An off-road vehicle includes a frame; front and rear wheels; a front suspension assembly; a front torsion bar assembly, a rear suspension assembly and a rear torsion bar assembly. The front suspension assembly comprises a front lower rocker arm, a front upper rocker arm, and a front wheel shaft support assembly mounted between the front lower and the front upper rocker arms. The front torsion bar assembly is located above the front upper rocker arm, and is movably connected to the front upper rocker arm. The rear suspension assembly comprises a rear lower rocker arm, a rear upper rocker arm, a control arm assembly, and a rear wheel shaft support assembly mounted between the rear lower and rear upper rocker arms. The rear torsion bar assembly is located between the rear upper and lower rocker arms, and is movably connected to the rear upper rocker arm.

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.

A suspension includes a housing, a radius arm, a radius arm bush, and a shock absorber. Inclination angles θ1 and θ2 satisfy ΔF.Math.tan θ2>M.Math.tan θ1, in which: θ1 is an inclination angle at which a straight line coupling the center of the radius arm bush to the center of a rear wheel is inclined to a horizontal line, to lower toward the rear wheel, viewed from a side of the vehicle in a steady state; θ2 is an inclination angle at which an axis of expansion and shrink of the shock absorber is inclined to a vertical direction, to allow the shock absorber's upper end to more forward from the shock absorber's lower end; M is an unsprung mass of the suspension; and ΔF is an amount of increase in a vertical load on the rear wheel from the steady state during a shrinkwise stroke of the shock absorber.

A system for wheel alignment provides an indexable pair of washers in conjunction with a sleeve having non-concentric inner and outer surfaces that allow for adjustments to camber, toe, and thrust. The system can be retrofitted to existing axle systems using a sleeve that fits over the spindle of the axle. Rotation of the sleeve relative to the spindle provides for adjustment to wheel alignment. The indexable washers can be used to determine the precise amount of adjustment and fix the position of the sleeve once adjusted. The system can be implemented regardless of the circumferential position (i.e. azimuthal orientation) of a keyway or groove on the axle spindle that is typically used to lock the position of the axle nut.

A toe link support is disclosed. In a first aspect, the toe link aperture of a hub has been bored out to receive inner and outer spacers. The spacers have bolt holes through which a toe link bolt is inserted to secure a toe link to the hub. The bolt is secured by a nut. The spacers protect the hub from damage by the bolt, and vice versa, resulting from motion of the toe link. In a second aspect, the outer spacer is further configured to be inserted into the bolt hole of the toe link, further protecting the bolt from damage. A method of supporting a toe link is also disclosed.

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.

A method of operating a construction machine that includes a base, support arms each pivotally coupled to the base, and a plurality of wheel assemblies each coupled to the one of the support arms, the method including, in a transport mode of the construction machine, turning a wheel of each of the wheel assemblies, independently from a wheel of another of the wheel assemblies, to a toe out orientation. The method also includes driving each support arm to a deployed condition of the support arm in an operational mode of the construction machine. Driving each support arm to the deployed condition causes the distal ends of each of the support arms to move away from one another and outwardly from the base. The method also includes locking each support arm in the deployed condition and controlling steering of each wheel in the operational mode of the construction machine.

A steering system for a wheel of a vehicle comprises a pivot member having multiple pivot-node locations, and connectable at a first pivot-node location to a sub-frame of the wheel, a steering rod actuatable to rotate the wheel about a steering axis and mechanically coupled with the pivot member to be co-pivotable with the pivot member, and a suspension-connector rod having a first end that is connected to the pivot member at a second pivot-node location, and having at a second end that is connectable to a suspension arm linking the wheel of the vehicle to the sub-frame. When the steering system is installed in the vehicle, a lateral force acting upon the wheel is transmitted via the steering rod to the pivot member so as to rotate the pivot member, and the rotation is effective to transmit a substantially-vertical force vector to the sub-frame.

An axle arrangement is provided having a wheel carrier with fastening arms. By placement of an assembly opening in the fastening arm in a motor vehicle transverse direction (Y), it is possible to fix the track width with the use of identical parts.

A spindle sleeve and washer for adjusting the camber, toe, or thrust angle of a vehicle wheel to a desired predetermined angle which allows for use of existing hub and spindle assembly without permanent modification to the vehicle.