An adjustable floating traction bar is disclosed. The traction bar comprises a rigid body having a threaded portion on a first distal end to receive a threaded eyelet having a spherical joint to provide a connection point to an axle of a vehicle. The traction bar further comprises an opposing distal slip end being machined and fitted with a UHMW (ultra high molecular weight) polyethylene bushing that acts as a slip-joint the slip joint having a first end that mounts to the UHMW polyethylene bushing of the tubular body and an opposing end having an eyelet to provide a connection point to a vehicle frame. A two-stage nested coil spring located inside the slip end of the rigid body that rests against the slip joint end when it is inserted into rigid body.

A caster angle adjustment device for a vehicle includes a variable lower arm connected to multiple points of a subframe via connection parts and connected to a steering knuckle at a single point via one of the connection pails, any one of the connection pails connected to the subframe being movably connected to the subframe to be changed in shape, and an actuator provided in the subframe and connected to the connection part movably connected to the subframe and configured to move a position of the connection part, so that a position of the steering knuckle is moved through the shape change of the variable lower arm to change a caster angle.

Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

An extension-retraction link includes: a stationary shaft having a tubular shape; a first universal joint that connects the stationary shaft to a vehicle body side member; a movable shaft that can slide with respect to the stationary shaft; a second universal joint that connects the movable shaft to a hub carrier; and an actuator that moves the movable shaft. The movable shaft includes: a first plane surface; a second plane surface making an angle with respect to the first plane surface; a third plane surface opposite the first plane surface; and a fourth plane surface opposite the second plane surface. The stationary shaft includes: first to fourth bushes in contact with the first to fourth plane surfaces, respectively; a first elastic member pressing the third bush to the third plane surface; and a second elastic member pressing the fourth bush to the fourth plane surface.

A tilting car frame comprising a lower center frame including a horizontal member, a first support member, a second support member, and first and second horizontal link members each having a vertical link. A rotation center axis support extends from a center of the horizontal member. A first variable length lever link is slidably connected to the first support member and is facing the rotation center axis support, and a second variable length lever link is slidably connected to an end of the second support member that is facing the rotation center axis support. A rotating member having first and second extension members is rotatably connected to the rotation center axis support, wherein the first extension member is hinged to an end of a first variable length link member, and the second extension member is hinged to an end of a second variable length link member.

A tensioning device for attachment to a vehicle suspension system reduces play at ends of a pan hard bar (track bar) of the vehicle suspension system, remedying instabilities that can occur in vehicle suspensions. The device can include a bracket clamped to the pan hard bar at a point between the ends of the pan hard bar, or may be otherwise mounted to a bracket formed on the pan hard bar in OEM installations. The other end of the device is secured to the frame or the axle of the vehicle, generally near an end of the pan hard bar. The device is pre-tensioned to apply force at the ends of the pan hard bar, and includes a damping plunger to also damp forces that vibrate the ends of the pan hard bar, further loosening attachments. The tension is field-adjustable and may be tuned for various applications.

A hydraulic anti-sway bar disconnect system for locking and unlocking movement of an anti-sway bar of a vehicle, the system including an actuable control valve for controlling the movement of a working fluid within the system, at least one cylinder and piston assembly connected to the anti-sway bar having a working fluid connection port at both ends of the cylinder, a working fluid reservoir in fluid connection with the working fluid connection ports on the at least one cylinder via the actuable control valve whereby the actuable control valve is operable to maintain the system in a locked condition whereby working fluid in the cylinder maintains the piston substantially in position and an unlocked condition in which the actuable control valve allows the working fluid in the cylinder to exit the cylinder giving the piston free travel in the cylinder.

An extension-retraction link includes: a stationary shaft having a tubular shape; a first universal joint that connects the stationary shaft to a vehicle body side member; a movable shaft that can slide with respect to the stationary shaft; a second universal joint that connects the movable shaft to a hub carrier; and an actuator that moves the movable shaft. The movable shaft includes: a first plane surface; a second plane surface making an angle with respect to the first plane surface; a third plane surface opposite the first plane surface; and a fourth plane surface opposite the second plane surface. The stationary shaft includes: first to fourth bushes in contact with the first to fourth plane surfaces, respectively; a first elastic member pressing the third bush to the third plane surface; and a second elastic member pressing the fourth bush to the fourth plane surface.

A universal joint includes: a housing; an arm, part of which is located inside the housing; an external bush that is located between an inner circumferential surface of the housing and the arm; an internal bush that is located on the opposite side of the external bush with the arm being interposed therebetween; and a supporting member that supports the internal bush. The arm includes: an arm convex surface that is a spherical convex surface; and an arm concave surface that is a spherical concave surface. The external bush includes a bush concave surface that is a spherical concave surface in contact with the arm convex surface. The internal bush includes a bush convex surface that is a spherical convex surface in contact with the arm concave surface.

The adjustable control arm includes a rod end having a first bushing, and an arm body having a second bushing. The rod end is connected to a sub-frame assembly of a vehicle through the first bushing. The arm body is connected to a knuckle of a wheel assembly of the vehicle through the second bushing. The control arm includes an adjuster for receiving the rod end. The control arm includes a ball configured on a bracket or a slider assembly. The ball remains disposed equidistance from the rod end and the arm body irrespective of the movement of the adjuster. The ball is operationally connected to a height sensor assembly of the vehicle, and the adjuster is adjusted to vary a particular suspension angle (Camber angle), length of the control arm without affecting the distance between the height sensor assembly of the vehicle and the ball on the control arm.