space including vehicle suspension component hard-points using Gaussian process modeling; and', 'determine one or more vehicle suspension component geometries including the vehicle suspension component hard-points based on first kinematic curves corresponding to behavior of the vehicle suspension component., 'a memory, the memory including instructions to be executed by the processor to2. The computer of claim 1 , wherein the vehicle suspension component hard-points are locations at which the vehicle suspension component attaches to a vehicle body.3. The computer of claim 1 , wherein the vehicle suspension component is a MacPherson strut including a lower control arm that attaches a vehicle wheel to the vehicle.4. The computer of claim 3 , wherein manufacturing the vehicle includes configuring the vehicle suspension component according to determined suspension parameters including attaching the vehicle suspension components at determined hard-points to permit a vehicle wheel to move relative to the vehicle including steering the vehicle wheel.5. The computer of claim 1 , wherein the first kinematic curves include curves describing vehicle wheel attitude and vehicle suspension travel.6. The computer of claim 1 , the instructions further including instructions to sample the geometry space including vehicle suspension component hard-points based on Bayesian ...

LINKING ARM, FOR EXAMPLE FOR A VEHICLE WHEEL SUSPENSION, AND METHOD FOR MANUFACTURING SAME

The present invention relates to a link arm for connecting a first unsuspended mass to a second suspended mass, and its manufacturing method. The invention applies in particular to a suspension system for a motor vehicle, wherein the arm is able to equip a wheel suspension by having triangular housings to receive a stub axle of the wheel and two connecting links to the chassis of the vehicle. This arm () comprises housings () to receive a first linkage joint () to the first mass, and at least a second linkage joint () to the second mass, and comprises: 111141516141516a. Link arm ( , ′) adapted to connect a first structure or mass , for example unsuspended , to a second structure or mass , for example suspended , wherein the arm comprises housings ( , , ) respectively adapted to receive a first linkage joint () to the first structure or mass and at least one second linkage joint ( , ) to the second structure or mass , wherein the arm comprises:{'b': 2', '8, 'a stiffening portion () which is formed of a first thermoplastic or thermosetting matrix composite material reinforced with fibers and which comprises a peripheral rim () of the arm, and'}{'b': '3', 'an anti-buckling portion () which is interposed in the stiffening portion and which extends from the rim over substantially the entire arm,'}{'b': '4', 'characterized in that the fibers are continuous and are united in the form of a main continuous coiled skein () of the first fibers extending along the rim, which encloses the anti-buckling portion.'}21122243ab. Link arm ( claim 1 , ′) according to claim 1 , wherein the stiffening portion () forms an outer peripheral shell for the arm comprising two substantially flat half-shells ( claim 1 , ) which form arm ribs reinforced by the main skein () claim 1 , wherein the anti-buckling portion () is inserted between the half-shells.311141516141516aaa. Link arm ( claim 1 , ′) according to claim 1 , wherein the arm is used to equip a suspension of a wheel of a motor vehicle ...

Suspension assembly, suspension damping device and six wheels bionic chassis

A suspension damping device installed at a chassis of a mobile robot comprises a vehicle frame, a controlling arm set and a damping device. The vehicle frame is fixed to the chassis and arranged on the ground. One end of the controlling arm set is hinged to the vehicle frame, and the other end of the controlling arm set is hinged to a steering device, so the controlling arm set controls the motion stability of the steering device. One end of the damping device opposite to the ground is hinged to the vehicle frame, and the other end of the damping device faced to the ground is hinged to the steering device. A six-wheeled bionic chassis which comprises a chassis frame, a controller, a sensor, front wheel suspension assemblies, middle wheel suspension assemblies and rear wheel suspension assemblies is also disclosed in the present invention.

SUSPENSION SYSTEM FOR VEHICLE

A suspension system for a vehicle that is capable of preventing a lower pad from being separated from a lower arm by elastic force of a spring. The lower pad of the suspension system for a vehicle includes an elastically deformable part made of a material deformable by elastic force of the spring, and a base part made of a material harder than the material of the elastically deformable part, and coupled to the lower arm. 1. A suspension system for a vehicle , comprising:a spring which configured to support a load of a vehicle body;a lower arm disposed at a lower side of the spring and configured to support the spring; anda lower pad disposed at an upper side of the lower arm and on which the spring is seated,wherein the lower pad comprises an elastically deformable part comprising a material deformable by elastic force of the spring, and a base part comprising a material harder than the material of the elastically deformable part, and coupled to the lower arm.2. The suspension system of claim 1 , wherein the elastically deformable part and the base part are integrally formed.3. The suspension system of claim 1 , wherein the elastically deformable part comprises:a spring seating portion on which the spring is seated; anda spring insertion portion configured to protrude upward inside the spring seating portion and configured to be insertable into the spring.4. The suspension system of claim 3 , wherein an anti-rotation protrusion claim 3 , which is configured to come into contact with a lower end of the spring and prevent rotation of the spring claim 3 , and an anti-withdrawal protrusion claim 3 , which is configured to come into contact with a side surface of the spring and prevent withdrawal of the spring claim 3 , are formed on the spring seating portion.5. The suspension system of claim 4 , wherein:the anti-rotation protrusion protrudes at an upper side of the spring seating portion and extends from the spring insertion portion; andthe anti-withdrawal protrusion ...

Suspension Member for a Motor Vehicle and Method of Forming the Same

A suspension member for a motor vehicle including a control arm or transverse link having a ball joint seat for receiving a press-fit ball joint. The ball joint seat including a reinforcement section formed from the material of the suspension member in a region thereof provided for friction or press-fit contact with the ball joint. A method for producing the control arm or transverse link includes increasing the material thickness of the reinforcement section by deformation. 1. A component for a wheel suspension comprising:a member having a material thickness and a ball joint seat;said ball joint seat having an opening and a reinforcement structure surrounding said opening; andsaid reinforcement structure having a material thickness, said material thickness being greater than said material thickness of said member.2. The component of including said reinforcement structure circumscribing said opening claim 1 , said reinforcement structure forming an inner wall of said opening wherein said inner wall forms an engagement surface of said ball joint seat extending between an upper end of said inner wall of said reinforcement structure and a lower end of said inner wall of said reinforcement structure defining an engagement surface thickness; andsaid engagement surface thickness greater than said material thickness of said member.3. The component of including a ball joint claim 1 , said ball joint positioned in said ball joint seat in a press-fit connection.4. The component of including said member having a material thickness adjacent said reinforcement structure claim 1 , said material thickness adjacent said reinforcement structure being less than said material thickness of said reinforcement structure and said material thickness of said member.5. The component of in which material of the member is upset in the region of the reinforcement structure.6. The component of wherein the member is a transverse link having a single-shell form.7. The component of wherein the ...

Suspension Member for a Motor Vehicle and Method of Making Same

A control arm or transverse link having a ball joint seat for receiving a press-fit ball joint. The material of a portion of the ball joint seat in a region provided for press-fit contact with the ball joint having a reduced material thickness. A method for producing the control arm or transverse link includes reducing a wall thickness of the ball joint seat by deformation or material severing. 1. A vehicle suspension member comprising:a link having a material thickness and a ball joint seat;said ball joint seat having a flange, said flange including a wall having an inner side, said inner side in contact with a ball joint; andsaid flange having a material thickness, said material thickness being smaller than said material thickness of said link.2. The suspension member of wherein the material thickness of said flange is less than half that of said material thickness of said material thickness of said link.3. The suspension member of wherein the inner side of said flange in contact with said ball joint is in the form of a press-fit seat.4. The suspension member of wherein the material thickness of said flange extends longitudinally along said flange in that area wherein said inner side of said flange contacts said ball joint.5. The suspension member of being a one-piece construction claim 1 , wherein said link and said flange integrally formed from a single material.6. The suspension member of wherein said flange is a continuous part of and an extension of said link.7. The suspension member of wherein material protruding outwardly in the radial direction in the region of an opening of the ball joint seat is severed off.8. The suspension member of wherein said link is a single-shell member.94. The suspension member of wherein said ball joint () is press-fit into said ball joint seat.10. A method for producing suspension member of the motor vehicle comprising the steps of:providing a metal sheet having an initial material thickness;providing a tool for cutting and ...

SUSPENSION MEMBER FOR A MOTOR VEHICLE AND METHOD OF MAKING SAME

A suspension member having an arm member and a ball joint section. The ball joint section having an opening receiving a press fit ball joint. The material of the ball joint section having a smaller material thickness than the material of the arm member. The ball joint section connected to the arm member. 1. A suspension member for a motor vehicle comprising:an arm member having a material thickness;a ball joint section having a material thickness and an opening for receiving a ball joint; andsaid material thickness of said ball joint section being smaller than said material thickness of said arm member.2. The suspension member of wherein the material thickness of said ball joint section in the area adjacent said opening provided for receiving the ball joint is approximately half that of the material thickness of said arm member.3. The suspension member of wherein the material thickness of said ball joint section is smaller over its entire extent than the material thickness of said arm member.4. The suspension member of wherein the material thickness of said ball joint section is smaller in a region of said ball joint section provided for a press fit contact with the ball joint.5. The suspension member of wherein said opening is defined by an outwardly extending flange portion claim 1 , said flange portion formed from the material of said ball joint section whereby the material thickness of said flange portion is smaller than the material thickness of said arm or link section.6. The suspension member of wherein said ball joint section is welded to said arm member.7. The suspension member of wherein material protruding outwardly in a radial direction in a region of the opening of the ball joint section is severed off.8. The suspension member of wherein said arm member is of single-shell form.9. The suspension member of wherein said ball joint is press-fit into said opening in said ball joint section.10. A method for producing suspension member of a motor vehicle ...

SUSPENSION STABILIZATION SYSTEM AND RELATED METHODS

A suspension stabilization system may include a stabilizer bar having an end configured to connect to a suspension component of a vehicle, and a torsion shaft with an end connected to the stabilizer bar. A locking mechanism may be configured to rotationally couple and decouple at least a portion of the torsion shaft with a portion of a frame of the vehicle. Methods relate to stabilizing a vehicle suspension. 1. A suspension stabilization system , comprising:a stabilizer bar having an end configured to connect to a suspension component of a vehicle;a torsion shaft with an end connected to the stabilizer bar; anda locking mechanism configured to prevent rotation of at least a portion of the torsion shaft relative to a portion of a frame of the vehicle when in a locked configuration.2. The suspension stabilization system of claim 1 , wherein the stabilizer bar is connected to the torsion shaft via a splined interface.3. The suspension stabilization system of claim 1 , wherein the stabilizer bar and the torsion shaft comprise a single claim 1 , unitary component.4. The suspension stabilization system of claim 1 , wherein at least a portion of the torsion shaft and at least a portion of the locking mechanism are disposed within a housing attached to the portion of the frame of the vehicle.5. The suspension stabilization system of claim 1 , wherein the locking mechanism comprises a pinion gear positioned on the torsion shaft and a sliding lock gear configured to slide axially within a housing claim 1 , and wherein the pinion gear and the sliding lock gear each comprise gear teeth configured to intermesh when the sliding lock gear is in an engaged position.6. The suspension stabilization system of claim 5 , wherein the sliding lock gear comprises external protrusions configured to slide within recesses of the housing and prevent rotation of the sliding lock gear with respect to the housing.7. The suspension stabilization system of claim 6 , wherein the locking mechanism ...

