Improvements in and relating to means for attaching shock absorbers or other appliances to shafts or axles of motor vehicles

... 246,360. Smith, H. May 6, 1925. Vibration-dampers. -In an attachment device for securing a vehicle shock-absorbing or other appliance to an axle or shaft, a V-shaped saddle member 1 or a member having a pair of spaced bosses ;s combined with a flexible or chain member 4, one end of which is adjustably connected to the saddle member. Teeth may be formed on the saddle member and the connection 10 may be adjustable and universally jointed.

WHEEL SUSPENSION FOR A MOTOR VEHICLE

THROTTLE CONTROL ABSORBER UNIT

Shock absorber assembly

Rubber torsion suspension spring for lightweight motor vehicle

STRUT TYPE SHOCK ABSORBER

In a strut type shock absorber, a lower cap is welded onto an inner circumferential surface of an outer shell at a step formed in a retreated position from an axial tip of the outer shell. The axial tip of the outer shell is welded onto the inner circumferential surface of a knuckle bracket which holds the outer shell. Since welding of the lower cap onto the outer shell and welding of the knuckle bracket onto the outer shell are conducted at different positions, the lower cap is welded onto the outer shell without suffering from blowholes irrespective of the material forming the knuckle bracket, and as a result, a weld bead having a high degree of air-tightness is formed.

MOTOR VEHICLE PRESENTING A BACK ESTABLISHMENT PARTICULIERE OF SUSPENSION AND CORRESPONDING BACK SUSPENSION

Shock absorber body for vehicle front-end damper

DAMPER ASSEMBLY AND A VEHICLE COMPRISING SUCH A DAMPER ASSEMBLY

CONVEY COMPRISING A UNIT BRINGS OUT SHOCK ABSORBER

La présente invention concerne un véhicule, notamment un véhicule automobile, comportant un train de roues comportant : deux porte-moyeux (3) sur lesquels viennent se fixer les roues et une liaison mécanique reliant les portes moyeux à la structure du véhicule, deux amortisseurs (8) constitués d'un corps (83) et d'une tige (84) montée coulissante dans le corps (83), deux ressorts de suspension hélicoïdaux (9) entre la caisse et le train, avec chaque ressort (9) positionnés autour d'une extrémité (12) de chaque amortisseur (8) et s'étend entre une première surface d'appui solidaire de chaque amortisseur (8) et une seconde surface d'appui solidaire de chaque extrémité de la liaison mécanique reliée aux porte-moyeux (3) ou solidaire de chaque porte-moyeu (3). The present invention relates to a vehicle, especially a motor vehicle, comprising a wheel train comprising: two hub carriers (3) on which are fixed the wheels and a mechanical connection connecting the hub doors to the vehicle structure, two dampers ( 8) consisting of a body (83) and a rod (84) slidably mounted in the body (83), two helical suspension springs (9) between the body and the train, with each spring (9) positioned around one end (12) of each damper (8) and extends between a first bearing surface secured to each damper (8) and a second bearing surface integral with each end of the mechanical linkage connected to the carriers. hubs (3) or integral with each hub-carrier (3).

MOTOR VEHICLE PRESENTING A BACK ESTABLISHMENT PARTICULIERE OF SUSPENSION AND CORRESPONDING BACK SUSPENSION

L'invention concerne un véhicule automobile pourvu d'une suspension arrière comprenant de chaque côté un bras longitudinal ( 1 ) dont l'extrémité avant est fixée de façon articulée sous le plancher (2) du véhicule, ce bras longitudinal (1) portant un essieu de roue (3) et un ensemble amortisseur (4) et ressort de suspension (5) qui prend appui sous une surface fixe (6) du véhicule, un bras transversal (7) dont une extrémité est fixée de façon articulée sous le plancher (2) du véhicule et dont l'autre extrémité est reliée de façon articulée au bras longitudinal (1), caractérisé en ce que l'ensemble amortisseur (4) et ressort de suspension (5) est disposé sensiblement verticalement à l'arrière du passage de roue (8) dans lequel fait saillie l'essieu de roue (3) porté par le bras longitudinal ( 1 ) . L'invention concerne également une suspension correspondante.

REAR WHEEL-AXLE UNIT FOR MOTOR VEHICLE INCLUDING/UNDERSTANDING TWO SUSPENSION ARMS COMPRISING A VERTICAL OPENING

Train arrière pour véhicule automobile, comprenant deux bras de suspension (22, 44) oscillant dans un plan sensiblement vertical autour d'un axe situé à l'avant, et comportant à l'arrière un porte-moyeu (24) supportant une roue arrière (34), caractérisé en ce que chaque bras de suspension comprend une ouverture sensiblement verticale au contour fermé, située dans la largeur du bras, qui est traversée par un amortisseur (10) dont l'extrémité inférieure est liée au bras de suspension.

DAMPER STRUT HYBRID, FRONT AXLE FOR A VEHICLE

Un dispositif d'amortissement (D) est destiné à faire partie d'un train avant de véhicule, et comprend une jambe de force (JF) comportant, d'une part, une partie interne (PU) métallique et munie d'une première extrémité supérieure (ES1) et d'une première extrémité inférieure, et, d'autre part, une partie externe (PEJ) surmoulée sur la partie interne (PU) hormis, au moins, sur sa première extrémité supérieure (ES1), réalisée dans un matériau composite, et comportant une seconde extrémité supérieure (ES2), sur laquelle est rabattue la première extrémité supérieure (ES1), une partie intermédiaire (PIT) comprenant une coupelle (CB) définissant une surface d'appui pour un ressort de suspension, et une seconde extrémité inférieure (EI2), entourant la première extrémité inférieure (EI1) et comprenant deux ailes (AF) sensiblement parallèles et propres à être solidarisées à un pivot de roue du train avant.

PROTECTION SYSTEM FOR HYDRAULIC DAMPER COMPRISES A BASE MAINLY INTENDED ON THE CROSSBAR AND REAR OF A BELLOWS

Système de protection pour un amortisseur hydraulique disposé sensiblement verticalement dans un véhicule, comprenant sa partie inférieure qui se trouve dans un puits formé dans un élément de la suspension, caractérisé en ce qu'il comporte une embase (22) prévue pour s'insérer de manière ajustée dans le puits et se fixer dedans, et un soufflet (20) comprenant une extrémité inférieure fixée en haut de cette embase (32), ainsi qu'une extrémité supérieure ajustée sur une partie de l'amortisseur fixée à la caisse du véhicule.

SHOCK ABSORBER Of OSCILLATION OR JAMB OF SUSPENSION

L'invention se rapporte à un amortisseur d'oscillations ou à un jambage de suspension (1) pour le montage articulé entre une carrosserie (6) et une pièce guide-roue d'un véhicule automobile au moyen d'une liaison rapide (7). A cet effet, l'amortisseur d'oscillations ou le jambage de suspension (1) forme une unité d'assemblage ou de montage avec une articulation élastique (4) et une pièce de raccordement (5). La liaison rapide (7) est réalisée sans enclenchement et de façon rigide entre la pièce de raccordement (5) et la carrosserie (6) ou la pièce guide-roue, de sorte que même pour des forces d'appui élevées, un mouvement relatif entre la pièce de raccordement (5) et la carrosserie (6) ou la pièce guide-roue est évité. The invention relates to an oscillation damper or suspension strut (1) for articulated mounting between a bodywork (6) and a wheel guide part of a motor vehicle by means of a quick link (7 ). For this purpose, the oscillation damper or the suspension leg (1) forms an assembly or mounting unit with an elastic joint (4) and a connecting piece (5). The quick connection (7) is made without engagement and rigidly between the connecting piece (5) and the body (6) or the wheel guide piece, so that even for high support forces, relative movement between the connecting piece (5) and the bodywork (6) where the wheel guide piece is avoided.

Shock mount support assembly for heavy-duty vehicles

A shock mount support assembly for a shock absorber of a suspension assembly of an axle/suspension system includes a shock support bracket formed with an opening. A fastener is disposed through the opening in the shock support bracket and an eyelet of the lower end of the shock absorber to loose-fit the shock support bracket to the shock absorber, and to the suspension assembly beam in a transverse direction. The shock support bracket includes at least one transversely elongated or oversized opening that aligns with an opening formed in the beam. A fastener is disposed through the pair of aligned openings in order to loose-fit attach the shock support bracket to the beam. During assembly, the eyelet fastener is tightened first drawing the shock support bracket transversely outboardly. The fastener disposed through the shock support bracket-to-beam attachment is tightened, rigidly attaching the shock support bracket to the suspension assembly.

Apparatus and methods for connecting a shock absorber to a vehicle

A shock absorber includes a shock body with an upper portion and a lower portion and an eyelet attached to each upper and lower portion for connecting to a vehicle. At least one eyelet includes a bushing assembly including a center shaft positioned within a bore and a first and second bushing positioned between an outer cylindrical wall of the center shaft and the bore of the eyelet. A first flexible ring is positioned between the first bushing and the center shaft, the first flexible ring compressed therebetween, and a second flexible ring is positioned between the second bushing and the center shaft, the second flexible ring compressed therebetween. A first and second end ring surrounding the center shaft outer cylindrical wall, with the first end ring adjacent the second end of the first bushing, and the second end ring adjacent the second end of the second bushing.

Energy Storing Suspension Components Having Retention Recesses

Energy storing suspension components for use in suspension systems for wheeled vehicles and trailers, and suspension systems incorporating such energy storing suspension components are disclosed. The energy storing suspension components include an axle seat portion, a first end, and a first limb extending between the axle seat portion and the first end. The axle seat portion includes first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses that are spaced from a center of the axle seat portion, the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly. 1. An energy storing suspension component comprising:an axle seat portion;a first end;a first limb extending between the axle seat portion and the first end;the axle seat portion including opposed first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses with each being spaced from a center of the axle seat portion;the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly; andthe surface of the axle seat portion that is opposed to the location of the at least two spaced apart recesses being flush with or recessed relative to a surrounding portion of the opposed surface.2. The energy storing suspension component of wherein the first end of an energy storing suspension component is formed into a coupling portion.3. The energy storing suspension component of wherein the coupling portion is formed in the shape of an eye.4. The energy storing suspension component of wherein both of the opposed first and second surfaces of the energy storing suspension component have at least two ...

Rear suspension structure of automotive vehicle

In a rear suspension device of an automotive vehicle, a shock absorber is provided perpendicularly to a H-shaped lower arm in a side view, respective axis of resilient bushes of pivotal portions which pivotally support upper and lower arms at a vehicle-body side are configured to be parallel to a standard line which extends in a vehicle longitudinal direction in a plan view, and an imaginary axial line which interconnects respective centers of front and rear connection portions, via which the lower arm is connected to a wheel side, is configured to extend obliquely forward and inward relatively to the vehicle longitudinal direction.

Strut Assembly Including A Bearing Sleeve Having A Radial Protrusion

A strut assembly including a reservoir tube that extends about and along a center axis and has an interior surface and defines a chamber. A bearing sleeve is disposed in the chamber of the reservoir tube and extends about and along the center axis between a proximal end and a distal end. The bearing sleeve presents an inner surface and an outer surface. A damper body tube is disposed in the bearing sleeve and is moveable relative to the bearing sleeve. A piston assembly is disposed in the damper body tube. The outer surface of the bearing sleeve has a tubular portion and a protrusion portion that extends radially outwardly relative to the tubular portion and annularly and providing an interference fit between the outer surface of the bearing sleeve and the interior surface of the reservoir tube. 1. A strut assembly including:a reservoir tube extending about and along a center axis and having an interior surface and defining a chamber;a bearing sleeve disposed in said chamber of said reservoir tube and extending about and along said center axis between a proximal end and a distal end and presenting an inner surface and an outer surface;a damper body tube disposed in said bearing sleeve and moveable relative to said bearing sleeve;a piston assembly disposed in said damper body tube; andsaid outer surface of said bearing sleeve having a tubular portion and a protrusion portion extending radially outwardly relative to said tubular portion and providing an interference fit between said outer surface of said bearing sleeve and said interior surface of said reservoir tube.2. The strut assembly as set forth in wherein said protrusion portion extends continuously and annularly about said center axis.3. The strut assembly as set forth in wherein at least one bearing is disposed radially between said bearing sleeve and said damper body tube for allowing axial movement of said damper body tube relative to said bearing sleeve and wherein said protrusion portion is spaced axially ...

Shock absorber

A shock absorber includes a cylindrically-shaped mounting member having an outer peripheral surface bonded at one end or both ends, the mounting member having an outer diameter at an end surface side smaller than an outer diameter at a center portion, and a reinforcement welding performed at the end surface side of the mounting member at a bonding portion of the mounting member.

Axle system having an axle lift kit and method of assembly

An axle system and a method of assembly. The axle system may include an axle lift kit. The axle lift kit may have a first bracket subassembly that may be fastened to the hanger bracket and a second bracket subassembly that may be fastened to first and second lateral sides of the trailing arm.

CHASSIS SYSTEM FOR A MOTOR VEHICLE

A chassis arrangement (), in particular for utility vehicles (), with at least one axle () that extends transverse to the travel direction and carries wheels (). Movement of the axle () is damped by vibration dampers () provided with end sections (), and with at least one stabilizer assembly () that has two longitudinally extending sections () and a transverse section () that connects the longitudinally extending sections. An end section () of the vibration damper () is held directly on and is connected to the stabilizer assembly () on an extension () of the transversely orientated section () beyond the longitudinal section (). 17-. (canceled)810134. A chassis arrangement () , for utility vehicles () , with at least one axle () extending transversely to a travel direction and carrying wheels ();{'b': 3', '15, 'movement of the axle () being damped by vibration dampers provided with end sections ();'}{'b': 12', '13', '14', '13', '15', '11', '12', '16', '17', '14', '13, 'at least one stabilizer assembly () comprising two longitudinally extending sections () and a transversely orientated section () connecting the two longitudinally extending sections () in an area of axle-side ends thereof such that the end section () of the vibration damper () being held directly on and connected to the stabilizer assembly () on an extension (, ) of the transversely orientated section () beyond the longitudinally extending section ();'}{'b': 3', '20', '21, 'the axle () being spring loaded by air suspensions (; ); and'}{'b': 3', '20, 'on each of the at least one axle (), on each transverse side of the vehicle, two air suspensions () are provided a smallest possible distance away from one another over the axle.'}91011121617. The chassis arrangement () according to claim 8 , wherein the vibration damper () is connected to the stabilizer assembly () by separate flange elements () claim 8 , and each of the flange elements is provided with an outwardly facing pin ().100161412. The chassis ...

