The present invention provides a shock absorber serving as a cylinder device capable of securing a clearance between an outer tube and a peripheral member and improving bending rigidity of the outer tube. An outer tube 104 housing an inner tube 103 is provided with a pair of knuckle bracket fastening plates 110a and 110b protruding in one direction from an outer surface of the outer tube 104. The pair of knuckle bracket fastening plates 10a and 110b has wide surfaces facing each other, and the wide surfaces are provided along an axial direction of the outer tube 104. When the inside of a vehicle is defined as a virtual region I 192 and the outside of the vehicle is defined as a virtual region II 193 with a virtual line 191, which passes through a stroke center line 71 and matches the inside and outside of the vehicle, as a boundary in an orthogonal cross section at an arbitrary axial position of the outer tube 104 orthogonal to the stroke center line 71 of a piston rod 102, a cross-sectional area A.sub.i1 of the outer tube 104 in the virtual region I 192 is made larger than a cross-sectional area A.sub.o1 of the outer tube 104 in the virtual region II 193.

A strut bearing assembly includes: a first case coupled to an insulator mounted on a body of the vehicle, and having a strut disposed therethrough; a second case mounted under the first case in a top-to-bottom direction of the vehicle, configured to rotate relatively to the first case, and having the strut disposed therethrough; and a center plate disposed between the first and second cases, and configured to support the first case to rotate relative to the second case. The center plate has a ring shape with a hollow portion, and includes an inclined portion that is inclined downward toward an outside in a radial direction based on a central axis of the strut.

A strut bearing assembly for a vehicle includes: an insulator coupled to a vehicle body; a first case disposed to face the insulator; a second case rotatably coupled to the first case; a friction reduction unit disposed between the first case and the second case, and configured to reduce friction between the first case and the second case; and a coupling unit disposed in the insulator and the first case, melted by heat, and coupling the insulator and the first case to each other.

A suspension thrust bearing device provides a lower support cap, an upper bearing cap and at least one bearing arranged between the caps. The lower support cap includes a rigid main body in contact with the bearing, and a flexible vibration damping seat delimiting a bearing surface for the upper end of a suspension ring. The vibration damping seat of the lower support cap is secured to the main body and is provided with at least one retaining hook extending at least in the radial direction and axially offset with respect to the bearing surface on the side opposite to the bearing.

A rotation induction device for a vehicle includes: an upper case formed of a synthetic resin material, and having a piston rod passing therethrough; a lower case formed of a synthetic resin material and disposed under the upper case, wherein the piston rod passes through the lower case; a center plate formed of a synthetic resin material, disposed between the upper case and the lower case such that the piston rod passes through the center plate, and configured to induce rotation of either one or both of the upper case and the lower case; and a ring-shaped installation space disposed between the upper and lower cases, wherein the center plate is inserted in the ring-shaped installation space.

A rotation induction device for a vehicle includes: an upper case having a piston rod disposed therethrough; a lower case disposed adjacent to the upper case and having the piston rod disposed therethrough; a center plate disposed between the upper case and the lower case such that the piston rod passes through the center plate, to induce rotation of one or both of the upper case and the lower case; and a position guide part formed on one or both of the upper case and the lower case, to guide a position of the center plate.

A rotation induction device for a vehicle includes: an upper case formed of a synthetic resin material, and having a piston rod passing therethrough; a lower case formed of a synthetic resin material and disposed under the upper case, wherein the piston rod passes through the lower case; a center plate formed of a synthetic resin material, disposed between the upper case and the lower case such that the piston rod passes through the center plate, and configured to induce the rotation of either one or both of the upper case and the lower case; and an inflow prevention part formed on either one or both of the upper case and the lower case, and configured to block an inflow of foreign matter through the piston rod.

A wheel suspension includes an axle limb which supports a wheel. The axle limb includes a first steering axle which provides a first steering angle in a specified range for the wheel, and components for connecting the axle limb to a support structure. At least one of the components includes a second steering axle which provides a second steering angle which is different than the first steering angle provided by the first steering axle. The second steering axle is selectively releasable. The components for connecting the axle limb to the support structure form a double transverse link axle which includes an upper traverse link and a lower traverse link. A support tube is arranged at a chassis-side end portion of each of the upper traverse link and the lower traverse link of the double transverse link axle. The support tube is pivotable about the second steering axle.

A shock absorber for a vehicle may include a flow path provided in a rod valve to allow an oil film to be formed between a cylinder and the rod valve during relative movements of a strut rod and the cylinder, and the oil film is used to prevent friction from occurring between the cylinder and the rod valve during steering.

A wheel suspension for a motor vehicle wheel for damping NVH effects, wherein the NVH effects are transmitted from an automatic transmission to the driven wheel via the drive train at idle. The NVH effects can potentially be transmitted from the wheel to the vehicle structure via the wheel suspension. The wheel suspension having at least one elastic element, the stiffness of which in a vertical direction of deflection has a softer stiffness characteristic in a deflection range close to the zero point than in deflection ranges more remote from the zero point.