VEHICLE STRUCTURE

A vehicle structure includes: a suspension member for supporting a suspension mechanism of a vehicle; a rear-portion support member (inner members, a dash panel) provided above a rear portion of the suspension member and supporting the suspension member; a fastening member for fastening the rear portion of the suspension member to the rear-portion support member; and a latching member provided in the fastening member and latching thereto the rear portion of the suspension member to be displaced in a vehicle lower direction due to an impact load toward a vehicle rearward direction, so as to transmit, to the fastening member, a load toward the vehicle lower direction. 1. A vehicle structure comprising:a suspension member for supporting a suspension mechanism of a vehicle;a rear-portion support member provided above a rear portion of the suspension member and supporting the suspension member;a fastening member for fastening the rear portion of the suspension member to the rear-portion support member; anda latching member provided in the fastening member and latching thereto the rear portion of the suspension member to be displaced in a vehicle lower direction due to an impact load toward a vehicle rearward direction, so as to transmit, to the fastening member, a load toward the vehicle lower direction.2. The vehicle structure according to claim 1 , wherein:the latching member is provided on a bottom side of the suspension member so as to extend closer to a vehicle front direction than a lower end portion of the fastening member.3. The vehicle structure according to claim 2 , wherein:an end portion of the latching member in the vehicle front direction is provided with a protruding portion that protrudes toward the bottom side of the suspension member.4. The vehicle structure according to claim 1 , further comprising:a reinforcing member provided so as to be close to or make contact with a rearward of the rear portion of the suspension member.5. The vehicle structure ...

ADJUSTER, FRAME AND VEHICLE

A golf cart includes a frame, an adjuster, and a pair of suspension assemblies that reduce changes in camber angles in a pair of wheels caused by an adjustment of a ground clearance. The adjuster includes a pair of first adjusting portions and a pair of second adjusting portions. Each of the first adjusting portions includes a first upper hole and a first lower hole. Each of the second adjusting portions includes a second upper hole and a second lower hole. Each suspension assembly includes a damper and an arm portion. When the golf cart is set to a high ground clearance, the first adjusting portions are installed between the frame and the dampers, and the second adjusting portions are installed between the frame and the arm portions. 1. An adjuster for adjusting a ground clearance of a vehicle that includes a pair of strut suspension assemblies each including a damper , an arm portion , and a knuckle portion , the adjuster comprising:a pair of first adjusting portions each including a first upper hole and a first lower hole, the pair of first adjusting portions arranged to be installed between the dampers and a frame of the vehicle to adjust a position of the frame with respect to the dampers; anda pair of second adjusting portions each including a second upper hole and a second lower hole, the pair of second adjusting portions arranged to be installed between the arm portions and the frame of the vehicle at a height lower than the pair of first adjusting portions to adjust a position of the frame with respect to the arm portions whereina distance between the first upper hole and the first lower hole is equal or substantially equal to a distance between the second upper hole and the second lower hole.2. (canceled)3. The adjuster according to claim 1 , wherein the pair of first adjusting portions are integral with each other and included in a first adjusting member.4. The adjuster according to claim 1 , wherein the pair of second adjusting portions are integral with ...

LEANING VEHICLE

A right shock absorber and a left shock absorber are provided on outer sides of a left front wheel and a right front wheel that define a steering allowable space therebetween. At a lower portion of the right shock absorber, an outer edge of a right front fender is positioned farther radially outwards than an outer edge of the right front wheel, and a right guide wall that extends from the outer edge inwards is provided in an upper rear area to the left of the right front wheel. At a lower portion of the left shock absorber, an outer edge of a left front fender is positioned farther radially outwards than an outer edge of the left front wheel, and a left guide wall that extends from the outer edge inwards is provided in an upper rear area to the right of the left front wheel. 1. A leaning vehicle comprising:a body frame that leans right when the vehicle turns to the right and leans left when the vehicle turns to the left;a right front wheel that is displaced relative to the body frame as the body frame leans, and that turns about a right axle member that extends in a right axle axis direction;a left front wheel that is displaced relative to the body frame as the body frame leans, and that turns about a left axle member that extends in a left axle axis direction;a linkage that changes relative positions of the right front wheel and the left front wheel in an up-and-down direction of the body frame as the body frame leans;a right shock absorber supporting a right portion of the right axle member at a lower portion thereof and that absorbs a displacement of the lower portion relative to an upper portion thereof in a direction of a right extension and contraction axis that extends in the up-and-down direction of the body frame; anda left shock absorber supporting a left portion of the left axle member at a lower portion thereof and that absorbs a displacement of the lower portion relative to an upper portion thereof in a direction of a left extension and contraction axis ...

ARRANGEMENT FOR CONNECTING A CHASSIS LINK TO A WHEEL CARRIER

An arrangement for connecting a link () of a chassis to a wheel carrier () by way of a ball sleeve joint (). The link () has an link eye (), the ball sleeve joint () has a ball sleeve (), and the wheel carrier () has two bearing eyes (). A sensor is located on the link eye () and a signal generator is located on the ball sleeve (). The sensor and signal generator form an angle measuring device. The ball sleeve () is connected to the bearing eyes () via a threaded pin (). An anti-rotation unit () is provided between the ball sleeve () and the wheel carrier () in order to fix a defined angular position of the ball sleeve () with respect to the wheel carrier (). 16-. (canceled)7123. An arrangement for connecting a control arm () of a chassis to a wheel carrier () by a ball sleeve joint () ,{'b': 1', '1, 'i': 'a', 'the control arm () having a control arm eye (),'}{'b': 3', '7, 'the ball sleeve joint () having a ball sleeve (),'}{'b': 2', '4', '5, 'the wheel carrier () having two bearing eyes (, ),'}{'b': '1', 'i': 'a', 'a sensor being arranged on the control arm eye (),'}{'b': '7', 'a signal emitter being arranged on the ball sleeve (),'}the sensor and the signal emitter forming an angle measuring device,{'b': 7', '4', '5', '6, 'the ball sleeve () being connected to the two bearing eyes (, ) by a threaded bolt (), and'}{'b': 9', '10', '9', '10', '7', '2', '7', '2, 'i': a', 'a, 'rotation preventing means (, ; , ) being provided, between the ball sleeve () and the wheel carrier (), to fix a defined angular position of the ball sleeve () relative to the wheel carrier ().'}879945451010991010aaaaaa. The arrangement according to claim 7 , wherein at least one end side of the ball sleeve () has a flattened area ( claim 7 , ) at its circumference and at least one end side ( claim 7 , ) of the bearing eyes ( claim 7 , ) has a corresponding edge ( claim 7 , ) claim 7 , and the flattened area ( claim 7 , ) and the edge ( claim 7 , ) engage with one another.99910107aa. The ...

WHEELHOUSE STRUCTURE

A wheelhouse structure, including: an arm section of a suspension arm that is supported by a suspension member so as to be capable of oscillating in a vehicle vertical direction about a support axis disposed inside an engine room, and that extends from the support axis toward a side of a wheelhouse; a wheelhouse side cover that partitions the engine room from the wheelhouse, and that has a lower portion at which is formed an opening portion having a size that allows oscillation of the arm section of the suspension arm; and an arm side cover that is integrally provided at the support axis side of the arm section, and that blocks a gap between a peripheral edge of the opening portion and the arm section as viewed along an axial direction of the support axis. 1. A wheelhouse structure , comprising:an arm section of a suspension arm that is supported by a suspension member so as to be capable of oscillating in a vehicle vertical direction about a support axis disposed inside an engine room, and that extends from the support axis toward a side of a wheelhouse;a wheelhouse side cover that partitions the engine room from the wheelhouse, and that has a lower portion at which is formed an opening portion having a size that allows oscillation of the arm section of the suspension arm; andan arm side cover that is integrally provided at the support axis side of the arm section, and that blocks a gap between a peripheral edge of the opening portion and the arm section as viewed along an axial direction of the support axis.2. The wheelhouse structure of claim 1 , wherein the arm side cover is divided at a position of the arm section claim 1 , and is fixed to the arm section on either side of the arm section.3. The wheelhouse structure of claim 1 , wherein the arm side cover forms a circular arc centered on the support axis as viewed along the axial direction of the support axis of the suspension arm.4. The wheelhouse structure of claim 2 , wherein the arm side cover forms a ...

LINK FOR A LINK SYSTEM FOR THE ATTACHMENT OF A WHEEL CARRIER TO A BODY OF A VEHICLE

A link for a link system for the attachment of a wheel carrier to a body of a vehicle, having a main body with a joint portion with a joint bearing receptacle for the articulated fastening to the body of the vehicle, a wheel carrier portion with a wheel carrier joint receptacle for the articulated fastening to a wheel carrier of the vehicle, and a connecting portion between the wheel carrier portion and the joint portion. In the joint portion, centers of area of the main body form a center of gravity line which is oriented centrally with respect to the longitudinal axis of the main body. 1. A link for a link system for the attachment of a wheel carrier to a body of a vehicle , said link comprising:a main body including (i) a joint portion having a joint bearing receptacle for the articulated fastening to the body of the vehicle, (ii) a wheel carrier portion with a wheel carrier joint receptacle for the articulated fastening to the wheel carrier of the vehicle, and (iii) a connecting portion between the wheel carrier portion and the joint portion,wherein, in the joint portion of the main body, a center of gravity line (S) of the main body is oriented centrally with respect to a longitudinal axis (LA) of the main body.2. The link as claimed in claim 1 , wherein claim 1 , in the joint portion claim 1 , a hollow-like depression is at least partially surrounded by lateral elevations.3. The link as claimed in claim 1 , wherein the joint portion claim 1 , the connecting portion and/or the wheel carrier portion are formed symmetrically or substantially symmetrically with respect to the longitudinal axis (LA) of the main body.4. The link as claimed in claim 1 , wherein the joint portion is of bending-free or substantially bending-free form.5. The link as claimed in claim 4 , wherein claim 4 , in the joint portion claim 4 , the center of gravity line (S) is arranged either on or substantially on a force action line (KL) between the joint portion and the wheel carrier portion. ...

VEHICLE FRONT END ASSEMBLY

A vehicle front end assembly includes an engine cradle, a transverse link and a fastener. The engine cradle has an upper attachment portion and a lower attachment portion, both being rigidly attached to the engine cradle. The upper attachment portion has a recessed area that includes a first opening extending through the recessed area. The upper attachment portion has a first overall thickness with a portion of the recessed area surrounding the first opening having a second thickness that is greater than the first thickness. The lower attachment portion has a second opening below the first opening. The transverse link has an inboard portion with a third opening that extends through the inboard portion. The fastener passes through the first opening, the third opening and the second opening such that the fastener retains the transverse link to the upper attachment portion and the lower attachment portion of the engine cradle. 1. A vehicle front end assembly , comprisingan engine cradle having an upper attachment portion and a lower attachment portion spaced apart from one another with both being rigidly attached to the engine cradle, the upper attachment portion having a recessed area that includes a first opening extending through the recessed area, the upper attachment portion having a first overall thickness with a portion of the recessed area surrounding the first opening having a second thickness that is greater than the first thickness, the lower attachment portion having a second opening below the first opening;a transverse link having an inboard portion with a third opening that extends through the inboard portion;a fastener passing through the first opening, the third opening and the second opening such that the fastener retains the transverse link to the upper attachment portion and the lower attachment portion of the engine cradle.2. The vehicle front end assembly according to claim 1 , whereinthe recessed area is a concaved area of an upper surface of the ...

