The invention concerns an axle unit, in particular for use in utility vehicles with a hydraulic or compressed air system, comprising an axle tube and an actuation unit, wherein the axle tube has a receiving opening, wherein the actuation unit has a cylinder, a piston rod and a piston, wherein the piston divides a chamber of the actuation unit into a first chamber region and a second chamber region, wherein the piston rod is in engagement with the piston and is designed such that it can be brought into engagement with a leg of the axle unit in order to transmit a force to the leg, wherein the actuation unit is arranged in the receiving opening of the axle tube and is secured against moving transversely relative to a tube axis and at least in one direction parallel to the tube axis.

A method of regulating the operation of a vehicle axle system, the vehicle axle system including at least one adjustable axle having at least one axle cylinder and a steering assembly including at least one steering cylinder connected thereto, an axle management system including a microcontroller having a microprocessor, a memory, and a sensor. The method includes receiving, by the axle management system, at least one desired axle position and at least one measured axle position, from at least one sensor. The method also includes determining, if the measured axle position is within a predetermined tolerance threshold of the desired axle position and regulating the position of the at least one adjustable axle.

The invention relates to a motor vehicle axle, in particular a torsion beam axle, the rubber-solid material bearing being constructed in a disk-like manner from at least two disks made from solid material with a rubber layer which is arranged in between, and is characterized according to the invention in that a disk which is arranged on the outside in relation to the axial direction A of the rubber-solid material bearing has a collar which is oriented so as to stand upright toward the outside.

A lightweight vehicle includes a pair of rear wheel assemblies, a pair of front wheel assemblies, a chassis, a front suspension system coupling the pair of front wheel assemblies to the chassis, a rear suspension system coupling the pair of rear wheel assemblies to the chassis, a frontmost seat supported by the chassis, a rearmost seat supported by the chassis where at least a portion of the rearmost seat is located longitudinally rearward of an axis extending through a center of the pair of rear wheel assemblies, a first footwell associated with the frontmost seat, a second footwell associated with the rearmost seat where the first footwell and the second footwell are coplanar, and an electric motor configured to drive the pair of rear wheel assemblies and at least partially positioned beneath the rearmost seat.

A lightweight vehicle includes a pair of rear wheel assemblies, a pair of front wheel assemblies, a chassis, a front suspension system coupling the pair of front wheel assemblies to the chassis, a rear suspension system coupling the pair of rear wheel assemblies to the chassis, a frontmost seat supported by the chassis where the frontmost seat includes a first seat bottom and a first seat back, a rearmost seat supported by the chassis and facing forward where the rearmost seat includes a second seat bottom and a second seat back, a floorboard coupled the chassis, and an electric motor configured to drive the pair of rear wheel assemblies and at least partially positioned beneath the second seat bottom. At least a portion of the rearmost seat is located longitudinally rearward of an axis extending through a center of the pair of rear wheel assemblies.

A control arm system is provided. The system includes an upper control arm, a lower control arm longer than the upper control arm, a spindle, and a bracket coupled to a frame. The upper control arm and the lower control arm are coupled between the bracket and the spindle. A pivot point of the upper control arm and the bracket is closer to the spindle than a pivot point of the lower control arm and the bracket. The control arm system is moveable between a compressed position and an extended position with a neutral position between the compressed position and the extended position. A tire coupled to the spindle is rotated into a negative camber orientation when the control arm system is in a compressed position or in an extended position. A track width is maintained in the compressed, neutral, and extended positions.

A lightweight electric vehicle includes a chassis, a pair of rear wheel assemblies, a pair of front wheel assemblies, a front suspension system, a rear suspension system, a pedestal supported by the chassis, a frontmost seat supported by the pedestal, a rearmost seat configured to accommodate a plurality of occupants and supported by the chassis, a floorboard coupled the chassis, and an electric motor configured to drive at least one of the pair of front wheel assemblies or the pair of rear wheel assemblies. The rearmost seat faces forward. At least a portion of the rearmost seat is located longitudinally rearward of an axis extending through a center of the pair of rear wheel assemblies. The floorboard is substantially flat such that a first footwell in front of the frontmost seat and a second footwell in front of the rearmost seat are coplanar.

An axle suspension system for a front axle of a tractor using shock absorbers and an air bellows between the front axle and a front frame portion of the tractor to control the height of the front frame portion relative to the front axle. The position of the front frame portion may be maintained at a substantially constant vertical position, providing for improved driver comfort. The air bellows are positioned between the front axle and the front frame portion, thereby eliminating the need for additional mounting subframes in the suspension system.

A vehicle drive arrangement for a vehicle of the type having differential power transmission arrangement that converts the rotatory motion of the rotatory power shaft to rotatory motion of first and second drive shafts disposed substantially orthogonal the rotatory power shaft. Primary leaf springs are each coupled at their respective centers to respective drive shafts by pivotal arrangements. The first and second primary springs may include helical springs that are used in place of, or in combination with, the primary leaf springs. Secondary leaf springs may be splayed and therefore need not be arranged parallel to the primary leaf springs. Control over vehicle kinematics is enhanced by configuring the resilience of a fulcrum bumper using resilient, rheological, or active systems. An active system will control vehicle height while stationary to facilitate loading and unloading of the vehicle.

A vehicle suspension assembly includes providing an axle assembly having a first end including a first mounting structure and a second end, providing a first bearing block and a second bearing block, forming a first aperture in the first bearing block and a second aperture in the second bearing block, attaching the first and second bearing blocks to the first mounting structure subsequent to forming the first and second apertures; and providing a first spindle assembly coupled to the first mounting structure by a first spherical bearing located within the first aperture and a second spherical bearing located within the second aperture, wherein a first kingpin assembly extends through the first and second spherical bearings, thereby coupling the first spindle with the first mounting structure.