The present inventions relate to structural components of vehicles, and more particularly to suspension variants of both usual cars and special higher comfort vehicles, such as ambulances, baby carriages and wheelchairs, and also the suspension with catamaran floats. The proposed suspension, which may be used in ground and water vehicles, is configured to enable automatic road clearance and body tilt adjustment depending on the condition of the roadway, sea roughness, the speed of the vehicle and the maneuver being performed. The first variant of suspension comprises a frame, four identical arms intended to be connected with the hubs of the respective motion parts, and torsion bars attached to the frame through the bearing assemblies and connected to the arms of the corresponding motion parts, where at least two torsion bars may freely rotate with a twisting angle under the load of 1-5 and form, respectively, front and rear axis, the torsion bars are installed in parallel and their centers are kinematically connected to a connecting rod mounted in such a manner to allow synchronous axial rotation of the torsion bars, the arms of one axis are attached to the ends of the corresponding torsion bars and are installed in parallel, while the arms of each side of the suspension, i.e. right or left, are oriented in opposite directions, wherein the suspension according to the invention comprises at least four torsion bars disposed in pairs in a horizontal plane, and, additionally, the main and additional movable connection arms and linear actuators that are mounted in such a manner to allow synchronous change of their lengths, while the center of each torsion bar is connected to the connecting rod via an additional connection arm, which can freely rotate on the torsion bar, all additional connection arms are parallel, identically oriented and connected with each other by appropriate rods, and the arms of the corresponding motion parts of one axis are attached to the ends of the corresponding torsion bars, installed in parallel and oriented in opposite directions towards each other. The second variant of suspension comprises a horizontally disposed frame, a steering mechanism, four identical wheel arms, each intended to be connected at one end to the hub of the corresponding wheel, and to be connected at the other end, through a bearing assembly attached to the frame, to a coupling device installed with the possibility of its free rotation, and the coupling devices form, respectively, front and rear suspension axles, the axes of the coupling devices of both axles are installed in parallel and the arms of the wheels of one axle are installed in parallel, wherein acco

The present inventions relate to structural components of vehicles, and more particularly to suspension variants of both usual cars and special higher comfort vehicles, such as ambulances, baby carriages and wheelchairs, and also the suspension with catamaran floats. The proposed suspension, which may be used in ground and water vehicles, is configured to enable automatic road clearance and body tilt adjustment depending on the condition of the roadway, sea roughness, the speed of the vehicle and the maneuver being performed. The first variant of suspension comprises a frame, four identical arms intended to be connected with the hubs of the respective motion parts, and torsion bars attached to the frame through the bearing assemblies and connected to the arms of the corresponding motion parts, where at least two torsion bars may freely rotate with a twisting angle under the load of 1-5 and form, respectively, front and rear axis, the torsion bars are installed in parallel and their centers are kinematically connected to a connecting rod mounted in such a manner to allow synchronous axial rotation of the torsion bars, the arms of one axis are attached to the ends of the corresponding torsion bars and are installed in parallel, while the arms of each side of the suspension, i.e. right or left, are oriented in opposite directions, wherein the suspension according to the invention comprises at least four torsion bars disposed in pairs in a horizontal plane, and, additionally, the main and additional movable connection arms and linear actuators that are mounted in such a manner to allow synchronous change of their lengths, while the center of each torsion bar is connected to the connecting rod via an additional connection arm, which can freely rotate on the torsion bar, all additional connection arms are parallel, identically oriented and connected with each other by appropriate rods, and the arms of the corresponding motion parts of one axis are attached to the ends of the corresponding torsion bars, installed in parallel and oriented in opposite directions towards each other. The second variant of suspension comprises a horizontally disposed frame, a steering mechanism, four identical wheel arms, each intended to be connected at one end to the hub of the corresponding wheel, and to be connected at the other end, through a bearing assembly attached to the frame, to a coupling device installed with the possibility of its free rotation, and the coupling devices form, respectively, front and rear suspension axles, the axes of the coupling devices of both axles are installed in parallel and the arms of the wheels of one axle are installed in parallel, wherein acco

An actively adjustable wheel suspension for the wheels of an axle of a motor vehicle, wherein each wheel is articulated on the body side of the motor vehicle via a plurality of wheel control elements, includes for each wheel on the axle a rotary actuator which is supported on the body side and includes a torsion bar. The two rotary actuators can be activated for active adjustment via a control unit, with the rotary actuators and the torsion bars of the rotary actuators being oriented in motor vehicle longitudinal direction. The rotary actuators include each at least one strut, which is oriented in motor vehicle transverse direction, for torque support.