SLOTTED ALIGNMENT BUSHING

An alignment assembly for a motor vehicle includes a first bushing with a slot, the first bushing being configured to be positioned and secured to an end of a first link of a wishbone suspension assembly, and an insert that fits within the slot, the insert having a locating hole that positions a bolt within the slot for nominal caster and camber angles. 1. An alignment assembly for a motor vehicle , the assembly comprising;a first bushing with a slot, the first bushing being configured to be positioned and secured to an end of a first link of a wishbone suspension assembly; andan insert that fits within the slot, the insert having a locating hole that positions a bolt within the slot for nominal caster and camber angles.2. The assembly of claim 1 , wherein the insert is one of a plurality of inserts.3. The assembly of claim 2 , wherein at least one of the plurality of inserts has a locating hole at a nominal position.4. The assembly of claim 3 , wherein at least one other of the plurality of inserts has a locating hole offset from the nominal position.5. The assembly of claim 2 , wherein each of the plurality of inserts has a locating hole with a position in the respective insert that is different than the position of the locating hole of any other insert.6. The assembly of claim 1 , wherein the wishbone suspension assembly includes a second link and a second bushing being configured to be positioned and secured to an end of a second link of a wishbone suspension assembly claim 1 , the second bushing having a slot for a second insert.7. The assembly of claim 6 , wherein the insert is one of a plurality of inserts.8. The assembly of claim 7 , wherein at least one of the plurality of inserts has a locating hole at a nominal position.9. The assembly of claim 8 , wherein at least one other of the plurality of inserts has a locating hole offset from the nominal position.10. A wishbone suspension assembly comprising:a first link;a second link, the first link and the ...

SUSPENSION FOR VEHICLE

A suspension for a vehicle is configured such that, even in a situation of departing from a range in which a spring may be tensioned as a rebound state is added in a full rebound state, a lower end of the spring is continuously supported by a spring seat support arm, so as to prevent separation of the spring connecting a suspension arm to a body member. 1. A suspension for a vehicle , the suspension comprising:a spring seat support arm provided at a suspension arm connecting a body frame to a knuckle; anda spring configured to be supported, at opposite ends of the spring, by a body member and the spring seat support arm, the body member being located above the suspension arm.2. The suspension for a vehicle of claim 1 , wherein the spring seat support arm is arranged along a longitudinal direction of the suspension arm and configured to have a shape of a cantilever such that a first end of the spring seat support arm is coupled to the suspension arm and the spring is supported by a second end of the spring seat support arm claim 1 , the second end of the spring seat support arm corresponding to a free end of the cantilever.3. The suspension for a vehicle of claim 1 , wherein the spring seat support arm comprises:a coupled portion integrally coupled to a first end of the suspension arm;a rod portion extending from the coupled portion along a longitudinal direction of the suspension arm and configured to be elastically deformed in response to external force; anda seat portion provided at an end of the rod portion and configured to support a lower end of the spring.4. The suspension for a vehicle of claim 3 , further comprising:a spring pad coupled to the seat portion and configured to be in contact with the lower end of the spring.5. The suspension for a vehicle of claim 3 , wherein the spring seat support arm further comprises a protrusion portion formed to protrude outward from the coupled portion claim 3 ,wherein, when rebound is added in a full rebound state, as ...

VEHICLE WHEEL AXLE LIFTING DEVICE

A vehicle wheel axle lifting device is provided, including a fixing portion, a cantilever and an urging arm. The cantilever and the urging arm are respectively mounted to the fixing portion, and the cantilever and the urging arm are swingable respectively around different axes so as to allow a first air bag to be disposed between the urging arm and the fixing portion. The first air bag is abutted against the urging arm, and the urging arm is abutted against the cantilever, so the vehicle wheel axle lifting device is energy-saving and easy to maintain, assemble and disassemble. 1. A vehicle wheel axle lifting device used for being adapted for a vehicle which has a car body and a wheel axle , including:a fixing portion, being provided for being fixedly disposed under the car body, the fixing portion having a supporting portion;a cantilever, being mounted to the fixing portion and swingable upward and downward around a cantilever axis located at the fixing portion, the cantilever being provided for the wheel axle to dispose thereon;an urging arm, being mounted to the fixing portion and swingable around an abutting axis located at the fixing portion, the abutting axis and the cantilever axis being parallel to and separated from each other, the urging arm having an abutting portion abutted against the cantilever and a supporting portion, the abutting portion being abutted upward against the cantilever;a first air bag, being laterally abutted and disposed between the two supporting portions;a second air bag, having an end abutted against the cantilever, the other end abutted against the car body.2. The vehicle wheel axle lifting device of claim 1 , wherein the abutting axis is located higher than the cantilever axis.3. The vehicle wheel axle lifting device of claim 1 , wherein the abutting axis is located right above the first air bag.4. The vehicle wheel axle lifting device of claim 2 , wherein the abutting axis and the cantilever axis extend away from each other.5. The ...

HYBRID LOWER ARM

The present disclosure relates to a hybrid lower arm including: a metal member including a plurality of end portions, one end portion of the plurality of end portions being connected to a ball joint and another end portion of the plurality of end portions being connected to a vehicular body; a face portion extending downwards along an edge of the metal member between the one end portion and the another end portion; and a guard member configured to surround a portion of the face portion and formed of a material lighter than the metal member. 1. A hybrid lower arm comprising:a metal member including a plurality of end portions, one end portion of the plurality of end portions being connected to a ball joint and another end portion of the plurality of end portions being connected to a vehicular body;a face portion extending downwards along an edge of the metal member between the one end portion and the another end portion; anda guard member configured to surround a portion of the face portion and formed of a material lighter than the metal member.2. The hybrid lower arm of claim 1 , wherein a lower end of the face portion is bent toward an inner side of the metal member.3. The hybrid lower arm of claim 2 , wherein the guard member is formed of a plastic material and is configured to surround an inward surface claim 2 , an outward surface claim 2 , and a lower end surface of the face portion.4. The hybrid lower arm of claim 1 , wherein the metal member includes a body portion formed in a shape of an L-shaped plate claim 1 ,wherein the guard member is formed to surround a lower surface of the body portion, an inward surface of the face portion, and an outward surface of the face portion, andwherein the guard member is formed with a plurality of partition walls which extend downwards from the lower surface of the body portion to support the face portion and are connected to the face portion.5. The hybrid lower arm of claim 4 , wherein the metal member is formed with three ...

TRAILING ARM MANUFACTURING METHOD

A trailing arm manufacturing method includes: preparing a metallic inner plate and a resinous plate member composed of at least two components; heat-crimping the inner plate while sandwiching the inner plate with the plate members in a state in which the inner plate is disposed between the plate members by using a pair of left and right molding dies including a rib molding portion for injection-molding a rib portion having a plurality of ribs; and injection-molding the rib portion on the plate member during the heat-crimping or after the heat-crimping. 1. A trailing arm manufacturing method for manufacturing a trailing arm connecting a vehicle body and a knuckle supporting a vehicle wheel , the trailing arm manufacturing method comprising:preparing a metallic inner portion and a resinous outer portion composed of at least two components;heat-crimping the inner portion while sandwiching the inner portion with the outer portions in a state in which the inner portion is disposed between the outer portions by using a pair of molding dies including an injection-molding portion for injection-molding a rib portion having a plurality of ribs; andinjection-molding the rib portion on the outer portion during the heat-crimping or after the heat-crimping.2. The trailing arm manufacturing method according to claim 1 ,wherein a collar through which a bolt for fixing the knuckle passes is simultaneously crimped to through-holes formed in the inner portion and the outer portion during the heat-crimping.3. The trailing arm manufacturing method according to claim 1 ,wherein a bush for connecting the trailing arm to the vehicle body is simultaneously inserted into a vehicle body side connection portion during the heat-crimping or the injection-molding, the vehicle body side connection portion being formed by the inner portion and a bush fixing resin portion formed on the inner portion at a time of injection-molding the rib portion.4. The trailing arm manufacturing method according to ...

TRAILING ARM ATTACHMENT PORTION STRUCTURE

A collar includes a tubular portion and a flange portion extending radially outward from an end portion of the tubular portion, first and second corner portions formed by the tubular portion and the flange portion are provided with first and second curved surface portions formed as concave curved surfaces, an end portion of the trailing arm is provided with a collar through-hole into which the collar is inserted, and an edge portion of the collar through-hole is provided with a through-hole side curved surface portion formed as a convex curved surface coming into contact with the first and second curved surface portions. 1. A trailing arm attachment portion structure provided in a vehicle body and having a collar provided at an end portion of the trailing arm attachment portion structure so that a bolt passes therethrough in order to fasten other member and the collar ,wherein the collar includes a tubular portion and a flange portion extending radially outward from an end portion of the tubular portion,wherein a corner portion formed by the tubular portion and the flange portion is provided with a collar side curved surface portion which is formed as a concave curved surface,wherein an end portion of the trailing arm is provided with a through-hole into which the collar is inserted, andwherein an edge portion of the through-hole is provided with a through-hole side curved surface portion which is formed as a convex curved surface coming into contact with the collar side curved surface portion.2. The trailing arm attachment portion structure according to claim 1 ,wherein the collar is consisted by two components each of which includes the tubular portion and the flange portion, andend portions of the tubular portions of the two components are mating-connected to each other.3. The trailing arm attachment portion structure according to claim 1 ,wherein a part of the trailing arm including the edge portion of the through-hole is made of a resin material.4. The trailing ...

PROTECTION STRUCTURE FOR VEHICLE SUSPENSION DEVICE

A protection device of a vehicle suspension device includes a vehicle body frame, a wheel, a knuckle that rotatably supports the wheel, a suspension arm that connects the vehicle body frame and the knuckle and is configured to be swingable up and down along with up-and-down movement of the wheel with an end portion attached to the vehicle body frame being a pivot point, a shock absorber that has an upper end attached to the vehicle body frame and a lower end attached to the suspension arm, and buffers swinging movement in an up-and-down direction of the suspension arm, and an absorber cover attached to the suspension arm and covering the periphery of the shock absorber. 1. A protection structure for a vehicle suspension device , comprising:a vehicle body frame;a wheel;a knuckle that rotatably supports the wheel;a suspension arm connecting the vehicle body frame and the knuckle, the suspension arm being configured to be swingable up and down along with up-and-down movement of the wheel with an end portion attached to the vehicle body frame being a pivot point;a shock absorber that has an upper end attached to the vehicle body frame and a lower end attached to the suspension arm, and buffers swinging movement in an up-and-down direction of the suspension arm; andan absorber cover attached to the suspension arm and covering periphery of the shock absorber.2. The protection structure for the vehicle suspension device according to claim 1 , whereinthe shock absorber includes a cylinder disposed on an upper side, and a rod extending from the cylinder to a lower side in an axial direction of the cylinder so as to freely protrude and retract, and{'b': '1', 'the absorber cover has an upper end corresponds at least to a range over the lower end of the cylinder in a G state.'}3. The protection structure for the vehicle suspension device according to claim 1 , whereinthe wheel is a rear wheel, andthe absorber cover covers the periphery of the shock absorber from the front side. ...

