An apparatus for a vehicle is provided that has an axle and a spindle sleeve with a spindle sleeve inner surface axis coaxial with the axis of the axle, and a spindle sleeve outer surface axis not coaxial with the axis of the axle. A hub has an axis coaxial with the spindle sleeve outer surface axis, and the hub at least partially defines a chamber. First and second ports extend through a wall of the hub to the chamber. The hub rotates about the spindle sleeve through the aid of two bearings. Lubricant is present within the chamber, and the first port provides a pathway for a pressurized fluid to be introduced into the chamber to force the lubricant out of the chamber via the second port.

The invention makes it easy to link wheel alignment inspections to improving stability when traveling and to suppressing uneven tire wear. The straight running state of a vehicle is verified (S1), and the vehicle is placed on a tester in the straight running state (S2). The wheel alignment of the vehicle in the straight running state is measured using the tester (S3). The individual toe of each front wheel and each rear wheel is adjusted to eliminate differences between the left and right wheels (S4). The wheel alignment, such as the included angle, is measured again, and the causes of any wheel alignment failures are narrowed down on the basis of the measurement results (S5 to S7). Wheel alignment failures impacting steering pull or uneven tire wear are evaluated on the basis of the results of the measurements in S3 (S8).

The invention relates to an axle lifting device comprising a load bearing support body; a base portion proximate a lower end of the support body, wherein an upwardly curved portion extends from the base portion, the upwardly curved portion including a plurality stepped formations for frictionally engaging the ground; and an axle seat proximate an upper end of the support body, to support or accommodate the axle of the vehicle or trailer, wherein the axle lifting device can rotate on the curved portion between a lowered position and a lifted position, wherein the axle seat extends substantially upright with respect to the ground with the base portion engaging the ground, for lifting the axle off the ground, with the stepped formations functionally and sequentially engaging the ground as the axle lifting device moves between the lowered and lifted positions

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 motor vehicle independent rear-wheel suspension system including a left-hand and a right-hand transverse link, each articulated at an inner end on a chassis of the motor vehicle and fixedly connected at an outer end to a wheel carrier. The suspension system having a left-hand and a right-hand trailing arm unit. Each trailing arm unit articulated a front end on the chassis of the motor vehicle and at a rear end on a wheel carrier. Open installation space is formed between the trailing arm units and the transverse links for at least a partial accommodation of an electrical drive train.

A suspension system includes: a trailing arm and a lower arm which are turnably connected to a chassis and are joined in such a way as to be displaceable relative to each other through a hinge mechanism; and a stabilizer. The suspension system includes a stabilizer link which connects the stabilizer to the trailing arm. A fitting point of the stabilizer link to the trailing arm is located behind a center axis of the hinge mechanism in a vehicle front-back direction, and a fastening point of the stabilizer and the stabilizer link is located above the fitting point in a vehicle up-down direction and inside the fitting point in a vehicle width direction.

A universal wishbone trailing arm and methods are provided for coupling a wheel to a vehicle chassis. The universal wishbone trailing arm comprises a wheel hub that fastenably receives the wheel. A cylindrical axle support supports one or more roller bearings whereby the wheel hub is rotatable. A first swing arm and a second swing arm extend forwardly from a joined swing arm. The cylindrical axle support is coupled to a rear of the joined swing arm. A first chassis mount hingedly couples the first swing arm to the vehicle chassis. A second chassis mount hingedly couples the second swing arm to an articulated mount which is configured to couple the second swing arm to the vehicle chassis. The articulated mount cooperates with the first second swing arms to change camber of the wheel, such that a tracking of the wheels remains substantially unchanged during traveling over rough terrain.

The invention relates to a chassis suspension component with a bracket made from a formable base material, preferably sheet steel, and comprising at least one slot for receiving a connecting bolt and at least one stop for an eccentric disc which is or can be connected rotationally fixedly to the connecting bolt. In order to be able to produce the eccentric stop process-reliably and economically without the risk of crack formation, the invention proposes to provide a tab formed from the base material and folded relative to a body portion of the suspension component and having a recess surrounding the slot, which recess defines two elongate stop faces running parallel to each other, wherein the stop faces serve as a stop for the eccentric disc. The invention also relates to a method for producing a chassis suspension component.

A vehicle steering system includes: actuators, respectively provided for wheels, for changing toe angles of the wheels; lock devices, respectively provided for the wheels, for restricting changes in the toe angles of the wheels; and a control device for controlling the actuators and the lock devices. For each lock device, the control device at a time performs an individual unlocking operation of unlocking the lock device, and a lock relaxation operation of relaxing a locked state of the lock device.

A ball joint bracket includes a spindle plate having an upper end and a lower end. A ball joint plate extends generally outwardly from the lower end of the spindle plate. A gusset extends between the spindle plate and the ball joint plate.