An assembly comprises an upper axle ball joint support torque box, torque tube, torque tube support housing, forward torque rod, and forward torque rod support. The upper axle ball joint support torque box is configured to connect to an upper axle ball joint mount of a solid front axle of a vehicle. The torque tube support housing is configured to connect to the upper ball joint support torque box. The forward torque rod is configured to connect to the forward torque rod support and the torque tube. The forward torque rod support is configured to connect to frame structure of the vehicle. The torque tube support housing is configured to slide forward and backward along the torque tube. The assembly may comprise an anti-twist bracket configured to connect to the ball joint support torque box. The assembly, when installed, reduces side-to-side shaking of the solid front axle vehicle.

An assembly comprises an upper axle ball joint support torque box, torque tube, torque tube support housing, forward torque rod, and forward torque rod support. The upper axle ball joint support torque box is configured to connect to an upper axle ball joint mount of a solid front axle of a vehicle. The torque tube support housing is configured to connect to the upper ball joint support torque box. The forward torque rod is configured to connect to the forward torque rod support and the torque tube. The forward torque rod support is configured to connect to frame structure of the vehicle. The torque tube support housing is configured to slide forward and backward along the torque tube. The assembly may comprise an anti-twist bracket configured to connect to the ball joint support torque box. The assembly, when installed, reduces side-to-side shaking of the solid front axle vehicle.

A stabilizer bar for a chassis of a motor vehicle comprises a torsion spring portion and two arms bent away from the torsion spring portion; wherein the arms each comprise a formed end portion with a through-opening and a tubular portion, wherein the torsion spring portion comprises a hardened structure with a strength of at least 1000 MPa; and wherein the formed end portions comprise a hardened structure with a strength of at least 800 MPa. A process of producing a corresponding stabilizer is further disclosed.

A stabilizer bar for a chassis of a motor vehicle comprises a torsion spring portion and two arms bent away from the torsion spring portion; wherein the arms each comprise a formed end portion with a through-opening and a tubular portion, wherein the torsion spring portion comprises a hardened structure with a strength of at least 1000 MPa; and wherein the formed end portions comprise a hardened structure with a strength of at least 800 MPa. A process of producing a corresponding stabilizer is further disclosed.

A high speed actuation system for protracting and retracting a retractable wheel and/or track drive assembly of an amphibian includes an actuator, at least one retractable wheel and/or track drive assembly comprising at least one wheel and/or track drive supported directly or indirectly by a suspension assembly and movable between a protracted and retracted positions, an energy source for providing power to the actuator, and a controller that controls in amount the power provided by the energy source to the actuator such that the time of actuation to retract the at least one retractable wheel and/or track drive assembly from a protracted position to a retracted position, or to protract the at least one retractable wheel and/or track drive assembly from a retracted position to a protracted position, is less than 5 seconds.

An axle cartridge member receives a pair of torsion stub axles at opposite lateral sides thereof. The torsion stub axles include elongated axle housings, which are sandwiched between two parallel plates to align the torsion stub axles with respect to one another. The cartridge member includes a central arch extending between the two torsion stub axles, which can provide additional ground clearance when the axle cartridge member is mounted to a trailer.

The twist axle assembly includes a twist beam which is made of a single integral piece and extends along a length between opposite ends. The twist beam has a middle portion which extends in a first direction and a pair of end portions which extend at least partially in a second direction that is generally transverse to the first direction to reduce twisting stresses within the end portions during operation of the twist axle assembly.