Arrangement for Securing a Vibration Damper of a Vehicle

An arrangement for securing a vehicle vibration damper on a wheel support and/or on a vehicle body includes a rubber bearing secured by a fastener, the rubber bearing including at least two rubber bushings. When in an installed position, at least one of the rubber bushings is secured in three longitudinal degrees of freedom relative to the wheel support or the vehicle body, and a rotational degree of freedom of the one of the bushings about the axis of the fastener is blocked by a form-fitting arrangement. The form-fitting arrangement formed by engagement of a nose on the one of the bushings into a recess arranged in a rubber bearing receiving area of the wheel support and/or vehicle body. The nose and the recess are shaped such that the form fitting connection is formed only by installing the fastener, without the need for manually rotating the bushing with a tool. 19.-. (canceled)10. A fastening arrangement for fastening a vibration damper of a vehicle to at least one of a wheel carrier and a body of the vehicle , comprising:a rubber bearing; anda fastener configured to secure the rubber bearing to the at least one of the wheel carrier and the vehicle body,whereinthe rubber bearing includes at least two rubber bushings,when the fastener is in an installed state one of the at least two bushings is fixed in three orthogonal degrees of freedom in relation to the at least one of the wheel carrier and the vehicle body,when the fastener is in an installed state a rotational degree of freedom of the one of the at least two bushings about a longitudinal axis of the fastener is blocked by a form-fitting blockage,the form-fitting blockage is formed by engagement of a cutout arranged in a receiving part of the at least one of the wheel carrier and the vehicle body configured to receive the rubber bearing with a nose arranged on and projecting from the one of the at least two bushings, andthe nose and the cutout are mutually shaped such that the form fit between the nose and ...

AUTOMOBILE REAR SUSPENSION STRUCTURE

The thickness of one of a pair of panels (an inner panel () and an outer panel ()) of each trailing arm () is greater than the thickness of the other panel, and a rear wheel support unit (an axle unit ()) configured to support each rear wheel is coupled to one of the pair of panels (the inner panel () and the outer panel ()). 1. An automobile rear suspension structure comprising:a torsion beam type suspension including a pair of right and left trailing arms extending in a vehicle longitudinal direction and each supporting right and left rear wheels and a torsion beam extending in a vehicle width direction and coupling both trailing arms,wherein each trailing arm includes a pair of panels having U-shaped sections and joined to each other in a state in which U-shaped openings face each other such that a sectional shape of the each trailing arm forms a closed sectional shape,a thickness of one of the panels is greater than a thickness of the other one of the panels, anda rear wheel support unit configured to support each rear wheel is coupled to the one of the panels.2. The automobile rear suspension structure according to claim 1 , whereinthe one of the panels forms a portion of a peripheral wall portion including at least an outer top portion in the vehicle width direction in at least a section of a rear portion of the each trailing arm, andthe rear wheel support unit configured to support the each rear wheel is coupled to at least the outer top portion of the peripheral wall portion in the vehicle width direction in the section of the rear portion of the each trailing arm.3. The automobile rear suspension structure according to claim 1 , whereinthe pair of panels include an inner panel and an outer panel facing each other in the vehicle width direction,a thickness of the outer panel is greater than a thickness of the inner panel,at the rear portion of the each trailing arm, a top portion of the outer panel is wider in the vehicle width direction than a bottom ...

VEHICLE

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle. 1. A utility vehicle comprising:a main frame;a plurality of ground engaging members adapted to support the main frame above the ground, the ground engaging members comprising front and rear ground engaging members;a first seating area supported by the main frame;an engine supported by the main frame, forward of the first seating area; and a lower control arm coupled to the frame at first and second coupling points;', 'an upper control arm coupled to the frame at third and fourth coupling points; and', 'a shock absorber coupled to the frame at an upper end thereof and to the lower control arm, the shock being positioned between the second and fourth coupling points., 'a front suspension, the front suspension comprising2. A vehicle as in claim 1 , wherein a distance between the first and second coupling points is approximately twice that of the distance between the third and fourth coupling points.3. A vehicle as in claim 1 , wherein the first and third coupling points are positioned towards the vehicle front claim 1 , and the second and fourth coupling points are rearward of the first and third coupling points.4. A vehicle as in claim 3 , wherein the shock absorber is positioned rearward of the upper control arm.5. A vehicle as in claim 1 , further comprising a steering control positioned forward of the first seating area for operation of the ground engaging members claim 1 , the steering control being mounted to a steering control bracket.6. A vehicle as in claim 5 , wherein the upper end of the shock absorber is positioned above the steering control bracket.7. A utility vehicle comprising:a main frame;a plurality of ground engaging members adapted to support the main frame above the ground, the ground engaging members comprising front and rear ground ...

SUSPENSION ELEMENT SYSTEMS AND METHODS

A damper assembly includes a tubular member including a sidewall and a shoulder. The damper assembly includes a rod and a piston coupled to the rod. A secondary piston has a second contact surface, an opposing second surface, an inner cylindrical face defining a central aperture that receives the rod, and an outer cylindrical face. The opposing second surface includes one or more surface grooves, extending between the inner cylindrical face and the outer cylindrical face along the opposing second surface, and one or more bypass orifices disposed about the body member. The bypass orifices extend along the inner cylindrical face between the second contact surface and the opposing second surface. The secondary piston defines a channel extending between the inner cylindrical face and an outer periphery of the body member. The channel and bypass orifices form a fluid flow path when the piston contacts the secondary piston.

Vibration Damper Having Adjustable Damping Valve

A vibration damper includes at least one adjustable damping valve having an outer housing connected to one end of an outer receptacle of the vibration damper. A longitudinal axis of the adjustable damping valve and a longitudinal axis of the vibration damper run parallel. The outer housing of the adjustable damping valve has a clamping surface for an axle connection part.

Leaf spring type suspension

Objective: The strength of a U bolt sheet 60 is raised while suppressing a weight rise and a cost rise. Means for Solution: A connecting pin 71 which connects a lower connecting portion 22 of a shock absorber 20 therewith is formed in a U bolt sheet 60 . This connecting pin 71 is formed so that its axis Lpin passed between axes La and Lb of bolt portions 51 a and 51 b of a U bolt 50 . Thereby, the lower connecting portion 22 of the shock absorber 20 can be supported with a doubly-supported-beam structure of the U bolt sheet 60 which uses the bolt portions 51 a and 51 b as fixed ends.

HYDRAULICALLY-ADJUSTABLE ELASTOMERIC VEHICLE SUSPENSION SYSTEM

A suspension system for a vehicle includes an extendable and retractable actuator disposed at each side of a frame of the vehicle and pivotally attached at one end to a vehicle bracket and at the other end to a suspension bracket. The suspension bracket includes an actuator portion, an axle portion and a suspension arm, with the actuator portion and the suspension arm pivotable relative to an axis of the axle portion. When the actuator is extended or retracted, the actuator portion pivots about the axis of the axle portion and imparts pivotal movement of a suspension arm about the axis to adjust a height of the frame of the vehicle. The actuator includes an elastomeric element disposed between an outer end of a slide rod and an outer end of a ram rod, with the slide rod movable to absorb sudden movements of the frame or wheel. 1. A suspension system for a vehicle , said suspension system comprising:an extendable and retractable actuator disposed at each side of a frame of the vehicle and pivotally attached at one end to a vehicle bracket and at the other end to a suspension bracket;wherein said suspension bracket comprises an actuator portion, an axle portion and a suspension arm, and wherein said actuator portion and said suspension arm are pivotable relative to an axis of said axle portion;wherein a wheel is mounted at an end region of said suspension arm distal from said axle portion;wherein, when said actuator is extended or retracted, said actuator portion pivots about said axis of said axle portion, and wherein pivotal movement of said actuator portion about said axis imparts pivotal movement of said suspension arm about said axis to adjust a height of the frame of the vehicle relative to the ground;wherein said actuator comprises a cylinder, a ram rod movably disposed in said cylinder, and a slide rod movably disposed in said ram rod;wherein said actuator comprises an elastomeric element disposed between an outer end of said slide rod and an outer end of said ...

Lowerable Vehicle Frame with A Folding trailer hitch for Trailers and Other Vehicles

A lowerable vehicle frame with a folding trailer hitch for trailers and other vehicles has a vehicle frame, which can be transitioned between a lowered transit position and a raised deployed position through a swing suspension assembly and a plurality of lifting devices. A folding trailer hitch connected to the forward end of the vehicle frame allows the vehicle frame to be towed, and folds upwards for storage and aesthetics. 1. A lowerable vehicle frame with a folding trailer hitch for trailers and other vehicles comprises:a vehicle frame;a plurality of lifting devices;at least one swing suspension assembly;a folding trailer hitch;the vehicle frame comprises a forward end, a rear end, at least one suspension attachment location and a hitch attachment location, wherein the forward end and the rear end are longitudinal extremities of the vehicle frame;each swing suspension assembly comprises a first suspension half and a second suspension half;the hitch attachment location of the vehicle frame being positioned at the forward end of the vehicle frame;each suspension attachment location of the vehicle frame being positioned longitudinally between the forward end and the rear end of the vehicle frame;the plurality of lifting devices being distributed around the vehicle frame;the plurality of lifting devices being operatively engaged with the vehicle frame, wherein the vehicle frame is vertically lifted or lowered by the plurality of lifting devices;each swing suspension assembly being connected to the vehicle frame at one of the suspension attachment locations;the first suspension half and the second suspension half being positioned laterally opposite each other on the vehicle frame for each swing suspension assembly;the first suspension half and the second suspension half being releasably engaged between a lowered transit position and a raised deployed position relative to the vehicle frame, wherein a wheel of the first suspension half and the second suspension half is ...

Leaning vehicle

A leaning vehicle has a frame; a shock tower pivotally connected to the frame; front left and right ground engaging members; front left and right suspension assemblies; portions of the front left suspension assembly, the front left ground engaging member and other components of the vehicle suspended by the front left suspension assembly have a first unsprung mass; portions of the front right suspension assembly, the front right ground engaging member and other components of the vehicle suspended by the front right suspension assembly have a second unsprung mass; a moment of inertia of the shock tower being at least twenty-five percent of a combined moment of inertia of the first and second unsprung masses; a steering assembly; a rear suspension assembly; at least one rear ground engaging; and a motor.

Independent suspension system

An independent suspension system includes a wheel knuckle engaged with a wheel and configured to be rotated in response to a steering input; a motor assembly disposed at one end of the wheel knuckle and configured to rotate the wheel knuckle; an upper arm engaged with the motor assembly; a lower arm having a first end engaged with a vehicle body and a second end engaged with the wheel knuckle; a connection arm configured to be engaged with the upper arm; a rotation pin disposed at a connection portion between the upper arm and the connection arm to enable integral rotation of the upper arm and the connection arm; and a shock absorber disposed between the connection arm and the lower arm and engaged with the connection arm so as to be perpendicular to the connection arm.

SUSPENSION FOR A STEERABLE WHEEL OF A MOTOR-VEHICLE WITH A SEMI-VIRTUAL STEERING AXIS

In a suspension for a steerable wheel of a vehicle with a semi-virtual steering axis, a wheel support is connected to vehicle structure by an upper arm and two lower rods, one supporting lateral loads, whereas the other supporting longitudinal loads and being located forwardly relative to the rod supporting lateral loads. In a non-steered wheel condition, an articulated joint connecting the lower rod supporting the longitudinal loads is located more outwardly. The arrangement is such that during steering with a wheel being on an outer side of the curve, an intersection point of projections on a horizontal plane of the lower rods is displaced more inwardly. In a steered wheel condition, with said wheel being on an inner side of the curve, projections on the horizontal plane of said lower rods meet at a point displaced longitudinally forwardly relative to the intersection point in the non-steered wheel condition. 1. A suspension for a steerable wheel of a motor vehicle , with a semi-virtual steering axis , comprising:a wheel support,an upper oscillating arm, having one end connected to the wheel support by a first articulated joint and an opposite end connected to a vehicle structure by at least one second articulated joint,a first lower oscillating rod arranged along a direction having at least a component parallel to a longitudinal direction of the motor vehicle, for supporting longitudinal loads to which the wheel is subjected, said first lower oscillating rod having a first end connected to the vehicle structure by a third articulated joint and an opposite end connected to the wheel support by a fifth articulated joint,a second lower oscillating rod arranged along a direction substantially transverse to the longitudinal direction of the motor vehicle, for supporting lateral loads to which the wheel is subjected, said second lower oscillating rod having a first end connected to the vehicle structure by a fourth articulated joint and an opposite end connected to the ...

MODULAR FRONT DRIVETRAIN ASSEMBLY

An apparatus and methods are provided for a modular front drivetrain comprising a single assembly that may be installed onto and removed from a vehicle. The modular front drivetrain comprises a modular chassis supporting a transaxle, a front differential, and a steering gear for operating front wheels of the vehicle. The transaxle, the front differential and drive axles convey torque from an engine onboard the vehicle to the front wheels. A spindle assembly is coupled with each front wheel of the vehicle and pivotally joined with the modular chassis by way of a front suspension system. Steering rods coupled with the spindle assemblies horizontally rotate the front wheels according to operation of a steering wheel onboard the vehicle. The modular front drivetrain advantageously facilitates replacing an entire drivetrain and suspension assembly quickly and easily in the event of a part failure during racing applications. 1. A modular front drivetrain for operating front wheels of a vehicle , the modular front drivetrain comprising:a modular chassis supporting a drivetrain and a steering system operatively coupled with the front wheels;a spindle assembly coupled with each front wheel; anda front suspension system coupling each spindle assembly to the modular chassis.2. The modular front drivetrain of claim 1 , wherein the modular front drivetrain comprises a single drivetrain and suspension assembly that is configured to be installed onto and removed from the vehicle.3. The modular front drivetrain of claim 1 , wherein the modular front drivetrain is configured to facilitate a practitioner replacing an entire drivetrain and suspension quickly and easily in the event of a part failure.4. The modular front drivetrain of claim 1 , wherein the front suspension system includes an upper control arm and a lower control arm that are configured to couple the front wheel with the modular chassis.5. The modular front drivetrain of claim 4 , wherein the upper control arm comprises ...

