A tag axle system for a concrete mixing vehicle including an axle including a right wheel assembly and a left wheel assembly, an actuator coupled to the axle to move the axle between a raised position and a lowered position relative to a vehicle chassis, a stabilizer mount plate structured to be coupled to the vehicle chassis, a stabilizer bar rotationally coupled to the stabilizer mount plate, a right stabilizer bar arm rigidly coupled to the stabilizer bar and coupled to the right wheel assembly, and a left stabilizer bar arm rigidly coupled to the stabilizer bar and coupled to the left wheel assembly.

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.

The present invention relates to a forecarriage of a rolling motor vehicle with three or four wheels, comprising: a forecarriage frame (16); at least one pair of front wheels (10′, 10″) kinematically connected to each other and to the forecarriage frame (16) by a kinematic roll mechanism (20) which enables the same to roll in a synchronous and specular manner; a roll block system (100) comprising a rod (110) which directly connects to each other at the two ends thereof by means of ball joints or hinging means equivalent to ball joints (101, 102), two parts of the forecarriage both subject to rolling movements of said two front wheels or said forecarriage frame and a forecarriage part subject to said rolling movements. The roll block system comprises a blocking device (111a, 112a; 130) adapted to block the rotation angle of said rod at the two ends thereof with respect to a rolling plane of said forecarriage.

A suspension system having a knuckle carrier. A pivot mechanism may pivotally couple a control arm to the knuckle carrier. The pivot mechanism may include a preload nut that may exert a preload force on a bearing assembly. A platform may be fixedly disposed on the knuckle carrier. The platform may support an air spring and may have an arm that is coupled to a stabilizer bar subassembly.

An electric vehicle includes a suspension and powertrain unit having a vehicle frame module, an electric motor unit carried by the frame module centrally between two wheels and a suspension including, for each wheel, an upper oscillating arm and a lower oscillating arm carrying a respective wheel support. Each wheel support rotatably supports a respective wheel hub connected to the electric motor unit by a respective drive shaft. Brake discs are mounted on two output shafts of the electric motor unit, at a distance from the respective wheels, and are connected by drive shafts to the hubs of the two wheels. Thanks to the absence of brake discs adjacent to the wheel hubs, swivel joints connecting each wheel support to the respective upper and lower arms can be arranged so as to define a steering axis passing through a respective wheel center and thereby having a substantially zero kingpin offset.

A wheel alignment mechanism having a control arm connector, which is adapted for connection to a vehicle suspension control arm positioned between a vehicle chassis and a vehicle wheel, and which has an elongate portion; an inner support frame having a first surface and a second surface on a side of the inner support frame opposing the first surface, the elongate portion of the control arm connector positioned against the first surface at a select one of a first set of plural mounting locations on the first surface, with the first set of plural mounting locations being disposed in a first direction; and an outer support frame adapted to receive a wheel mounting, the connector having a third surface, the second surface of the inner support frame being positioned against the third surface at a select one of a second set of plural mounting locations on the third surface, and with the second set of plural mounting locations being disposed in a second direction approximately perpendicular to the first direction. Means are provided for securing the control arm connector to the inner support frame and the inner support frame to the outer support frame.

A dual-mode suspension system using hydraulic dampers is disclosed. One or more dampers on each side of the four-wheel suspension system are coupled to a respective damper on the other side via a damper valve. One or more leaf springs may be arranged between the leading links coupled to some of the dampers, and trailing links coupled to other of the dampers. The suspension system may advantageously engage, lock, or partially disengage the respective dampers connected by the valve on each side of the system. Manipulating the valve to control engagement of the dampers, which may depend on the speed and related issues, provides control over whether heave motions should be separated from roll. In another embodiment, one or more single or double acting hydraulic cylinders may be used to engage dampers.

A suspension system having a knuckle carrier. A pivot mechanism may pivotally couple a control arm to the knuckle carrier. The pivot mechanism may include a preload nut that may exert a preload force on a bearing assembly. A platform may be fixedly disposed on the knuckle carrier. The platform may support an air spring and may have an arm that is coupled to a stabilizer bar subassembly.

Embodiments of a suspension for a vehicle is provided. The suspension includes, for example, a frame and a locking assembly. The locking assembly inhibits tipping of a frame of the vehicle when tipping of the frame is detected.

An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit is configured to independently adjust air pressure of a first side of the vehicle. The second pneumatic circuit is configured to independently adjust air pressure of a second side of the vehicle. The system is configured to establish pneumatic communication between the first and second pneumatic circuits when the air management system is not independently adjusting the adjust air pressure of the first side of the vehicle and the air pressure of the second side of the vehicle in the cross-flow mode.