A vehicle wheel suspension of a control blade design has three wheel-guiding control arms essentially oriented in the transverse direction of the vehicle and one longitudinal control arm fastened rigidly to the wheel carrier and barely limiting its transverse movement with respect to the vehicle body. The longitudinal control arm is constructed of a fiber composite material and is also rigidly fastened to the vehicle body and thereby takes over the function of a main spring between the wheel carrier and the vehicle body. Other than stop springs integrated in a vibration damper, no further main spring element is provided between the wheel carrier and the vehicle body. The above-mentioned longitudinal control arm may be formed by two, in a wide area, individual control arm parts, which are essentially situated in a common vertical plane, specifically such that the first control arm part of the longitudinal control arm is fastened to the wheel carrier above the wheel center, and second control arm part is fastened to the wheel carrier below the wheel center. The two control arm parts, guided together with their other ends in a common fastening element, are, as required, slightly elastically fastened to the vehicle body.

The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.

The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.

A wheel suspension arrangement is provided for a vehicle having a longitudinal direction, a transverse direction and a vertical direction. The wheel suspension arrangement includes a wheel holder for supporting a vehicle wheel. A first vertical end region of the wheel holder is pivotally attached to a vehicle support structure by a rigid control arm and a second vertical end region of the wheel holder is attached to the vehicle support structure by a leaf spring. A longitudinal direction of the leaf spring is arranged substantially in the transverse direction of the vehicle. The leaf spring is pivotally attached to the vehicle support structure at a transverse centre region of the vehicle, and a centre of the leaf spring in the transverse direction is located vertically offset from a pivotal attachment location of the leaf spring. The pivotal attachment location of the leaf spring is vertically offset towards the side of the rigid control arm.

A steering mechanism intended for use in transport equipment, such as a truck, or a trailer, includes a steering knuckle on both sides of a body of the transport equipment. A king pin is fastened by articulation to the steering knuckles and a wheel of the transport equipment is fastened to each king pins. the steering knuckles being fastened by articulation to the body. The king pins are pivotable with respect to the steering knuckle to which they are fastened. The steering knuckles are pivotable so that when either of the steering knuckles pivots about the respective articulation arranged in the body, the king pin in the pivoting knuckle simultaneously remains un-pivoted with respect to the steering knuckle to which it is fastened. The other steering knuckle simultaneously remains un-pivoted and the king pin therein thus pivots with respect to the steering knuckle to which it is fastened.

A steering mechanism intended for use in transport equipment, such as a truck, or a trailer, includes a steering knuckle on both sides of a body of the transport equipment. A king pin is fastened by articulation to the steering knuckles and a wheel of the transport equipment is fastened to each king pins. the steering knuckles being fastened by articulation to the body. The king pins are pivotable with respect to the steering knuckle to which they are fastened. The steering knuckles are pivotable so that when either of the steering knuckles pivots about the respective articulation arranged in the body, the king pin in the pivoting knuckle simultaneously remains un-pivoted with respect to the steering knuckle to which it is fastened. The other steering knuckle simultaneously remains un-pivoted and the king pin therein thus pivots with respect to the steering knuckle to which it is fastened.

The invention relates to a spring arm device (1) for a motor vehicle, comprising two flanges (2) arranged at a distance from each other and which are made of a first fiber composite material (4) having fibers (6) each oriented in a longitudinal direction (5) of the flanges (2). The spring arm device (1) also comprises a web (3) which connects the flanges (2) and is made of a second fiber composite material (7) having the fibers (8) oriented at positive angles to the longitudinal directions (5) of the flanges (2). The spring arm device (1) can be fastened in end regions (15) opposite to each other to vehicle parts as part of a wheel suspension. The end regions (15) comprise end segments (14) of the two flanges (2) associated with each other and each comprise an end segment (9) of the web (3) that connects the end segments (14) of the flanges (2). Respective forces applied to the spring arm device (1) in the longitudinal direction (5) by means of the end regions (15) can be transmitted by means of the flanges (2). By means of a spring force, the flanges (2) counteract deformation of the spring arm device (1) caused by forces acting in a normal direction (16) of the web (3). Forces acting on the spring arm device (1) in a transverse direction (13) are transmitted from the web (3) to the end regions (15).

The invention relates to a spring arm device (1) for a motor vehicle, comprising two flanges (2) arranged at a distance from each other and which are made of a first fiber composite material (4) having fibers (6) each oriented in a longitudinal direction (5) of the flanges (2). The spring arm device (1) also comprises a web (3) which connects the flanges (2) and is made of a second fiber composite material (7) having the fibers (8) oriented at positive angles to the longitudinal directions (5) of the flanges (2). The spring arm device (1) can be fastened in end regions (15) opposite to each other to vehicle parts as part of a wheel suspension. The end regions (15) comprise end segments (14) of the two flanges (2) associated with each other and each comprise an end segment (9) of the web (3) that connects the end segments (14) of the flanges (2). Respective forces applied to the spring arm device (1) in the longitudinal direction (5) by means of the end regions (15) can be transmitted by means of the flanges (2). By means of a spring force, the flanges (2) counteract deformation of the spring arm device (1) caused by forces acting in a normal direction (16) of the web (3). Forces acting on the spring arm device (1) in a transverse direction (13) are transmitted from the web (3) to the end regions (15).

An autonomous mobile robot is provided. The autonomous mobile robot includes an upper module including a cargo space provided therein, and a cover, a lower module positioned under the upper module and providing a driving force, a driving module provided in the lower module, and a control unit that controls an operation of the driving module, in which the driving module includes a plurality of pairs of wheels capable of asynchronously contacting a road surface or ground so as to overcome a step or a stair.

An X-shaped spring for a transportation vehicle wheel suspension system having, per wheel side, a first leaf spring and a second leaf spring made from fiber-reinforced arranged to lie above one another and combined at a respective first end on a first fastening device for transportation vehicle body-side support, wherein the first leaf spring has a second fastening device at its second end for wheel-side support, and the second leaf spring is supported at its second end on the transportation vehicle body side. Towards its second end, the second leaf spring is an arc section curved away from the first leaf spring.