A shock absorber for a vehicle includes an inner tube at least partially defining an inner fluid compartment and an outer tube enclosing at least in part the inner tube therein. Together, the inner tube and the outer tube at least partially define an outer fluid compartment therebetween. The inner tube defines a bypass zone having a plurality of bypass apertures that fluidly communicate the inner fluid compartment with the outer fluid compartment. A piston is movably mounted within the inner tube and moves in compression and in rebound. The piston defines a piston passage extending through the piston for permitting fluid flow between a first side and second side of the piston. An electronically controlled valve is connected to the piston and controls fluid flow through the piston passage. A method for controlling the shock absorber is also disclosed.

A vehicle suspension comprises an assembly of a hub carrier and a support arm, the support arm being attached to the hub carrier at two points spaced from each other in the direction of travel and extending inwardly therefrom to a support arm attachment point for fixing to a chassis, and a trailing link extending from the assembly in a direction transverse to that of the support arm, toward a trailing link attachment point for fixing to the chassis. The trailing link preferably extends from the assembly in a forward direction, and is preferably connected directly to the hub carrier. A strut can extend upwardly toward an attachment point for fixing to a chassis, to provide a spring and damper. The support arm can comprise a pair of arms extending divergently from the attachment point to each of the two points. A toe control link extends generally parallel to but spaced from the rear arm, linking the hub carrier to the chassis to provide geometry control under high load conditions. The invention further relates to a vehicle, comprising a chassis and at least two wheels, one on each side of the vehicle, each wheel being attached to the chassis via such a suspension.

The disclosure relates to a motor vehicle, in particular an electric vehicle or a hybrid electric vehicle. The motor vehicle has a longitudinal link rear axle with independent suspensions. Each independent suspension has a wheel carrier, a longitudinal link rigidly connected to the wheel carrier, articulated to a vehicle body of the motor vehicle, and three lateral links connected firstly to the wheel carrier and secondly to the vehicle body, or to an auxiliary frame connected to the vehicle body. A wheel axle oriented in a lateral direction of the vehicle runs through the wheel carrier. To create additional installation space for an arrangement of a traction battery of the motor vehicle, the lateral links are arranged completely offset from the wheel axle at the rear end in relation to a longitudinal axis of the vehicle of the motor vehicle.

A wheel suspension for the rear axle of a vehicle includes a wheel carrier for fastening a rear wheel. A link system, which includes at least two links for fastening to a body of the vehicle, is fastened to the wheel carrier. One of the at least two links is a combination link with a basic body and two link portions for fastening at two positions of the body of the vehicle.

A suspension device for a non-steered driving wheel in which an in-wheel motor for driving the driving wheel is incorporated in a wheel carrier and which includes suspension arm pivotally supported on a vehicle body at one end and connected at the other end to the wheel carrier via at least two elastic bushing devices. A principal elastic axis which is determined by the at least two elastic bushing devices and extends vertically passes through a grounding area of the driving wheel.

An outdoor power equipment unit having a frame including at least one laterally-extending structural member and at least a pair of opposite, longitudinally-extending side structural members, a first front wheel assembly, and a second front wheel assembly. The unit also includes a first pair of substantially parallel, laterally-extending suspension arms pivotally coupled to the first front wheel assembly to form a first 4-bar linkage arrangement, and a second pair of substantially parallel, laterally-extending suspension arms pivotally coupled to the second front wheel assembly to form a second 4-bar linkage arrangement. The unit further includes at least one longitudinally-extending first side suspension arm coupled to the first front wheel assembly and to a first one of the longitudinally-extending side structural members, and at least one longitudinally-extending second side suspension arm coupled to the second front wheel assembly and to a second one of the longitudinally-extending side structural members.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces.

In one embodiment, there is disclosed a modular, blast resistant suspension module for an armored vehicle. Each suspension module has a first and second axle assembly. The first axle assembly has a Short-Long Arm (SLA) suspension system pivotally connected to a blast resistant differential housing and the second axle assembly has a Road Arm (RA) suspension system pivotally connected to the differential housing. The suspension modules may be used to form 44 or 88 vehicle configurations.

A vehicle has a frame, seats, two front and two rear suspension assemblies, two front and two rear wheels, and a motor. Each rear suspension assembly has a trailing arm, a knuckle pivotally connected to the trailing arm, a lower link having laterally outward and inward ends pivotally connected to the trailing arm at a first connection point and to the frame at a second connection point respectively, an upper link having laterally outward and inward ends pivotally connected to the trailing arm at a third connection point and to the frame at a fourth connection point respectively, and a toe link having laterally outward an inward ends pivotally connected to the knuckle at a fifth connection point and to the frame at a sixth connection point respectively. The fifth connection point is laterally further from a longitudinally and vertically extending center plane than the first and third connection points.

A vehicle has a frame, driver and passenger seats, two front and two rear suspension assemblies, two front and two rear wheels, and a motor operatively connected to at least two of the wheels. Each rear suspension assembly has a trailing arm having a front end pivotally connected to the frame, a knuckle pivotally connected to a rear portion of the trailing arm, a link having a laterally outward end pivotally connected to the trailing arm and the knuckle and a laterally inward end pivotally connected to the frame, and a fastener fastening the laterally outward end of the link, the knuckle and the trailing arm together.