Wheel Carrier of a Vehicle Having a Clamping-Fit Connection

A wheel carrier of a vehicle has a clamping-fit connection to a further component, preferably a suspension strut, including a threaded connection having a screw for clamping the clamping-fit connection; a hole, in which the screw sits; and a lever, which has a fastening segment and an impact segment. The fastening segment is fastened by the threaded connection. The impact segment protrudes from the fastening segment in such a way that, in the event of a vehicle crash and the accompanying deformation, a part of the vehicle applies a force to the impact segment in order to at least partially loosen the threaded connection. At least one material taper or material recess is formed in the material of the wheel carrier surrounding the hole in order to enable an at least partial break-out of the screw from the hole in the event of the application of force to the lever. 1. A wheel carrier of a vehicle having a clamping-fit connection to a further component , comprising:a screwed connection having a screw for the clamping of the clamping-fit connection;a hole, in which the screw is situated; anda lever having a fastening section and an impact section, whereinthe fastening section is fastened by way of the screwed connection, and the impact section projects from the fastening section such that, in an event of a vehicle crash and a resulting deformation, a part of the vehicle causes a force upon the impact section in order to at least partially loosen the screwed connection, andat least one taper or recess of material is formed in the material of the wheel carrier surrounding the hole, in order to permit an at least partial breaking-out of the screw from the hole in the event of the force effect upon the lever.2. The wheel carrier according to claim 1 , whereinthe material taper or material recess extends over at least 10% of the length of the hole.3. The wheel carrier according to claim 1 , whereinthe material taper or material recess extends over at least 20% of the length ...

VEHICLE

In a vehicle, a left shock absorber is disposed such that a left telescopic axis is positioned on the left of a left steering axis in a left-right direction of a body frame when a vehicle in which the body frame is standing upright is viewed from a front in a front-rear direction of the body frame. A right shock absorber is disposed such that a right telescopic axis is positioned on the right of a right steering axis in the left-right direction of the body frame when the vehicle in which the body frame is standing upright is viewed from the front in the front-rear direction of the body frame. 1. A vehicle comprising:a body frame;a left front wheel and a right front wheel that are arranged side by side in a left-right direction of the body frame;a linkage disposed above the left front wheel and the right front wheel in an up-down direction of the body frame, and that changes positions of the left front wheel and the right front wheel relative to the body frame to cause the body frame to lean to the left or to the right of the vehicle;a left telescopic suspension that supports the left front wheel and attenuates or absorbs a displacement of the left front wheel toward the linkage in the up-down direction of the body frame; anda right telescopic suspension that supports the right front wheel and attenuates or absorbs a displacement of the right front wheel toward the linkage in the up-down direction of the body frame; wherein an upper cross member;', 'a lower cross member disposed below the upper cross member in the up-down direction of the body frame;', 'a left side member disposed above the left front wheel in the up-down direction of the body frame and that supports the left telescopic suspension such that the left telescopic suspension is able to turn about a left steering axis extending in the up-down direction of the body frame;', 'a right side member disposed above the right front wheel in the up-down direction of the body frame and that supports the right ...

VEHICLE

In a vehicle, a left shock absorber is provided with a left front outer tube, a left rear outer tube, a left front inner tube, a left rear inner tube and a left connector. The left front outer tube and the left rear outer tube are supported on a left bracket. The left front inner tube is connected to the left front outer tube so as to be slidable in an interior of the left front outer tube along a left telescopic axis. The left rear inner tube is connected to the left rear outer tube so as to be slidable in an interior of the left rear outer tube along the left telescopic axis. The left connector connects the left front outer tube and the left rear outer tube. 1. A vehicle including:a body frame;a left front wheel and a right front wheel that are arranged side by side in a left-right direction of the body frame; anda linkage disposed above the left front wheel and the right front wheel in an up-down direction of the body frame, and that changes positions of the left front wheel and the right front wheel relative to the body frame to cause the body frame to lean to left or right of the vehicle; whereinthe linkage includes an upper cross member, a lower cross member, a left side member, and a right side member;the upper cross member, the lower cross member, the left side member, and the right side member are connected such that the upper cross member and the lower cross member maintain postures that are parallel to each other, and such that the left side member and the right side member maintain postures that are parallel to each other; a left shock absorber supporting the left front wheel and that attenuates or absorbs displacement of the left front wheel relative to the linkage in the up-down direction of the body frame;', 'a right shock absorber supporting the right front wheel and that attenuates or absorbs displacement of the right front wheel relative to the linkage in the up-down direction of the body frame;', 'a left bracket turnably connected to the left side ...

Scalable damper

A damper including a pressure tube, a piston, and a reserve tube is provided. The piston is arranged inside the pressure tube and divides the pressure tube into first and second working chambers. The reserve tube extends about the pressure tube to define a reserve tube chamber between the pressure tube and the reserve tube. A first damper port is arranged in communication with the second working chamber and a second damper port is arranged in communication with the reserve tube chamber. A remote valve assembly is spaced from the damper. The remote valve assembly includes a first electromagnetic valve that is arranged in communication with the first damper port by a first hydraulic line and a second electromagnetic valve that is arranged in communication with the second damper port by a second hydraulic line. An accumulator is arranged in communication with the first and second electromagnetic valves.

Energy Storing Suspension Components Having Retention Recesses

Energy storing suspension components for use in suspension systems for wheeled vehicles and trailers, and suspension systems incorporating such energy storing suspension components are disclosed. The energy storing suspension components include an axle seat portion, a first end, and a first limb extending between the axle seat portion and the first end. The axle seat portion includes first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses that are spaced from a center of the axle seat portion, the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly.

SEMI-TRAILING ARM SUSPENSION FOR A MOTOR VEHICLE

An independent rear suspension of a motor vehicle with an electrical drivetrain. The independent rear suspension including a left semi-trailing arm and a right semi-trailing arm, each of which can be articulated with an end on the body side to a chassis of the motor vehicle and are fixedly connectable to a wheel carrier on an end on the wheel carrier side, and also a transverse leaf spring for the suspension of the rear wheels. The transverse leaf spring is attached on the end side to the ends of the semi-trailing arms on the wheel carrier side, so that between the semi-trailing arms and the transverse leaf spring is formed an open installation space for receiving at least part of the electrical drivetrain. 1. A motor vehicle , comprisinga left and a right semi-trailing arm, each pivotingly attached to a chassis of the vehicle and extending rearwardly therefrom;a left and a right wheel carrier mounted to the left and right semi-trailing arms respectively, the wheel carriers defining respective wheel rotational axes;a transverse leaf spring attached to/between the respective first and second semi-trailing arms at respective points rearward of the respective wheel rotational axes; andan electric drivetrain component located forward of the leaf spring between the left and right wheel carriers and in alignment with the wheel rotational axes.2. The motor vehicle of claim 1 , wherein the electric drivetrain component is fastened to the chassis of the motor vehicle.3. The motor vehicle of claim 1 , wherein the electric drivetrain component is an electric motor.4. The motor vehicle of claim 3 , wherein left and right stub shafts extend from left and right sides of the electric motor and are coaxial with the respective wheel rotational axes.5. The motor vehicle of claim 1 , further comprising a left and a right shock absorber attached to the respective semi-trailing arm.6. The motor vehicle of claim 5 , wherein the shock absorbers act on the respective semi-tailing arms at ...

Swingarms And Wheel Support Legs With Weldments Incorporating Castings At Joints

A swingarm includes a first swingarm leg oriented along a first horizontal plane, a main body extending upward and outward from a second end of the first swingarm leg, and a second swingarm leg extending from a second end of the main body along a second horizontal plane. The swingarm also includes a first bearing holder coupled to a first end of the first swingarm leg and a second bearing holder coupled to a second end of the second swingarm leg. The first bearing holder includes a cavity oriented horizontally to form a first pivot axis. The second bearing holder includes a cavity oriented vertically to form a second pivot axis. The first and second bearing holders are of the same construction. 1. A swingarm of an agricultural sprayer comprising:a first swingarm leg having a first end and a second end, the first swingarm leg oriented along a first horizontal plane;a main body extending at an angle from the second end of the first swingarm leg at an angle, the main body having a first end and a second end, wherein the first end is aligned with the second end of the first swingarm leg;a second swingarm leg extending from the second end of the main body along a second horizontal plane, the second swingarm leg having a first end and a second end, wherein the first end is aligned with the second end of the main body;a first bearing holder coupled to the first end of the first swingarm leg, the first bearing holder having a cavity oriented horizontally to form a first pivot axis;a second bearing holder coupled to the second end of the second swingarm leg, the second bearing holder having a cavity oriented vertically to form a second pivot axis; andwherein the first and second bearing holders are of the same construction.2. The swingarm of wherein the first bearing holder receives a rod to pivotably couple the swingarm to a chassis frame of the sprayer along the first pivot axis.3. The swingarm of wherein a shock absorber is coupled to and disposed between the main body of ...

SUSPENSION WITH NON-ROTATING SHOCK ABSORBAR

A RevoKnuckle-type suspension for a wheeled vehicle has a hub mounted to a bearing carrier for rotation relative thereto about a steering axis, and a shock absorber connected non-rotatably to the bearing carrier. The shock absorber has an outer cylinder having an axially-extending guide hole defined therein, and a piston and attached piston rod retained for axial reciprocation in the guide hole. The guide hole and at least one of the piston and the piston rod retained therein have respective complementary-shaped, non-circular cross-sectional shapes which engage one another to resist axial rotation of the piston and/or the piston rod within the guide hole. The carrier is therefore restrained against rotation relative to the vehicle sprung structure without the need for any additional component(s) such as a control arm or stabilizer, as required in a traditional RevoKnuckle-type suspension. 1. A suspension for a wheeled vehicle comprising:a hub bearing for rotatably supporting a wheel and mounted to a bearing carrier for rotation relative thereto about a steering axis;a shock absorber having a cylinder connected non-rotatably to the bearing carrier and having an axially-extending guide hole defined therein, and a piston and attached piston rod retained axially movably in the guide hole, the guide hole and at least one of the piston and the piston rod retained therein having respective complementary-shaped, non-circular cross-sectional shapes which engage one another to resist axial rotation of the piston and/or the piston rod within the guide hole; anda top-mount bearing securing the piston rod non-rotatably to vehicle sprung structure.2. The suspension of claim 1 , wherein the respective cross-sectional shapes of the guide hole and the at least one of the piston and the piston rod are oval.3. The suspension of claim 1 , wherein the piston and/or the piston rod defines at least one guide groove running axially therealong claim 1 , and at least one guide element ...

Automobile Having a Suspension with a Highly Progressive Linkage and Method for Configuring Thereof

An Automobile having a Suspension with a highly Progressive linkage is disclosed. Method for configuring such a linkage to achieve desired performance is provided.

VEHICLE SUSPENSION STRUCTURE WITH TUNED VIBRATION ABSORBER

A vehicle suspension structure includes a hollow structural component and a Tuned Vibration Absorber disposed inside the hollow structural component. 1. A vehicle suspension structure comprising:a hollow structural component; anda Tuned Vibration Absorber (TVA) disposed inside the hollow structural component.2. The vehicle suspension structure set forth in claim 1 , wherein the hollow structural component is a control arm.3. The vehicle suspension structure set forth in claim 1 , further comprising:an upper control arm, wherein the hollow structural component is a lower control arm.4. The vehicle suspension structure set forth in claim 1 , wherein the TVA includes a first shuttling mass and a first vibration manipulator adapted to act upon the first mass.5. The vehicle suspension structure set forth in claim 4 , wherein the first vibration manipulator includes a first spring element claim 4 , and a first damper element.6. The vehicle suspension structure set forth in claim 4 , wherein the first vibration manipulator is a first resiliently compressible member.7. The vehicle suspension structure set forth in claim 4 , wherein the TVA includes a second vibration manipulator located opposite the first shuttling mass from the first vibration manipulator and adapted to act upon the first shuttling mass.8. The vehicle suspension structure set forth in claim 7 , wherein the first and second vibration manipulators each include a spring element and a damper element.9. The vehicle suspension structure set forth in claim 7 , wherein the first and second vibration manipulators are respective unitary and resiliently compressible first and second members.10. The vehicle suspension structure set forth in wherein the first and second members are rubber-like.11. The vehicle suspension structure set forth in claim 7 , wherein the TVA includes a third vibration manipulator claim 7 , a partition disposed between the second and third vibration manipulators claim 7 , a fourth vibration ...

VEHICLE SUSPENSION SYSTEM AND VEHICLE

A vehicle suspension system includes a frame, a damper and a rocker arm. The frame is connected with the rocker arm through the damper, the swing part of swing arm limits the swing arm's rotation angle by matching the limit structure on the frame; the bottom of damper is provided with the universal structure, the damper is connected with the rocker arm through the universal structure, and the universal structure controls the damper in free deflection. A deviation motion of vehicle wheels on both ends by coordinating the swing arm, vibration damper, etc. to avoid the slipping and rollover due to great sides way upon vehicle steering and the lateral wheels disengagement from ground and to enhance the safety of cornering driving of vehicles. 1. A vehicle suspension system , comprising a frame , a damper and a rocker arm , wherein the frame is connected with the rocker arm , the frame is also connected with the rocker arm by the damper , the system further comprises a swing arm and a limiting structure both disposed at the frame; a top of the damper is connected with the frame through the swing arm , a fixing part of the swing arm is hingedly connected with the frame , and a swing part of the swing arm cooperates with the limiting structure on the frame to define a rotation angle of the swing arm; a bottom of the damper is provided with a universal structure , the damper is connected with the rocker arm through the universal structure , and the universal structure controls the damper in a free deflection.2. The vehicle suspension system according to claim 1 , wherein the universal structure comprises a ball rod and a spherical shell claim 1 , the ball rod and the spherical shell are disposed at the bottom of the damper claim 1 , the ball rod and the spherical shell coordinate in connection claim 1 , and the spherical shell and the rocker arm are fixed connected.3. The vehicle suspension system according to claim 1 , wherein the damper is one of a spring damper claim 1 , ...

