A wheel alignment mechanism having a control arm connector, which is adapted for connection to a vehicle suspension control arm positioned between a vehicle chassis and a vehicle wheel, and which has an elongate portion; an inner support frame having a first surface and a second surface on a side of the inner support frame opposing the first surface, the elongate portion of the control arm connector positioned against the first surface at a select one of a first set of plural mounting locations on the first surface, with the first set of plural mounting locations being disposed in a first direction; and an outer support frame adapted to receive a wheel mounting, the connector having a third surface, the second surface of the inner support frame being positioned against the third surface at a select one of a second set of plural mounting locations on the third surface, and with the second set of plural mounting locations being disposed in a second direction approximately perpendicular to the first direction. Means are provided for securing the control arm connector to the inner support frame and the inner support frame to the outer support frame.

A suspension limiter includes a diaphragm element configured to be placed in operable communication with a suspension such that a rate of increase in load per unit travel of compression of the suspension is reduced near a full travel of the suspension than would exist for the suspension if the diaphragm element were not present, the diaphragm element arranged to deform only elastically through the full travel of the suspension. Suspension arrangements and methods of loading suspension arrangements are also described.

A suspension limiter includes a diaphragm element configured to be placed in operable communication with a suspension such that a rate of increase in load per unit travel of compression of the suspension is reduced near a full travel of the suspension than would exist for the suspension if the diaphragm element were not present, the diaphragm element arranged to deform only elastically through the full travel of the suspension. Suspension arrangements and methods of loading suspension arrangements are also described.

A suspension system for use between a frame and a beam axle includes a ride-height adjustment mechanism connectable between the frame and the beam axle. The adjustment mechanism includes an upper spring seat configured to mount to the frame and a lower spring seat configured to mount to the beam axle. A spring is interposed between the upper and lower spring seats. An electromechanical actuator arrangement is configured to move the upper spring seat relative to the frame or the lower spring seat relative to the beam axle so that a distance between the frame and the beam axle can be increased or decreased.

A suspension apparatus supports a wheel of a vehicle which includes an in-wheel motor held by a carrier. A motor rotation axis of an output shaft of the in-wheel motor is located at a position identical in an up and down direction to or above a wheel rotation axis of the wheel. The suspension apparatus includes suspension arms coupled to the carrier holding the in-wheel motor. The suspension arms include first suspension arms each extending substantially in a widthwise direction of the vehicle. Each of the first suspension arms is coupled to a corresponding one of portions of the carrier which are located below the motor rotation axis. A first upper arm of the first suspension arms is coupled to a portion of the carrier which is located on an inner side of the in-wheel motor in the vehicle.

A vehicle suspension having a first load-bearing component assembly and a second load-bearing component assembly. The first and second load bearing component assemblies are adapted to be transversely positioned across from each other on a vehicle chassis. Each load-bearing component assembly comprises a wheel hub, an upper control arm having an apex portion and a base portion, and a lower control arm having an apex portion and a base portion, and each wheel hub is supported between the apex portions of the upper control arm and the lower control arm of the respective load-bearing component assemblies. The base portion of each of the upper and lower control arms of the respective load-bearing component assemblies is adapted to be pivotally secured to a vehicle chassis to permit upward and downward vertical movement of each wheel hub, relative to a rest state, in response to load variations. A directionally-dependent heave spring assembly is adapted to be transversely secured to a vehicle chassis, the heave spring assembly is coupled to the first load-bearing component assembly and to the second load-bearing component assembly and exhibits resiliency in opposition to upward vertical movement of both wheel hub assemblies relative to their rest states, and exhibits substantially no resiliency in opposition to downward vertical movement of both wheel assemblies relative to their rest states.

A wheel alignment mechanism having a control arm connector, which is adapted for connection to a vehicle suspension control arm positioned between a vehicle chassis and a vehicle wheel, and which has an elongate portion; an inner support frame having a first surface and a second surface on a side of the inner support frame opposing the first surface, the elongate portion of the control arm connector positioned against the first surface at a select one of a first set of plural mounting locations on the first surface, with the first set of plural mounting locations being disposed in a first direction; and an outer support frame adapted to receive a wheel mounting, the connector having a third surface, the second surface of the inner support frame being positioned against the third surface at a select one of a second set of plural mounting locations on the third surface, and with the second set of plural mounting locations being disposed in a second direction approximately perpendicular to the first direction. Means are provided for securing the control arm connector to the inner support frame and the inner support frame to the outer support frame.

A suspension limiter includes a diaphragm element configured to be placed in operable communication with a suspension such that a rate of increase in load per unit travel of compression of the suspension is reduced near a full travel of the suspension than would exist for the suspension if the diaphragm element were not present, the diaphragm element arranged to deform only elastically through the full travel of the suspension. Suspension arrangements and methods of loading suspension arrangements are also described.

A longitudinal leaf spring device for suspending a motor vehicle body or chassis on a vehicle axle thereof. Leaf spring device including an elongated leaf spring unit, a coupling device connecting the leaf spring unit to the vehicle axle, and suspension unit arranged in a substantially vertical direction between a chassis and the axle. The suspension unit including suspension elements providing a spring-back force in the vertical direction and producing an active connection between the chassis and the axle when the distance between the chassis and axle exceeds a predetermined first deflection depth.

A vehicle wheel suspension including a spring unit suspending a vehicle wheel on a vehicle body. The spring unit including a leaf spring portion extending along a Y-axis. The spring unit including a wheel carrier portion receiving a vehicle wheel. The wheel carrier portion at an end or outboard side of the leaf spring portion. The wheel carrier portion extending transversely to the leaf spring portion.