A front suspension structure of a vehicle where an appropriate locus of a front wheel when going over undulating ground, an arm span, and an arm length can be secured. Left and right first arms are rotatable about a rotation axis extending forward and obliquely toward a center in a left-right direction in a plan view and passing through two proximal parts. A frame front section has left and right front coupling parts to which proximal parts of front rods of left and right upper arms are coupled respectively. A distance between the left and right front coupling parts is smaller than a width in a left-right direction of a housing of a differential gear.

A chassis component for a wheel suspension, having a strut arrangement with at least one strut which has a profile with an open cross-section. The at least one strut has a profile base and two wall sections which extend away from the base. An end of the strut has an articulation point that receives a first joint component having a spherical joint body and a second joint component which holds the joint body so as to rotate and/or pivot. A first joint accommodation aperture and a second joint accommodation aperture are arranged, in the area of the articulation point, opposite one another. The joint body is positioned via a circular-segment-shaped fastening element arranged on the joint body between the joint accommodation apertures. The joint accommodation apertures and the joint body positioned between them are integrated in a joint housing produced by overmolding, which forms the second joint component.

A joint (10) with first and second joint components (12, 26; 19) are movably connected to one another. The first joint component (12, 26) has a spherical joint body (14, 28) and the second joint component (19) rotatably and pivotably holds the joint body (14, 28). A sensor device, for determining the position of the first and second joint components (12, 26; 19) relative to one another, is arranged on the joint (10). The sensor device has at least one sensor element (21, 31) which can be integrated in a housing (18) that is produced by an assembly overmolding process. The joint housing (18) forms the second joint component (19) in which the joint body (14, 28) is directly supported.

A bearing bushing for a motor vehicle includes a sleeve, a bolt arranged inside the sleeve, and at least one elastomer element arranged radially between the sleeve and the bolt for supporting the bolt in the sleeve in a damping manner. The bolt has a ball element axially between two distal ends, wherein the ball element interacts with at least two movable ball socket elements in order to change the stiffness of the bearing bushing. This allows the bearing bushing can be switched between at least two stiffness levels.

Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio .sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller

Provided is an in-wheel motor drive device (21) including: a motor (28); a wheel bearing (53); and a speed reducer (38). The speed reducer (38) comprises: a speed reducer input shaft (S.sub.in) including an input gear (34); a speed reducer output shaft (S.sub.out) including an output gear (37); and an intermediate shaft (S.sub.m) including a small-diameter intermediate gear (36) and a large-diameter intermediate gear (35). The large-diameter intermediate gear (35) has a circumscribed circle which is superimposed with a pitch circle of a plurality of rolling elements (42) of the wheel bearing (53) when viewed from an axial direction.

A sub-frame arranged to be mounted on a chassis of a car and to have the rear wheels of the car mounted thereon is arranged to receive an electric drivetrain arranged to drive the car. The sub-frame includes a cage including bars arranged to form an upper perimeter and a lower perimeter and a plurality of struts extending between the upper and lower perimeters; a pair of rear wheel suspension mounts, each rear wheel suspension mount being arranged to have one of the rear wheels of the car mounted thereon; and a plurality of brackets located on the cage and arranged to facilitate connection of the sub-frame to the chassis of the car and/or to the electric drivetrain. A frame and vehicle including such a sub-frame and a method of installing such a sub-frame are also disclosed.

The invention relates to an axle assembly and a heavy-duty vehicle having such an axle assembly, which comprises a pivot bearing having a substantially vertically extending steering axis of rotation, a bogie rotatably arranged about the steering axis of rotation, a rocker mounted on the bogie so as to be pivotable about a substantially horizontal pivot axis, a wheel carrier operatively connected to the rocker having at least one wheel rotatably mounted thereon about a wheel axis of rotation, the wheel axis of rotation extending substantially horizontally and, when driving straight ahead, substantially transversely to the direction of travel, and a pneumatically actuatable power device, which is arranged between the rocker and the bogie.

An apparatus is provided for a fastener for off-road vehicle suspension systems. The fastener comprises a flanged bolt that includes a shank with a threaded portion at one end. A washer flange and a head are disposed at an end of the shank opposite of the threaded portion. The washer flange and the head comprise a single component. A flanged nut threadably engages with the threaded portion and includes a hex head and a washer flange. In an assembled state of the fastener, the flanged nut is fully engaged with the threaded portion, such that the shank extends between a finished surface comprising the flanged nut and a finished surface comprising the washer flange. The assembled state includes the finished surface of the flanged nut being parallel with the finished surface of the washer flange, such that a grip distance is disposed between the parallel finished surfaces.

A multi-link suspension system that can be used to modify a MacPherson strut suspension system is described.