VEHICLE WITH WEAR PLATE

A vehicle including a frame; a motor; at least one ground engaging member; at least one suspension member pivotally connecting the ground engaging member to the frame; at least one double bonded bushing being disposed in an end portion of the at least one suspension member; at least one wear plate disposed between a first end of the at least one double bonded bushing and the frame, the at least one wear plate being rotationally fixed relative to the frame, the first end of the at least one double bonded bushing abutting the at least one wear plate, the at least one wear plate being selectively removable from the vehicle; and at least one shaft extending through a portion of the frame, the at least one double bonded bushing, and the at least one wear plate. 1. A vehicle comprising:a frame;a motor connected to the frame;at least one ground engaging member operatively connected to the motor;at least one suspension member pivotally connecting the at least one ground engaging member to the frame;at least one double bonded bushing pivotally connecting the at least one suspension member to the frame, the at least one double bonded bushing being disposed in an end portion of the at least one suspension member;at least one wear plate disposed between a first end of the at least one double bonded bushing and the frame, the at least one wear plate being rotationally fixed to the frame, the first end of the at least one double bonded bushing abutting the at least one wear plate, the at least one wear plate being selectively removable from the vehicle; andat least one shaft extending through a portion of the frame, the at least one double bonded bushing, and the at least one wear plate,an inner race of the at least one double bonded bushing being prevented from rotating relative to the frame when the at least one shaft is tensioned through the at least one double bonded bushing, the inner race of the at least one double bonded bushing being tightened against the at least one ...

Vehicle front suspension

A vehicle front suspension includes a suspension support structure, a transverse link, a front link breakaway structure and a rear link breakaway structure. The transverse link has an inboard side with a front connection structure connecting a front end of the transverse link to the suspension support at a first location and a rear connection structure pivotally connecting a rear end of the transverse link to the suspension support at a second location that is spaced rearwardly of the first location. The front link breakaway structure is configured to release the front end of the transverse link from the suspension support upon application of a prescribed rearward directed force on the vehicle front suspension outboard of the suspension support structure. The rear link breakaway structure is configured to release the rear connection structure of the transverse link from the suspension support upon rearward rotation of the transverse link about the rear connection structure.

MOTOR VEHICLE COMPRISING RUNNING GEAR ATTACHMENT GUIDE MEANS

A motor vehicle includes a bodywork structural element and a running gear, such as a vehicle back end, that includes at least one arm. The at least one arm includes a top attachment end that is received in a sheet metal clevis supported on a bottom surface of a floor of the bodywork structural element. The attachment end includes at least one transverse tubular sleeve that is received with reduced play between two parallel flanks of the clevis, and an attachment screw capable of passing through two coaxial bores of both flanks and the transverse tubular sleeve to enable attachment of the attachment end into the clevis. The clevis guides the attachment end into a position for aligning the bores of the flanks and the sleeve. 110-. (canceled)11. A motor vehicle comprising:a structural bodywork element; anda running gear that comprises at least one arm comprising an upper attachment extremity that is received in a sheet metal clevis supported on a lower face of a floor of the structural bodywork element,wherein said attachment extremity comprises at least one transverse tubular sleeve that fits with limited clearance between two parallel flanks of said clevis, andwherein an attachment screw is configured to pass through two coaxial bores in both flanks and said transverse tubular sleeve so as to enable attachment of said attachment extremity into the clevis,wherein the clevis comprises means for guiding the attachment extremity into a position in which the bores in the flanks and in the sleeve are aligned.12. The motor vehicle as claimed in claim 11 , wherein each flank has means for guiding a corresponding axial end of the tubular sleeve towards the position in which the bores in the flanks and in the sleeve are aligned.13. The motor vehicle as claimed in claim 11 , wherein each guide means extends perpendicular from one face of said flank oriented towards the sleeve claim 11 , and each guide means is arranged in a transverse plane and has an arch shape in which a ...

METHOD FOR PRODUCING A LINK MOUNTING ARRANGEMENT OF A MOTOR VEHICLE, AND MOUNTING ARRANGEMENT

A method for producing a mounting arrangement for a link of a motor vehicle suspension that is or can be pivotably mounted on a subframe of the motor vehicle, having the following steps: providing the subframe, which has a first and a second mounting flange for mounting the link; providing at least one intermediate product of a bracket; integrally joining the intermediate product to a mounting flange of the subframe by welding; forming an elongated hole in the intermediate product by punching of the same; and forming at least one stop on the intermediate product for an adjusting eccentric for chassis adjustment by stamping the intermediate product. 1. A method for producing a mounting arrangement for a link of a motor vehicle suspension that is adapted to be pivotably mounted on a subframe of the motor vehicle , the method comprising:providing the subframe, which has a first and a second mounting flange for mounting the link;providing at least one intermediate product of a bracket;integrally joining the intermediate product to a mounting flange of the subframe by welding;forming an elongated hole in the intermediate product by punching of the same; andforming at least one stop on the intermediate product for an adjusting eccentric for chassis adjustment by stamping the intermediate product.2. The method according to claim 1 , wherein steps of forming the elongated hole and forming at least one stop are carried out in a single operation.3. The method according to claim 1 , wherein the intermediate product of the bracket is plate-like in design.4. The method according to claim 3 , wherein the plate-like intermediate product has at least one bending at an edge to stiffen the intermediate product.5. The method according to claim 1 , wherein the intermediate product of the bracket has a prepunched hole.6. The method according to claim 1 , wherein the at least one stop is created in a stamping process by bending a tab that was made by free punching on the said ...

CONTROL ARM BASE

A control arm base () for connecting a control arm (), particularly a divided control arm, for a wheel () to a vehicle, which control arm () includes at least two partial control arms () which can be connected on the one hand to a vehicle-side joint () and on the other to a wheel-side joint (). In order to realize a targeted influencing of the longitudinal and transverse rigidity of the control arm with simple conventional joints, the control arm base () includes at least two vehicle-connecting joints () for articulated connection of the control arm base () to the vehicle, and at least two partial control arm connecting joints () for the vehicle-side articulated connection of each of the partial control arms () to the control arm base (). The invention further relates to a wheel suspension that includes such a control arm base (). 112-. (canceled)13. A control arm base for connecting a divided control arm for a wheel to a vehicle , the control arm including at least two partial control arms , the at least partial control arms connectable , on the one hand , to a vehicle-side joint and , on the other hand , to a wheel-side joint , the control arm base comprising:at least two vehicle connecting joints for the articulated connection of the control arm base to the vehicle; andat least two partial control arm connecting joints for the vehicle-side, articulated connection of one each of the partial control arms to the control arm base.14. The control arm base as recited in wherein at at least one of the vehicle connecting joints is inflexible radially to the vehicle longitudinal direction.15. The control arm base as recited in wherein at least one of the vehicle connecting joints is flexible axially to the vehicle longitudinal direction.16. The control arm base as recited in wherein the radially inflexible vehicle connecting joint is also inflexible axially to the vehicle longitudinal direction claim 15 , or the radially inflexible vehicle connecting joint is flexible ...

Electric vehicle

A vehicle is provided including a frame assembly. The frame assembly includes a front frame module, a middle frame module, and a rear frame module. The front frame module is fastened to a front portion of the middle frame module. The rear frame module is fastened to a rear portion of the middle frame module. The middle frame module is interchangeable with at least one other middle frame module to change a length of the vehicle.

Vehicle front suspension

A vehicle front suspension includes a lower suspension support structure, a transverse link, a steering knuckle and a lower knuckle breakaway structure. The transverse link has an inboard side and an outboard side, the inboard side being attached to the lower suspension support structure. The steering knuckle has an upper end, a lower end, and a wheel supporting section between the upper end and the lower end. The lower end is pivotally coupled to the outboard side of the transverse link. The lower knuckle breakaway structure is formed on the steering knuckle to release the steering knuckle from the transverse link upon application of a prescribed rearward directed force on the vehicle front suspension outboard of the lower suspension support structure.

Spring link made of steel

The present invention relates to a spring link for a motor vehicle, wherein the spring link is produced as an elongated, deformed hollow profile of open cross section made of a steel material and has respective attachment points at its ends, said spring link being characterized in that the spring link, in the installed position, is arranged with its opening of the hollow profile pointing upward, wherein a spring seat plate for receiving a helical compression spring is coupled to the spring link on and/or partially in the opening.

VEHICLE SUSPENSION WITH COMMON HUB AND/OR KNUCKLE ASSEMBLY

A vehicle suspension can include an adapter mounting face, a spindle rigidly mounted relative to the adapter mounting face, a wheel mounting hub including a hub body rotatably mounted on the spindle by bearings, and an adapter that spaces a brake component away from the adapter mounting face. Another vehicle suspension can include a spindle, bearings, and a wheel mounting hub rotatably mounted on the spindle by the bearings, the wheel mounting hub can include a hub body and a wheel mounting flange, the hub body and the wheel mounting flange being separate components of the wheel mounting hub. A system for adapting a vehicle suspension to different suspension capacities can include multiple wheel mounting hubs including a same hub body internal configuration configured to be rotatably mounted on the spindle by the bearings, but the wheel mounting hubs including respective different wheel mounting flanges. 1. A vehicle suspension , comprising:an adapter mounting face;a spindle rigidly mounted relative to the adapter mounting face;a wheel mounting hub including a hub body rotatably mounted on the spindle by bearings; andan adapter that spaces a brake component away from the adapter mounting face.2. The vehicle suspension of claim 1 , in which the brake component comprises a brake backing plate.3. The vehicle suspension of claim 1 , in which a wheel mounting flange is integrally formed as part of the wheel mounting hub.4. The vehicle suspension of claim 1 , in which a wheel mounting flange is separately formed from the hub body of the wheel mounting hub.5. The vehicle suspension of claim 1 , in which the spindle is rigidly mounted to a steering knuckle backbone.6. The vehicle suspension of claim 5 , in which the adapter mounting face is formed on the steering knuckle backbone.7. A vehicle suspension claim 5 , comprising:a spindle;bearings; anda wheel mounting hub rotatably mounted on the spindle by the bearings, the wheel mounting hub comprising a hub body and a wheel ...

A SUSPENSION PROVIDED WITH A LOAD RESPONSIVE DEVICE

A vehicle suspension comprises a hub carrier on which a wheel hub is suitable for being mounted, a suspension arm having an outer end connected to the hub carrier by a ball joint and an inner end suitable for being attached to a suspended structure of the vehicle, and a shock absorber. At least one load responsive device is arranged on the suspension arm, the load responsive device comprising a sensor able to generate an output signal in response to a load applied to the suspension arm, wherein a control unit is configured to receive the output signal generated by the sensor and to adjust the stiffness of the shock absorber through a valve adapted to vary passage cross-sections of the fluid contained in the shock absorber. 1. A vehicle suspension , comprising a hub carrier , on which a wheel hub is suitable for being mounted , a suspension arm having an outer end connected to the hub carrier by a ball joint and an inner end suitable for being attached to a suspended structure of a vehicle , and a shock absorber ,wherein at least one load responsive device is arranged on the suspension arm, said load responsive device comprising a sensor generating an output signal in response to a load applied to the suspension arm,wherein a control unit is configured to receive the output signal generated by the sensor and to adjust stiffness of the shock absorber through a valve adapted to vary passage cross-sections of fluid contained in the shock absorber, and whereinsaid load responsive device is arranged between the ball joint and a seat that houses the ball joint on the outer end of the suspension arm.2. The vehicle suspension of claim 1 , wherein the control unit is configured to adjust motion of the vehicle based on said output signal.3. A vehicle suspension claim 1 , comprising a hub carrier configured to have a wheel hub mounted thereon claim 1 , a suspension arm having an outer end connected to the hub carrier by a ball joint and an inner end adapted to be attached to a ...

