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

A construction vehicle has a slewing ring on which a superstructure is rotatably mounted, and an undercarriage supporting the slewing ring. The undercarriage includes an upper chassis, having an upper propulsion device, that is rigidly connected to the slewing ring, and a lower chassis having a lower propulsion device that is mounted in a pivotable manner with respect to the upper chassis. Furthermore, a pivoting apparatus is provided in order to pivot the lower chassis relative to the upper chassis.

A construction vehicle has a slewing ring on which a superstructure is rotatably mounted, and an undercarriage supporting the slewing ring. The undercarriage includes an upper chassis, having an upper propulsion device, that is rigidly connected to the slewing ring, and a lower chassis having a lower propulsion device that is mounted in a pivotable manner with respect to the upper chassis. Furthermore, a pivoting apparatus is provided in order to pivot the lower chassis relative to the upper chassis.

A rear subframe structure is provided with a rear subframe configured such that a front cross member, a rear cross member, a pair of left and right upper side members, and a pair of left and right lower side members are connected; and a vehicle-body mounting portion formed on each of both ends of the front cross member, and on each of rear ends of the upper side members. The rear subframe further includes a vertical-wall-shaped pillar portion held and fixed between a lateral portion of the front cross member in the vehicle width direction and the upper side member, and extending in the vehicle width direction. A lower portion of the pillar portion is connected to the lower side member, an upper-arm support portion is formed on an upper portion of the pillar portion, and a lower-arm support portion is formed on a lower portion of the pillar portion.

The present disclosure includes a jounce bumper with a main body and an insert. The main body includes a first polymeric material. The insert is integral with the main body and includes a second polymeric material that is different from the first polymeric material. The insert further includes a first plate, a second plate, and a connecting lattice that connects the first plate and the second plate together. The first polymeric material of the main body is between the first plate and the second plate, and is within the connecting lattice.

A suspension mechanism has a tube member that is movably attached to an attachment shaft, a first attachment shaft retaining member provided on the chassis to swingably retain the attachment shaft with an outer peripheral surface of the tube member abutted on its inside surface, a shaft lower end portion of slip surface shape provided at lowermost part of the attachment shaft, a second attachment shaft retaining member provided on the chassis below the first attachment shaft retaining member and having a vertex equivalent section and a curve equivalent section to retain the attachment shaft with the slip surface shape shaft lower end portion abutted onto the vertex or curve equivalent section. The curve equivalent section is defined as a portion of a vertical cross section that passes through the vertex equivalent section is formed in an arc shape.

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.

A vehicle cab suspension is provided with a body having a mounting member positioned at least partially within the body. One or more resilient members connect the body to the mounting member and are placed in a compressed condition between the body and the mounting member when the vehicle cab suspension is in an unloaded condition. The body may be formed of first and second body pieces, each of which may be provided with upper and/or lower projections to restrict movement of the resilient members during use.

A cabin suspension arrangement for a utility vehicle, having a plurality of trailing arms that extend in a longitudinal direction, by which a driver's cabin is mounted and can pivoted relative to a vehicle frame. Two of the trailing arms are arranged spaced apart from one another in a transverse direction that extends perpendicularly to the longitudinal direction, are connected to one another by a torsion bar spring that extends in the transverse direction, and are arranged at the same height in a vertical direction perpendicular to the longitudinal direction and to the transverse direction, thereby forming a first trailing arm pair. Two other trailing arms are arranged spaced apart from one another in the transverse direction, are arranged at the same height in the vertical direction, and thereby form a second trailing arm pair, which is spaced apart, in the vertical direction, from the first trailing arm pair.

A self-adjusting, self-damping air spring having a first air spring disposed between a cab and a frame of a vehicle and a second air spring in fluid communication with the first air spring. The second air spring positioned relative to the first to provide an opposition force in response to a change in height of the first air spring. This change in height corresponds to a change in displacement between the cab and the frame. The opposition force provided by the second air spring acting to dampen the changes in displacement.