An overload suspension system configured for operative engagement to a vehicle having a first leaf spring and second leaf spring to provide auxiliary support to the vehicle when overloaded. A first control arm attached to a first torsion bar has a distal end positioned a separation distance from the first leaf spring. A second control arm attached to the second control arm has a distal end positioned substantially the same separation distance from the second leaf spring. The suspension system operates as an auxiliary suspension only when added weight to the vehicle deflects both leaf springs to contact a respective one of the control arms, thereby preserving the ride and suspension characteristics of the vehicle when the added weight is not present.

A suspension interconnection assembly comprises first and second saddle brackets and a fastener. Each saddle bracket comprises a base, a pair of arms spaced apart and have the base disposed therebetween, and a pair of shoulders. Each shoulder is disposed between the base and a respective arm. Each shoulder has a first beveled surface. The pair of shoulders cooperates with the base and the pair of arms to at least partially define a U-shaped pocket. The U-shaped pockets of each saddle bracket are sized to partially receive an axle housing. The fastener interconnects the saddle brackets to couple the saddle brackets and a spring to the axle housing. The beveled surfaces of each saddle bracket are adapted to operatively engage the peripheral wall. The pairs of arms of each saddle bracket are adapted to operatively engage one another after the beveled surfaces operatively engage the peripheral wall.

A rear suspension apparatus of a vehicle includes: a transverse helper leaf spring connected to a rear axle and disposed in a transverse direction; and a first stopper mechanism and a second stopper mechanism contacting the transverse helper leaf spring when the vehicle moves. The rear suspension apparatus is capable of improving riding quality by using a new spring constant value generated by the transverse helper leaf spring when freight is loaded and a vehicle body frame moves downwardly, and restricting rolling movement of the vehicle when rolling is caused, thereby increasing roll stiffness and improving driving stability.

A vehicle suspension for supporting the body or chassis of a vehicle includes suspension arms positioned at opposite sides and at one end of a vehicle and two suspension arms positioned respectively at opposite sides and at one end of a vehicle, each arm mounted for pivotal movement about a respective hinge axis. A balancing hub is attached to the vehicle body or chassis with at least one part of the hub free to rotate relative to the vehicle body or chassis about at least one pivotal position. Each suspension arm is connected to the hub at a position of the suspension arm spaced from a respective hinge axis whereby pivotal movement of the suspension arm applies a force to the hub. In use, the force opposes the force from another suspension arm at at least one of the same side and the same end of the vehicle suspension.

The present invention relates to a coil spring support for a vehicular suspension system, which comprises a base plate and a support column protruding from the base plate, wherein a coil spring is coupled to the support column in such a manner that the lower end of the coil spring is fitted in and coupled to a coupling groove, which is formed on the outer peripheral surface of the support column and at a position having a predetermined height from the base plate, so that the coil spring support can be auxiliarily installed on a plate spring of a vehicle so as to compensate and improve a shock absorbing capability of the existing vehicle.

A bearing eye for a leaf spring for sprung support of a vehicle component on a vehicle body of a vehicle may include a through opening and a torsion spring therein, and a first catch. The bearing eye may provide pivotable mounting of the leaf spring on the vehicle body. The torsion spring is twistable relative to the bearing eye and connectable non-rotatably to the vehicle body. The first catch may project radially inwardly into the through opening, and the torsion spring has a second catch that projects radially outwardly into the through opening. The first and second catches may form a locking engagement which, depending on a degree of relative twisting between the bearing eye and the torsion spring, stops the relative twisting.

A suspension system for a vehicle includes a first chassis rail and a second chassis rail, each extending longitudinally in an axial direction of the vehicle. Also included is a first leaf spring element extending longitudinally in the axial direction of the vehicle, the first leaf spring element operatively coupled proximate ends thereof to the first chassis rail and at an intermediate location to an axle assembly of the vehicle. Further included is a second leaf spring element extending longitudinally in the axial direction of the vehicle, the second leaf spring element operatively coupled proximate ends thereof to the second chassis rail and at an intermediate location to the axle assembly of the vehicle. Yet further included is at least one leaf spring extending in a transverse direction of the vehicle, the at least one leaf spring having a spring rate that is actively variable.

A clamp group for a vehicle leaf spring suspension is disclosed. The clamp group secures a longitudinally disposed, leaf spring at separate and distinct locations, between which the leaf spring is undamped and spaced away from the top and bottom pads of the clamp group. Shear stress is reduced and the spring remains active throughout its length.

An axle arrangement for a baler includes: a first axle with a first end and a second end, the first end being coupled with the chassis by a first leaf spring and a first hydraulic cylinder, the second end being coupled with the chassis by a second leaf spring and a second hydraulic cylinder; a second axle with a first end and a second end, the first end being coupled with the chassis by a first leaf spring and a first hydraulic cylinder, the second end being coupled with the chassis by a second leaf spring and a second hydraulic cylinder; a first hydraulic line fluidly interconnecting the first hydraulic cylinder on the first axle with the first hydraulic cylinder on the second axle; and a second hydraulic line fluidly interconnecting the second hydraulic cylinder on the first axle with the second hydraulic cylinder on the second axle.

A suspension travel control system (1046) for a vehicle suspension is disclosed. The suspension travel control system includes a stop post (834) secured to the vehicle frame and a suspension travel control formation that includes a base (1042) and a body (1048). The stop post (834) is positioned in a space defined by the body (1048). The suspension travel control formation may be secured to the axle, the main support member or incorporated into the axle coupling assembly to provide a rebound and jounce stop as well as longitudinal redundancy in the event of the failure or loss of a longitudinal linkage.