STRUT ASSEMBLY FOR VEHICLE

A strut assembly for a vehicle may include a shock absorber housing cover, into which a strut is inserted, and which is mounted, along with the strut, to a vehicle body, a shock absorber mounting panel configured to cover an upper portion of the shock absorber housing cover, and mounted to the vehicle body, and a coupling bolt inserted upward into a bolt coupling hole formed in the shock absorber housing cover, wherein the shock absorber mounting panel includes a contact surface portion having a cross-sectional area less than a cross-sectional area of a nut coupled with the coupling bolt, the contact surface portion having a hole corresponding to the bolt coupling hole, and the shock absorber mounting panel is brought into contact with the shock absorber housing cover by the contact surface portion. 1. A strut assembly for a vehicle , comprising:a shock absorber housing cover, into which a strut is inserted, and which is mounted, along with the strut, to a vehicle body;a shock absorber mounting panel configured to cover an upper portion of the shock absorber housing cover, and mounted to the vehicle body; anda coupling bolt inserted upward into a bolt coupling hole formed in the shock absorber housing cover,wherein the shock absorber mounting panel includes a contact surface portion having a cross-sectional area less than a cross-sectional area of a nut coupled with the coupling bolt, the contact surface portion having a hole corresponding to the bolt coupling hole, and the shock absorber mounting panel is brought into contact with the shock absorber housing cover by the contact surface portion.2. The strut assembly of claim 1 , wherein the nut is coupled with the coupling bolt at a position distanced from the contact surface portion of the shock absorber mounting panel.3. The strut assembly of claim 2 , wherein the shock absorber mounting panel includes a flat surface portion distanced from the contact surface portion claim 2 , the flat surface portion contacting ...

VEHICLE SUSPENSION APPARATUS CAPABLE OF ADJUSTING VEHICLE HEIGHT

A vehicle suspension apparatus configured for adjusting vehicle height may include a fixing device disposed at a wheel side, provided on an internal peripheral surface along its perimeter with a plurality of fixing grooves; a moving device provided to be rotatable within the fixing device, formed along its perimeter with coupling grooves corresponding to the fixing grooves and coupled such that a shock absorber moves in an up and down direction; a driving device disposed at the fixing device to transmit power; and a drive shaft provided to be rotatable within the moving device and provided with a fixing pin inserted into the coupling groove of the moving device and the fixing groove of the fixing device such that the fixing pin is disengaged from the fixing groove and remains inserted only into the coupling groove when the drive shaft rotates. 1. A vehicle suspension apparatus configured for regulating vehicle height including:a fixing device disposed at a wheel side, formed to communicate in an up and down direction thereof and provided on an internal peripheral surface along a perimeter thereof with a plurality of fixing grooves;a moving device provided to be rotatable within the fixing device, formed to communicate in an up and down direction thereof, formed along a perimeter thereof with coupling grooves corresponding to the fixing grooves and coupled, and wherein a shock absorber is configured to move in an up and down direction thereof;a driving device disposed at the fixing device to transmit power; anda drive shaft provided to be rotatable within the moving device to receive power from the driving device and hence rotate and provided with a fixing pin inserted into the coupling groove of the moving device and the fixing groove of the fixing device, and wherein the fixing pin is disengaged from the fixing groove and continues inserted into the coupling groove when the drive shaft rotates.2. The vehicle suspension apparatus of claim 1 , wherein the plurality ...

Vehicle suspension apparatus capable of adjusting vehicle height

A suspension apparatus may include an internal cylinder having fixing grooves, an intermediate cylinder rotatably provided around the internal cylinder to allow a shock-absorber to be moved up and down, and having connection holes, an external cylinder rotatably provided around the intermediate cylinder and having locking pins to be inserted into the fixing grooves through the connection holes such that the locking pins are decoupled from the fixing grooves, but remain inserted into the connection holes, and a driving device connected to the external cylinder to rotate the intermediate cylinder to allow the shock-absorber to be moved up and down, adjusting a height of a vehicle body.

VEHICLE

In a vehicle, a first left straight line, passing through a first left front connector and a first left rear connector connecting a left upper arm and a left auxiliary frame, inclines inward toward a widthwise center as the first left straight line extends rearward in a bottom view. A second left straight line, passing through a second left front connector and a second left rear connector connecting a left lower arm and a left main subframe, inclines inward toward the widthwise center as the second left straight line extends rearward in the bottom view. A central position between the first left front connector and first left rear connector in the front-rear direction is rearward relative to a central position between the second left front connector and second left rear connector in the front-rear direction. 1. A vehicle comprising:a body frame;a rear wheel;an upper arm connected to the body frame, the upper arm supporting the rear wheel;a lower arm disposed lower than the upper arm and connected to the body frame, the lower arm supporting the rear wheel;a shock absorber connected to the body frame and to the lower arm or to the upper arm;a first front connector connecting the upper arm and the body frame to each other;a first rear connector disposed rearward of the first front connector and inward of the first front connector in a width direction of the vehicle, the first rear connector connecting the upper arm and the body frame to each other;a second front connector connecting the lower arm and the body frame to each other; anda second rear connector disposed rearward of the second front connector and inward of the second front connector in the width direction of the vehicle, the second rear connector connecting the lower arm and the body frame to each other; whereina first straight line passing through the first front connector and the first rear connector inclines inward toward a widthwise center of the vehicle as the first straight line extends rearward in a ...

VEHICLE

A recreational off-highway vehicle ROV includes a first connection subframe connected to a first rear subframe and a main frame, and an arm connector disposed rightward of a left upper arm and leftward of a right upper arm and supporting the right and left upper arms. A distance between first and second upper connections connecting the first rear subframe and the first connection subframe is longer than a distance between first and second lower connections connecting the main frame and the first connection subframe. A first upper end portion of a left shock absorber and a second upper end portion of a right shock absorber are disposed between the first and second upper connections in a rear view of the vehicle. 1. A vehicle comprising:an engine;an upper frame disposed higher than the engine;a lower frame disposed below the upper frame, the lower frame supporting the engine;a connection frame connected to the upper frame and the lower frame at positions rearward of the engine;a left rear wheel;a right rear wheel;a left upper arm disposed leftward of the connection frame, the left upper arm supporting the left rear wheel;a right upper arm disposed rightward of the connection frame, the right upper arm supporting the right rear wheel;an arm connector disposed rightward of the left upper arm and leftward of the right upper arm, the arm connector supporting the left upper arm and the right upper arm;a left lower arm disposed lower than the left upper arm and connected to the lower frame, the left lower arm supporting the left rear wheel;a right lower arm disposed lower than the right upper arm and connected to the lower frame, the right lower arm supporting the right rear wheel;a left shock absorber connected to the upper frame and to the left upper arm or to the left lower arm; anda right shock absorber connected to the upper frame and to the right upper arm or to the right lower arm; wherein a first upper connection to which the connection frame is connected; and', 'a ...

SENSORLESS POSITION DETECTION FOR ELECTRIC MOTOR

An apparatus includes an electric motor including a stator and a translator; a three-phase inverter electrically coupled to the electric motor; a power source electrically coupled to the three-phase inverter; and a controller communicatively coupled to the three-phase inverter. The controller is programmed to determine at least three measurements at different times of flux linkage from the electric motor, represent the measurements in Clarke coordinates, determine Clarke coordinates of a center of a circle defined by the Clarke coordinates of the measurements, and determine a position of the translator relative to the stator based on the Clarke coordinates of the center of the circle. 1. An apparatus comprising:an electric motor including a stator and a translator;a three-phase inverter electrically coupled to the electric motor;a power source electrically coupled to the three-phase inverter; and determine at least three measurements at different times of flux linkage from the electric motor;', 'represent the measurements in Clarke coordinates;', 'determine Clarke coordinates of a center of a circle defined by the Clarke coordinates of the measurements; and', 'determine a position of the translator relative to the stator based on the Clarke coordinates of the center of the circle., 'a controller communicatively coupled to the three-phase inverter and programmed to'}2. The apparatus of claim 1 , wherein the electric motor is a linear electric motor.3. The apparatus of claim 1 , wherein the power source is a supercapacitor.4. The apparatus of claim 1 , wherein the electric motor lacks a position sensor.5. The apparatus of claim 1 , further comprising a position sensor coupled to the electric motor to detect a position of the translator relative to the stator claim 1 , wherein the controller is further programmed to receive data indicating a position of the translator relative to the stator from the position sensor claim 1 , and provide a warning in response to a ...

SHOCK ABSORBER MOUNTING ASSEMBLY FOR LEAF SPRING SUSPENSION TRAILERS

A shock absorber mounting assembly is provided for a trailer incorporating a leaf spring suspension. That mounting assembly includes a first shock absorber mounting bracket secured to a frame of the trailer and a second shock absorber mounting bracket secured to an axle of the trailer. The second shock absorber mounting bracket includes of tie plate, an elongated shock absorber mounting lug extending from the tie plate and an adjustable suspension alignment feature. 1. A shock absorber mounting assembly for a trailer incorporating a leaf spring suspension comprising:a first shock absorber mounting bracket secured to a frame of said trailer;a second shock absorber mounting bracket secured to an axle of said trailer, said second shock absorber mounting bracket including a tie plate, an elongated shock absorber mounting lug depending from said tie plate and an adjustable suspension alignment feature.2. The assembly of claim 1 , wherein said adjustable suspension alignment feature includes an adjustment gear and a gear receptacle in said tie plate for receiving and holding said adjustment gear in a plurality of different adjustment positions.3. The assembly of claim 2 , wherein said gear receptacle includes an elongated opening in said tie plate claim 2 , said elongated opening including two opposed sidewalls claim 2 , said two opposed sidewalls including a first set of gear teeth.4. The assembly of claim 3 , wherein said adjustment gear includes two opposed edges including a second set of gear teeth that mesh with said first set of gear teeth to hold said adjustment gear in said gear receptacle in any one of said plurality of adjustment positions thereby allowing fore/aft adjustment of one end of said axle relative to said frame of said trailer to correct axle alignment relative to said frame.5. The assembly of claim 4 , further including a lock plate abutting said tie plate and said adjustment gear in said gear receptacle.6. The assembly of claim 5 , wherein said lock ...

Method for producing spring strut forks

An efficient method for producing spring strut forks for motor vehicles is presented. In each case two spring strut forks are produced from a metallic extruded profile as a starting product. The extruded profile has a central, middle main chamber and four longitudinal chambers which are arranged offset with respect to one another over the circumference of the main chamber. Wall portions of the main chamber which are situated between the longitudinal chambers are removed, and the extruded profile is severed into two semifinished parts. Each semifinished part has one cylinder portion and two oppositely situated arm portions which project relative to the cylinder portions. The semifinished parts are subsequently mechanically machined, and one spring strut fork is produced from each semifinished part.

SUSPENSION STRUT FORK AND METHOD FOR PRODUCING A SUSPENSION STRUT FORK

A suspension strut fork that has an upper portion which is constructed in an integral, materially uniform manner in the form of a suspension strut receiving member. Members and fork arms protrude therefrom in an integral, materially uniform manner. A gap is provided between the members. Via this gap, the members can be moved toward each other so that a resilient and/or damper element which is arranged in the suspension strut receiving member is securely clamped. 110-. (canceled)11. A suspension strut fork for a motor vehicle axle , the suspension strut fork comprising an integral materially uniform component , the integral materially uniform component comprising:an upper central suspension strut receiving member; andfork arms which connect integrally to the suspension strut receiving member,wherein the suspension strut receiving member is cylindrical,wherein the suspension strut receiving member has a longitudinal slot between two mutually parallel members, andwherein the parallel members protrude integrally and in a materially uniform manner from the suspension strut receiving member and bend outward, so that a resilient or damper element is insertable in the suspension strut receiving member and is retainable in the suspension strut receiving member in a non-positive-locking manner by a securing element engageable through the parallel members.12. The suspension strut fork according to claim 11 , wherein the integral materially uniform component comprises an aluminum alloy.13. The suspension strut fork according to claim 11 , wherein an inner covering face of the suspension strut receiving member or a gap between the parallel members is mechanically reprocessed.14. The suspension strut fork according to claim 11 , wherein the fork arms in an upper length portion have a semi-circular cross-section.15. The suspension strut fork according to claim 11 , further comprising a metal insert arranged on at least one connection location of the fork arms.16. A method of ...

Vibration Damper in a Wheel Suspension of a Vehicle

A vibration damper in a wheel suspension of a vehicle, which damper is supported on a wheel-guide element of the wheel suspension via two resilient bearings which are provided laterally of a damper tube of the vibration damper and which are diametrically opposed in relation to the damper tube. Each bearing has a rubber-elastic bearing element in which a damper receptacle is supported which is force-transmittingly connected to the damper tube. The damper receptacle is supported on the damper tube via a releasable securing element. 1. A vibration damper in a wheel suspension of a vehicle , comprising:a damper tube; andtwo elastic bearings, wherein the vibration damper is supported on a wheel-guide element of the wheel suspension via the two elastic bearings, wherein the two elastic bearings are disposed laterally of the damper tube and are diametrically opposite one another in relation to the damper tube, and wherein each of the two elastic bearings has a respective rubber-elastic bearing element in which there is supported a respective damper receptacle which is in force-transmitting connection with the damper tube;wherein each respective damper receptacle is supported on the damper tube via a respective releasable securing element.2. The vibration damper according to claim 1 , wherein each damper receptacle is supported between a respective damper support claim 1 , which is disposed on the damper tube and is configured as a collar or a web claim 1 , and the respective releasable securing element claim 1 , which is releasably fastened to the damper tube or to a damper bottom portion.3. The vibration damper according to claim 1 , wherein each releasable securing element is configured as a screw nut which is screwed onto a thread which is disposed on the damper tube or a damper tube bottom part and wherein a longitudinal axis of the thread coincides with a longitudinal axis of the damper tube.4. The vibration damper according to claim 1 , wherein the respective damper ...

