A stabilizing bar for a vehicle, comprising: a central portion, which is elongate; a first attachment portion configured to be attached to a first part of the vehicle secured to a first wheel of the vehicle; and a first bearing configured to be attached to the chassis of the vehicle, the stabilizing bar comprising, between the central portion and the first attachment portion, a first curved portion, the first curved portion being curved along a curve having a radius of curvature which is strictly increasing with increasing distance from the first bearing.

A shock absorber for a vehicle suspension system may include a damper tube having an axis defining an axial direction extending between a first end and a second end, a bumper cap, and a dust gaiter operably coupled to the bumper cap. The bumper cap may have a cover portion and a retention portion. The cover portion may be operably coupled to the second end of the damper tube, and the retention portion may extend along a lateral periphery of the damper tube to an opposite end of the bumper cap relative to the cover portion. The retention portion may include a continuous ring at a distal end of the bumper cap relative to the cover portion to define a limit for movement of the dust gaiter along the bumper cap in the axial direction. The continuous ring may be retained by a plurality of fixed fingers that extend from the cover portion to the continuous ring. A movable finger is disposed between each of the fixed fingers, each instance of the movable finger having a radially extending locking tab to engage the dust gaiter. Each instance of the moveable finger has a radial deflection rate of less than about 8 N/mm.

A suspension element includes a housing, a first joint, and a second joint. The housing is configured to couple a tractive element assembly to a vehicle. The housing has a first end configured to engage a portion of the vehicle and a second end configured to interface with the tractive element assembly. The first joint includes a first actuator and a first resilient member. The first actuator is configured to facilitate linear extension and retraction of the suspension element. The second joint includes a second actuator and a second resilient member. The second actuator is configured to facilitate rotational movement of the suspension element. The first resilient member and the second resilient member are configured to support a static load of the vehicle.

A mounting apparatus for vehicle suspension ball joints that are firmly affixed for operation, are easily adjustable in a generally vertical direction for precise tuning of suspension geometry for dynamic performance in multiple axes using an array of cylindrical shims tuned to match fastener distance and height with a socket that has mounting bolts that engage a scalloped cap.

A suspension arm assembly for supporting at least a section of a recreational vehicle, such as a snowmobile or all-terrain vehicle front end, above a support surface is described. The suspension arm assembly has at least one segmented suspension arm formed by an upper arm section, a lower arm section and an intermediate arm section. The intermediate arm section is interconnected between the upper and lower arm sections by detachable end connectors. The intermediate arm section when impacted by objects in its pathway, when the vehicle is in motion and when damaged by an impact force of a strength overcoming its resistance strength, will deform or break. The intermediate arm can then be easily detached from the detachable end connectors for replacement by a further intermediate arm section and thereby permitting on site repair of the suspension arm assembly.

There are provided an electric resistance welded steel pipe for producing a high strength hollow stabilizer excellent in fatigue resistance and a high strength hollow stabilizer. In an electric resistance welded steel pipe (5) for producing a hollow stabilizer, an internal weld bead cut portion (30) has a three-peak shape and a depth (H) of a trough portion (30a) of the three-peak shape is 0.3 mm or less and an angle (θ) formed by a central portion in the circumferential direction of the trough portion (30a) and the top of right and left peak portions (30b, 30c) located on both the right and left sides of the trough portion (30a) is 160° or more and less than 180°.

A wheel suspension (1) for a wheel (23) of a vehicle, in particular the rear wheel of a utility vehicle, driven by an electric or pneumatic motor (2), having a swing arm (3) which is mounted pivotably around a pivot axis (7) on the vehicle in a first region (4) and is supported on the vehicle in a second region (8), wherein a third region (10) of the swing arm (3) carries a part of the motor (2) which is rotationally fixed in relation to the swing arm (3) in order to transmit a torque to the wheel using a rotating part of the motor (2).

A multipoint link for an undercarriage of a vehicle, having a core element formed from a foamed material and at least one roving of bundled continuous filaments wound around the core element, the at least one roving winding around the core element in at least one layer forming an outer layer of the multipoint link. The recesses serving to guide the at least one roving to be laid by winding are incorporated in the surface of the core element.

A structural member includes a top sheet portion which has a first edge portion and a second edge portion facing the first edge portion, a wall portion which extends from the second edge portion in a direction intersecting the top sheet portion, and a closed cross-sectional portion which is provided in the first edge portion, in which the first edge portion is curved toward an inside of the top sheet portion in a plan view with respect to the top sheet portion, and when a distance from the first edge portion to the second edge portion of the structural member is referred to as a structural member width, the closed cross-sectional portion forms a closed cross section on a vertical cut plane of the structural member along a direction of the structural member width, the vertical cut plane of the structural member along the direction of the structural member width has an open cross section, and a shape of the vertical cut plane of the structural member including the closed cross-sectional portion is asymmetric with respect to a center of a length of the structural member width.

A suspension arm assembly for supporting at least a section of a recreational vehicle, such as a snowmobile or all-terrain vehicle front end, above a support surface is described. The suspension arm assembly has at least one segmented suspension arm formed by an upper arm section, a lower arm section and an intermediate arm section. The intermediate arm section is interconnected between the upper and lower arm sections by detachable end connectors. The intermediate arm section when impacted by objects in its pathway, when the vehicle is in motion and when damaged by an impact force of a strength overcoming its resistance strength, will deform or break. The intermediate arm can then be easily detached from the detachable end connectors for replacement by a further intermediate arm section and thereby permitting on site repair of the suspension arm assembly.