The application discloses a Drop Deck Trailer having a pivoting axle system that allows the deck of the trailer to be incrementally lowered to the ground. When coupled to a tow vehicle, the partially lowered deck becomes a ramp to load and unload a vehicle. The unloaded trailer can be backed into a standard garage, uncoupled, and lowered completely to the ground. The UTV or light vehicle can then be front-loaded on the trailer. This capability allows the convenience and cost savings of simultaneously storing a UTV or other light vehicle in the same standard garage space. A unique articulated tongue assembly allows the operator to minimize the footprint of the parked trailer, allowing smaller spaces to be used for storage or simply eliminate a trip hazard. The Drop Deck Trailer is a combination of innovative features that provides convenience and cost savings.

A rectifying device includes a rectifying member that is provided on a rear side of a vehicle with respect to a constituent member of a suspension device to extend substantially along a vehicle width direction and project downward. The constituent member of the suspension device is disposed to at least partly project from an underside part of a vehicle body and has a lower end disposed to be inclined in a front view of the vehicle. A lower edge of the rectifying member projects downward beyond the constituent member, and is inclined in a same direction as the lower end of the constituent member in the front view of the vehicle.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

A suspension for a vehicle is configured such that, even in a situation of departing from a range in which a spring may be tensioned as a rebound state is added in a full rebound state, a lower end of the spring is continuously supported by a spring seat support arm, so as to prevent separation of the spring connecting a suspension arm to a body member.

The vibration damping device 1 comprises an outer cylinder member 9 formed by winding a flat plate member into a cylindrical shape; an inner mounting member 11 connected to the outer cylinder member via elastic members 14; and a rod portion 30, wherein: the outer cylinder member has a meeting portion 60 where end surfaces of the flat plate member on both circumferential ends of the outer cylinder member face each other; a joint portion 61, where joining was performed, is formed on at least a part of the meeting portion; and the rod portion is connected to an outer circumferential surface of the outer cylinder member so as to not overlap the meeting portion.

A vehicle powertrain proactive damping system includes a plurality of proactive damping structures mounted on a powertrain structure with each proactive damping structure includes a magneto rheological elastomer (MRE). An electromagnet is associated with each proactive damping structure. A control unit includes a processor circuit. A sensor obtains vibration data regarding the powertrain structure. A LIDAR sensor is mounted on the vehicle and is electrically connected with the control unit. The LIDAR sensor provides data to the control unit indicative of upcoming road surface conditions to be experienced by the vehicle. Based on data from at the sensor and the LIDAR sensor, the processor circuit is constructed and arranged to control voltage to the electromagnets to selectively adjust a rigidity of the associated proactive damping structure so as to control vibrational effects on the powertrain structure.

A vehicle wheel suspension of a control blade design has three wheel-guiding control arms essentially oriented in the transverse direction of the vehicle and one longitudinal control arm fastened rigidly to the wheel carrier and barely limiting its transverse movement with respect to the vehicle body. The longitudinal control arm is constructed of a fiber composite material and is also rigidly fastened to the vehicle body and thereby takes over the function of a main spring between the wheel carrier and the vehicle body. Other than stop springs integrated in a vibration damper, no further main spring element is provided between the wheel carrier and the vehicle body. The above-mentioned longitudinal control arm may be formed by two, in a wide area, individual control arm parts, which are essentially situated in a common vertical plane, specifically such that the first control arm part of the longitudinal control arm is fastened to the wheel carrier above the wheel center, and second control arm part is fastened to the wheel carrier below the wheel center. The two control arm parts, guided together with their other ends in a common fastening element, are, as required, slightly elastically fastened to the vehicle body.

A toe link support is disclosed. In a first aspect, the toe link aperture of a hub has been bored out to receive inner and outer spacers. The spacers have bolt holes through which a toe link bolt is inserted to secure a toe link to the hub. The bolt is secured by a nut. The spacers protect the hub from damage by the bolt, and vice versa, resulting from motion of the toe link. In a second aspect, the outer spacer is further configured to be inserted into the bolt hole of the toe link, further protecting the bolt from damage. A method of supporting a toe link is also disclosed.

Disclosed is a vehicular suspension control assembly and a kit of parts therefore configured to connect to opposite ends of a vehicle axle housing and to opposite sides of the vehicle. The assembly includes a control module configured to connect to the opposite ends of the vehicle axle housing and a frame module configured to connect to the opposite sides of the vehicle. The control and frame modules are interconnected with pivot control members to allow both modules to keep equal weight on the rear wheels during vehicle cornering. The control module has a straight pivot link connected to one side of the axle housing and an interconnected asymmetrical pivot link connected to the other side of the axle housing. When cornering, additional weight is applied to one side of the axle housing. In response, the pivot links of the control assembly transfer weight to the other side of the housing, to keep equal weight on the rear wheels.

A wheeled vehicle includes a vehicle body, a vibration absorbing element, an auxiliary arm, a wheel, and a driving member. The vibration absorbing element includes a first end and a second end. The first end is fixed to the vehicle body. The auxiliary arm includes a connecting end and a free end. The connecting end is connected to the vehicle body. The free end is configured to swing relative to the connecting end. The free end is fixed to the second end. The wheel includes an axle, and the axle is rotationally connected to the free end. The driving member is fixed to the vehicle body and configured to drive the wheel.