DEVICE AND METHOD FOR DOUBLE-ARM SUSPENSION AND IN-WHEEL STEERING

A suspension system for a wheel of a vehicle including: a wheel interface having a wheel interface axis which is an axis about which a wheel rotates when connected to the wheel interface; a first arm connected to the wheel interface and rotatable with respect to the wheel interface about a first axis that is substantially parallel to the wheel interface axis; and a second arm connected to the wheel interface and rotatable with respect to the wheel interface about a second axis that is substantially parallel to the wheel interface axis; and a damping and springing means disposed within a gap formed between the first arm and the second arm, the damping and springing means are connected at one of its ends to at least one of the first arm, the second arm and the wheel interface; wherein at least a portion of the suspension system is to be disposed within a rim of a wheel. 119-. (canceled)20. A suspension system for a wheel of a vehicle , the system comprising:a wheel interface having a wheel interface axis which is an axis about which a wheel rotates when connected to the wheel interface;a sub-frame to connect at least a portion of the suspension system to a reference frame of the vehicle;a first arm and a second arm connected to the wheel interface and rotatable with respect to the wheel interface about a first axis and a second axis, respectively, which are substantially parallel to the wheel interface axis, wherein the first arm and the second arm are connected to the sub-frame and rotatable with respect to the sub-frame about a third axis and a fourth axis, respectively, which are substantially parallel to the wheel interface axis, and wherein the first arm and the second arm are rotatable about a steering axis; anda steering arm connected at its first end to the first arm and connectable at its second end to one or more steering actuators via a steering rod;wherein the first arm is connected to the sub-frame using a joint unit, the joint unit comprises a first ...

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 ...

SELF-BALANCING SYSTEMS FOR ELECTRIC VEHICLES

An electric vehicle includes a lateral self-stabilization system and may further include a fore-aft self-stabilization system. The lateral self-stabilization system may include a controller configured to cause an actuator to laterally tilt a frame of the vehicle based on sensed information relating to an orientation of the vehicle, or portion thereof, about a roll axis. The frame of the vehicle may include any suitable structure configured to be laterally tilted by the actuator relative to an axle of the vehicle. The fore-aft stabilization system may include a motor controller configured to drive a motor of the vehicle based on sensed information relating to a pitch angle of the vehicle. In some examples, the vehicle is a robotic vehicle. 1. A self-balancing electric vehicle comprising:a wheel having an axle coupled to a body of the vehicle by a mechanical linkage, wherein the body of the vehicle is tiltable about a pitch axis coaxial with the axle of the wheel;wherein the body of the vehicle is tiltable with respect to the wheel axle about a roll axis orthogonal to the pitch axis;a tilt actuator coupled to the mechanical linkage;a hub motor configured to drive the wheel;one or more orientation sensors coupled to the vehicle; anda motor controller configured to receive, from the one or more orientation sensors, first orientation information indicating a pitch orientation of the body with respect to the pitch axis and second orientation information indicating a roll orientation of the body with respect to the roll axis, to cause the hub motor to propel the vehicle based on the first orientation information, and to cause the tilt actuator to adjust the orientation of the body based on the second orientation information.2. The vehicle of claim 1 , wherein the motor controller is configured to maintain a selected balance angle of the body with respect to the pitch axis claim 1 , wherein adjusting a balance angle offset parameter of the motor controller effectively ...

SPREAD ACTIVE CLAMP GROUP FOR VEHICLE LEAF SPRING

A clamp group for a vehicle leaf spring suspension is disclosed. The clamp group secures a longitudinally disposed, leaf spring at separate and distinct locations, between which the leaf spring is undamped and spaced away from the top and bottom pads of the clamp group. Shear stress is reduced and the spring remains active throughout its length. 1. A suspension system for a vehicle axle comprising:a leaf spring, said leaf spring extending in parallel with the longitudinal axis of a vehicle and having a first seat portion and a second seat portion which are separated from one another along the longitudinal axis of said leaf spring,a clamp assembly, said claim assembly comprising a first clamp group associated with said first seat portion and a second clamp group associated with said second seat portion, each of said first and second clamp groups further comprising a fastener assembly, a top mounting pad and a bottom mounting pad, said top mounting pad and said bottom mounting pad opposing one another and positioned in vertical alignment with and on opposite sides of said leaf spring, a top elastomeric pad and a bottom elastomeric pad, said top and bottom elastomeric pads positioned between respectively said top mounting pad and said leaf spring and said bottom mounting pad and said leaf spring;wherein said bottom mounting pads or said top mounting pads of said first and second clamp groups are part of an axle seat bracket, said axle seat bracket configured to receive a laterally disposed vehicle axle; andwherein when the fastener assembly of each clamp group is tightened, the associated top mounting pad, top elastomeric pad, leaf spring, bottom elastomeric pad and bottom mounting pad are coupled together, and the section of the leaf spring between said first and second clamp groups remains unclamped and exhibits positive vertical displacement without contacting any rigid component of the clamp assembly.2. The suspension system of wherein said first and second clamp ...

Suspension assembly for a tilting vehicle, forecarriage and tilting vehicle

Suspension assembly including a body associable to the chassis of the tilting vehicle and two junction devices opposite with respect to the body; the junction devices being articulated to the body by means of connecting elements, wherein each junction device includes a first structural junction portion rotoidally coupled in a first coupling site to a first connecting element and a second structural joint portion rotoidally coupled in a second coupling site to a second connecting element; and wherein the suspension assembly further includes elasto-damping elements associated with the hinge devices and adapted to damp the stresses transmitted by the wheels; and wherein each hinge device includes a dynamic junction portion rotoidally coupled to a elasto-damping element in a dynamic junction coupling site; and wherein the junction device rigidly determines the relative positioning and spatial orientation of the first structural joint portion, the second structural joint portion and the dynamic joint portion; the suspension assembly further comprising having a rocker arm element associated in a titling fashion to the body and to the elasto-damping elements. 1. Suspension assembly for a forecarriage or a rear axle having at least two wheels of a tilting vehicle , comprising:a body associable to the chassis of the tilting vehicle;two junction devices opposite with respect to said body, each of said junction devices being associable to a wheel of the tilting vehicle;said junction devices being joined to said body by means of connecting elements;wherein each junction device comprises at least a first structural joint portion rotoidally coupled in a first coupling site and at least a first coupling element, and at least a second structural joint portion rotoidally coupled to a second coupling site and at least a second connecting element;wherein said suspension assembly further comprises elasto-damper elements associated with said junction devices and suitable to damp the ...

Jounce Bumper

A jounce bumper is used in a suspension system of a vehicle. The jounce bumper comprises an outer member comprising a base portion and a sidewall extending from said base portion. The sidewall of the outer member is flexible relative to the base portion. The base portion and the sidewall define a cavity such that the outer member has a cup-shaped configuration. A bumper is at least partially seated within the cavity of the outer member. The bumper is compressible into the cavity of the outer member such that the bumper expands against the sidewall of the outer member, which forces the sidewall of the outer member to flex and expand radially outward. An isolation layer is disposed on the base of the outer member outside of the cavity and separates the outer member from either the strut assembly or the frame member.

Steering device for wheel

A steering device basically includes an in-wheel motor drive wheel, a dedicated in-wheel motor drive unit, an upper side fixing seat, a lower side fixing seat and a steering mechanism. The dedicated in-wheel motor drive unit includes an electric motor as a power source. The dedicated in-wheel motor drive unit is integrated with the in-wheel motor drive wheel. The upper side fixing seat is disposed at an upper part of the dedicated in-wheel motor drive unit. The lower side fixing seat is disposed at a lower part of the dedicated in-wheel motor drive unit. The steering mechanism converts a steering force to a steering torque around a king pin axis and applies a torque to the in-wheel motor drive wheel. The steering mechanism is disposed in a location that is on the king pin axis and that is above the in-wheel motor drive wheel.

WHEEL SUSPENSION AND AXLE INCLUDING WHEEL SUSPENSION FOR A MOTOR VEHICLE

A single wheel suspension is provided for a rear axle of a vehicle. The single wheel suspension may have a transverse leaf spring, a damper, and a wheel carrier. The wheel carrier can be connected to the vehicle via a transverse link connected to the wheel carrier in an articulated manner. The wheel carrier can be further connected to the vehicle via a tie rod. The transverse links may include a carrier link and a camber link. The carrier link may be connected to the wheel carrier via two connections, with the transverse leaf spring being coupled in an articulated manner to one of the transverse links or wheel carrier via a connection element, which permits relative movement between the leaf spring and the transverse link or wheel carrier the leaf spring is coupled to. 1. A single wheel suspension for a rear axle of a vehicle , comprising:a transverse leaf spring;a damper;a wheel carrier; anda transverse carrier link and a transverse camber link coupled to the wheel carrier in an articulated manner and configured to connect the wheel carrier to the vehicle, wherein the transverse camber link is arranged above the transverse carrier link; anda tie rod connecting the wheel carrier to the vehicle, either directly or via an auxiliary frame interposed between the tie rod and the wheel carrier;wherein the transverse carrier link is coupled to the wheel carrier in an articulated manner by two connections;wherein the transverse leaf spring is coupled in an articulated manner to one of the transverse carrier link, the transverse camber link, or the wheel carrier via a connection element that comprises a connection link.2. The suspension of claim 1 , wherein at least one of the two connections between the wheel carrier and the transverse carrier link is produced by a link.3. The suspension of claim 1 , wherein the transverse leaf spring comprises a composite material or is made of a composite material.4. The suspension of claim 1 , wherein the tie rod extends either inside a ...

WHEEL CARRIER ASSEMBLY FOR A FRONT AXLE OR REAR AXLE OF A MOTOR VEHICLE

A wheel carrier assembly for a front axle or rear axle of a motor vehicle, with a wheel carrier part on which a link for a control arm assembly, a fixing device for a damper strut and a recess for a wheel bearing are provided. The wheel carrier part includes an air guide device for supplying air to a disk brake assembly, which as brake parts has at least a brake disk and a brake caliper. The wheel carrier part has a circumferentially hollow wheel carrier housing part. The air guide device includes at least one air inlet opening and at least one air outlet opening directed onto a brake part. 1. A wheel carrier assembly for a front axle or rear axle of a motor vehicle , said wheel carrier assembly comprising:a wheel carrier part on which links for a control arm assembly, fixing means for a damper strut and a recess for a wheel bearing are disposed,wherein the wheel carrier part comprises air guide means for supplying air to a disk brake assembly having at least a brake disk and a brake caliper,wherein the wheel carrier part has a circumferentially hollow wheel carrier housing part,wherein the air guide means comprises at least one air inlet opening and at least one air outlet opening directed onto a brake part of the disk brake assembly.2. The wheel carrier assembly as claimed in claim 1 , wherein the at least one air inlet opening is formed in a region of a front transverse control arm of the control arm assembly.3. The wheel carrier assembly as claimed in claim 2 , wherein an air guide member is provided on the front transverse control arm.4. The wheel carrier assembly as claimed in claim 1 , wherein a first outlet opening is provided in a region of the brake caliper.5. The wheel carrier assembly as claimed in claim 4 , wherein the first outlet opening is provided between two fixing points of the brake caliper on the wheel carrier part.6. The wheel carrier assembly as claimed in claim 1 , wherein a second outlet opening for air flow onto the brake disk and/or a ...

SIDE-BY-SIDE ALL-TERRAIN VEHICLE

An all-terrain vehicle includes a frame including a front frame part and a separate rear frame part connected to the front frame part via frame joints. A surface is supported by one of the front frame part and the rear frame part. An engine is supported by the rear frame part and is positioned behind the seating surface. Front wheels operably coupled to the front frame part are drivingly coupled to the engine via a front drive unit. Rear wheels operably coupled to the rear frame part are drivingly coupled to the engine via a rear drive unit. A brake system is mounted to the frame and includes front wheel brakes and rear wheel brakes. The brake system further includes a brake modulator and a master brake cylinder operably connected to the brake modulator. The brake modulator is mounted to the front frame part. 1. An all-terrain vehicle comprising:a frame including a front frame part and a rear frame part, the rear frame part is separate from and connected to the front frame part via frame joints which are spaced laterally from one another in a width direction of the vehicle;a seating surface supported by one of the front frame part and the rear frame part;an engine supported by the rear frame part, the engine is positioned behind the seating surface;left and right front wheels operably coupled to the front frame part and drivingly coupled to the engine via a front drive unit;left and right rear wheels operably coupled to the rear frame part and drivingly coupled to the engine via a rear drive unit; anda brake system mounted to the frame and including front wheel brakes for the respective left and right front wheels and rear wheel brakes for the respective left and right rear wheels, the brake system further including a brake modulator and a master brake cylinder operably connected to the brake modulator, the brake modulator mounted to the front frame part.2. The vehicle according to claim 1 , wherein the brake modulator is positioned on a lateral side of the front ...

STRUT ROD MADE OF COMPOSITE MATERIAL FOR SUSPENSION OF FRONT AXLE OF VEHICLE

The invention relates to a strut rod made of composite material for a suspension of a front axle of a vehicle, including: an upper part coupled to a rod and piston assembly connected to a vehicle body; and a U-shaped lower part including two brackets for fixing a knuckle arm of the vehicle. This strut rod includes means for detecting a crack. This detection means includes at least one additional edge positioned so as to project from an outer surface of the U-shaped lower part of the strut rod in a region where a crack possibly occurs in the case of an accidental shock on a wheel of the vehicle. 1. A strut rod made of composite material for a suspension of a front axle of a vehicle , the strut rod comprising:an upper part coupled to a rod-piston assembly fixed to a body of the vehicle, anda U-shaped lower part including two brackets for fixing a knuckle arm of the vehicle, whereinthe strut rod includes a detection means for detecting a crack, the detection means including at least one additional edge positioned so as to project from an outer surface of the U-shaped lower part of the strut rod, in a region where the crack possibly occurs in a case of an accidental shock on a wheel of the vehicle.2. The strut rod according to claim 1 , wherein the at least one additional edge is directed to a direction substantially perpendicular to a preferential direction of the crack under an impact of the accidental shock.3. The strut rod according to claim 1 , whereinthe at least one additional edge is positioned so as to project from a front surface of an end portion of one bracket of the two brackets forming a U-shape for fixing the knuckle arm, the additional edge being configured to be cracked in the case of the accidental shock on the wheel of the vehicle, and the crack informing, by the presence thereof, a technical operator of a need for replacing the strut rod.4. The strut rod according claim 1 , wherein front surfaces of end portions of the respective brackets of the U- ...