SPHERICAL SUPPORT FOR A SPRING SEAT IN A VEHICLE SUSPENSION SYSTEM

A spring-damper assembly includes a damper, a coil spring disposed axially about the damper and directly or indirectly engaging an upper spring seat and a lower spring seat. A spherical support is disposed about and coupled to the damper or strut and is in contact with the upper spring seat or the lower spring seat, respectively. The spherical support allows relative movement between the spherical support and the associated upper or lower spring seat to provide a self-aligning feature for minimizing side forces exerted by the coil spring on the damper or strut. In one exemplary embodiment, a layer of material is disposed between the spherical support and the associated upper or lower spring seat to facilitate relative movement between the spherical support and the associated upper or lower spring seat. 1. A spring-damper assembly for use in a suspension system of a vehicle , the spring-damper assembly comprising:a damper;a coil spring disposed axially about the damper and extending between a lower spring seat and an upper spring seat; andone or more spherical supports disposed about and coupled to the damper and movably engaging one or more of the lower spring seat and the upper spring seat, the one or more spherical supports minimizing side forces exerted by the coil spring on the damper by allowing relative movement between the coil spring and the damper perpendicular to an axis of the spring-damper assembly.2. The spring-damper assembly of claim 1 , further comprising a layer of material disposed between each of the one or more spherical supports and the respective one or more of the lower spring seat and the upper spring seat for facilitating relative movement therebetween.3. The spring-damper assembly of claim 2 , wherein the layer of material comprises an elastomeric material.4. The spring-damper assembly of claim 2 , wherein the layer of material is bonded to one or more of the spherical support and the associated spring seat.5. The spring-damper assembly of ...

CONTROL ARM FOR WHEEL SUSPENSION

A control arm for a wheel suspension of a motor vehicle. The control arm including a base body having a spring seat for receiving a helical spring of the wheel suspension. The control arm having a first end region connected to a spring-loaded component of the motor vehicle and a second end region connected to an unsprung component of the motor vehicle. The base body includes a first partial shell composed of steel and a second partial shell composed of a composite material, the shells undetachably fixedly connected to one another at least in one region of the spring seat. 1. A control arm for a wheel suspension comprising:a body;the body having a first end region connected to a spring-loaded component and a second end region connected to an unsprung component; andthe body including a metallic shell portion and a composite material shell portion, said portions undetachably fixedly connected to one another in one region of the body.2. The control arm of including a spring seat in a central region of the body claim 1 , the central region having a width in a direction transverse to a connection line between the first and second end regions greater than the width at each of the first and second end regions.3. The control arm of wherein at least one of the first and second end regions includes a metallic tube materially connected to the metallic shell portion.4. The control arm of wherein said metallic tube receives a cylinder liner or ball joint.5. The control arm of wherein the spring seat includes an elastomer support plate adapted to support a helical spring.6. The control arm of wherein said elastomer support plate includes a bearing surface contacting a surface of the helical spring claim 5 , the surface facing an inner space of the helical spring.7. The control arm of wherein said the metallic shell portion and the composite material shell portion each have complementary U-shaped profiles in the central region of the body.8. The control arm of wherein the composite ...

FOUR WHEEL VEHICLE

The four wheel vehicle uses an electric motor () for driving the vehicle and a battery unit () for supplying electric power to the electric motor. The lower chassis () of the vehicle includes a pair of front side frames () extending linearly in a fore and aft direction with an upward slant and a progressively increasing lateral mutual spacing from a front part thereof to a rear part thereof, a pair of rear side frames () connected to rear ends of the respective front side frames, and extending linearly in a fore and aft direction with an upward slant from a front part thereof to a rear part thereof in continuation of the corresponding front side frames in a mutually parallel relationship, and a plurality of cross members () connecting the side frames to each other. 1. A four wheel vehicle including a pair of front wheels , a pair of rear wheels , an electric motor for powering the rear wheels and/or front wheels , and a battery unit for supplying electric power to the electric motor , the vehicle comprising:a pair of front side frames extending linearly in a fore and aft direction with an upward slant and a progressively increasing lateral mutual spacing from a front part thereof to a rear part thereof;a pair of rear side frames connected to rear ends of the respective front side frames with an upward offset, and extending linearly in the fore and aft direction in a mutually parallel relationship;at least one front cross member extending laterally between the front side frames;at least one rear cross member extending laterally between the rear side frames;a front suspension system mounted on each front side frame to support the corresponding front wheel; anda rear suspension system mounted on each rear side frame to support the corresponding rear wheel.2. The four wheel vehicle according to claim 1 , wherein the rear side frames are each given with an upward slant from a front part thereof to a rear part thereof substantially in continuation of the corresponding ...

FOUR WHEEL VEHICLE

The four wheel vehicle uses an electric motor () for driving the vehicle and a battery unit () for supplying electric power to the electric motor. The lower chassis () of the vehicle includes a pair of front side frames () extending linearly in a fore and aft direction with an upward slant and a progressively increasing lateral mutual spacing from a front part thereof to a rear part thereof and a plurality of cross members () connecting the front side frames to each other. The battery unit is positioned between the two front side frames such that the battery unit overlaps with the front side frames in side view. Thereby, the battery unit can be effectively protected from side impacts. 1. A four wheel vehicle including a pair of front wheels and a pair of rear wheels , comprising:a lower chassis including a pair of side frames extending in a fore and aft direction and at least one cross member connected between the two side frames;a front seat positioned on the lower chassis between the front wheels and the rear wheels;a front suspension system provided on a front end part of each side frame for supporting the corresponding front wheel;a rear suspension system provided on a rear end part of each side frame for supporting the corresponding rear wheel;an electric motor provided between the two rear wheels and between the two side frames for driving the rear wheels;a battery unit positioned between the two side frames and under the front seat; anda power control unit positioned longitudinally between the battery unit and the electric motor and laterally between the two side frames for controlling electric power supplied from the battery unit to the electric motor.2. The four wheel vehicle according to claim 1 , wherein the battery unit is encased in a horizontally disposed rectangular box claim 1 , and the side frames extend linearly in the fore and aft direction with an upward slant from a front part thereof to a rear part thereof such that the side frames extend ...

SWITCHABLE BEARING BUSHING FOR A MOTOR VEHICLE

A bearing bushing for a motor vehicle includes a sleeve, a bolt arranged inside the sleeve, and at least one elastomer element arranged radially between the sleeve and the bolt for supporting the bolt in the sleeve in a damping manner. The bolt has a ball element axially between two distal ends, wherein the ball element interacts with at least two movable ball socket elements in order to change the stiffness of the bearing bushing. This allows the bearing bushing can be switched between at least two stiffness levels. 1. A bearing bushing for a motor vehicle , comprising:a sleeve;a bolt arranged inside the sleeve; andat least one elastomer element arranged radially between the sleeve and the bolt for supporting the bolt in the sleeve in a damping manner, wherein the bearing bushing can be switched between at least two stiffness levels;wherein the bolt includes a ball element axially arranged between two distal ends, wherein the ball element interacts with at least two axially movable ball socket elements in order to switch between the stiffness levels of the bearing bushing.2. The bearing bushing according to claim 1 ,wherein the at least two ball socket elements can be axially moved towards the ball element for the switch between the stiffness levels of the bearing bushing.3. (canceled)4. The bearing bushing according to claim 1 ,wherein the at least two ball socket elements are supported on the sleeve in such a way that they are movable.5. The bearing bushing according to claim 1 ,wherein the at least two ball socket elements are formed in a complementary way to the ball element and that they enclose the ball element.6. The bearing bushing according to claim 1 ,further comprising an actuator to move the at least two ball socket elements.7. The bearing bushing according to claim 1 ,wherein the ball element is arranged axially between two elastomer elements.8. (canceled)9. A bearing bushing for a vehicle claim 1 , comprising:a sleeve;a bolt inside the sleeve, the ...

VEHICLE SUSPENSION HAVING A LEAF SPRING AND A CONTROL ARM JOINED BY ELASTOMER CONNECTOR

A motor vehicle suspension having a leaf spring, a control, and a connector formed of a monolithic piece of elastomer. The connector has a blind-hole cavity receiving an end of the leaf spring and a through-hole cavity through which the control arm extends. The connector is bonded to the leaf spring and to the control arm by vulcanization. The control arm has at least one hole formed through a flat connection portion thereof, and the connector extends through the at least one hole. At least one stiffener plate is embedded in the connector and is arranged substantially parallel to the flat connection portion of the control arm received by the through-hole cavity. 1. A motor vehicle suspension comprising:a leaf spring;a control arm; anda connector formed of an elastomer and having a first cavity receiving a portion of the leaf spring and a second cavity receiving a portion of the control arm, the connector bonded to the leaf spring and to the control arm by vulcanization.2. The motor vehicle suspension of claim 1 , wherein the connector is a monolithic piece of elastomer.3. The motor vehicle suspension of claim 1 , wherein the first cavity is a blind hole and the portion of the leaf spring received therein is an end of the leaf spring.4. The motor vehicle suspension of claim 1 , wherein the control arm has at least one hole formed therein claim 1 , the connector extending therethrough.5. The motor vehicle suspension of claim 4 , wherein the at least one hole is formed in a flat connection portion of the control arm.6. The motor vehicle suspension of claim 1 , further comprising at least one stiffener embedded within the connector.7. The motor vehicle suspension of claim 6 , wherein the at least one stiffener is a metal plate.8. The motor vehicle suspension of claim 6 , wherein the at least one stiffener comprises two plates arranged substantially parallel to one another and substantially parallel to a surface of the portion of the control arm received by the second ...

TRAILING ARM MOUNTING BRACKET FOR VEHICLE

A trailing arm mounting bracket for connecting a trailing arm to a vehicle body includes: a fixing portion fixed to the vehicle body, a first connection plate and a second connection plate each extending from opposite ends of the fixing portion to support opposite ends of a mounting bush of the trailing arm and to which a fastening bolt fastened to the mounting bush is coupled, a first reinforcement portion to connect and reinforce the portions where the first and second connection plates and the fixing portion are connected with a truss structure, and a second reinforcement portion to connect and reinforce the first connection plate and the second connection plate at a position in the front of the mounting bush. 1. A trailing arm mounting bracket for connecting a trailing arm to a vehicle body , comprising:a fixing portion fixed to the vehicle body;a first connection plate and a second connection plate each extending from opposite ends of the fixing portion to support opposite ends of a mounting bush of the trailing arm and to which a fastening bolt fastened to the mounting bush is coupled;a first reinforcement portion to connect and reinforce the portions where the first and second connection plates and the fixing portion are connected with a truss structure; anda second reinforcement portion to connect and reinforce the first connection plate and the second connection plate at a position in the front of the mounting bush.2. The trailing arm mounting bracket according to claim 1 , wherein:the fixing portion is welded to a rear side member of the vehicle body, andone of the first connection plate and the second connection plate is welded to a side seal of the vehicle body.3. The trailing arm mounting bracket according to claim 1 , wherein the first connection plate and the second connection plate are formed in a semicircular shape and each have a through hole through which the fastening bolt passes.4. The trailing arm mounting bracket according to claim 1 , wherein ...

