Suspension systems are provided where the lower control arm is allowed to separate from the engine cradle at prescribed conditions to deliver the proper wheel kinematics for select cases while maintaining structural integrity for all other load cases. A system includes a vehicle body structure, a wheel assembly, and a suspension system linking the wheel assembly to the engine cradle. The suspension system includes a link coupled with the engine cradle through a first joint and coupled with the wheel assembly through a second joint. The first joint is configured to release the link from the engine cradle under loads above a threshold force and above a threshold angle of the threshold force at the second joint, to provide the desired kinematics.

An independent suspension system includes a wheel knuckle engaged with a wheel and configured to be rotated in response to a steering input; a motor assembly disposed at one end of the wheel knuckle and configured to rotate the wheel knuckle; an upper arm engaged with the motor assembly; a lower arm having a first end engaged with a vehicle body and a second end engaged with the wheel knuckle; a connection arm configured to be engaged with the upper arm; a rotation pin disposed at a connection portion between the upper arm and the connection arm to enable integral rotation of the upper arm and the connection arm; and a shock absorber disposed between the connection arm and the lower arm and engaged with the connection arm so as to be perpendicular to the connection arm.

A corner module apparatus for a vehicle may include a driver configured to provide a driving force to a wheel of a vehicle, a suspension connected to the driver, and being configured to absorb shock transferred from a road surface, and a steering unit connected to the suspension, the steering unit rotatably installed under a frame module coupled to a vehicle body, and being configured to adjust a steering angle of the wheel.

A corner module apparatus, includes a corner module including a driving unit configured to provide driving power to a wheel of a vehicle, a suspension unit coupled with the driving unit and configured to absorb an impact to the wheel from a road surface, and a steering unit coupled with the suspension unit and configured to adjust a steering angle of the wheel; a main platform installed under a vehicle body of the vehicle and configured to have a battery mounted thereon; a first corner module platform detachably coupled with one side of the main platform and configured to have the corner module coupled therewith; and a second corner module platform detachably coupled with another side of the main platform and configured to have the corner module coupled therewith.

A utility vehicle includes a rear suspension assembly which has a trailing arm generally extending longitudinally. The trailing arm includes a joint along a longitudinal length of the trailing arm. Also, the rear suspension assembly includes an upper radius rod extending in a generally lateral direction relative to a centerline of the vehicle. Additionally, the rear suspension assembly includes a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly further includes a suspension member configured to control toe of the at least one rear ground-engaging member.

A method for mounting a track assembly to a vehicle comprises: pivotally connecting a frame of the track assembly to a distal end portion of an A-arm of the vehicle for permitting rotation of the track assembly about a steering axis; inserting a fastener through a fastener aperture defined in the distal end portion of the A-arm; and fastening an anti-rotation device of the track assembly to the distal end portion of the A-arm with the fastener, the anti-rotation device being connected to the frame. A suspension and track assembly for a vehicle is also disclosed.

A suspension system for a wheel of a vehicle includes a first arm, a second arm, a support structure positioned between the first arm and the second arm, a first bearing assembly coupled to the first arm and supporting the support structure for movement, and a second bearing assembly coupled to the second arm and supporting the support structure for movement. The support structure is configured to be coupled to the wheel that is rotatable about a wheel rotation axis. The first bearing includes a spherical bearing, and the second bearing assembly includes a first spherical bearing and a second spherical bearing.

A motor vehicle includes a body, a wheel hub unit, an upright, which is fixed to the wheel hub unit, a fender, which is arranged to cover the wheel hub unit, and a suspension, which couples the upright to the body in a movable manner along at least one axis, which is transversal to a driving direction of the motor vehicle; wherein the suspension comprises at least one movable element, which is movable along said axis, and wherein the fender is carried by said element in a movable manner relative to the body.

An all-terrain vehicle is provided. The vehicle includes a lateral stabilizer bar and a shock absorber. The lateral stabilizer bar further includes a main bar, two side bars and ball-pin connecting rods. The side bars are connected to two sides of the main bar respectively and bent backward relative to the main bar, ends of the side bars are disposed on a suspension assembly, the main bar is disposed at the front end of a frame and located in front of a radiator, the ends of the two side bars are connected to the ball-pin connecting rods respectively, and the ball-pin connecting rods are disposed on the upper rocker arm. The side bars and the ball-pin connecting rods of the lateral stabilizer bar are located on an inner side of the shock absorber.

An all-terrain vehicle including a frame having longitudinally-spaced ends defining a first longitudinal axis, and an engine supported by the frame. The engine includes a crankshaft defining a second longitudinal axis substantially parallel to the first longitudinal axis.