DAMPING ASSEMBLY FOR A FRONT-WHEEL INDEPENDENT SUSPENSION OF A FOUR-WHEEL MOBILITY SCOOTER

A damping assembly for a front-wheel independent suspension of a four-wheel mobility scooter includes a chassis with two front wheels, and two connecting sleeves. In each of the connecting sleeves is disposed a first shock absorber which includes a rectangular outer pipe and a rectangular inner pipe disposed in and rotated 45 degrees with respect to the outer pipe, between each of the edges of the inner pipe and the inner space of the outer pipe is disposed an elastic rubber The inner pipe has two suspension arms connected to a shaft, respectively, each shaft includes a first connecting arm extending in a width direction of the chassis, the front wheels are connected to the first connecting arms, on each of the shafts is provided a second connecting arm extending upward and hinged with a third connecting arm extending in the width direction of and hinged to the chassis. 1. A damping assembly for a front-wheel independent suspension of a four-wheel mobility scooter comprising a chassis with two front wheels , and two connecting sleeves located at two sides of the chassis and extending in a width direction of the chassis , the damping assembly being characterized in that: in each of the connecting sleeves is disposed a first shock absorber which includes a rectangular outer pipe and a rectangular inner pipe disposed in and rotated 45 degrees with respect to the outer pipe , so that edges of the inner pipe are abutted against the inner surface of the outer pipe , between each of the edges of the inner pipe and the inner space of the outer pipe is disposed an elastic rubber , at two ends of the inner pipe of the respective first shock absorbers are fixed two suspension arms which are connected to a shaft , respectively , each of the shafts is provided with a first connecting arm extending in a width direction of the chassis , the front wheels are connected to the first connecting arms , on each of the shafts is provided a second connecting arm which extends upward and ...

Motor Vehicle Wheel Suspension

A wheel suspension for a motor vehicle including a wheel carrier supporting a wheel. The wheel carrier connected via at least one upper camber link, a lower control arm, and a lateral toe link to the vehicle body or subframe. A stabilizer rod connects to the wheel carrier. The wheel suspension including a damper unit and a spring unit wherein the stabilizer rod and the damper unit connect to the wheel carrier at a common connecting point. 1. A wheel suspension comprising:a wheel carrier;an upper camber link;a lower control arm;a lateral toe link;a horizontally extending stabilizer rod;a damper;a spring unit wherein said stabilizer rod and said damper unit connect to said wheel carrier at a common point; andsaid upper camber link is located between said spring unit and a drive shaft.2. The wheel suspension of wherein said damper and said spring unit claim 1 , viewed in a forward direction of travel claim 1 , are arranged behind a wheel center.3. The wheel suspension of wherein said damper unit engages said wheel carrier and said spring unit engages said lower control arm.4. The wheel suspension of including a downward strut claim 1 , protruding downwardly at an angle from said stabilizer rod claim 1 , connected on one end to said stabilizer rod and on an opposite end to said wheel carrier at said common point.5. The wheel suspension of wherein said lower control arm includes a tubular region claim 1 , said tubular region positioned between respective side portions of said wheel carrier.6. The wheel suspension of wherein said lower control arm connects to said wheel carrier via two joints located on the respective side portions of said wheel carrier wherein said tubular region is at least partially surrounded by a portion of said wheel carrier.7. The wheel suspension of wherein said tubular region includes a tubular structure incorporated in said lower control arm.8. The wheel suspension of wherein said lower control arm connects via two joints to a portion of a ...

SUSPENSION ASSEMBLY WITH A DAMPER FOR AN ELECTRIC BUS

A bus assembling process and an articulated low platform bus with a suspension assembly in a wheel housing. The suspension assembly includes a wheel support such as a steering knuckle, an upper link part of a parallelogram suspension and pivotably joined to the wheel support, a damping device adapted for absorbing energy and disposed in the parallelogram, a lower link including a portion of reduced thickness and two transversal branches, one of the two transversal branches being vertically thicker than the portion of reduced thickness and transversally joining the portion of reduced thickness to the damping device. 1. A suspension assembly for a vehicle , the suspension assembly comprising:a wheel support for a wheel, wherein the suspension assembly defines a transversal direction and a transversal wheel rotation axis,an upper link pivotably joined to the wheel support,a damping device adapted for absorbing energy, and a portion of reduced thickness, and', 'two transversal branches, at least one of the two transversal branches being vertically thicker than the portion of reduced thickness., 'a lower link, the lower link including2. The suspension assembly according to claim 1 , wherein the portion of reduced thickness comprises a plate claim 1 , and the transversal branches comprise two rods including notches in which the plate is attached.3. The suspension assembly according to claim 1 , wherein the upper link defines a longitudinal pivot axis which is across the damping device claim 1 , the damping device comprising an upper joint longitudinally crossed by said longitudinal pivot axis.4. The suspension assembly according to claim 1 , wherein each of the two transversal branches is transversally longer than the portion of reduced thickness claim 1 , and the portion of reduced thickness is longitudinally larger than each of the two transversal branches.5. The suspension assembly according to claim 1 , wherein the suspension assembly comprises the wheel that includes ...

Chassis Arm with Damper Connection Section and Method for Production of a Chassis Arm

The invention relates to a chassis arm for a motor vehicle, having a first end section for connection to a chassis support, a second end section for connection at a wheel end, and a damper connection section exhibiting at least one bearing eye for connecting a damper. The bearing eye is assigned at least one installation aid with a support surface for the damper. The installation aid is formed integrally with the chassis arm, wherein the installation aid in the form of a tab is cut free from the base material of the chassis arm and converted to a body section of the chassis arm, and wherein at least a part of the tab is designed as a support surface for the damper. The invention also relates to a method for producing a chassis arm, in particular a spring control arm for a motor vehicle.

ENERGY STORING SUSPENSION COMPONENTS HAVING RETENTION RECESSES

Energy storing suspension components for use in suspension systems for wheeled vehicles and trailers, and suspension systems incorporating such energy storing suspension components are disclosed. The energy storing suspension components include an axle seat portion, a first end, and a first limb extending between the axle seat portion and the first end. The axle seat portion includes first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses that are spaced from a center of the axle seat portion, the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly. 1. An energy storing suspension component comprising:an axle seat portion, the energy storing suspension component further comprising a first end and a first limb extending between the axle seat portion and the first end;the axle seat portion including opposed first and second surfaces with at least one of the first and second surfaces having at least two recesses spaced apart longitudinally along the energy storing suspension component with each being spaced from a center of the axle seat portion;the at least two recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly;the surface of the axle seat portion that is opposed to the location of the at least two recesses being flush with or recessed relative to a surrounding portion of the opposed surface; andthe energy storing suspension component further comprising an aperture through the axle seat portion that is located between the at least two recesses and that receives a fastener.2. The energy storing suspension component of wherein the first end of the energy storing suspension component is ...

TUBULAR MEMBER AND SHOCK ABSORBER

A bump cap includes: a tubular main body part; and three or more protrusions provided at different positions in a circumferential direction of an inner circumference of the main body part. A plurality of protrusions are press-fit protrusions having a radial height higher than a radial height of the other protrusions, and the number of the press-fit protrusions are smaller than the number of the other protrusions, and the bump cap is configured to be mounted on an outer circumference of an outer shell of a shock absorber in state where the press-fit protrusions are pushed against the outer circumference of the outer shell. 1. A tubular member comprising:a tubular main body part; andthree or more protrusions provided at different positions in a circumferential direction of an inner circumference of the main body part, whereina plurality of protrusions are press-fit protrusions having a radial height higher than a radial height of the other protrusions, and the number of the press-fit protrusions are smaller than the number of the other protrusions, andthe tubular member is configured to be mounted on an outer circumference of an outer shell of a shock absorber in state where the press-fit protrusions are pushed against the outer circumference of the outer shell.2. The tubular member according to claim 1 , whereinin a state of being mounted on the outer circumference of the outer shell, the other protrusions abut with the outer circumference of the outer shell.3. The tubular member according to claim 1 , whereina side at which the outer shell is inserted into the main body part is an inlet side,each of the protrusions includes a protrusion main body that is a portion facing an outer circumferential surface of the outer shell in a radial direction and being the highest of the protrusion in a radial height, andan end portion on the inlet side of the protrusion main body of the other protrusions is positioned closer to an open end of an inlet for the outer shell than an ...

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.

Axle Assembly and Method of Manufacture

An axle assembly includes an axle housing having first and second arm portions that extend in opposite directions from a center portion, and an axle interface bracket that is fixedly mounted to the first arm portion. The axle interface bracket includes a base, holes extend from a bottom surface of the base, and channel walls that extend from the base and are disposed opposite the bottom surface. 1. An axle interface bracket comprising:a base having a bottom surface, a first set of holes, and a second set of holes, wherein the first and second sets of holes extend from the bottom surface, andfirst and second channel walls that extend from the base and are disposed opposite the bottom surface, wherein the first and second channel walls cooperate with the base to define a channel for receiving an arm of an axle housing, wherein the first channel wall extends from the base between the first set of holes and the channel and the second channel wall extends from the base between the second set of holes and the channel.2. The axle interface bracket of wherein the bottom surface is substantially planar.3. The axle interface bracket of further comprising a first damper mounting wall that extends from the first channel wall in a direction that extends away from the channel claim 1 , wherein the first damper mounting wall has a mounting hole adapted to facilitate mounting of a damper.4. The axle interface bracket of further comprising a second damper mounting wall that extends from the first channel wall in a direction that extends away from the channel claim 3 , wherein the second damper mounting wall has a mounting hole adapted to facilitate mounting of a damper.5. The axle interface bracket of wherein the first damper mounting wall is spaced apart from the second damper mounting wall.6. The axle interface bracket of wherein the first damper mounting wall claim 4 , the second damper mounting wall claim 4 , and the first channel wall cooperate to at least partially define a ...

Leaf spring holder for connecting a leaf spring to an axle and chassis with such a leaf spring holder

A leaf spring holder for connecting a leaf spring to an axle via a first fixing device and a second fixing device. Due to co-operation of the first fixing device with the second fixing device, a first mounting is spaced away from a second mounting to provide space for mounting the leaf spring between the first fixing device and the second fixing device. Co-operation of the first fixing device with the second fixing device enables deformation of a leaf spring section of the leaf spring between the first mounting and the second mounting. In order to increase the rigidity as a function of the spring deflection and/or to produce a rising-rate suspension, the leaf spring holder includes a stop surface for limiting deformation of the leaf spring section.

CONNECTION, ASSEMBLY, AND METHOD

An assembly for a wheel suspension includes a vibration damper and an add-on part. The vibration damper includes a contact region on which the add-on part is configured to rest and wherein the contact region is configured to receive a force transmitted thereon. A welding element is mechanically connected to the add-on part and welded to the contact region. The contact region and the welding element include the same material or weldable material partners and the add-on part and the contact region are formed from dissimilar and not mutually weldable materials. 1. An assembly for a wheel suspension , comprising:a vibration damper;an add-on part;wherein the vibration damper comprises a contact region on which the add-on part is configured to rest and wherein the contact region is configured to receive a force transmitted thereon; andwherein a welding element is mechanically connected to the add-on part and welded to the contact region;the contact region and the welding element comprising the same material or weldable material partners, andwherein the add-on part and the contact region are formed from dissimilar and not mutually weldable materials.2. The assembly of claim 1 , wherein the contact region is disposed at a base of the vibration damper.3. The assembly of claim 1 , wherein the add-on part includes a lower linkage to a vehicle.4. The assembly of claim 1 , wherein the welding element is rotationally symmetrical and/or the contact region is rotationally symmetrical.5. The assembly of claim 1 , wherein the welding element is disposed in a connection opening of the add-on part.6. The assembly of claim 1 , wherein the welding element is connected in a form-fitting manner and/or force-fitting manner to the add-on part.7. The assembly of claim 1 , the welding element further comprising a collar that rests on the add-on part.8. The assembly of claim 1 , the add-on part further comprising a clearance in which the welding element is disposed.9. The assembly of claim 1 , ...

UPPER ARM STRUCTURE OF SUSPENSION DEVICE

A suspension device according to one embodiment of the present disclosure which is equipped with an upper arm which is supported by a knuckle of the vehicle wheel so as to be capable of oscillation, and also supported by a side member which extends in the vehicle front-rear direction so as to be capable of oscillation, wherein: the upper arm has a tip end section positioned at the outside end in the vehicle widthwise direction, and also has arm sections which fork from the tip end section toward the inside in the vehicle widthwise direction; and the upper arm is formed in a manner such that the cross-sectional area of one arm section is greater than the cross-sectional area of the other arm section. 1. An upper arm structure of a suspension device , the upper arm structure comprising: an upper arm configured to be swingably supported by a knuckle of a wheel , the upper arm being configured to be swingably supported by a side member extending in a vehicle front-rear direction , a distal end portion located at an end portion on an outside in the vehicle width direction; and', 'arm portions bifurcated, from the distal end portion, inward in the vehicle width direction, and, 'wherein the upper arm includeswherein a cross-sectional area of one arm portion of the bifurcated arm portions is larger than a cross-sectional area of the other arm portion.2. The upper arm structure of the suspension device according to claim 1 ,wherein a base end portion of each arm portion is configured to be swingably supported by a bracket connected to the side member, andwherein a rebound stopper is provide below the one arm portion in a vertical direction, the rebound stopper being abuttable against the one arm portion during swinging.3. The upper arm structure of the suspension device according to claim 1 ,wherein the one arm portion is an arm portion on a rear side in the vehicle front-rear direction.4. The suspension device comprising:{'claim-ref': {'@idref': 'CLM-00001', 'claim 1'}, ' ...

CYLINDER DEVICE AND METHOD FOR MANUFACTURING CYLINDER DEVICE

A bracket of a cylinder device includes: a tubular portion having a C-shaped cross section, holding an outer periphery of the outer shell, and having a slit in a front portion; and a pair of mounting portions and protruding outward in the radial direction from both ends of the tubular portion in the circumferential direction. The tubular portion includes a hole formed to permit insertion of the protrusion, from at least one side portion to the back portion of the tubular portion. 1. A cylinder device comprising:a tubular outer shell;a protrusion provided on a side portion of the outer shell and protruding outward in a radial direction; anda bracket attached to an outer periphery of the outer shell,wherein the bracket includes: a tubular portion having a C-shaped cross section, holding the outer periphery of the outer shell, and having a slit at a front portion; and a pair of mounting portions protruding outward in the radial direction from both ends in a circumferential direction of the tubular portion, andthe tubular portion includes a hole being formed to permit insertion of the protrusion, from at least one side portion to a back portion of the tubular portion.2. The cylinder device according to claim 1 ,wherein the hole is formed up to a position to face the slit in a diametrical direction of the tubular portion.3. The cylinder device according to claim 1 ,wherein an axial length of a portion of the hole, located at a back portion of the tubular portion, is longer than an axial length of a portion of the hole, located at a side portion of the tubular portion.4. The cylinder device according to claim 1 ,wherein a shape of the hole is bilaterally symmetrical with respect to an axis passing through the tubular portion in a state where the tubular portion is disposed to set the axis passing through the center of the tubular portion to extend in a vertical direction and in a state where the front portion of the tubular portion faces the front.5. A method for ...