Vehicle front structure for vehicle

A vehicle front structure for a vehicle includes: a suspension member integrally assembled to a vehicle body; a first arm member that connects the suspension member to a wheel assembly; and a second arm member that connects the suspension member to the first arm member. The vehicle front structure includes a projection portion placed between a connection portion for the first arm member and a connection portion for the second arm member in a side rail constituting the suspension member and configured to abut with the second arm member deformed due to an input along with a collision caused in a front portion of the vehicle.

SIDE VEHICLE-BODY STRUCTURE OF AUTOMOTIVE VEHICLE

A reinforcement is configured to have a corner portion corresponding to a corner portion of a side sill inner. Herein, the corner portion of the reinforcement forms a reinforcement ridgeline extending in a vehicle longitudinal direction. The reinforcement is provided such that the reinforcement ridgeline and a side-sill-inner upper ridgeline formed at a corner portion of the side sill inner overlap with each other over a range from a specified area where a wheel outward displaced in a vehicle collision is capable of contacting a side sill to a connection portion where a cross member connects to the side sill inner. 1. A side vehicle-body structure of an automotive vehicle , in which a wheel is configured to be displaced outward relative to a side sill when a support member which supports the wheel at a vehicle body swings rearward in a vehicle collision , the side vehicle-body structure comprising:a side sill inner forming an inward-side member of the side sill, the side sill inner being configured to have a corner portion extending in a vehicle longitudinal direction which is formed by an upper side portion and a vertical side portion thereof, the corner portion of the side sill inner forming a side-sill-inner upper ridgeline extending in the vehicle longitudinal direction;a cross member provided to extend in the vehicle width direction and connecting to a portion of the side sill inner at an outward-side end thereof; anda reinforcement provided at an upper portion of an outward side face, in a vehicle width direction, of the side sill inner along the corner portion of the side sill inner,wherein said reinforcement is configured to have a corner portion corresponding to the corner portion of the side sill inner, the corner portion of the reinforcement forming a reinforcement ridgeline extending in the vehicle longitudinal direction, andsaid reinforcement is provided such that the reinforcement ridgeline formed at the corner portion of the reinforcement and the side ...

Chassis Link for a Motor Vehicle

The invention relates to a chassis link including a single-shell sheet metal main body, on which a plurality of bearing regions are formed for attaching bearing elements by which the main body can be connected to the bodywork and to a movable part of a wheel suspension of a motor vehicle. The main body includes two arms which merge into one another and define a main-body plane and a concave edge region of the main body. The concave edge region extends from a wheel-side bearing region towards a bodywork-side bearing region and is at an angle relative to the main-body plane. For such a chassis link having a high inherent stiffness and a low weight the invention proposes that the angled, concave edge region includes, along at least one curve length portion, at least one oblique surface which, when viewed in cross section, encloses an angle in the range of from 25° to 75° with a surface, adjacent thereto, of the angled, concave edge region. As a result, the inherent stiffness of the chassis link is increased for a maintained sheet metal thickness. 1. A chassis link comprising a single-shell sheet metal main body , on which a plurality of bearing regions are formed for attaching bearing elements by which the main body can be connected to the bodywork and to a movable part of a wheel suspension of a motor vehicle , the main body comprising two arms which merge into one another and define a main-body plane and a concave edge region of the main body , the concave edge region extending from a wheel-side bearing region towards a bodywork-side bearing region and being at an angle relative to the main-body plane , wherein the angled , concave edge region comprises , along at least one curve length portion , at least one oblique surface which , when viewed in cross section , encloses an angle in the range of from 25° to 75° with a surface , adjacent thereto , of the angled , concave edge region.210. The chassis link according to claim 1 , wherein the curve length portion is at ...

VEHICLE REAR WHEEL SUSPENSION WITH TRACK CONTROL

An independent wheel suspension of a rear wheel of a motor vehicle, includes a control arm and a controllable actuator. The control arm is able to be articulated to a chassis of the motor vehicle and is able to be connected to a wheel carrier. The actuator is able to be fastened to the chassis and is able to be operatively connected to a front outer end of the control arm. According to the disclosure, when the actuator is controlled, said actuator is provided to carry out a length alteration which is substantially aligned in a direction parallel to a straight-ahead direction of travel. 110-. (canceled)11. A vehicle , comprising:a chassis;a suspension supported by the chassis, the suspension including a rear wheel having a wheel carrier;the suspension including a control arm having an inner end articulated with the chassis and an end connected to the wheel carrier, the control arm having a front end spaced from the inner end and the end; andthe suspension including an actuator elongated in a direction of travel of the vehicle from an end fastened to the chassis to a remote end connected to the front end of the control arm, the actuator extendable along the direction of travel.12. The vehicle of claim 11 , wherein the end and the front end of the control arm are spaced from each other in a direction transverse to the direction of travel.13. The vehicle of claim 12 , wherein the rear wheel includes a rotational axis claim 12 , the end and the front end are aligned along the direction of travel relative to the rotational axis of the rear wheel.14. The vehicle of claim 11 , wherein the actuator is an electrical linear actuator.15. The vehicle of claim 11 , wherein the actuator is a pneumatic linear actuator.16. The vehicle of claim 11 , wherein the control arm has substantially a triangular shape claim 11 , the inner end and the front end each being a corner of the triangular shape.17. The vehicle of claim 11 , further comprising at least one bearing claim 11 , one ...

SINGLE-WHEEL DRIVE COMPONENT FOR A MOTOR VEHICLE AND CORRESPONDING MOTOR VEHICLE

A single-wheel drive component for a motor vehicle, having a drive assembly and a wheel carrier, on which a wheel hub, which can be driven by the drive assembly, is rotatably mounted by a wheel bearing. At least one assembly support for mounting the drive assembly on a body of the motor vehicle originates from the drive assembly. It is provided in this case that an assembly bearing for elastic mounting of the drive assembly on the body is arranged on the assembly support. At least one control arm is articulated on the wheel bearing on one side and on the assembly support on the other side, in order to mount the wheel carrier. 110-. (canceled)11. A single-wheel drive component for a motor vehicle , comprising:a drive assembly and a wheel carrier, on which a wheel hub, which can be driven by the drive assembly, is rotatably mounted by a wheel bearing, wherein at least one assembly support for mounting the drive assembly on a body of the motor vehicle originates from the drive assembly, wherein an assembly bearing for elastic mounting of the drive assembly on the body is arranged on the assembly support, wherein at least one control arm is articulated on the wheel bearing on one side and on the assembly support on the other side, in order to mount the wheel carrier.12. The single-wheel drive component according to claim 11 , wherein a bearing claim 11 , by which the control arm is articulated on the assembly support claim 11 , is attached to a bearing bracket claim 11 , which is rigidly attached to the assembly support.13. The single-wheel drive component according to claim 11 , wherein the bearing is designed as a rubber bearing claim 11 , rubber-metal bearing claim 11 , or as a ball bearing.14. The single-wheel drive component according to claim 11 , wherein the assembly support has a pipe profile claim 11 , at least in areas.15. The single-wheel drive component according to claim 11 , wherein a mounting flange claim 11 , to which the assembly support is attached ...

Axle for Wheels of a Double-Tracked Motor Vehicle, and Double-Tracked Motor Vehicle Having an Axle of This Type

The invention provides an axle for wheels of a two-track motor vehicle. The axle has, on each vehicle side, a wheel carrier, a damper strut, a transverse link and a transverse leaf spring which controls the wheel at least partially laterally and/or in the vehicle longitudinal direction. The damper strut has a damper tube and a damper piston which can be moved in the damper tube along a damper longitudinal axis. The damper strut is attached by the damper tube to the wheel carrier. The transverse link is attached by a wheel-carrier-side end region to the wheel carrier. The transverse leaf spring extends substantially in the vehicle transverse direction and has at least one wheel-carrier-side end region. The transverse leaf spring is attached by the wheel-carrier-side end region thereof to the damper strut and is supported on the damper strut.

Wrap around vehicle windshield

Systems, methods, and devices for a vehicle windshield are disclosed herein. A vehicle includes a vehicle body comprising a front, a first side, and a second side, wherein the first side and the second side are opposite one another on the vehicle body. The vehicle comprises a cabin located within the body of the vehicle, wherein the cabin comprises an interior that is configured to accommodate at least one person. The vehicle comprises at least one door that provides ingress and egress to the interior of the cabin of the vehicle. The vehicle comprises a windshield that provides a visual line of sight out of the cabin for a user located within the interior of the cabin, and wherein the windshield extends across the front and at least partially on to at least one of the first side or the second side.

LINK ASSEMBLY

A link assembly for a vehicle, comprising a longitudinal link which has an upper link element and a lower link element, and at least one bushing receptacle for receiving a bearing bushing, wherein the bushing receptacle is at least partially integrated in at least one of the link elements, or is connectable as a separate part to the upper link element and the lower link element. 110-. (canceled)11. A link assembly for a vehicle , comprising:a longitudinal link which has an upper link element and a lower link element; andat least one bushing receptacle configured to receive a bearing bushing;wherein the bushing receptacle is a single-piece with one of the link elements, which is formed as a cast part, and is connectable to the other link element.12. The link assembly as claimed in claim 11 , wherein the bushing receptacle is completely integrated in one of the link elements.13. The link assembly as claimed in claim 12 , wherein the bushing receptacle is integrated in the upper link element and claim 12 , in the mounted state claim 12 , is connected to the lower link element.14. The link assembly as claimed in claim 13 , wherein the bushing receptacle has a curved outer surface claim 13 , and the lower link element has a correspondingly curved abutment surface for placing against the curved outer surface of the bushing receptacle.15. The link assembly as claimed in claim 13 , wherein the bushing receptacle has a curved outer surface claim 13 , and the upper link element has a correspondingly curved abutment surface for placing against the curved outer surface of the bushing receptacle.16. The link assembly as claimed in claim 13 , wherein the link elements surround an inner clearance in a curved manner and are connectable to each other in the region of the bushing receptacle via the bushing receptacle.17. The link assembly as claimed in claim 12 , wherein the bushing receptacle is integrated in the lower link element and is connectable to the upper link element.18. ...

