An apparatus and methods are provided for a portal spindle assembly for a vehicle front suspension. The portal spindle assembly comprises a spindle portion that is rotatably coupled with upper and lower connecting arms. A leading-edge portion is rotatably coupled with a steering rod-end joint, such that moving the steering rod-end joint rotates the spindle assembly with respect to the upper and lower connecting arms. An inboard case and an outboard case support a pinion gear assembly that is meshed with an output gear assembly for communicating torque from a constant velocity joint to a front wheel coupled to the output gear assembly. The pinion gear assembly is aligned along a pinion axis disposed at an angle with respect to a hub axis of the output gear assembly. The angle facilitates a suspension geometry that provides a camber change of the front wheel that eliminates a change in track width.

The invention relates to a suspension for motor vehicles having controllable chassis clearance and stiffness, and includes a helical spring (1), having a controlling device (2) which is secured to the body of the vehicle and is located rotatably, preferably by means of a transmission stage driven by an electric motor. The controlling device (2) is embodied as a shaped nut, which is screwed directly onto the coils of the preferably cylindrical helical spring (1) and has roller bodies which are located along the helical line and are connected to coils of the helical spring; the controlling device (2) is fully movable and fixable onto and relative to the helical spring. The suspension for motor vehicles ensures enhanced stiffness of the suspension in the event of a decrease in the chassis clearance, reduced stiffness of the suspension when the chassis clearance is increased, and the possibility of building in a telescoping damper inside the helical spring without blocking access to its upper fastening point.

An apparatus and methods are provided for a portal spindle assembly for a vehicle front suspension. The portal spindle assembly comprises a spindle portion that is rotatably coupled with upper and lower connecting arms. A leading-edge portion is rotatably coupled with a steering rod-end joint, such that moving the steering rod-end joint rotates the spindle assembly with respect to the upper and lower connecting arms. An inboard case and an outboard case support a pinion gear assembly that is meshed with an output gear assembly for communicating torque from a constant velocity joint to a front wheel coupled to the output gear assembly. The pinion gear assembly is aligned along a pinion axis disposed at an angle with respect to a hub axis of the output gear assembly. The angle facilitates a suspension geometry that provides a camber change of the front wheel that eliminates a change in track width.

A dual-mode active rear-wheel steering device, including: a steering motor, a main shaft, an intermediate gear, a transmission gear, a planetary gear coupling mechanism and a mode switching assembly. An output end of the steering motor is provided with a first input gear. An end of the main shaft drives a first rear wheel to rotate by a two-stage gear transmission system and a first rear-wheel motion conversion mechanism, and the other end of the main shaft drives a second rear wheel to rotate by the planetary gear coupling mechanism and a second rear-wheel motion conversion mechanism. The intermediate gear, the transmission gear and a sun gear of the planetary gear coupling mechanism are provided on the main shaft. The intermediate gear meshes with the first input gear.

A steering actuator comprising a shaft having an input coaxial with an output, wherein the output is in drivable communication with one or more wheels of a vehicle, and a locking mechanism configured to enable the shaft to rotate in both a first direction and a second direction in response to torque provided at the input, and prevent the shaft from rotating in both the first direction and the second direction in response to torque provided at the output.

A chassis control arm for a wheel suspension has a control arm body, a spring abutment and an actuator which is arranged between the control arm body and the spring abutment and with which the position of the spring abutment relative to the control arm body can be adjusted. The actuator comprises a lifting gear which is configured as a movement thread and which includes a lifting spindle on which the spring abutment is arranged or on which the spring abutment is axially movably mounted.

An anti-roll bar for a vehicle. The anti-roll bar includes a first bar portion for connection to a left-side wheel suspension of the vehicle and a second bar portion for connection to a right-side wheel suspension of the vehicle, and an actuator unit connecting the first bar portion and the second bar portion to each other for transferring torque between the first bar portion and the second bar portion. The actuator unit has a first selectable mode providing a first predetermined torque ratio between the first bar portion and the second bar portion, and a second selectable mode providing a second predetermined torque ratio between the first bar portion and the second bar portion. The first torque ratio and the second torque ratio are different from each other.

A UTV portal axle system is disclosed, including a spindle with a housing for housing input and output drive gears coupled by one or more idler gears. The output drive gear is disposed lower than the input drive gear to provide additional ground clearance to the UTV. The king pin axis angle is substantially the same as that of a stock UTV, while maintaining a scrub radius of substantially one inch or less. This is accomplished by the lower control arm ball joint being located within a recess of the output drive gear. This allows the UTV to be properly controlled when driven at high speeds over rough or uneven terrain. The gears may be interchangeable to allow the gear ratio to be adjusted to be more suitable for use at various driving speeds. A method of changing the gear ratio is also disclosed.

A vibration damping component, comprising a hydraulic cylinder and a hydraulic motor; The hydraulic oil cylinder comprises an oil storage cylinder and a working cylinder, wherein the working cylinder is internally provided with a first piston piece and is divided into an expansion cavity and a contraction cavity by means of the first piston piece; the expansion connects the oil storage cylinder by means of a first one-way oil discharge; the contraction connects the oil storage cylinder by means of a second one-way oil discharge; the oil storage cylinder is provided thereon with an oil outlet hole; an input end of the hydraulic motor is connected to the oil outlet hole; and an output end of the hydraulic motor is in communication respectively with the expansion by means of a first one-way oil return pipe and with the contraction by means of a second one-way oil return pipe.

An actuator device (1) for an adjustable roll stabilizer (2) of a motor vehicle, with a housing (4) that extends in the direction of a rotational axis (3) and an actuator (5) arranged in the housing. The actuator device (1) can be operated to twist two stabilizer sections (7a, 7b) relative to one another about the rotational axis (3) and the two stabilizer sections (7a, 7b) are attached to opposite ends (6a, 6b) of the actuator device (1). An engagement contour (8) is formed on the housing (4), which is suitable for immobilizing the housing during the application of torque (M1) to the housing (4) in a direction around the rotational axis (3).