A torsion spring arrangement for a wheel suspension of a motor vehicle, including two torsion bars arranged coaxially one inside another and also a spring element, which is arranged axially-parallel to the two coaxial torsion bars and can be mounted on the motor vehicle body via a bearing position, wherein the radial outer hollow-cylindrical torsion bar can be mounted on the motor vehicle body side and is connected in a rotationally-fixed manner to an output lever fastenable on a wheel guiding element and the radial inner torsion bar is connected in a rotationally-fixed manner to the outer torsion bar and is connected in a rotationally-fixed manner via a coupling to the spring element.

A wear sleeve for a shock body is disclosed. The wear sleeve inner diameter (ID) that is larger than an outer diameter (OD) of a shock body. A wear sleeve OD that is smaller than a spring coupler ID, such that the wear sleeve will fit about the outside of said shock body and between the shock body and the spring coupler.

A torsion bar for a stabiliser of a motor vehicle, on the axial ends of which a respective stabiliser limb can be rotationally fixed. In the region of the axial ends thereof, the torsion bar is coated with an adhesive coating and a protective layer covering the adhesive coating, wherein the adhesive coating is designed as a solid adhesive coating that can be activated after at least partial removal of the protective layer.

A fiber-reinforced resin structure body includes a first member and a second member. The first member is made of a fiber-reinforced resin; and the second member is made of a fiber-reinforced resin and forming a closed space by being joined to the first member. One or both of the first member and the second member includes a side wall having two side surfaces located on both sides in a direction of a load loaded on a swing end of the fiber-reinforced resin structure body. A joint joining the first member and the second member together is provided more on an inside than an outer wall surface located on an opposite side to the closed space out of the two side surfaces is.

A chassis component for a motor vehicle has a core module with at least one first load-conducting element, at least one second load-conducting element and at least one load transfer element connecting the at least one first load-conducting element and the at least one second load-conducting element, and an insert molding. A method for producing the chassis component first of all produces the core module by joining the at least one first load-conducting element and the at least one load transfer element and also the at least one load transfer element and the at least one second load-conducting element, and then overmolds the produced core module.

An oblong cantilevered support includes a pair of latitudinally spaced apart oblong resilient members connected by a pair of longitudinally spaced apart blocks. The longitudinal spacing between the blocks can be adjusted. One or both of the members can have a tapered profile causing the stiffness of the member to vary along its length. Adjusting the spacing between the blocks and/or sliding a variable stiffness member longitudinally with respect to the blocks can adjust the stiffness of the overall support. Each member can be made from a unitary piece of fiber composite material such as a carbon fiber infused polymer wherein the orientations of the fibers are varied to provide both bending and torsional strength and stiffness that varies along the length of the member. The tapered geometry can be formed by a pair of parallely spaced apart oblique trapezoidal truncated pyramids interconnected by a webbing strip.

A clamp group for a vehicle leaf spring suspension is disclosed. The clamp group secures a longitudinally disposed, leaf spring at separate and distinct locations, between which the leaf spring is undamped and spaced away from the top and bottom pads of the clamp group. Shear stress is reduced and the spring remains active throughout its length.

Provided is a method for manufacturing a ball joint including a ball-seat molding step for forming a ball seat assembly by using, as a core, a ball section of a ball stud, the ball section of which is integrally provided in advance at one end portion of a stud section, and insert-molding a ball seat made of resin to cover at least a portion of the ball section present on an opposite side to the stud section, and a housing molding step for insert-molding a housing made of resin by using, as a core, the ball section partially covered by the ball seat of the ball seat assembly.

The disclosure relates to a check rail for a wheel suspension of a wheel in a vehicle, wherein the wheel suspension may include a wheel carrier configured to support a wheel of a vehicle, the wheel carrier may include an elastic check rail body that may include a fiber-reinforced composite material with a first check rail end and a second check rail end, wherein the first check rail end is configured to be fastened to a structural body component of the vehicle, wherein the first check rail end is constructed without a bearing; and a pivot bearing on the second check rail end and configured to be rotatably fastened on the wheel carrier.

There is provided a control arm comprising a shell-like shell of a first material and a reinforcement of a plastic material, wherein the reinforcement has a flex-element which protrudes therefrom and which can be supported or guided by means of a vehicle structure in order in the event of jounce and/or rebound of the suspension to produce a resilient action equivalent to a conventional spring.