MOTOR VEHICLE CONTROL ARM

Motor vehicle control arm () comprising two profiles () made from a metallic material, which are arranged at a distance opposite each other, and are connected to at least one plastic element () made from a fiber-reinforced plastic, wherein a plastic element () is designed in particular as a spring seat, which is designed to accommodate a motor vehicle spring. 1. A motor vehicle control arm comprising two profiles made from a metallic material , which are arranged at a distance opposite each other , and are connected to at least one plastic element made from a fiber-reinforced plastic , wherein a plastic element is designed as a spring seat , which is designed to accommodate a motor vehicle spring.2. The motor vehicle control arm according to claim 1 , wherein the profiles are connected to each other on their upper longitudinal edge and/or lower longitudinal edge by the at least one plastic element.3. The motor vehicle control arm according to claim 1 , wherein the profiles have a side wall which is angled at the longitudinal edge with flanges claim 1 , wherein the flanges of a first profile and a second profile are pointing away from each other.4. The motor vehicle control arm according to claim 1 , wherein the at least one plastic element is connected to the profiles in a form-fitting and/or material-binding manner.5. The motor vehicle control arm according to claim 4 , wherein the at least one plastic element encompasses the flanges profiles on their upper longitudinal edge and/or their lower longitudinal edge.6. The motor vehicle control arm according to claim 4 , wherein the profiles have recesses of the first type which are engaged by the at least one plastic element.7. The motor vehicle control arm according to claim 4 , wherein the at least one plastic element is connected to the profiles by a bonding agent or adhesive.8. The motor vehicle control arm according to claim 1 , wherein the plastic element is formed as a spring seat comprises a receiving element ...

ELECTRIC VEHICLE

A vehicle is provided including a frame assembly. The frame assembly includes a front frame module, a middle frame module, and a rear frame module. The front frame module is fastened to a front portion of the middle frame module. The rear frame module is fastened to a rear portion of the middle frame module. The middle frame module is interchangeable with at least one other middle frame module to change a length of the vehicle. 114-. (canceled)15. A method of manufacturing a vehicle including:receiving orders for a plurality of vehicles;selecting a front frame module and a rear frame module for each vehicle, the front frame module being common for each vehicle and the rear frame module being common for each vehicle;selecting a middle frame module from a plurality of middle frame modules for each vehicle based on the order, each middle frame module of the plurality of middle frame modules having a different size; andassembling the front frame module, the selected middle frame module, and the rear frame module together for each vehicle.16. The method of claim 15 , wherein the plurality of middle frame modules includes a first middle frame module and a second middle frame module claim 15 , and the first middle frame module is configured to support fewer seats than the second middle frame module.17. The method of claim 15 , further including coupling a seat support to the middle frame module.18. The method of claim 15 , wherein each of the plurality of middle frame modules have a different length and include a different number of seat frames.19. The method of claim 15 , wherein each middle frame module includes a cab frame and a floor frame configured to support a seating area.20. The method of claim 19 , further including determining a size of a floor of the vehicle based on the order and coupling at least one floor panel to the floor frame.21. The method of claim 20 , wherein determining the size of the floor includes selecting a size of the at least one floor panel ...

WRAP AROUND VEHICLE WINDSHIELD

Systems, methods, and devices for a vehicle windshield are described herein. A vehicle includes a vehicle body comprising a front, a first side, and a second side, wherein the first side and the second side are opposite one another on the vehicle body. The vehicle comprises a cabin located within the body of the vehicle, wherein the cabin comprises an interior that is configured to accommodate at least one person. The vehicle comprises at least one door that provides ingress and egress to the interior of the cabin of the vehicle. The vehicle comprises a windshield that provides a visual line of sight out of the cabin for a user located within the interior of the cabin, and wherein the windshield extends across the front and at least partially on to at least one of the first side or the second side. 1. (canceled)2. A vehicle comprising:a vehicle body comprising a front, a first side, and a second side opposite the first side on the vehicle body;a cabin located within the vehicle body and comprising an interior that is configured to accommodate at least one person;at least one door on the first side or the second side, the at least one door comprising a door window; and wherein the door window lines up with an end portion of the windshield when the at least one door is closed,', 'wherein the door window comprises a top edge and a bottom edge opposite the top edge, and', 'wherein the bottom edge comprises a first upward taper relative to a ground surface and a second upward taper relative to the ground surface., 'a windshield having a continuous front windshield portion extending across the front of the vehicle and at least partially into at least one of the first side or the second side of the vehicle body,'}3. The vehicle of claim 2 , wherein the first upward taper and the second upward taper are tapered towards the top edge in a direction oriented from the front of the vehicle towards a rear of the vehicle.4. The vehicle of claim 2 , wherein the first upward taper ...

SUSPENSION ARM MOUNTING STRUCTURE

A suspension arm mounting structure comprises: an arm body section () which is disposed between a wheel and a vehicle body and which is configured from a plate-shaped member; a rubber elastic body () which is provided between the arm body section () and the vehicle body; and a shaft section () which is extended from the arm body section () in the front-rear direction of the vehicle, is press-fitted or fitted in the through-hole () of the rubber elastic body (), and has a tube-like shape or a closed cross-sectional shape. The shaft section () has a pressing section () 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. 1. A suspension arm mounting structure for mounting a suspension arm which swingably supports a wheel side of a vehicle from a side of a vehicle body , including:an arm body arranged between the wheel side and the vehicle body side and formed of a plate-like member;an elastic member arranged between the arm body and the side of the vehicle body; anda shaft portion which extends from the arm body toward a front-rear direction of the vehicle or a vehicle width direction, has a tubular shape or a closed cross section, and is fitted or press fitted into an inner circumference of the elastic member;characterized in that the shaft portion includes a biased portion in which opposite edges of the plate-like member are mutually opposed and biased such that the opposite edges abut and press each other.2. The suspension arm mounting structure according to claim 1 , wherein the arm body includes claim 1 , a horizontal portion which extends in an approximately horizontal direction when the arm body is mounted on the vehicle body claim 1 , vertical portions formed by bending edge portions of the horizontal portion downward claim 1 , and reverse flange portions formed by bending lower edge portions of the vertical ...

Active Damper System Actuator Arrangement

A damper system for a vehicle is provided that includes a damper and actuator. The damper extends longitudinally along a damper axis between first and second damper ends. The actuator is separate and spaced apart from the damper. The actuator extends longitudinally along an actuator axis between first and second actuator ends. The damper and the actuator are arranged next to one another where the actuator axis is spaced from and substantially parallel to the damper axis. The damper and the actuator are positioned within a cylindrical packaging envelope that has a diameter of 300 millimeters or less. The cylindrical packaging envelope is an imaginary cylinder, which may be defined by one or more components of a vehicle's suspension system such as a coil spring or an upper suspension arm. The damper and the actuator are completely contained within the cylindrical packaging envelope. 1. A damper system for a vehicle , comprising:a damper extending longitudinally along a damper axis between a first damper end and a second damper end; andan actuator that is separate and spaced apart from the damper, the actuator extending longitudinally along an actuator axis between a first actuator end and a second actuator end,wherein the damper and the actuator are arranged next to one another with the actuator axis spaced from and substantially parallel to the damper axis,wherein the damper and the actuator are positioned within a cylindrical packaging envelope that has a diameter of 300 millimeters or less.2. The damper system of claim 1 , wherein the damper and the actuator are positioned in a Cartesian coordinate system with an x-axis that is substantially parallel with a driving direction of the vehicle and a y-axis that is substantially perpendicular to the driving direction of the vehicle claim 1 , the x-axis extending in a forward direction that points toward a front end of the vehicle and a rearward direction that points toward a rear end of the vehicle claim 1 , the y-axis ...

IFS Including Control Arm and Strut Supported by Steering Knuckle Load Arm

An IFS assembly having a single lower control arm having an inboard end pivotally secured to a chassis support structure, an air spring supported by an air spring seat relative to the lower control arm, a strut having an upper end pivotally secured to the chassis support structure and a lower end coupled to the lower control arm outboard end, and a steering knuckle fixed to the strut lower end, the steering knuckle disposed below the lower air spring seat and whose rotative movement about the strut axis is unconfined by proximity between the steering knuckle and the tower air spring seat, whereby available wheel cut is maximized. Also an IFS module including right and left side IFS assemblies and adapted for installation into a vehicle. 1. An IFS assembly comprising:a single lower control arm defining laterally-spaced inboard and outboard ends, the inboard end adapted to be pivotally secured to a chassis support structure;a strut having upper and lower ends disposed along a strut axis, the strut upper and lower ends having relative movement along and about the strut axis, the strut upper end adapted to be pivotally secured to the chassis support structure; anda steering knuckle comprising a strut supporting portion affixed to and supporting the strut lower end, and a load arm extending below and secured to the lower control arm, the outboard end of the lower control arm disposed between the load arm and the strut lower end, the lower control arm upwardly supported by the load arm.2. The IFS assembly of claim 1 , further comprising a lower air spring seat supported by the lower control arm claim 1 , the lower air spring seat adapted to upwardly support the chassis support structure relative to the lower control arm through an air spring engaging the chassis support structure.3. The IFS assembly of claim 2 , wherein the lower control arm includes a seat support structure located laterally between the lower control arm inboard and outboard ends and supporting the lower ...

IFS Including Strut Pivotally Secured to Chassis with Clevis Ring

An IFS assembly having a single lower control arm having an inboard end pivotally secured to a chassis support structure, an air spring supported by an air spring seat relative to the lower control arm, a strut having an upper end pivotally secured to the chassis support structure and a lower end coupled to the lower control arm outboard end, and a steering knuckle fixed to the strut lower end, the steering knuckle disposed below the lower air spring seat and whose rotative movement about the strut axis is unconfined by proximity between the steering knuckle and the lower air spring seat, whereby available wheel cut is maximized. Also an IFS module including right and left side IFS assemblies and adapted for installation into a vehicle. 1. (canceled)2. (canceled)3. (canceled)4. (canceled)5. (canceled)6. (canceled)7. (canceled)8. An IFS assembly comprising:a chassis support structure:a single lower control arm defining laterally-spaced inboard and outboard ends, the inboard end pivotally secured to the chassis support structure;a steering knuckle secured to the lower control arm outboard end;a bushing;a strut having upper and lower ends disposed along a strut axis, the strut upper and lower ends having relative movement along and about the strut axis, the strut lower end fixed relative to the steering knuckle, the strut upper end provided with a clevis ring structure, the bushing extending through and surrounded by the clevis ring structure, the strut upper end pivotally secured to the chassis support structure through the clevis ring structure and the bushing about a generally horizontal first axis; andwherein the chassis support structure comprises a torque tube assembly including an elongate torque tube fixed at longitudinally spaced first and second locations along the torque tube and an upper strut mount having laterally-spaced inboard and outboard ends, the upper strut mount inboard end affixed to the torque tube between the first and second locations, the ...

