A vehicle suspension assembly includes an axle member, a pair of mounting brackets configured to couple to a vehicle frame, and a trailing arm arrangement that includes a first trailing arm portion having a first end pivotably coupled to one of the pair of mounting brackets, and a second end rotationally coupled with the axle member at a first position, a second trailing arm portion having a second end pivotably coupled to the other of the pair of mounting brackets, and a second end rotationally coupled with the axle member at a second position, and a first torsional member having a first end fixedly coupled to the first trailing arm portion and a second end fixedly secured to the axle member at a third position, the first torsional member configured to transmit torsion of the axle member to the first trailing arm portion.

A bracket for a vehicle stabilizer is provided and includes an elastomer element for receiving a stabilizer spring, a first and a second bracket element. The first and the second bracket elements are connectable in such a way that the elastomer element is fixed between the first and the second bracket elements. A connection means for connecting the first and the second bracket elements is formed on the first and second bracket elements, the connection means has at least one connection pin and a connection recess. In a connection state of the first bracket element and of the second bracket element, the connection pin is inserted into the connection recess, and in the connection state the connection pin is frictionally fixed in the connection recess and/or the connection pin is riveted in the connection recess in a positive manner and/or the connection pin is cohesively fixed in the connection recess.

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 to fill either completely or partially an empty space delimited between the first and second shell elements.

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.

Provided is a stabilizer device, including: a pair of bushes made of an elastic material, the pair of bushes having inner peripheral surfaces fixed at two different positions on a cylindrical outer peripheral surface of a stabilizer bar in a circumferential direction of the stabilizer bar, each having an arc sectional shape and being formed as members independent of each other; and at least one case made of one of a resin and a rubber, the at least one case having an inner peripheral surface fixed to an outer peripheral surface of a corresponding one of the bushes and having an arc sectional shape.

A stabilizer adhesive bearing for a vehicle stabilizer may comprise an annular sleeve having a resilient inner contour for coaxial arrangement on the vehicle stabilizer. The resilient inner contour of the annular sleeve may comprise on a side facing the vehicle stabilizer a three-dimensionally structured surface with an adhesive receiving volume. The three-dimensionally structured surface has a maximum roughness depth (R.sub.max) greater than 45 μm and a core roughness depth (R.sub.K) of at least 65% relative to the maximum roughness depth (R.sub.max) of the three-dimensionally structured surface. The maximum roughness depth (R.sub.max) is a total of the reduced tip height (R.sub.pk), the core roughness depth (R.sub.K), and the reduced groove depth (R.sub.vk). Further, the reduced tip height (R.sub.pk), the reduced groove depth (R.sub.vk), and the core roughness depth (R.sub.K) may be determined in accordance with EN ISO 13565-2: December 1997.

A suspension coil spring device may include a compression coil spring (10) that has a coating film, a rubber vibration isolator, and an adhesive layer that joins the compression coil spring and the rubber vibration isolator to each other. The adhesive layer is a cured product of a hot melt adhesive that melts at 80° C. to 100° C. A softening point of the hot melt adhesive is lower than a heat-resistant temperature of the coating film. The softening point of the hot melt adhesive is lower than a heat-resistant temperature of the rubber vibration isolator.

This spring used for a suspension device for a vehicle is provided with: a metal wire material which constitutes a spring section and which has a cover layer provided on the surface thereof; and a seat section which is subjected to a load acting on the spring section, is formed from an elastically deformable material, has a groove section into which the wire material fits, and is bonded to the wire material by an adhesive. The minimum thickness of the portion of the adhesive, which protrudes from the groove section, is greater than or equal to the thickness of an adhesion layer formed in the groove section.

A shock absorber having a metal damper tube and base assembly is provided. The base assembly, which includes a composite mounting attachment made of a composite material, such as a recyclable thermoplastic, is fixed to an external surface of the metal damper tube, which may be a finished product. A cavity in the composite mounting attachment houses at least a portion of the metal damper tube and thus defines an overlapping region where the composite mounting attachment and the metal damper tube are co-extensive with each other. One or more windows are provided in the overlapping region of the composite mounting attachment where the metal damper tube is left exposed. This helps to promote heat dissipation away from the metal damper tube while reducing weight and heat transmission from the metal damper tube to the composite mounting attachment to reduce overheating of the composite material.

A bearing for a stabilizer bar of a vehicle comprising a flange including at least one retaining portion, provided with a fastening bore, and one groove, configured to receive the stabilizer bar, and a backplate including at least one obturation portion, the backplate being provided to be mounted on the flange so that the obturation portion closes the groove of the flange, wherein the flange and the backplate have elastic nesting members configured to secure the backplate on the flange.