The disclosure provides a steering knuckle, which has good rigidity and reliability. The steering knuckle includes: a wheel support portion for supporting a wheel; a damper support portion for supporting a damper; and an arm portion for connecting the wheel support portion and the damper support portion. The damper support portion is cylindrical and has a mounting hole through which the damper is inserted, and the arm portion includes a pair of side walls connecting the damper support portion and the wheel support portion and a bottom wall connected between the side walls, and the bottom wall is connected with the side walls at the middle portion in the vertical direction of the side walls.

An independent suspension system for a vehicle includes: a steering unit configured to be controlled to adjust the steering angle of a wheel, a shock absorber engaged with the wheel and configured to absorb impacts applied to the wheel and including a first shock absorber and a second shock absorber, each of which arranged in a forward-rearward direction on opposite side surfaces of the wheel, and a link unit disposed between the shock absorber and the steering unit in order to vary the distance between the wheel and the steering unit. The link unit includes a first upper arm disposed between the first shock absorber and the steering unit, a second upper arm disposed between the second shock absorber and the steering unit, and at least one ground clearance adjustment unit engaged with the first and second upper arms in order to vary the distance between the first and second upper arms.

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.

The present disclosure relates to a front chassis system of a tilting vehicle, and a front chassis system of a tilting vehicle. The system includes at least: a front swing arm-LH connected to and provided at a vehicle body and a front steering wheel-LH, and a front swing arm-RH connected to and provided at the vehicle body and a front steering wheel-RH; a front shock absorber-LH connected to and provided at the front swing arm-LH, and a front shock absorber-RH connected to and provided at the front swing arm-RH; a front tilt bar rotatably connected to and provided at the vehicle body, and connected to and provided at the front shock absorber-LH and the front shock absorber-RH; at least one front elastic roller provided at the vehicle body; and a steering device linked to and provided at a steering wheel part assembled on the vehicle body.

A work vehicle includes a chassis. An independent linear suspension system couples to the chassis. The independent linear suspension system includes a driveshaft that couples to the chassis and to a transmission. A wheel hub couples to the driveshaft and rotates a wheel in response to rotation of the driveshaft. A spindle couples to the wheel hub. A spindle carrier couples to the spindle. The spindle carrier defines a first aperture and a second aperture. A first pin extends through the first aperture. A second pin extends through the second aperture. The first pin and the second pin block rotation of the spindle carrier. The spindle carrier moves linearly along the first pin and the second pin.

A bracket of a cylinder device includes: a tubular portion having a C-shaped cross section, holding an outer periphery of the outer shell, and having a slit in a front portion; and a pair of mounting portions and protruding outward in the radial direction from both ends of the tubular portion in the circumferential direction. The tubular portion includes a hole formed to permit insertion of the protrusion, from at least one side portion to the back portion of the tubular portion.

A vehicle front structure basically includes a vehicle frame, an upper suspension arm, a lower suspension arm, a sway bar and a rack and pinion steering. The upper suspension arm is pivotally coupled to the vehicle frame about first and second upper pivot points. The lower suspension arm is pivotally coupled to the vehicle frame about first and second lower pivot points. The sway bar is attached to the upper suspension arm and located above the upper suspension arm. The rack and pinion steering arranged between the upper and lower suspension arms. The rack and pinion steering is located adjacent the second upper pivot point and between the first and second upper pivot points with respect to a longitudinal vehicle direction.

A steering shock absorbing structure for an in-wheel motor includes: a steering input unit configured to detect a steering angle of a steering wheel; a steering unit fastened to the steering input unit, and configured to steer a wheel according to the steering angle of the steering input unit; a tilting unit having a first end connected to the steering unit and a second end connected to the wheel, and configured to be tilted with respect to the steering unit; and a controller configured to selectively drive the tilting unit.

An embodiment suspension structure includes a rail housing configured to be installed in a vehicle body along a height direction of the vehicle body, a rail attached to the rail housing toward an outer side of the vehicle body, a plurality of variable position links configured to be moved in the height direction of the vehicle body by engaging with the rail, a link transfer screw threaded to the plurality of variable position links and disposed in parallel with the rail to allow the plurality of variable position links to move by rotation, and a screw motor fixed to an upper inner side of the rail housing and coupled to one end of the link transfer screw, the screw motor being configured to provide a driving force to rotate the link transfer screw.

A shock absorber includes i) a hollow base defining an axial direction and having a first mounting portion, ii) an outer axial tube, having first and second longitudinal ends, and being coaxially mounted into the hollow base via its first longitudinal end so as to allow adjusting a distance of the second longitudinal end relative to the base; and iii) an inner axial tube slidably mounted into the outer axial tube therein; the inner axial tube having a second mounting portion. The hollow tube has an opening therein that defines a window to allow visualizing a part of the outer axial tube therethrough which includes the first longitudinal end thereof.