A gear arm assembly for a vehicle includes gear arm housing having a first end, a second end, and an intermediate portion, the gear arm housing from the intermediate portion to the first end defining a first arm segment, and the gear arm housing from the intermediate portion to the second end defining a second arm segment. The assembly further includes a plurality of gears meshed together in series and housed within the gear arm housing, the plurality of gears including an intermediate gear within the intermediate portion of the gear arm housing. The assembly further includes a first wheel hub connected to a first gear of the plurality of gears at the first end of the gear arm housing, and a second wheel hub connected to a second gear of the plurality of gears at the second end of the gear arm housing. The assembly further includes a primary drive shaft extending into the gear arm housing at the intermediate portion and configured to connect a drive input to the intermediate gear, a spindle housing configured to connect the gear arm assembly to the frame, and a spindle rotatably coupled to and within the spindle housing and configured to allow for rotation of the gear arm housing relative to the spindle housing.

A utility vehicle includes a frame, a first ground-engaging element coupled to a first portion of the frame, a second ground-engaging element coupled to a second portion of the frame, an operator platform supported by the frame, and a suspension system coupled between the operator platform and the frame to accommodate motion of the frame relative to the operator platform. The suspension system includes a first linkage assembly coupled to the operator platform and operable to accommodate motion of the second portion of the frame relative to the operator platform and a second linkage assembly having a first end coupled to the frame to secure the suspension system to the frame and a second end coupled to the first linkage assembly. The second linkage assembly being operable independent of the first linkage assembly to accommodate motion of the first portion of the frame relative to the operator platform.

A knuckle assembly for use with a wheel suspension system of a vehicle having a vehicle longitudinal axis, a frame extending therealong, the suspension system comprising upper and lower suspension arms, each having a frame engaging end at which the arm is configured to be pivotally connected to the frame about a proximal suspension axis, and a knuckle engaging end at which the arm is configured to be pivotally connected to the knuckle assembly about a distal suspension axis parallel to the proximal suspension axis.

A suspension assembly for a tilting vehicle, including: a chassis element, rigid and fixed with respect to the vehicle; right and left arms, where each has an inner end hinged on the chassis element and an outer end, configured for being constrained on a wheel, which can oscillate upwards and downwards; and a linear shock absorber assembly. In the suspension assembly, the ends of the linear shock absorber assembly are respectively hinged on the right arm and on the left arm. The suspension assembly further includes steering components having a steering shaft, a shift plate, and a right and left steering rods. The steering shaft is rotatable around a steering axis and includes a protrusion. The protrusion is hinged in the middle of the shift plate and each steering rod has an inner end hinged on the shift plate and an outer end configured for being constrained on a wheel.

A knuckle assembly for use with a wheel suspension system of a vehicle, having a knuckle configured to mount a wheel thereto, and having a knuckle body comprising upper and lower abutting surfaces, and an upper and a lower vertical bore portion extending inwardly from the abutting surface. The upper and lower vertical bore portions constitute a portion of a single through-bore extending between the upper and lower abutting surfaces. The knuckle assembly has upper and lower steering axles, each having an inner steering axle portion fixedly received within a respective vertical bore portion and an outer steering axle portion protruding from the respective abutting surfaces. The upper and lower steering axles constitute respective upper and lower portions of a common steering axle. The knuckle assembly also has upper and lower spacing members, each made from a low-friction material and being in contact with the respective abutting surface. Each spacing member has a flanged portion surrounding the outer portion of the corresponding axle and an in-bore received portion, snuggly fitted within corresponding vertical bore portion and surrounding the inner portion of the corresponding axle. Also, the knuckle assembly has upper and lower joints configured for connecting thereto a knuckle engaging end of a suspension arm so as to allow the arm to pivot thereabout. Each joint contacts the corresponding spacing member that distance it from the corresponding abutting surface and freely receiving the outer portion of the corresponding steering axle, so as to allow the knuckle, together with the axle, to pivot between the two joints only about the vertical knuckle axis which maintains its position and orientation relative to the joints.

Roll damper assembly for a vehicle suspension, comprising: a first bracket comprising first inner and outer bracket; a second bracket comprising second inner and outer bracket; a roll damper mounted between first and second inner bracket; first mount coupled to first outer bracket and second mount coupled to second outer bracket; first guide rod attached at first end to first outer bracket, and slidably attached to inner second bracket; a second guide rod attached at a first end to second outer bracket, and slidably attached to inner first bracket; first end stopper mounted on the second end of said first guide rod to stop second end of said first guide rod from exiting from slidable attachment to inner second bracket; second end stopper mounted on second end of said second guide rod to stop second end of said second guide rod from exiting from slidable attachment to inner first bracket.

A road vehicle comprising two front wheels, two rear wheels, a vehicle body provided with a driver's cabin, and four suspension assemblies configured to support the vehicle body in a suspended configuration and to dampen vibrations transmitted to the cabin; wherein each suspension assembly comprises a first end coupled to a corresponding wheel and a second end coupled to the vehicle body; characterized in that the connection between at least one suspension assembly and the vehicle body comprises: an intermediate body interposed between the second end of the suspension assembly and the vehicle body; a first elastic element connecting the second end of the suspension assembly to the intermediate body; and at least a second elastic element connecting the intermediate body and the vehicle body.

The present invention is a minimum size, maneuverable, comfortable, safe, and inexpensive compact vehicle, having a higher level of cornering/turning stability than the current state of the art. The inventive design may be applied to two-, three-, and four- (or more) wheeled vehicles. The invention may be utilized in the design of the main components of vehicles providing an increased stability during turning, even at high speeds, based on fixed and moveable chassis portions which swing in relation to one another and novel linking mechanisms connected with large and/or wide wheel portions.

The present application discloses a vibration absorption system of a hub motor and an application thereof. The vibration absorption system of the hub motor comprises a brake, a vibration absorption mechanism, a torque transmission mechanism, and a hub motor; the brake is primarily used for braking and torque transmission; the vibration absorption mechanism is used for reducing an acting force of a weight of the motor on a vehicle hub, reducing hub loads, and increasing a reaction speed of the hub; and the torque transmission mechanism is used for indirectly transmitting rotational torque of the motor to the vehicle hub, and at the same time, for preventing the vehicle hub from transmitting a high-frequency large-magnitude impact force to the hub motor together with the vibration absorption mechanism and reducing an unsprung mass of a vehicle using the hub motor.