A wheel assembly includes a wheel having an axle, and a constant force mechanism coupled to the wheel. The constant force mechanism includes a horizontal support, a horizontal carriage associated with the horizontal support, a vertical support oriented perpendicular with respect to the horizontal support, a vertical carriage associated with the vertical support, and a rigid arm that is pivotally coupled with the horizontal carriage, the vertical carriage, and the axle. The rigid arm is coupled with the vertical carriage at a point intermediate where the rigid arm is coupled with the horizontal carriage and the axle. The horizontal carriage is capable of being urged along the horizontal support, and the vertical carriage is capable of being urged along the vertical support.

A suspension coil spring device may include a compression coil spring (10) that has a coating film, a rubber vibration isolator, and an adhesive layer that joins the compression coil spring and the rubber vibration isolator to each other. The adhesive layer is a cured product of a hot melt adhesive that melts at 80° C. to 100° C. A softening point of the hot melt adhesive is lower than a heat-resistant temperature of the coating film. The softening point of the hot melt adhesive is lower than a heat-resistant temperature of the rubber vibration isolator.

A spring assembly for a vehicle chassis may include a spring that features a coating, a spring support, and an intermediate layer. The intermediate layer can be arranged between the spring and the spring support. The intermediate layer may be at least materially connected to the spring, in particular to the coating on a side facing the spring. The intermediate layer lies entirely or partially against the spring support on a side facing away from the spring and is connected to the spring support by a connection other than a material connection.

A spring assembly for a vehicle chassis may include a spring that features a coating, a spring support, and an intermediate layer. The intermediate layer can be arranged between the spring and the spring support. The intermediate layer may be at least materially connected to the spring, in particular to the coating on a side facing the spring. The intermediate layer lies entirely or partially against the spring support on a side facing away from the spring and is connected to the spring support by a connection other than a material connection.

A shock absorber includes a cylinder, a spring, a receiving member, a sensor, and a coupling member. The sensor includes a coil portion, and a core portion. The coupling member is formed integrally with the core portion. A recessed portion is formed in one of the receiving member and the coupling member, a protruding portion facing the recessed portion is formed in the other one of the receiving member and the coupling member, and the receiving member and the coupling member are coupled to each other via the recessed portion and the protruding portion.

A shock absorber includes a cylinder, a spring, a receiving member, a sensor, and a coupling member. The sensor includes a coil portion, and a core portion. The coupling member is formed integrally with the core portion. A recessed portion is formed in one of the receiving member and the coupling member, a protruding portion facing the recessed portion is formed in the other one of the receiving member and the coupling member, and the receiving member and the coupling member are coupled to each other via the recessed portion and the protruding portion.

An anti-roll wheel suspension system for vehicles includes a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system further includes a centre part operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The centre part is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The centre part is movably arranged in a transverse direction. The centre part, when moving in the transverse direction upon activation from the first wheel and/or the second wheel, is configured for impacting the stiffness of the first suspension spring and/or the second suspension spring.

An anti-roll wheel suspension system for vehicles includes a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system further includes a centre part operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The centre part is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The centre part is movably arranged in a transverse direction. The centre part, when moving in the transverse direction upon activation from the first wheel and/or the second wheel, is configured for impacting the stiffness of the first suspension spring and/or the second suspension spring.

An adjustment assembly for compensating a length variation of a spring element for a vehicle is enabled. The adjustment assembly can comprise a first adjustment element having a primary abutment surface and a primary support surface. The adjustment assembly can comprise a second adjustment element having a secondary abutment surface and a secondary support surface. The first adjustment element and the second adjustment element can be arranged adjacent to one another along an axis such that the primary abutment surface and the secondary abutment surface contact each other. The primary abutment surface and the secondary abutment surface can extend circumferentially around the axis respectively and can be sloping, such that a distance between the primary support surface and the secondary support surface is adaptable by rotating the first adjustment element and the second adjustment element relative to one another.

An adjustment assembly for compensating a length variation of a spring element for a vehicle is enabled. The adjustment assembly can comprise a first adjustment element having a primary abutment surface and a primary support surface. The adjustment assembly can comprise a second adjustment element having a secondary abutment surface and a secondary support surface. The first adjustment element and the second adjustment element can be arranged adjacent to one another along an axis such that the primary abutment surface and the secondary abutment surface contact each other. The primary abutment surface and the secondary abutment surface can extend circumferentially around the axis respectively and can be sloping, such that a distance between the primary support surface and the secondary support surface is adaptable by rotating the first adjustment element and the second adjustment element relative to one another.