A spring configuration comprises a cylindrical damper (5), a primary coil spring (9) with a first predetermined spring rate K1, and a secondary coil spring (11) with a second predetermined spring rate K2, the coil springs arranged about the cylindrical damper (5) in series so as to provide a total combined spring rate KT, an actuator (20) configured to compress and decompress the coil springs (9, 11), a stop (12) configured to deactivate the secondary coil spring (11) at a stop position, such that, when the system is in a first, comfort, mode, the overall suspension spring rate is defined by the series equation 1/KT=1/K1+1/K2, and when the system is in a second, handling, mode, the overall vehicle suspension spring rate is defined by the series equation KT=K1, thus selectively and switchably providing both a low rate, optimal ride comfort setting and a high rate, optimal handling lower ride height setting.

A spring guide includes: a base portion configured to support a coil spring; and an opening portion provided so as to penetrate through the base portion, the opening portion being configured such that a shock absorber is inserted into the opening portion, the opening portion is provided with: protruded portions protruding out from an inner circumferential surface of the opening portion, the protruded portions being configured to support the shock absorber; and a recessed portion recessed in the inner circumferential surface of the opening portion, a plurality of the protruded portions are arranged along a circumferential direction of the opening portion, and a gate trace of an injection mold is formed in the recessed portion.

A vehicle strut assembly includes a boot and a coil spring. The boot has a vertical wall, a spring receiving portion and a centering portion projecting from the vertical wall. The coil spring has an end section, a transition section and a main section, the end section being fitted to the spring receiving portion encircling at least a portion of the vertical wall and defining a first radially inner diameter. The transition section has an increasing inner diameter extending from the end section to the main section. The main section defines a second radially inner diameter greater than the first radially inner diameter. The centering portion is positioned to contact a radially inner surface of the transition section of the coil spring restricting movement of the end section of the coil spring relative to the spring receiving portion of the boot.

This disclosure relates to a suspension thrust bearing device, for use with a suspension spring in an automotive suspension strut of a vehicle. The device comprises a bearing having upper and lower annular bearing members in relative rotation, and a damping element made of resilient material and interposed between the lower annular bearing member and the suspension spring. The damping element comprising at least one deflecting flange for reducing any ingress of water and other pollutants between the upper and lower annular bearing members. The damping element is provided with an annular groove open axially towards the suspension spring, said annular groove radially defining a spring support surface on inner side, and the said deflecting flange on outer side.

A universal axle-hub assembly is provided for an off-road vehicle. The universal axle-hub assembly comprises a wheel hub that receives a constant velocity (CV) axle snout into an opening extending through an axle support of the wheel hub. An outboard-most portion of the opening is a splined portion that engages with similar splines disposed on an outboard-most portion of the CV axle snout. An inboard-most portion of the opening is a smooth portion that receives a smooth portion of the CV axle snout. The axle support extends through an entirety of the width of a bearing that supports the wheel hub, such that the bearing supports the smooth portion of the CV axle snout and substantially eliminates shear forces acting on the splined portion of the CV axle snout. A bearing carrier supports the bearing and may be fastened onto a trailing arm or a spindle of the off-road vehicle.

A control apparatus for a suspension apparatus, includes: a vehicle speed acquiring section which acquires a vehicle speed as a speed of a vehicle; an acquisition section which acquires a stroke velocity of the suspension apparatus; a contribution ratio determining section which determines a contribution ratio between a first parameter and a second parameter based on the vehicle speed, the first parameter serving for controlling a damping force in a first speed region of the vehicle, the second parameter serving for controlling the damping force in a second speed region which is a speed region higher in speed than the first speed region; a change amount restricting section which restricts a change amount of the contribution ratio; and a damping force controlling section which controls the damping force of the suspension apparatus based on the restricted contribution ratio and the stroke velocity.

A shock absorber adjuster assembly comprising at least one spring arranged so as, in use, to extend between a pair of spaced apart spring seats. At least one of the spring seats is adjustable and is formed by a cylindrical body, a first adjustable member and a second adjustable member. The body has a first thread formed on its outer surface and a second thread formed on its inner surface. The first adjustable member includes a first flange having a threaded inner surface which is engageable with the first thread of the body so that the first flange can be screwed along the first thread. The second adjustable member includes a second flange provided on an end of a shaft. The separation between the first and second flanges can thereby be adjusted by moving of either or both of said first and second flanges.

A suspension thrust bearing device for use with a suspension spring in an automotive suspension strut of a vehicle. The device provides a bearing having upper and lower annular bearing members in relative rotation, and a damping element made of resilient material and interposed between the lower annular bearing member and the suspension spring. The damping element including at least one deflecting flange for reducing any ingress of water and other pollutants between the upper and lower annular bearing members. The damping element is provided with an annular groove open axially towards the suspension spring, the annular groove radially defining a spring support surface on an inner side, and the deflecting flange on an outer side. The deflecting flange has a frustoconical shape directed axially towards the suspension spring.

A vehicle suspension arm includes: a wheel support portion which supports a wheel through a ball joint serving as a joining member; a front side vehicle body installation portion serving as a vehicle body installation portion which is installed in a vehicle body; and a wheel side portion which joins the wheel support portion to the front side vehicle body installation portion. The wheel side portion includes an offset portion, which has a cross-sectional shape with a gravity center being offset upward or downward from a straight line that connects the ball joint to the front side vehicle body installation portion.

An active mechanical safety device for the compensation of the impacts on a vehicle, comprising a connecting element configured to be constrained to a suspended mass of a vehicle, a respective adjustment element configured to be constrained to the suspended mass and to be positioned between the connecting element and a respective shock absorber element of said vehicle, wherein the adjustment element, following an external stress to which the vehicle is subjected, is movable between a first position, wherein the adjustment element is configured to approach the connecting element to the shock absorber element, and a second position, wherein the adjustment element is configured to move the connecting element away from the shock absorber element.