There is described a wheel axle for an agricultural vehicle such as a combine harvester. The wheel axle has at least one wheel suspension (32a) arranged to maintain a wheel axle parallel to the supporting surface, through use of a linkage arrangement (36, 38, 40) which is pivotally coupled to the axle frame (30). The configuration of the wheel suspension allows for the wheel axis to passively follow the surface profile, as any loads transmitted through the wheel carrier act to level out the wheel suspension to align with the underlying surface. As the wheel axle is adjusted to lie parallel with the underlying surface, accordingly the ground-contacting surface area of the associated wheels is maximised.

Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

A suspension for a leaning vehicle having a central frame, the central frame having a first longitudinal axis. The suspension includes a carrier assembly pivotably attached about a second longitudinal axis to the frame, the carrier assembly including a carrier body; a first spring and damper assembly pivotably mounted to a first side of the carrier body at a first end thereof; a second spring and damper assembly pivotably mounted to a second side of the carrier body at a first end thereof; a first bellcrank pivotably mounted to a first side of the carrier body at a second end thereof, the second end of the first spring and damper assembly also mounted to the first bellcrank; and a second bellcrank pivotably mounted to a second side of the carrier body at a second end thereof, the second end of the second spring and damper assembly also mounted to the second bellcrank; wherein the first and second bellcranks are pivoted about their attaching axes when the spring and damper assemblies are compressed; a pair of first upper connecting components; a pair of first lower connecting components; and a first suspension travel link and a second suspension travel link.

A suspension includes a housing, a radius arm, a radius arm bush, and a shock absorber. Inclination angles θ1 and θ2 satisfy ΔF.Math.tan θ2>M.Math.tan θ1, in which: θ1 is an inclination angle at which a straight line coupling the center of the radius arm bush to the center of a rear wheel is inclined to a horizontal line, to lower toward the rear wheel, viewed from a side of the vehicle in a steady state; θ2 is an inclination angle at which an axis of expansion and shrink of the shock absorber is inclined to a vertical direction, to allow the shock absorber's upper end to more forward from the shock absorber's lower end; M is an unsprung mass of the suspension; and ΔF is an amount of increase in a vertical load on the rear wheel from the steady state during a shrinkwise stroke of the shock absorber.

A suspension includes a housing, a radius arm, a radius arm bush, and a shock absorber. Inclination angles θ1 and θ2 satisfy ΔF.Math.tan θ2>M.Math.tan θ1, in which: θ1 is an inclination angle at which a straight line coupling the center of the radius arm bush to the center of a rear wheel is inclined to a horizontal line, to lower toward the rear wheel, viewed from a side of the vehicle in a steady state; θ2 is an inclination angle at which an axis of expansion and shrink of the shock absorber is inclined to a vertical direction, to allow the shock absorber's upper end to more forward from the shock absorber's lower end; M is an unsprung mass of the suspension; and ΔF is an amount of increase in a vertical load on the rear wheel from the steady state during a shrinkwise stroke of the shock absorber.

An assembly includes a suspension link, a worm screw, a worm wheel rotatably engaged with the worm screw, and an arm fixed to the worm wheel and connected to the suspension link.

A recreational off-highway vehicle includes a vehicle frame, least one front wheel, a pair of rear wheels, a pair of rear suspensions, a rear differential and a motor. The rear suspensions connect the rear wheels to the vehicle frame. The rear differential connects to the rear wheels. The motor is connected to the rear differential to drive the rear wheels. Each rear suspensions includes a trailing arm, a floating rear knuckle, a shock absorber and a plurality of control links. The trailing arm has a front end pivotally connected to the vehicle frame. The floating rear knuckle is pivotally connected to a rear end of the trailing arm. The shock absorber is coupled between the vehicle frame and the trailing arm. The control links have first ends movably supporting the floating rear knuckle and second ends pivotally connected to the vehicle frame forward of the rear differential.

A recreational off-highway vehicle includes a vehicle frame, least one front wheel, a pair of rear wheels, a pair of rear suspensions, a rear differential and a motor. The rear suspensions connect the rear wheels to the vehicle frame. The rear differential connects to the rear wheels. The motor is connected to the rear differential to drive the rear wheels. Each rear suspensions includes a trailing arm, a floating rear knuckle, a shock absorber and a plurality of control links. The trailing arm has a front end pivotally connected to the vehicle frame. The floating rear knuckle is pivotally connected to a rear end of the trailing arm. The shock absorber is coupled between the vehicle frame and the trailing arm. The control links have first ends movably supporting the floating rear knuckle and second ends pivotally connected to the vehicle frame forward of the rear differential.

A pivot joint for connection between first and second suspension members in a vehicle suspension permits adjustment of wheel alignment characteristics without removal or disassembly of the pivot joint. Wheel alignment adjustment may be accomplished with mutual rotation of engaged components of the pivot joint, wherein engaged guide structures of the pivot joint component convert the mutual rotation to translational movement of one pivot joint component relative to the other pivot joint component. The translational movement may be oriented to selectively adjust wheel alignment characteristics.