Various suspension systems for vehicles are described that preferably comprise a multi-link suspension where one or more of the links can move independently of the other links. The multiple independent links are connected to an upright, vertical load reaction that is decoupled from horizontal load reaction, thus delivering a more comfortable ride and reduced feedback to the driver or operator of the vehicle. By eliminating that external feedback using the inventive subject matter discussed herein, vehicles can be safer and easier to control in all circumstances.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

An independent suspension apparatus includes a cross beam mounted on two transversely spaced mounting elements of a trailer. Two axle frames are independently pivoted on the cross beam to extend longitudinally of the trailer to distal ends that support stub axles for mounting wheels thereon. A suspension element is supported on each axle frame to act between the axle frame and the trailer frame to support weight of the trailer thereon. Each axle frame is pivotally supported on the cross beam by two hinges, in which each hinge is laterally spaced from the other hinges. Optional adjustment assemblies of each hinge allow the axle frames to be adjustably aligned relative to the trailer frame. In one embodiment, an abutment member is cantilevered from the cross beam to support an upper end of the suspension element relative to the trailer frame.

A suspension system for a rear axle of a vehicle provided with a frame equipped with at least two side members, the suspension system connecting the axle to said side members and comprising a left side and a right side, each comprising an axle-holder assembly, a bellows, a leaf spring, first and second bars, and a torsion bar interposed between said left and right sides. The aforementioned elements of the suspension system being arranged to provide a functional layout having reduced costs and overall dimensions.

A three-wheeled vehicle is disclosed having a vehicle frame supported by front ground engaging members and a single rear ground engaging member. The vehicle includes an engine positioned forward of an operator area and a swing arm coupled to the single rear ground engagement member. The operator area of the vehicle may include seating for a driver and a passenger.

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle.

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 leaf spring suspension is provided with an air spring to absorb a percentage of the load.

A replacement steering and suspension support cross member is configured to replace the original cross member in an automobile that, as originally designed, could only receive small block motors into its engine bay, so that a big block motor can be installed in the engine bay. The cross member has first and second end portions that are joined, longitudinally, by a central portion. The central portion is recessed from the front and top of the end portions. The assembly further includes upper and lower control arms at each end as well as shock supports. The cross member is configured to reside at a transverse position that is behind the position of the original cross member, while the spindle mounts and shock absorber mounts are offset forward to be on the original axle axis.

Aspects of the disclosure relate to a mechanical joint with five degrees of freedom. In certain embodiments, the mechanical joint includes first and second triangular linkages The first triangular linkage includes a base end configured to hingedly couple to a first body to pivot relative to the first body and a vertex end that includes a first rotational member. The second triangular linkage includes a base end configured to hingedly couple to a second body to pivot relative to the second body and a vertex end that includes a second rotational member. The first rotational member and the second rotational member are rotationally coupled to form a all joint. With this joint, the second body is moveable in two translational degrees of freedom and restricted in one translational degree of freedom relative to the first body. Such a configuration allows vertical movement and/or reduces stress on the joint.