A vehicle suspension device, including: a carrier; a lower arm and an upper arm each of which is pivotally supported at one end portion thereof by a vehicle body, the other end portion of each of the lower arm and the upper arm being connected to the carrier; a rocking lever supported at one end portion thereof by the vehicle body so as to be rockable; a link one end portion of which is connected to the rocking lever and the other end portion of which is connected to one of the lower arm and the upper arm at a position between the one end portion and the other end portion of the one of the lower arm and the upper arm; and a shock absorber pivotally supported at one end portion thereof by the vehicle body, the other end portion thereof being connected to the rocking lever.

A steering system, in particular for use in commercial vehicles, having a base body and a retaining element, wherein the base body has a contact surface on the base body side and the retaining element has a contact surface on the retaining side, wherein the base body has a bearing area for a pivotable suspension at its first distal end, wherein the contact surface on the base body side is arranged at the end of the base body opposite the first distal end, wherein the retaining element has a fastening section for fastening a spring element, wherein the retaining element can be fixed or is fixed to the base body by means of an adhesive introduced between the contact surface on the base body side and the contact surface on the retaining side, and/or wherein an axle body with a contact surface on the axle side is provided, wherein the base body can be fixed or is fixed to the axle body by means of an adhesive introduced between the contact surface on the base body side and the contact surface on the axle side, wherein the retaining element can be fixed or is fixed to the axle body by means of an adhesive introduced between the contact surface on the axle side and the contact surface on the retaining side.

An independently driving wheel module includes: a base frame including an upper end fixed to a coupling surface of a vehicle body, and a rotation part coupled to the upper end of the base frame such that the rotation part is rotatable with respect to the upper end of the base frame; a connection link including a first end integrally coupled to the rotation part, and a second end having a shape extending downward from the first end of the connection link; a driving wheel disposed at a side of the second end of the connection link and coupled to the second end of the connection link; and a rotation plate including an upper and lower surfaces extending obliquely in misaligned directions, the rotation plate being interposed between the base frame and the vehicle body so as to be rotatable with respect to the base frame or the vehicle body.

A suspension system configured to sit substantially within the profile of a vehicle platform such that none of the elements extend substantially above the plane of the vehicle platform. The suspension system may utilize an adaptable transverse leaf spring in combination with other suspension elements, to allow the vehicle platform to maintain a generally flat profile and accommodate a variety of different body like structures while maintaining the desired roll and ride stability stiffness.

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.

The invention relates to an axle support for a multi-track motor vehicle, having a first side member, a second side member, and at least one cross member connecting the first side member and the second side member to one another, wherein at least one control arm is articulated at bearing points of the first side member and of the second side member to connect a wheel carrier for a wheel of the motor vehicle. In doing so, a provision is that each of the bearing points is arranged in a bearing connection area of the corresponding side member, in which the side member has less stiffness perpendicular to its longitudinal extension than away from the bearing connection area.

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.

Sensor component with a magnetic field sensor (2) for co-operating with at least one magnet (24, 26) and with a component structure (3), where the magnetic field sensor (2) is arranged on and/or in the component structure (3). In order to reduce the manufacturing cost and/or the assembly effort and/or to be able in a simple manner to position the magnetic field sensor (2) as close as possible to the at least one magnet (24, 26), the sensor component (1) is characterized in that the component structure (3) is in the form of a screw for producing a screw connection (15).

A connecting arrangement is provided between joining partners which are braced separably against each other in the chassis region of a vehicle, wherein the joining partners are braced against each other via their contact surfaces by at least one releasable fastening element. Hard particles are applied to the contact surface at least of one of the joining partners before the production of the connecting arrangement and therefore before the bracing mounting of the joining partners and of the fastening element. The hard particles at least partially project into the respectively other contact surface as a result of the bracing mounting. The hard particles are applied so as to be at least approximately abrasion-proof, for example by a blasting process.

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.