MOTOR VEHICLE AXLE

An axle for a vehicle, wherein the axle includes a transverse axle portion having a longitudinal end. The axle including a first axle portion connecting the transverse portion to a chassis of the vehicle and a second axle portion connecting the transverse portion to a wheel carrier for supporting a vehicle wheel. A vibration damper is arranged in a receiver in one of the axle portions. 1. A vehicle axle comprising:an axle cross member;a first axle portion connecting the axle cross member to a vehicle;a second axle portion connecting the axle cross member to a wheel carrier;at least one of the first axle portion and second axle portion has a receiver; anda vibration damper in the receiver.2. The vehicle axle of wherein the receiver is arranged in one of the first axle portion and the second axle portion claim 1 , so at least a portion of one of the first axle portion and the second axle portion surrounds the vibration damper.3. The vehicle axle of wherein the receiver has a shape selected from the following claim 1 , a tubular shape claim 1 , a U-shape claim 1 , an H-shape claim 1 , a V-shape claim 1 , a W-shape claim 1 , and a square shape.4. The vehicle axle of wherein the vibration damper is in the second axle portion.5. The vehicle axle of wherein the first axle portion and the second axle portion are oriented transversely with respect to the axle cross member.6. The vehicle axle of including an integral transition between the first axle portion and the second axle portion claim 1 , wherein the one of the first axle portion and the second axle portion and the integral transition comprises a seamless tube.7. The vehicle axle of wherein the vibration damper is arranged in each one of the first axle portion and the second axle portion.8. The vehicle axle of wherein the vibration damper is fixed in the receiver as follows claim 1 , bonded claim 1 , clamped claim 1 , pressed-in claim 1 , or caulked in.9. The vehicle axle as claimed in wherein the vibration damper is ...

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 ...

Devices and methods for supporting a shock absorber of a rear suspension member

A shock absorber support device for supporting a shock absorber coupled to a rear suspension member (RSM), the shock absorber support device including an elongated body extending between a first end and a second end. A shock absorber hooking portion is coupled to the first end, where the shock absorber hooking portion is configured to releasably engage a cylinder of a shock absorber. An RSM frame hooking portion is coupled to the second end, where the RSM frame hooking portion is configured to releasably engage a portion of an RSM frame assembly. Engagement of both the shock absorber and the portion of an RSM frame assembly prevents the shock absorber from moving.

Suspension group for motor vehicle, wheel group for motor vehicle, front end of a motor vehicle and motor vehicle thereof

A suspension group for a motor vehicle, wherein said suspension group includes: a wheel guide, which extends along a longitudinal axis, which includes a wheel attachment for connection to a rotation pin of a wheel having a rotation axis orthogonal to said longitudinal axis, wherein the wheel guide extends between a first end and a second end, opposite the first end, a support arm functionally connected to the wheel guide respectively by means of: a first crank rotatably connected at said second end to the wheel guide and to the support arm; a second crank rotatably connected at said first end to the wheel guide and to the support arm, wherein the wheel guide elements, the support arm and the first and second crank define a suspension quadrilateral, wherein, between at least two of said elements chosen between the wheel guide, the support arm, the first and the second crank, a shock absorber group is interconnected in such a way that the shock absorber group varies its extension as the movement of the suspension quadrilateral varies.

SUSPENSION DEVICE FOR VEHICLES

A suspension device (rear suspension ()) for vehicles is provided which includes a damper (), a shaft () pivotably supporting an end of the damper (), and a bush () including a cylindrical elastic member fitted onto the outer circumference of the shaft (). The axis (C) of the bush () is disposed along a line of intersection between an imaginary first plane (S) and an imaginary second plane (S), or along a line parallel to the line of intersection. The first plane (S) is orthogonal to the axis (C) of the damper () when a stroke position of a wheel () is a first position relative to the vehicle body () in the vertical direction of a vehicle body (). The second plane (S) is orthogonal to the axis (C) of the damper () when the stroke position of the wheel () is a second position.

Knuckle bracket and pair of knuckle brackets

A knuckle bracket includes a cylindrical bracket main body that is fixed by welding to an outer periphery of an outer tube of a shock absorber and a pair of gripping pieces that extend along an axial direction of the bracket main body and stand up toward the outside from the bracket main body opposing each other. The bracket main body has a cut-away part formed on one side end and a compression part, the compression part being configured to abut a misassembly detection pin of a misassembly prevention device, the misassembly prevention device being configured to identify a type of the knuckle bracket.

Independent Suspension System and Crane Having Same

An independent suspension system includes two suspension oil cylinders, respectively arranged between wheels at two sides and a frame: and a steering mechanism, configured to be driven by a steering booster oil cylinder to drive the wheels at two sides to turn. The independent system also includes two swing links arranged corresponding to the wheels at two sides, an end at one side of each of the swing links is hinged to a wheel hub of the wheel at the corresponding side via a spherical hinge, and an end at another side of each of the swing links is hinged to a fixing member fixed below a main speed reducer via two spherical hinges respectively along a fore-and-aft direction. A crane having the independent suspension system is further provided.

RIDE-HEIGHT ADJUSTMENT WITH LEAF SPRING

A suspension system includes a leaf spring, an actuator attached to the leaf spring, and an axle mount attached to the actuator. The actuator is disposed vertically between the leaf spring and the axle mount and is actuatable to change a distance between the leaf spring and the axle mount. 1. A suspension system comprising:a leaf spring;an actuator attached to the leaf spring; andan axle mount attached to the actuator;wherein the actuator is disposed vertically between the leaf spring and the axle mount and is actuatable to change a distance between the leaf spring and the axle mount.2. The suspension system of claim 1 , further comprising a top plate disposed between the leaf spring and the actuator.3. The suspension system of claim 2 , wherein the top plate is directly attached to the leaf spring and to the actuator.4. The suspension system of claim 2 , further comprising a U-bolt holding the top plate and the leaf spring together.5. The suspension system of claim 1 , wherein the actuator is a first actuator claim 1 , the suspension system further comprising a second actuator disposed vertically between the leaf spring and the axle mount.6. The suspension system of claim 5 , wherein the first actuator and the second actuator are oriented to actuate parallel to each other.7. The suspension system of claim 5 , further comprising a first bottom plate directly attached to the first actuator and to the axle mount claim 5 , and a second bottom plate directly connected to the second actuator and the axle mount.8. The suspension system of claim 7 , wherein the axle mount includes a top axle-mount section and a bottom axle-mount section claim 7 , and the first and second bottom plates are directly attached to the top axle-mount section.9. The suspension system of claim 8 , wherein the first and second bottom plates and the top axle-mount section are integral.10. The suspension system of claim 7 , wherein the first bottom plate and the second bottom plate are horizontally ...

Suspension system for all-terrain vehicle and all-terrain vehicle

The present disclosure relates to a suspension system for an all-terrain vehicle. The suspension system includes a mount for a rear wheel shaft having a front portion and a rear portion; a toe controlling rod having an outer end coupled to the front portion and an inner end opposite the outer end; and a brake coupled to the rear portion. The present disclosure also relates to another suspension system for an all-terrain vehicle and an all-terrain vehicle.

Haltevorrichtung für einen Stabilisator einer Radaufhängung

Diese Haltevorrichtung für einen Stabilisator umfasst ein Koppelelement, welches mit einer Federbeingabel eines Federbeines und einer Konsole des Federbeines verbunden wird und die Befestigung auf einer relativ großen Basis erfolgt, so dass eine stabile Anbindung bzw. Lagerung des Stabilisators am Federbein bzw. der Federbeingabel erfolgt.

具有可调阻尼阀的振动阻尼器

一种振动阻尼器(1)，振动阻尼器包括至少一个可调阻尼阀(29)，可调阻尼阀具有外壳体(27)，外壳体与振动阻尼器(1)的外部容器(23)的一端相连接，其特征在于，可调阻尼阀(29)的纵向轴线(31)和振动阻尼器(1)的纵向轴线(33)平行地延伸，其中可调阻尼阀(29)的外壳体(27)具有用于车桥连接件(37)的夹紧面(35)。

Structure for mounting rear shock absorber of vehicle

A rear shock absorber mounting structure of a vehicle is disclosed. Rear shock absorber mounting bracket fitted with rear shock absorber; A rear side member to which the rear shock absorber mounting bracket is mounted and supported; A rear shock absorber mounting re- inforce member inserted into the rear shock absorber mounting bracket and coupled to the rear vehicle body; The rear shock absorber mounting re- inforce member is formed to extend upward in the vehicle height direction, so that the mounting rigidity of the rear shock absorber is increased.

Suspension system for a vehicle

본 발명의 현가 시스템은 자동차의 휠을 피봇식으로 지지한다. 상부 제어 아암과 하부 제어 아암은 휠을 지지하는 스핀들과 상호 작동 가능하다. 진동 댐퍼는 상부 제어 아암과 상호 작동 가능하다. 링크는 하부 제어 아암 및 진동 댐퍼의 터미널 단부 중 하나와 상호 작용하여, 링크를 양분하는 공통축을 한정한다. 진동 댐퍼는 노면으로부터 휠을 통해 전달되는 진동을 흡수하도록 공통축을 따라 이동된다. The suspension system of the present invention pivotally supports a wheel of an automobile. The upper control arm and the lower control arm are interoperable with the spindle supporting the wheel. The vibration damper is interoperable with the upper control arm. The link interacts with one of the lower control arm and the terminal end of the vibration damper to define a common axis that bisects the link. The vibration damper is moved along a common axis to absorb vibrations transmitted through the wheel from the road surface.

Independent and rear suspension with independent wheel suspension for a vehicle and vehicle equipped accordingly

Die Erfindung betrifft eine Einzelradaufhängung (3, 4) für eine Hinterachse eines Fahrzeugs. Die Einzelradaufhängung (3, 4) weist eine Querblattfeder (9) sowie einen Dämpfer (24) und einen Radträger (19) auf. Der Radträger (19) ist über gelenkig mit diesem verbundene Querlenker (12, 13) und eine Spurstange (18) unter Zwischenschaltung eines Hilfsrahmens an das Fahrzeug anbindbar. Dabei umfassen die Querlenker (12, 13) einen Traglenker (12) und einen oberhalb des Traglenkers (12) angeordneten Sturzlenker (13). Erfindungsgemäß ist der Traglenker (12) über zwei Anbindungen (22, 23) mit dem Radträger (19) verbunden, wobei die Querblattfeder (9) unter Eingliederung eines einen Verbindungslenker (28) umfassenden Verbindungselements (27) mit einem der Querlenker (12, 13); näherhin mit dem Sturzlenker (13) gelenkig gekoppelt ist. Weiterhin ist die Erfindung auf eine entsprechende Hinterachse sowie ein so ausgestattetes Fahrzeug gerichtet. The invention relates to an independent suspension (3, 4) for a rear axle of a vehicle. The independent suspension (3, 4) has a transverse leaf spring (9) and a damper (24) and a wheel carrier (19). The wheel carrier (19) can be connected to the vehicle via articulated arms (12, 13) and a tie rod (18) with the interposition of an auxiliary frame. In this case, the wishbones (12, 13) comprise a support arm (12) and a tiller arm (13) arranged above the support arm (12). According to the invention, the support arm (12) is connected to the wheel carrier (19) via two connections (22, 23), the transverse leaf spring (9) being connected to one of the transverse links (12, 13) by incorporating a connecting element (27) comprising a connecting link (28) ); is more closely coupled to the lashed link (13) articulated. Furthermore, the invention is directed to a corresponding rear axle and a vehicle equipped in this way.

Wheel suspension for a motor vehicle

Die Erfindung betrifft eine Radaufhängung (1) für ein Kraftfahrzeug, mit einem Radträger (2), an dem eine Radnabe mittels eines Radlagers um eine Radnabendrehachse (7) drehbar gelagert oder lagerbar ist, und mit einem Federbein (8) und einer Lenkeranordnung (9), die an dem Radträger (2) zur Kopplung des Radträgers (2) mit einer Karosserie des Kraftfahrzeugs angreifen, wobei die Lenkeranordnung (9) über ein erstes Drehlager (10) und ein zweites Drehlager (11) mit dem Radträger (2) verbunden ist. Dabei ist vorgesehen, dass das Federbein (8) mittels einer Lageranordnung (18) um eine Federbeindrehachse (19) drehbar an dem Radträger (2) gelagert ist.

Independent and rear suspension with independent wheel suspension for a vehicle and vehicle equipped accordingly

Einzelradaufhängung für eine Hinterachse (1) eines Fahrzeugs, aufweisend eine Querblattfeder (9) sowie einen Dämpfer (24) und einen Radträger (19), welcher über gelenkig mit diesem verbundene Querlenker (12, 13) und eine Spurstange (18) entweder direkt oder unter Zwischenschaltung eines Hilfsrahmens (2) an das Fahrzeug anbindbar ist, wobei die Querlenker (12, 13) einen Traglenker (12) und einen oberhalb des Traglenkers (12) angeordneten Sturzlenker (13) umfassen, dadurch gekennzeichnet, dass der Traglenker (12) über zwei Anbindungen (22, 23) mit dem Radträger (19) verbunden ist, wobei die Querblattfeder (9) entweder mit einem der Querlenker (12, 13) oder dem Radträger (19) gelenkig gekoppelt ist. Independent wheel suspension for a rear axle (1) of a vehicle, comprising a transverse leaf spring (9) as well as a damper (24) and a wheel carrier (19), which is connected directly via transverse links (12, 13) and a tie rod (18) either directly or with the interposition of an auxiliary frame (2) can be connected to the vehicle, the wishbones (12, 13) comprising a suspension arm (12) and a camber link (13) arranged above the suspension arm (12), characterized in that the suspension arm (12) is connected to the wheel carrier (19) via two connections (22, 23), the transverse leaf spring (9) being articulated either with one of the transverse links (12, 13) or the wheel carrier (19).

