A damping component, which is suitable for vehicle applications, includes at least one body portion made of a first material, and at least one insert portion made of a second material at least partially disposed or embedded within the at least one body portion. The second material may include a non-Newtonian material.

A lightweight suspension upright or knuckle for a vehicle including a bearing connection interface arranged coaxial with the rolling bearing and including a first sleeve element and a second sleeve element arranged radially outside the first sleeve element and including a BMC/LFT/DLFT annular body that is sandwiched between a first and second shell elements, which are coupled together in a radially superimposed manner and which are preferably obtained in a semi-cured state as self-supporting elements, to be chemically and mechanically bonded together and with the BMC/LFT/DLFT annular body in a later stage during a step of forming a core (11) to fill either completely or partially an empty space (12) delimited between the first and second shell elements (8,9).

A connecting rod for a multiple connecting rod axle of a motor vehicle, especially a lower wishbone for a multiple connecting rod rear axle, includes a substantially Y-shaped basic framework with a first arm, the free end region of which has a first seat for linking the connecting rod to an auxiliary frame or a vehicle body, with a second arm, the free end region of which has a second seat for linking the connecting rod to the auxiliary frame rod or the vehicle body, and with a third arm, the free end region of which has a third seat for linking the connecting rod to a wheel carrier. The connecting rod is manufactured in one piece with the seats.

A support structure for a vehicle molded by a casting mold, provided between a vehicle body and a vehicle component, and including a support portion which supports the vehicle component and a rib which is continuously formed on the support portion. The support structure for a vehicle includes a core portion recessed in a direction different from a mold split direction of the casting mold on a side surface portion of the rib.

A chassis component (1) for a wheel suspension having at least two pivot points (3, 4), at least one connecting structure (7) which interconnects the pivot points (3, 4) with one another, and at least one sensor (9). The at least one sensor (9) is embodied as a piezoresistive thin film (19) arranged on a section of a surface (8) of the connecting structure (7). A thin film interconnects contact points (15, 16), of at least two conductive sections (13, 14) which are integrated in the connecting structure (7), to one another.

An automobile undercarriage component has at least three elongated arms, each including a web and a rib having an inner wall surface. One of the three elongated arms is a first arm having a first one of the ribs and at least one of the three elongated arms is a second arm having a second one of the ribs. For each of the second ones of the ribs, the leading end of the respective second one of the ribs has a width in the direction parallel to the plane of the web and transverse to the direction of elongation of the arm which is narrower than the width of a leading end of the first one of the ribs, as an inner wall surface is disposed closer to an opposing outer wall surface in the respective second one of the ribs as compared to the first one of the ribs.

At least one underfill part is formed so that a central axis of the arm component coincides with a load line of the arm component. The central axis of the configuration is a line connecting centroids of cross-sectional shapes with one another in an axial direction of the arm component, the cross-sectional shapes being shapes on cross-sectional planes perpendicular to an axis of the arm component. The load line of the arm component is a line on which a load is imposed in the arm component.

A damper assembly includes a tubular member including a sidewall and a shoulder. The damper assembly includes a rod and a piston coupled to the rod. A secondary piston has a second contact surface, an opposing second surface, an inner cylindrical face defining a central aperture that receives the rod, and an outer cylindrical face. The opposing second surface includes one or more surface grooves, extending between the inner cylindrical face and the outer cylindrical face along the opposing second surface, and one or more bypass orifices disposed about the body member. The bypass orifices extend along the inner cylindrical face between the second contact surface and the opposing second surface. The secondary piston defines a channel extending between the inner cylindrical face and an outer periphery of the body member. The channel and bypass orifices form a fluid flow path when the piston contacts the secondary piston.

Relates to a link element, in particular for use in utility vehicles, comprising a first wall region, a second wall region and a third wall region, wherein the link element has a pivot region for pivotable support about a pivot axis, wherein the first wall region and the second wall region extend substantially parallel with a transverse plane, wherein the transverse plane is orthogonal to the pivot axis, wherein the third wall region protrudes along a lateral plane from the first wall region and/or from the second wall region, wherein the lateral plane is orientated perpendicularly to the transverse plane, wherein the third wall region is arranged parallel with the transverse plane eccentrically with respect to the extent of the first wall region and/or the second wall region.

A wheel suspension of a vehicle intended to extend in a transversal direction of the vehicle in association with first and second wheels arranged on opposite sides of the vehicle, comprising: a subframe unit provided with a set of attachment points for attachment of the subframe unit to a vehicle body structure, wherein the subframe unit comprises a cross member extending along the subframe unit in a transversal direction of the vehicle when the subframe unit is attached to the vehicle; at least a first link member arranged on each side of the subframe unit, wherein each first link member is arranged to connect a corresponding wheel or wheel supporting element with the subframe unit via a pivoted connection; and a spring arrangement arranged to act onto each of the first link members so as to provide for a spring suspension of the first and second wheels.