IFS Including Strut Pivotally Secured to Chassis Through Torque Tube Assembly

An IFS assembly having a single lower control arm having an inboard end pivotally secured to a chassis support structure, an air spring supported by an air spring seat relative to the lower control arm, a strut having an upper end pivotally secured to the chassis support structure and a lower end coupled to the lower control arm outboard end, and a steering knuckle fixed to the strut lower end, the steering knuckle disposed below the lower air spring seat and whose rotative movement about the strut axis is unconfined by proximity between the steering knuckle and the lower air spring seat, whereby available wheel cut is maximized. Also an IFS module including right and left side IFS assemblies and adapted for installation into a vehicle. 1. An IFS assembly comprising:a single lower control arm having laterally-spaced inboard and outboard ends, the inboard end adapted to be pivotally secured to a chassis support structure;a steering knuckle secured to the lower control arm outboard end;a strut having upper and lower ends disposed along a strut axis, the strut upper and lower ends having relative movement along and about the strut axis, the strut lower end fixed relative to the steering knuckle; and 'elongate torque tube extending between first and second joints at which the torque tube is adapted to be rigidly fixed relative to the chassis support structure, and', 'a torque tube assembly comprisingan upper strut mount having laterally-spaced first and second ends, the first end rigidly affixed to the torque tube between the first and second joints, the strut upper end adapted to be pivotally secured to the second end.2. The IFS assembly of claim 1 , wherein the upper strut mount comprises a pair of horizontally spaced flanges between which the strut upper end is receivable.3. The IFS assembly of claim 1 , wherein the lower control arm inboard end is adapted to be pivotally secured to the chassis support structure about a first axis claim 1 , the torque tube extends ...

Swivel bearing for the independent wheel suspension of a front wheel

A pivot bearing for independent wheel suspension of a steerable front wheel of a vehicle having at least one upper bearing with a connection to a spring strut for attachment to the body. To improve the safety of the passenger cell in the event of a frontal collision, the connection has a separating device that brings about separation of the attachment of the pivot bearing to the spring strut and to the body of the vehicle at the upper bearing in the event of a frontal impact.

CONNECTION SYSTEM FOR CONNECTING A DAMPING UNIT OF A MOTOR VEHICLE INSIDE A WHEEL SUSPENSION OF SAID VEHICLE

The invention relates to a connection system for connecting a damper unit of a vehicle inside a wheel suspension of the vehicle, the connection system having: an upper attachment region for attaching the damping unit, at least part of said region surrounding a receiving area for the damping unit and the receiving area extending around a first axis acting as the damping axis of the damping unit; a lower attachment region for coupling to the wheel-side portion of the wheel suspension, said lower attachment region having, in particular, two mutually spaced lower sections with an attachment area therebetween and an intermediate region which connects the upper attachment region to the lower attachment region. The main extension of the intermediate region corresponds to the direction of the first axis and the intermediate region allows the passage of a drive shaft of the vehicle. The connection system is made of an extruded part, the extrusion direction of which is the direction in which the extruded material extends, said material thus forming the intermediate region of the connection system. The invention also relates to a connection system comprising a clamping mechanism.

MULTI-LEG CONTROL ARM FOR A WHEEL SUSPENSION IN A VEHICLE

A multi-leg control arm for a wheel suspension in a vehicle, includes first and second control arm legs coupling the multi-leg control arm to an axle carrier, and third and fourth control arm legs coupling the multi-leg control arm to a wheel carrier. The first and/or third control arm leg comprises a first elongated hole, and the second and/or fourth control arm leg comprises a second elongated hole. The first and second elongated holes are aligned with one another and define a movement path of the multi-leg control arm with respect to the axle carrier or the wheel carrier. At least one fastening element penetrates the first and second elongated holes and is adapted to fix the multi-leg control arm with respect to the axle carrier or the wheel carrier in a movement position on the movement path to set a control arm camber or a control arm track. 1. A multi-leg control arm for a wheel suspension in a vehicle , comprising:a first control arm leg and a second control arm leg, wherein the first control arm leg and the second control arm leg are adapted to couple the multi-leg control arm to an axle carrier of the vehicle,a third control arm leg and a fourth control arm leg, wherein the third control arm leg and the fourth control arm leg are adapted to couple the multi-leg control arm with a wheel carrier of the vehicle,wherein the first control arm leg or the third control arm leg comprises a first elongated hole, and the second control arm leg or the fourth control arm leg comprises a second elongated hole,wherein the first elongated hole and the second elongated hole are aligned with respect to each other and define a movement path of the multi-leg control arm with respect to the axle carrier; andat least one fastening element adapted to penetrate the first elongated hole and the second elongated hole to set a control arm camber or a control arm track by fixing the multi-leg control arm with respect to the axle carrier or the wheel carrier in a movement position on ...

SIDE-BY-SIDE UTILITY VEHICLE

A utility vehicle comprises a plurality of ground engaging members and a frame supported by the plurality of ground engaging members. The utility vehicle includes a front seating area and a rear seating area. A rear cargo bed is reconfigurable from a configuration where it is rearward of the rear seating area to a second configuration where it includes the rear seating area space. The vehicle includes a transmission having a final drive portion and a plurality of transmission shafts housed in a common housing, the final drive portion being forward of an end of the plurality of transmission shafts. The vehicle also includes a front suspension and a rear suspension.

Vehicle front suspension system

A front suspension system is provided for a front-wheel drive vehicle having a drive shaft for driving a front wheel. The front suspension system includes a suspension device configured to be connected to the vehicle, a control arm configured to be connected to the vehicle, and a yoke mount configured to connect the suspension device to the control arm. The yoke mount has first and second legs that receive the drive shaft therebetween when the front suspension system is mounted on the vehicle.

MOTOR GEARBOX ASSEMBLY

A motor gearbox assembly is provided for a vehicle having two wheels on opposite sides of the vehicle. The assembly includes two independent drive systems that each include an electric motor and an associated gear train, each drive system being configured to independently drive one of the wheels. The assembly further includes a common housing that receives the motors and the gear trains such that the gear trains are at least partially positioned between the motors. Furthermore, at least portions of the drive systems have generally inverse orientations in a longitudinal direction of the vehicle when the motor gearbox assembly is mounted on the vehicle. 1. A motor gearbox assembly for a vehicle having two wheels on opposite sides of the vehicle , the motor gearbox assembly comprising:two independent drive systems that each include an electric motor and an associated gear train, each drive system being configured to independently drive one of the wheels; anda common housing that receives the motors and the gear trains such that the gear trains are at least partially positioned between the motors;wherein at least a portion of one drive system has a generally inverse orientation with respect to at least a portion of the other drive system in a longitudinal direction of the vehicle when the motor gearbox assembly is mounted on the vehicle.2. The motor gearbox assembly of wherein the motors have generally inverse orientations with respect to each other in the longitudinal direction when the motor gearbox assembly is mounted on the vehicle.3. The motor gearbox assembly of wherein at least a portion of one gear train has a generally inverse orientation with respect to at least a portion of the other gear train in the longitudinal direction when the motor gearbox assembly is mounted on the vehicle.4. The motor gearbox assembly of wherein the gear trains at least partially overlap each other in a lateral direction of the vehicle when the motor gearbox is mounted on the vehicle ...

DOUBLE COMPRESSION RATIO TYPE BUSH AND SUSPENSION SYSTEM THEREBY

A bushing may include an elastic compression portion configured to form a primary compression ratio due to a compressive deformation by a primary press-fitting load and be pressed by a secondary compression ratio greater than the primary compression ratio by a secondary press-fitting load greater than the primary press-fitting load, wherein the elastic compression portion is formed in an opened cross section to be a secondary surface contact larger than a primary surface contact without a bulge phenomenon by a volume dispersion in a state in which it is pressed by the primary press-fitting load to be the primary surface contact and then is pressed by the secondary press-fitting load. 1. A bushing , comprising:an elastic compression portion configured to form a primary compression ratio due to a compressive deformation by a primary press-fitting load and be pressed by a secondary compression ratio greater than the primary compression ratio by a secondary press-fitting load greater than the primary press-fitting load,wherein the elastic compression portion is formed in an opened cross section to be a secondary surface contact greater than a primary surface contact without a bulge phenomenon by a volume dispersion when the elastic compression portion is pressed by the primary press-fitting load to be the primary surface contact and then is pressed by the secondary press-fitting load.2. The bushing of claim 1 , wherein the elastic compression portion is formed at a first end portion and a second end portion of an elastic body claim 1 , respectively claim 1 , and forms the opened cross section by setting a difference between a radial stiffness length and a torsional stiffness length of the elastic body to be 20 to 30%.3. The bushing of claim 1 , wherein the secondary compression ratio is set to be 170 to 260% as compared to the primary compression ratio.4. The bushing of claim 1 , wherein the opened cross section is configured of clamp-shaped cross-section portion ...

Single Wheel Swing Arm With Trough

An apparatus for pivotally fixing a non-driven wheel assembly to a vehicle frame is disclosed. The apparatus provides a trough through which non-driven wheel assembly components can be passed and protected. In one embodiment, the trough is circular in shape and is fully enclosed by the apparatus. In other embodiments, the trough has various shapes and comprises retaining members to secure and protect non-driven wheel assembly components. A suspension system interface is provided that allows the apparatus to suspend the non-driven wheel assembly. Openings used to pivotally and rigidly fix a mounting plate, suspension system, pivotal axes, and fender assemblies are also disclosed and claimed herein. 1. A swing arm comprising:a yoke portion comprising a first pivotal axis and a second pivotal axis, the first pivotal axis being pivotally fixed to a first vehicle frame member and the second pivotal axis being pivotally fixed to a second vehicle frame member, the first pivotal axis and the second pivotal axis being coaxial;an arm portion extending from the first pivotal axis or the second pivotal axis of the yoke portion, the arm portion comprising a third pivotal axis, the third pivotal axis being pivotally fixed to a suspension system, the arm portion further comprising an orthogonal interface attached to a mounting plate, the mounting plate being attached to a non-driven wheel assembly; anda trough disposed along an anterior surface of the yoke portion and the arm portion.2. The swing arm of claim 1 , wherein the trough is on the underside of the swing arm.3. The swing arm of claim 2 , wherein the general cross-sectional shape of the trough is selected from the group of shapes consisting of a circle claim 2 , a rectangle claim 2 , a square claim 2 , and a trapezoid.4. The swing arm of claim 2 , wherein the trough comprises a retaining wall claim 2 , the retaining wall comprising a retaining lip.5. The swing arm of claim 1 , wherein the trough is fully enclosed by the ...

Single-Shell Spring Control Arm

The invention relates to a single-shell spring control arm formed of sheet metal for a wheel suspension of a motor vehicle, with upwardly directed side limbs connected to one another by a base, with a first end section for connection to a chassis girder, with a second end section for wheel-side connection, with a spring receiving section, which is located between the two end sections and has a spring support surface formed on the base, and with a damper receiving section formed between the spring receiving section and the second end section for connecting a shock absorber. In order to achieve at relatively low component weight and favorable manufacturing costs improved stiffness with respect to high axle loads, the invention provides that a U-shaped constriction is formed between the spring support surface and the damper receiving section, which constriction extends in the base and in the side limbs. 3. The spring control arm according to claim 1 , wherein the respective side limb defines an upper edge claim 1 , and wherein the distance of the upper edge relative to the base at the constriction has a minimum.4. The spring control arm according to claim 1 , wherein the side limbs define flanks facing each other claim 1 , and wherein the distance of the flanks from each other at the constriction is smaller than the distance of the flanks from each other at the damper receiving portion.5. The spring control arm according to claim 4 , characterized in that the distance between the flanks at the constriction is at least 3 mm claim 4 , preferably at least 5 mm smaller than the distance between the flanks at the damper receiving portion.6. The spring control arm according to claim 4 , characterized in that the distance between the flanks at the constriction is smaller than or equal to the distance between the flanks at the second end section.7. The spring control arm according to claim 4 , characterized in that the distance between the flanks at the constriction is at ...