Disclosed is a motor vehicle twin-tube damper comprising: a tube filled with a working liquid, a piston assembly disposed slidably inside the tube divides the tube into a rebound chamber and a compression chamber. A compensation chamber is located outside of the tube. A base valve assembly including a rebound valve assembly and a compression valve assembly controls the flow of the working liquid between the compensation chamber and the compression chamber. The rebound valve assembly includes a number of rebound flow channels covered by a main deflective disc. To suppress vibrations generated by the deflective disc due to pressure fluctuations occurring during rapid changes of the damper stroke direction, the rebound valve assembly includes an additional deflective disc disposed over the main deflective disc and separated from it by an annular gap with a thickness (G) that is less than the thickness of the main deflective disc.

A machine includes a frame, a suspension system mounted to the frame and including a plurality of struts, and a payload distribution monitoring system supported by the frame. The payload distribution monitoring system includes pressure sensors respectively arranged with the struts, a computer-readable medium bearing a payload distribution monitoring program, a controller, and an interface device. The controller is in operable communication with the pressure sensors to receive their signals and configured to execute the payload distribution monitoring program. The interface device is in operable communication with the controller and configured to display the payload distribution monitoring program's graphical user interface. The payload distribution monitoring program is configured to monitor the strut pressure signals for an unbalanced loading condition that occurs when a relative strut pressure differential, which is computed using the strut pressure signals from the pressure sensors, exceeds a differential limit.

An apparatus for manipulating a vehicle part. Some embodiments may comprise a first strut comprising a shaft, a second strut comprising a spindle, and a support coupled to the shaft and to the spindle. A mounting beam may be coupled to the support beam. A first mount may be coupled to a first portion of the mounting beam, and a second mount may be coupled to a second portion of the mounting beam. A third mount may be coupled to the support beam. An actuator may be coupled to the shaft and configured to rotate the shaft so that the support beam rotates around the spindle, thereby rotating a vehicle part coupled to the first mount, the second mount, and the third mount.

A wheel suspension for a wheel of an axle of a motor vehicle, including a pivot bearing supporting the wheel, which is articulated in an upper link level via at least one link on the motor vehicle body. The pivot bearing includes a pivot bearing arm on which the link is mounted by a ball joint having a ball pin, the ball pin is aligned extending in the vertical direction of the vehicle and the ball of the ball pin is received in a receptacle on the link side and the shaft of the ball pin is received in a receptacle on the pivot bearing arm side. The receptacle on the pivot bearing arm side is formed as a longitudinally slotted clamping hole.

A motor-vehicle wheel suspension includes a lower oscillating arm, a damper unit, an upper oscillating rod and a vertical articulated rod. The suspension includes a toe control oscillating rod having an inner end pivotally connected to a supporting structure and an outer end pivotally connected to a wheel support. An articulation of the outer end of the toe control rod to the wheel support and the upper end of the vertical rod includes an articulation axle connected to the vertical rod. An eccentric cylindrical member is rotatably mounted on the articulation axle within a cylindrical cavity in the support and has an axis eccentric relative to the articulation axle. The articulation axle is connected to an adjustment ring, whose rotation determines a variation in the position of the wheel support and a resulting variation of the wheel toe angle.

An in-corner modular electric wheel system integrating adjustable king pin and king pin type steering unit includes a wheel assembly, a steering system, a king pin inclination adjusting system and a suspension system. The wheel assembly is configured to support a load of a vehicle, transmit a driving torque and determine a toe angle and a camber angle. The steering system is a king pin type steering system, and is configured for an omni-directional independent wheel steering. The king pin inclination adjusting system is sleeved on the king pin, and is configured to adjust an inclination of the king pin without changing the camber angle. The suspension system has an unequal-length double-wishbone suspension structure, and is provided with a coil spring and a shock absorber to mitigate road impacts and improve ride comfort.

A motor-vehicle wheel suspension includes a lower oscillating arm, a damper unit, an upper oscillating rod and a vertical articulated rod. The suspension includes a toe control oscillating rod having an inner end pivotally connected to a supporting structure and an outer end pivotally connected to a wheel support. An articulation of the outer end of the toe control rod to the wheel support and the upper end of the vertical rod includes an articulation axle connected to the vertical rod. An eccentric cylindrical member is rotatably mounted on the articulation axle within a cylindrical cavity in the support and has an axis eccentric relative to the articulation axle. The articulation axle is connected to an adjustment ring, whose rotation determines a variation in the position of the wheel support and a resulting variation of the wheel toe angle.

A suspension knuckle includes an upper member including a first end and a second end. The upper member includes a first opening at the second end and a second opening arranged between the first end and the second end. A lower member includes a first end portion and a second end portion. The lower member includes a first passage arranged at the second end portion and a second passage arranged between the first end portion and the second end portion. A first fastener connects the upper member and the lower member and passes through the first passage and the second opening. The first fastener defines a pivot point of the suspension knuckle. A second fastener passes through the second passage and the first opening. The second fastener connects the upper member and the lower member and establishes an amount of pivot of the upper member relative to the lower member.

An apparatus for manipulating a vehicle part. Some embodiments may comprise a first strut comprising a shaft, a second strut comprising a spindle, and a support coupled to the shaft and to the spindle. A mounting beam may be coupled to the support beam. A first mount may be coupled to a first portion of the mounting beam, and a second mount may be coupled to a second portion of the mounting beam. A third mount may be coupled to the support beam. An actuator may be coupled to the shaft and configured to rotate the shaft so that the support beam rotates around the spindle, thereby rotating a vehicle part coupled to the first mount, the second mount, and the third mount.

Disclosed is a corner module apparatus for a vehicle. The corner module includes a knuckle coupled to a wheel bearing rotatably supporting a wheel, a drive motor, configured to generate a drive power, spaced a distance away from the wheel, a transfer shaft, disposed between the wheel and the drive motor, configured to transfer the drive power generated from the drive motor, a suspension connected to the knuckle and configured to absorb shock transferred from a road surface, and a steering system configured to support the drive motor and the suspension and to adjust a steering wheel of the wheel.