Provided is a semi-trailing suspension device including: a trailing arm that is coupled to a vehicle body in a turnable manner; a trailing bush that is provided between the vehicle body and the trailing arm and pivotally supports the trailing arm in a turnable manner; a lower arm that is coupled to the vehicle body in a turnable manner; a lower arm bush that is provided between the vehicle body and the lower arm and pivotally supports the lower arm in a turnable manner; and a hinge mechanism that couples the trailing arm and the lower arm to each other in a relatively displaceable manner.

An apparatus and methods are provided for a modular front drivetrain comprising a single assembly that may be installed onto and removed from a vehicle. The modular front drivetrain comprises a modular chassis supporting a transaxle, a front differential, and a steering gear for operating front wheels of the vehicle. The transaxle, the front differential and drive axles convey torque from an engine onboard the vehicle to the front wheels. A spindle assembly is coupled with each front wheel of the vehicle and pivotally joined with the modular chassis by way of a front suspension system. Steering rods coupled with the spindle assemblies horizontally rotate the front wheels according to operation of a steering wheel onboard the vehicle. The modular front drivetrain advantageously facilitates replacing an entire drivetrain and suspension assembly quickly and easily in the event of a part failure during racing applications.

An apparatus and methods are provided for a modular front drivetrain comprising a single assembly that may be installed onto and removed from a vehicle. The modular front drivetrain comprises a modular chassis supporting a transaxle, a front differential, and a steering gear for operating front wheels of the vehicle. The transaxle, the front differential and drive axles convey torque from an engine onboard the vehicle to the front wheels. A spindle assembly is coupled with each front wheel of the vehicle and pivotally joined with the modular chassis by way of a front suspension system. Steering rods coupled with the spindle assemblies horizontally rotate the front wheels according to operation of a steering wheel onboard the vehicle. The modular front drivetrain advantageously facilitates replacing an entire drivetrain and suspension assembly quickly and easily in the event of a part failure during racing applications.

A non-linear stiffness actuator for a suspension corner employed in a vehicle includes an actuator housing and an actuator shaft configured to transmit an actuator force to the road wheel. The actuator also includes a primary elastic member assembly arranged between the actuator housing and the actuator shaft and configured to exert a primary elastic member force along the actuator shaft. The actuator additionally includes a secondary elastic member assembly configured to exert a variable secondary elastic member force acting between the actuator housing and the actuator shaft. The variable secondary elastic member force is configured to selectively contribute to and subtract from the primary elastic member force to thereby facilitate the non-linear stiffness of the actuator. A vehicle having such a non-linear stiffness actuator is also provided.

A non-linear stiffness actuator for a suspension corner employed in a vehicle includes an actuator housing and an actuator shaft configured to transmit an actuator force to the road wheel. The actuator also includes a primary elastic member assembly arranged between the actuator housing and the actuator shaft and configured to exert a primary elastic member force along the actuator shaft. The actuator additionally includes a secondary elastic member assembly configured to exert a variable secondary elastic member force acting between the actuator housing and the actuator shaft. The variable secondary elastic member force is configured to selectively contribute to and subtract from the primary elastic member force to thereby facilitate the non-linear stiffness of the actuator. A vehicle having such a non-linear stiffness actuator is also provided.

An inerter device for a wheel suspension of a vehicle, having an inerter mass and a mechanical inerter drive which is operatively connected to the inerter mass via a coupling device. The coupling device has a control disk connected to the inerter mass and a contour disk connected to the inerter drive. The control disk and contour disk are frictionally in contact with each other via coupling surfaces. The inerter mass is reversibly movable relative to the inerter drive from an operating position into a securing position. The control disk has a contact element which, during the movement of the inerter mass into the securing position, interacts with a mating contact element of the contour disk and therefore reversibly moves the control disk from a coupling position relative to the contour disk into a release position in which the coupling surfaces are separated.

An inerter device for a wheel suspension of a vehicle, having an inerter mass and a mechanical inerter drive which is operatively connected to the inerter mass via a coupling device. The coupling device has a control disk connected to the inerter mass and a contour disk connected to the inerter drive. The control disk and contour disk are frictionally in contact with each other via coupling surfaces. The inerter mass is reversibly movable relative to the inerter drive from an operating position into a securing position. The control disk has a contact element which, during the movement of the inerter mass into the securing position, interacts with a mating contact element of the contour disk and therefore reversibly moves the control disk from a coupling position relative to the contour disk into a release position in which the coupling surfaces are separated.

An axle device for the connection of a wheel to the body of a vehicle, having a wheel carrier for the fastening of the wheel, a first link and a second link for force-transmitting connection to the body, which links are both connected to the wheel carrier, furthermore having a supporting link with a carrier portion, which is connected to the wheel carrier, and with a body portion for force-transmitting connection to the body. The supporting link has a spring portion or supporting a spring unit and a damper portion for supporting a damper unit, which spring portion and damper portion are spaced apart from each other in the direction of travel of the body. The body portion has a torsion support portion with fastening freedom in the direction of travel and in the transverse direction of the body and with fastening stiffness in the vertical direction of the body.

A vehicle structure for a two-track vehicle provided with an auxiliary frame for a vehicle axle, in particular a rear axle, which is provided with a wheel suspension on the articulation points for wheel link on the superstructure side, which are connected to articulation points on the wheel carrier side, connected to a wheel carrier carrying a vehicle wheel, and which is equipped with a spring and/or damper unit, which is supported between a vehicle superstructure and the wheel suspension, wherein the wheel frame is connected to at least one auxiliary frame bearing in a manner that is decoupled from oscillations at the vehicle superstructure, and wherein the wheel and/or damping unit is equipped with a rotational damper. According to the invention, the auxiliary frame bearing is provided with a connection point at which is connected the rotational damper.

A vehicle structure for a two-track vehicle provided with an auxiliary frame for a vehicle axle, in particular a rear axle, which is provided with a wheel suspension on the articulation points for wheel link on the superstructure side, which are connected to articulation points on the wheel carrier side, connected to a wheel carrier carrying a vehicle wheel, and which is equipped with a spring and/or damper unit, which is supported between a vehicle superstructure and the wheel suspension, wherein the wheel frame is connected to at least one auxiliary frame bearing in a manner that is decoupled from oscillations at the vehicle superstructure, and wherein the wheel and/or damping unit is equipped with a rotational damper. According to the invention, the auxiliary frame bearing is provided with a connection point at which is connected the rotational damper.