Wheel suspension for a motor vehicle

The invention relates to a wheel suspension for a motor vehicle, in particular for a passenger vehicle, comprising two wheel carriers (2) for carrying at least one wheel (3) each, which wheel carriers are arranged opposite each other in a provided transverse vehicle direction. At least one respective wheel-guiding control arm (4) for movably connecting the respective wheel carrier (2) to a body of the motor vehicle is associated with each of the wheel carriers. A respective spring (5) for the spring compression and rebound of the respective wheel carrier (2) in relation to the body and a respective damper (6) for damping vibrations of the respective wheel carrier (2) in relation to the body are associated with each of the wheel carriers (2). The wheel suspension is characterized in that the dampers (6) are provided on the body for acting on a respective damper fastening section (7) fixed to the body and the springs are provided on the body for acting on a spring fastening section (8) that is fixed to the body and designed independently of the respective damper fastening section (7).

Suspension element systems and methods

A damper assembly includes a tubular member including a sidewall and a shoulder. The damper assembly includes a rod and a piston coupled to the rod. A secondary piston has a second contact surface, an opposing second surface, an inner cylindrical face defining a central aperture that receives the rod, and an outer cylindrical face. The opposing second surface includes one or more surface grooves, extending between the inner cylindrical face and the outer cylindrical face along the opposing second surface, and one or more bypass orifices disposed about the body member. The bypass orifices extend along the inner cylindrical face between the second contact surface and the opposing second surface. The secondary piston defines a channel extending between the inner cylindrical face and an outer periphery of the body member. The channel and bypass orifices form a fluid flow path when the piston contacts the secondary piston.

Vehicleless Undercarriage System

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2016 136 995 A (51) МПК B60G 21/05 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2016136995, 12.01.2015 (71) Заявитель(и): ЦФ ФРИДРИХСХАФЕН АГ (DE) Приоритет(ы): (30) Конвенционный приоритет: 17.02.2014 DE 102014202831.0 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.09.2016 (86) Заявка PCT: (87) Публикация заявки PCT: WO 2015/121006 (20.08.2015) R U (54) Система ходовой части безрельсового транспортного средства (57) Формула изобретения 1. Система (10) ходовой части, прежде всего для грузопассажирских автомобилей (1) (NKW), по меньшей мере с одним простирающимся поперек направления движения, несущим колеса (4) мостом (3), причем перемещение моста (3) гасится с помощью снабженных концевыми участками (15) амортизаторов (11) колебаний, и по меньшей с одной системой (12) стабилизатора, состоящей из двух простирающихся вдоль участков (13) и одного соединяющего их в области их обращенных в сторону моста концов, простирающегося поперек участка (14), причем один концевой участок (15) амортизатора (11) колебаний удерживается непосредственно на системе (12) стабилизатора, на удлинении (16, 17) простирающегося поперек участка (14) за пределы простирающегося вдоль участка (13), и соединен с ней, отличающаяся тем, что мост (3) подрессорен посредством пневматических рессор (20; 21), и для каждого моста (3) с каждой стороны транспортного средства над мостом предусмотрены две пневматические рессоры (20) с наименее возможным расстоянием друг от друга. 2. Система (10) ходовой части по п. 1, отличающаяся тем, что соединение амортизатора (11) колебаний с системой (12) стабилизатора происходит через отдельные фланцевые элементы (16), каждый из которых снабжен направленной наружу цапфой (17). 3. Система (10) ходовой части по п. 2, отличающаяся тем, что фланцевый элемент (16), по меньшей мере, участками вставлен в простирающийся поперек участок (14) Стр.: 1 A 2 0 1 6 1 ...

Independently driving wheel module and mounting method thereof

상단부는 차체의 결합면에 고정되며, 상단부를 기준으로 상대 회전 가능하게 결합된 회전부를 갖는 베이스프레임; 일단부는 베이스프레임의 회전부와 일체로 결합되며, 타단부는 일단부에서 하방으로 연장된 형상을 갖는 연결링크; 연결링크의 타단부의 측방에 위치되면서 연결링크의 타단부와 결합된 구동휠; 및 상면과 하면이 서로 어긋나게 연장되며, 베이스프레임 또는 차체와 상대 회전 가능하게 베이스프레임과 차체 사이에 개재된 회전플레이트;를 포함하는 독립 구동휠 모듈 및 이의 장착방법이 소개된다.

Suspension device

Independent wheel suspension and vehicle rear axle with the same

本发明涉及一种用于车辆的后车桥的独立车轮悬挂(1)。独立车轮悬挂(1)包含设置用于行走轮(9)的可旋转地安装的轮架(6)以及弹簧元件(7)和设置为邻近弹簧元件(7)的阻尼元件(8)。轮架(6)配置为通过各个控制臂以铰接的方式连接到副车架或车辆结构(3)。根据本发明，弹簧元件(7)的下端(21)和阻尼元件(8)的下端(14)被支撑在轮架(6)上，以使阻尼元件(8)能够至少部分地设置在行走轮(9)和车辆结构(3)的纵向元件(4)之间。此外，提供可旋转地安装在轮架(6)上的车轮轴承装置(10)。轮架(6)还具有突出轴承区域(13)，突出轴承区域(13)相对于竖直方向(z)设置在车轮轴承装置(10)的旋转轴线(a)的下方，阻尼元件(8)和弹簧元件(7)的下端(14、21)被支撑在突出轴承区域(13)上。阻尼元件(8)相对于向前定向的车辆的行驶方向(x)设置在弹簧元件(7)的前方或设置到弹簧元件(7)的后方。本发明进一步涉及一种用于车辆的包含两个独立车轮悬挂(1)的后车桥和一种相应地装备的车辆。

Mount assembly for shock absorber

본 발명은, 차체와 쇽업소버 사이의 충격 및 진동 흡수를 위해, 쇽업소버의 피스톤로드 상부에 고정 설치되는 쇽업서버용 마운트 조립체에 관한 것으로서, 차체의 하측에 위치하되, 측벽 상단이 미리 정해진 높이를 갖고 상기 차체를 향해 있는 컵와셔와; 상기 컵와셔의 바닥벽과 상기 차체 사이에서 압축 및 복원될 수 있게, 상기 컵와셔의 측벽 안쪽에 위치하되, 상기 측벽 상단과 상기 차체가 만나는 것을 허용하는 정도로 압축 가능한 쿠션러버와; 상기 측벽 상단과 상기 차체가 만나는 위치에 제공되어, 상기 측벽 상단과 상기 차체 사이의 접촉 소음을 억제하는 소음방지부를 포함한다. The present invention relates to a shock absorber mount assembly fixedly installed on an upper portion of a piston rod of a shock absorber to absorb shocks and vibrations between a vehicle body and a shock absorber. The lower side of the vehicle body has a predetermined height. A cup washer facing the vehicle body; A cushion rubber positioned inside the side wall of the cup washer so as to be compressed and restored between the bottom wall of the cup washer and the vehicle body, and compressible enough to allow the top of the side wall to meet the vehicle body; And a noise prevention part provided at a position where the upper side of the side wall and the vehicle body meet, and suppressing contact noise between the upper side wall and the vehicle body. 컵와셔, 쿠션러버, 소음방지부, 소음, 영구변형, 측벽, 충격, 진동 Cup Washer, Cushion Rubber, Noise Control Unit, Noise, Permanent Deformation, Side Wall, Shock, Vibration

Diagonal member dual shoba

The present invention relates to a diagonal member dual shock suspension and, more specifically, to a shock suspension which is installed in a vehicle to alleviate vibration and impact during driving. The shock suspension comprises: a fixed bracket which is installed on a member of the vehicle; and a shock suspension unit of which one end is connected with the fixed bracket and the other end is connected to a lower arm of the vehicle. The shock suspension provides excellent riding comfort, prevents damage to a vehicle body or a cargo by vibration, and enables smooth cornering by being installed to assist behavior control properties of a conventional suspension system applied to the vehicle.

Chassis system for trackless vehicle

Группа изобретений относится к системе ходовой части грузопассажирских автомобилей. Система ходовой части содержит несущий колеса мост, перемещение которого гасится с помощью снабженных концевыми участками амортизаторов колебаний, и систему стабилизатора, состоящую из двух простирающихся в продольном направлении участков и одного соединяющего их в области их обращенных в сторону моста концов. Один концевой участок амортизатора колебаний удерживается непосредственно на системе стабилизатора. Мост подрессорен посредством пневматических рессор. Для каждого моста с каждой стороны транспортного средства над мостом предусмотрены две пневматические рессоры с наименее возможным расстоянием друг от друга. Другой концевой участок амортизатора колебаний присоединен к раме транспортного средства в точке, расположенной в продольном направлении сбоку от обеих пневматических рессор. Достигается возможность оптимизированного присоединения амортизаторов колебаний для транспортных средств с насыщенным монтажным пространством. 2 н. и 3 з.п. ф-лы, 5 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 675 039 C2 (51) МПК B60G 21/05 (2006.01) B60G 21/055 (2006.01) B60G 9/04 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B60G 11/46 (2018.08); B60G 11/64 (2018.08); B60G 13/005 (2018.08); B60G 21/052 (2018.08); B60G 21/0551 (2018.08); B60G 9/02 (2018.08) (21)(22) Заявка: 2016136995, 12.01.2015 12.01.2015 Дата регистрации: 14.12.2018 17.02.2014 DE 102014202831.0 (43) Дата публикации заявки: 22.03.2018 Бюл. № 9 (56) Список документов, цитированных в отчете о поиске: US 2011175316 A1, 21.07.2011. JP (45) Опубликовано: 14.12.2018 Бюл. № 35 2003341326 A, 03.12.2003. DE 102008049940 A1, 08.04.2010. WO 2006116513 A2, 02.11.2006. (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.09.2016 C 2 C 2 (73) Патентообладатель(и): ЦФ ФРИДРИХСХАФЕН АГ (DE) (86) Заявка PCT: EP 2015/050384 (12.01.2015) 2 6 7 5 0 3 9 (87) Публикация заявки PCT ...

Rear suspension for motor vehicles

Die Erfindung betrifft eine Radaufhängung für die Hinterräder von Kraftfahrzeugen, aufweisend einen Radträger (1) zur Anbringung eines Hinterrads, wobei der Radträger (1) über wenigstens eine obere Sturzstange (3), einen unteren Querlenker (2) und eine seitliche Spurstange (4) mit der Karosserie oder einem Hilfsrahmen des Kraftfahrzeugs verbunden ist. Ferner ist eine horizontal verlaufende Stabilisatorstange (8) mit dem Radträger (1) verbunden, und die Radaufhängung weist wenigstens eine Dämpfereinheit (6) und eine Federeinheit (5) auf. Erfindungsgemäß sind die Stabilisatorstange (8) und die Dämpfereinheit (6) über eine gemeinsame Verbindungsstelle mit dem Radträger (1) verbunden. Die Stabilisatorstange (8) weist dabei eine winkelig nach unten abstehende Abwärtsstrebe (82) auf, die mit dem Radträger (1) verbunden ist. Die Verbindungsstelle zum Radträger (1) ist somit an dieser Abwärtsstrebe (82) ausgebildet und die Abwärtsstrebe (82) verläuft winkelig zur Stabilisatorstange (8) in Richtung zu dieser Verbindungsstelle. The invention relates to a wheel suspension for the rear wheels of motor vehicles, comprising a wheel carrier (1) for mounting a rear wheel, wherein the wheel carrier (1) has at least one upper camber bar (3), a lower control arm (2) and a lateral tie rod (4). is connected to the body or a subframe of the motor vehicle. Furthermore, a horizontally extending stabilizer bar (8) is connected to the wheel carrier (1), and the wheel suspension has at least one damper unit (6) and one spring unit (5). According to the invention, the stabilizer bar (8) and the damper unit (6) are connected to the wheel carrier (1) via a common connection point. The stabilizer bar (8) has an angle downwardly projecting downwards strut (82), which is connected to the wheel carrier (1). The connection point to the wheel carrier (1) is thus formed on this downwards strut (82) and the downwards strut (82) extends at an angle to the stabilizer bar (8) in the direction of this ...

Rear suspension for motor vehicles

Die Erfindung betrifft eine Radaufhängung für die Hinterräder von Kraftfahrzeugen, aufweisend einen Radträger (1) zur Anbringung eines Hinterrads, wobei der Radträger (1) über wenigstens eine obere Sturzstange (3), einen unteren Querlenker (2) und eine seitliche Spurstange (4) mit der Karosserie oder einem Hilfsrahmen des Kraftfahrzeugs verbunden ist. Ferner ist eine horizontal verlaufende Stabilisatorstange (8) direkt oder indirekt mit dem Radträger (1) verbunden, und die Radaufhängung weist ferner wenigstens eine Dämpfereinheit (6) und eine Federeinheit (5) auf. Erfindungsgemäß sind die Stabilisatorstange (8) und die Dämpfereinheit (6) über eine gemeinsame Verbindungsstelle mit dem Radträger (1) oder dem unteren Querlenker (2) verbunden. The invention relates to a wheel suspension for the rear wheels of motor vehicles, comprising a wheel carrier (1) for mounting a rear wheel, wherein the wheel carrier (1) has at least one upper camber bar (3), a lower control arm (2) and a lateral tie rod (4). is connected to the body or a subframe of the motor vehicle. Further, a horizontally extending stabilizer bar (8) is directly or indirectly connected to the wheel carrier (1), and the wheel suspension further comprises at least one damper unit (6) and a spring unit (5). According to the invention, the stabilizer bar (8) and the damper unit (6) are connected to the wheel carrier (1) or the lower transverse link (2) via a common connection point.

Shock mount support assembly for heavy-duty vehicles

本发明涉及用于车桥/悬架系统的悬架组件的吸震器的震动安装座支撑组件，其包括形成有开口的震动支撑托架。紧固件设置成穿过震动支撑托架中的开口和吸震器的下端部的孔眼，以将震动支撑托架松散地装配到吸震器，并且沿横向方向松散地装配到悬架组件的梁。震动支撑托架包括至少一个横向长形的或过大的开口，该开口与梁中形成的开口对准。紧固件设置成穿过对准的一对开口，以将震动支撑托架松散地装配到梁。在组装期间，孔眼紧固件首先被张紧，以沿横向向外牵拉震动支撑托架。设置成穿过震动支撑托架-梁附接装置的紧固件被张紧，以将震动支撑托架刚性地附接到悬架组件。