The invention relates to a device for adjusting the height of a vehicle body, having two components, which can be moved longitudinally relative to each other, and a movement thread, which is arranged between these components. The movement thread includes a partial thread which is designed as a spindle paired with a first component and a partial thread which is designed as a spindle nut paired with the other component. The partial threads are designed to be axially movable relative to each other by a rotational drive. The device also includes a locking device which bridges the movement thread in at least three longitudinal positions and which comprises an axially fixed locking ring that is arranged on the spindle in a rotatable manner and has locking cams distributed over the circumference and a shifting gate that is rigidly connected to the spindle nut in an axial manner, receives the locking cams, and includes locking stops, which are arranged at end positions of the at least three longitudinal positions and are distributed over the circumference, and switching ramps, which lie axially opposite the locking stops, are provided with slopes that decrease in the circumferential direction, and are arranged over the circumference. A movement of the locking cams towards the locking stops and towards the switching ramps in the shifting gate is provided by an axial movement of the spindle relative to the spindle nut, this displacement depending on a rotational direction of the rotational drive, and a selection of the locking stops is carried out by rotating the locking ring by the rotated locking cams resting against switching stops provided between the switching ramps. In order to shorten the switching paths and the switching times of the locking device, at least one switching ramp arranged between two locking stops is expanded relative to the remaining switching ramps in a direction of the locking stops.

A vehicle lower section structure includes: a pair of rear side-members that is disposed in a vehicle lower section so as to be separated from each other in a vehicle width direction, and that are extending in a vehicle front-rear direction; a first cross-member extending in the vehicle width direction, to which the rear side-members joined; a second cross-member extending in the vehicle width direction at the rear of the first cross-member in the vehicle front-rear direction, to which the rear side-members joined; and a battery that is housed in a housing section surrounded by the rear side-members, the first cross-member, and the second cross-member, at least part of the battery overlapping with the rear side-members when viewed along the vehicle width direction, and at least part of the battery overlapping with the first cross-member and the second cross-member when viewed along the vehicle front-rear direction.

A wheel suspension for the rear axle of a vehicle has a wheel carrier for fastening a rear wheel. A link system including at least two links is fastened on the wheel carrier to enable fastening on a vehicle body of the vehicle. The wheel carrier has a link portion for direct or indirect mounting on the vehicle body of the vehicle.

A combined spring compensation suspension device for a vehicle includes a free spring, a compensation spring, a compensation spring pre-tightening device, a vibration isolation block, a light damping shock absorber and a guide mechanism. The compensation spring pre-tightening device is installed at an upper end of the compensation spring. The guide mechanism is used to connect a wheel with a vehicle body. An elastic element on the suspension device of the vehicle is composed of the free spring and the compensation spring. A suspension load has a compensation interval nearby a static deflection stroke of a suspension. When the suspension load is changed in the compensation interval, the stroke is not changed or is slightly changed. Only when the suspension load exceeds the compensation interval, the suspension stroke can be changed. Controllability and comfort of the vehicle adopting the design can be simultaneously improved.

A motion control system includes an absorber fixed relative to an axis, a spring fixed relative to the axis, and a mass coupled to the absorber and the spring and configured to move relative to the axis. The spring is configured to bias the mass toward a neutral position and with the absorber configured to dampen movement of the mass. The mass includes an internal surface and an external surface spaced from the internal surface. The external surface extends between a first end and a second end, with the first end closer to the axis than the second end. At least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis.

A shock absorber according to the present embodiment includes a shock absorber main body having a cylindrical outer shell and a rod movably inserted into the outer shell, and a knuckle bracket attached to an outer periphery of a lower end of the outer shell, in which the knuckle bracket is formed by bending a single metal plate as a base material and includes a pair of clamping pieces that are curved along the outer periphery of the outer shell and clamp the outer shell, a pair of attachment pieces that extend in a radial direction of the outer shell from ends in a circumferential direction of the respective clamping pieces and face each other, a connecting piece that connects ends of the attachment pieces, and a pair of notches that cut off the three-plane intersection point where the clamping pieces, the attachment pieces, and the connecting piece intersect.

The enclosed disclosure relates to a configuration of an electric vehicle. The embodiments described within provide improvements in the way of packaging associated batteries, motors, transmissions, controllers, and associated components. In the described embodiment enclosed, a vehicle comprises a frame supported by a plurality of ground engaging members, and the frame is configured to support a plurality of seats. The vehicle includes a powertrain comprising a battery supported by the frame and the battery is under at least partially under at least one of the seats. The powertrain also includes a motor supported by the frame and a propeller shaft extends from a position rearward of the battery to a position forward of the battery. The propeller shaft extends along a portion of the vehicle centerline, and when viewed from a side perspective view, the propeller shaft laterally overlaps at least a portion of the battery.

The invention relates to a device for adjusting the height of a vehicle body, having two components, which can be moved longitudinally relative to each other, and a movement thread, which is arranged between these components. The movement thread includes a partial thread which is designed as a spindle paired with a first component and a partial thread which is designed as a spindle nut paired with the other component. The partial threads are designed to be axially movable relative to each other by a rotational drive. The device also includes a locking device which bridges the movement thread in at least three longitudinal positions and which comprises an axially fixed locking ring that is arranged on the spindle in a rotatable manner and has locking cams distributed over the circumference and a shifting gate that is rigidly connected to the spindle nut in an axial manner, receives the locking cams, and includes locking stops, which are arranged at end positions of the at least three longitudinal positions and are distributed over the circumference, and switching ramps, which lie axially opposite the locking stops, are provided with slopes that decrease in the circumferential direction, and are arranged over the circumference. A movement of the locking cams towards the locking stops and towards the switching ramps in the shifting gate is provided by an axial movement of the spindle relative to the spindle nut, this displacement depending on a rotational direction of the rotational drive, and a selection of the locking stops is carried out by rotating the locking ring by the rotated locking cams resting against switching stops provided between the switching ramps. In order to shorten the switching paths and the switching times of the locking device, at least one switching ramp arranged between two locking stops is expanded relative to the remaining switching ramps in a direction of the locking stops.

Provided are a shock absorber and a bracket which are improved in attachment rigidity. A cylindrical portion is shaped by press-forming first and second holes in sheet material (flat plate) and then curving the sheet material into a tube, in which a bridge portion is formed between the first and second holes. The bracket is thus improved to have higher formability as compared to conventional brackets which are not provided with a bridge portion. This improves the accuracy (cylindricity, in particular) of the cylindrical portion. It is then possible to improve the shock absorber in attachment rigidity against a lateral force to the anteroposterior direction of a vehicle in a situation where the bracket is used to attach the shock absorber to the knuckle.

A shock absorber device for a vehicle, the shock absorber device comprising a shock absorber and a lifting device, the lifting device being configured to adjust a length of the shock absorber along the axis between a second length and the first length, the second length being less than the first length, wherein the lifting device has a released configuration wherein the lifting device allows the first part and the second part to axially move with regard to each other along the axis and an engaged configuration wherein the lifting device axially couples the first part and the second part together.