An apparatus and methods are provided for a portal spindle assembly for a vehicle front suspension. The portal spindle assembly comprises a spindle portion that is rotatably coupled with upper and lower connecting arms. A leading-edge portion is rotatably coupled with a steering rod-end joint, such that moving the steering rod-end joint rotates the spindle assembly with respect to the upper and lower connecting arms. An inboard case and an outboard case support a pinion gear assembly that is meshed with an output gear assembly for communicating torque from a constant velocity joint to a front wheel coupled to the output gear assembly. The pinion gear assembly is aligned along a pinion axis disposed at an angle with respect to a hub axis of the output gear assembly. The angle facilitates a suspension geometry that provides a camber change of the front wheel that eliminates a change in track width.

A caster device includes a caster wheel configured to rotate around a horizontal rotation axis; and a case configured to expose a lower surface of the caster wheel, cover the caster wheel and have an inclined surface from a top of the horizontal rotation axis toward a bottom of the horizontal rotation axis.

A caster device includes a caster wheel configured to rotate around a horizontal rotation axis; and a case configured to expose a lower surface of the caster wheel, cover the caster wheel and have an inclined surface from a top of the horizontal rotation axis toward a bottom of the horizontal rotation axis.

A stabilizer assembly for a two-track vehicle comprises: a first and a second stabilizer section; a spring element between the stabilizer sections; a hydraulic actuator having an actuator outer part and an actuator inner part, each of which is non-rotatably connected to one of the stabilizer sections, and an intermediate element connected to the actuator outer part and actuator inner part respectively via outer and inner engagement means, wherein one of the engagement means has a pitch component in the axial direction and the other runs parallel to the longitudinal axis, so that a relative rotational movement of the actuator parts is converted into an axial movement of the intermediate element, wherein the intermediate element pressurises a first and second hydraulic chamber respectively; the hydraulic chambers being hydraulically connected to one another with interposition of a control element.

A suspension actuator assembly includes a first actuator and a second actuator. The first actuator selectively applies a first force between an unsprung mass and a sprung mass of a vehicle to control movement therebetween. The second actuator selectively applies a second force between the unsprung mass and a reaction mass to damp movement of the unsprung mass. The second actuator is coupled to the first actuator to form the suspension actuator assembly as a singular unit.

A roll stabilizer in the form of a stabilizer bar which has a connecting portion at each end. The connecting portion is configured such that at least two bores are arranged on a circle arc. The center point of the circle arc constitutes the upper pivot point of the connecting element.

In some examples, a vehicle suspension for supporting, at least in part, a sprung mass, includes a damper connected to the sprung mass, the damper including a movable piston. The vehicle suspension further includes an actuator and a controller. The controller may be configured to determine a frequency of motion associated with the sprung mass. When the frequency of motion is below a first frequency threshold, the controller may send a control signal to cause the actuator to apply a deceleration force to the sprung mass. Further, when the frequency of motion associated with the sprung mass exceeds the first frequency threshold, the controller may send a control signal to cause the actuator to apply a compensatory force to the sprung mass. For instance, a magnitude of the compensatory force may be based on a friction force determined for the damper.

A wheel suspension for a motor vehicle having a body and at least one wheel and supportable via the wheel on a roadway, having at least one spring element having a progressive spring characteristic curve, via which the wheel is supportable in a spring-loaded manner on the body, wherein a vertical adjustment device is provided, by which the body is vertically adjustable, while a change of the spring rate of the spring element does not occur.

A system includes an inspection robot, comprising a plurality of wheels that engage an inspection surface; a plurality of sensors positioned to interrogate the inspection surface; and wherein the plurality of wheels each comprise a first magnetic hub coupled to a second magnetic hub, and wherein the plurality of wheels further define a channel between the magnetic hubs.

A system includes an inspection robot having a plurality of input sensors comprising a plurality of magnetic induction sensors and configured to provide inspection data of an inspection surface, wherein the inspection data comprises electromagnetic (EM) induction data, and wherein the plurality of input sensors are distributed horizontally relative to the inspection surface; wherein at least a portion of the inspection surface comprises a ferrous substrate having a non-ferrous coating thereupon; a controller, comprising: an EM data circuit structured to interpret the EM induction data, and to determine a substrate distance value in response to the EM induction data; and a thickness processing circuit structured to determine a thickness value in response to the EM induction data, the thickness value comprising a thickness of the non-ferrous coating.