The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road.

A vehicle suspension damper is described. The vehicle suspension damper includes: a pilot valve assembly; a primary valve; and an adjuster, wherein the pilot valve assembly meters fluid to the primary valve, and the adjuster moves the primary valve.

A vehicle suspension management via an IVI system is disclosed. The system includes an in-vehicle infotainment (IVI) system and a vehicle suspension system communicatively coupled with the IVI system. The vehicle suspension system includes at least one active shock assembly. A suspension control application on the IVI system, the suspension control application to cause the IVI system to send a signal to the at least one active shock assembly, the signal used to modify a damping characteristic of the at least one active shock assembly.

A vehicle suspension management via an IVI system is disclosed. The system includes an in-vehicle infotainment (IVI) system and a vehicle suspension system communicatively coupled with the IVI system. The vehicle suspension system includes at least one active shock assembly. A suspension control application on the IVI system, the suspension control application to cause the IVI system to send a signal to the at least one active shock assembly, the signal used to modify a damping characteristic of the at least one active shock assembly.

An apparatus for a vehicle is provided that has an axle with an axis. A spindle sleeve with a spindle sleeve inner surface axis coaxial with the axis of the axle is present, along with a spindle sleeve outer surface axis that is not coaxial with the axis of the axle. The spindle sleeve has an inner surface and an outer surface. A sleeve washer is present along with a bearing that has an inner race, an outer race, and a roller. The inner race has an inner surface and a front surface in which the front surface is located forward of the inner surface in a lateral direction. The inner race has a curved surface that extends from the front surface to the inner surface, and the sleeve washer engages the front surface. The apparatus also includes a retainer that engages the spindle sleeve and the curved surface.

A suspension system for a rear axle of a vehicle provided with a frame equipped with at least two side members, the suspension system connecting the axle to said side members and comprising a left side and a right side, each comprising an axle-holder assembly, a bellows, a leaf spring, first and second bars, and a torsion bar interposed between said left and right sides. The aforementioned elements of the suspension system being arranged to provide a functional layout having reduced costs and overall dimensions.

A modular electronic damping control system is described and includes a damping component located at a vehicle suspension location. The modular electronic damping control system also includes a control system configured to control the damping component, and determine the type of damping component present. Also, the control system is configured to automatically tune a vehicle's suspension based on the type of damping component present, and automatically monitor the damping component and determine when a change has been made to the damping component so that the control system can then automatically re-tune the vehicle's suspension based on the change to the damping component.

An apparatus for a vehicle is provided that has a spindle sleeve (12) with a spindle sleeve inner surface axis (14) that is coaxial with the axis of an axle (16). The spindle sleeve (12) has a spindle sleeve outer surface axis (20) that is oriented at an angle to the axis of the axle. A hub (28) is present that has a hub axis (30) that is coaxial with the spindle sleeve outer surface axis (20). A rotor (32) is coaxial with the hub axis (30) and brake calipers (34) are carried by the axle. A brake caliper positional correction device (36) is present and is carried by the axle (16) and has a correction surface (38) that carries the brake calipers (34). The correction surface (38) orients the brake calipers (34) such that the brake calipers (34) are properly positioned with respect to the rotor (32).

Techniques regarding a vehicle suspension assembly are provided herein. For example, one or more embodiments described herein can regard an apparatus that can comprise a locking plate that can be located between a first spring and a second spring in a first direction. Also, the locking plate can comprise a locking pin. Moreover, the apparatus can comprise a locking sleeve that can surround the first spring and the locking plate. The locking sleeve can comprise a first channel that traverses the locking sleeve in the first direction. The locking sleeve can further comprise a second channel that is connected to the first channel and traverses the locking sleeve in a second direction.

A motor-vehicle wheel support unit includes a first base body provided with attachments for connection to arms of a motor-vehicle suspension, and a second body for rotatably supporting a wheel hub, which is separate with respect to the first base body and is secured to the first base body in one of two different selectable mounting positions, which correspond to two different vertical positions, with reference to a condition of use, of an axis of the wheel hub with respect to the first base body. In this manner, a height of the vehicle from the ground can be modified by simply mounting said second body on the first body in one or the other of the two mounting positions. In each of the two mounting positions, the second body is rotated by 180° around an axis parallel to the wheel hub axis with respect to the other mounting position.