Abstract: An axle device for a motor vehicle includes an axle shaft, a wheel receiving unit fixed on an end of the axle shaft, and a support body on which the wheel receiving unit is supported from rotation fixed about an axis of rotation. A bearing unit is arranged between the support body and the wheel receiving unit. The bearing unit includes an inner bearing shell at least partially formed by a surface portion of the wheel receiving unit, an outer bearing shell at least partially formed by a sleeve body abutting the support body, and a bearing assembly arranged between the inner bearing shell and the outer bearing shell.

Abstract: An axle device for a motor vehicle includes an axle shaft, a wheel receiving unit fixed on an end of the axle shaft, and a support body on which the wheel receiving unit is supported from rotation fixed about an axis of rotation. A bearing unit is arranged between the support body and the wheel receiving unit. The bearing unit includes an inner bearing shell at least partially formed by a surface portion of the wheel receiving unit, an outer bearing shell at least partially formed by a sleeve body abutting the support body, and a bearing assembly arranged between the inner bearing shell and the outer bearing shell.

Abstract: The invention relates to an arrangement for the rear end of a motor vehicle with a fuel filler line and a compound crank which exhibits two trailing arms and a cross member connecting the trailing arms with each other, with the trailing arms being pivotably supportable in the direction of their longitudinal axis on their one end area including a connection element on the body shell of the vehicle, and having on their other end area a holder for a wheel bearing unit. Provision is made that the filler line crosses at least one of the trailing arms in the area between a connection site for the cross member and the connection element. The invention further relates to a compound crank for the rear end of a motor vehicle, and a rear end of a vehicle.

Abstract: A wheel hub joint unit is provided that includes, but is not limited to a constant velocity rotary joint and a wheel bearing. The constant velocity rotary joint has a joint outer part. The wheel bearing supports a wheel hub with a double-row bearing, and the double-row bearing is disposed on the joint outer part.

Abstract: A wheel hub joint unit is provided that includes, but is not limited to a constant velocity rotary joint and a wheel bearing. The constant velocity rotary joint has a joint outer part. The wheel bearing supports a wheel hub with a double-row bearing, and the double-row bearing is disposed on the joint outer part.

Abstract: A steering knuckle for a wheel of a vehicle is provided, particularly a motor vehicle, with a wheel bearing mounting section that serves for mounting the wheel bearing and with a control arm mounting section that serves for mounting control arms. The wheel bearing mounting section can be elastically pivoted relative to the control arm mounting section.

Abstract: A wheel is described in which the axle carrier is pivoted to a forked McPherson strut support, which in turn is joined with a McPherson strut on the one hand and a control arm on the other, wherein a dual bearing is present between the control arm and the forked McPherson strut support. The advantage to this is that the two bearings of the dual bearing can vary in stiffness, so that the resultant degree of freedom makes it possible to more exactly influence steering behavior, thereby enabling an improvement in the overall steering behavior of the vehicle. Even given an unchanged bearing bush stiffness by comparison to prior art, the greater distance between the bearing bushes and steering axis reduces the angle by which the forked McPherson strut supports can turn in the event of lateral forces.

Abstract: A torsion-beam rear axle of a vehicle, more preferably motor vehicle, is provided with two rigid trailing arms, which with their one end are each mounted on a vehicle body in a manner capable of being swiveled and at the other end of which a wheel carrier is each attached for the rotatable mounting of a vehicle wheel about its wheel center axis, as well as with a torsionally soft cross-tie connecting the two trailing arms with each other. Each wheel carrier, by means of at least three elastic wheel carrier bearings is fixed to the trailing arm when viewed in forward driving direction of the vehicle, at least two wheel carrier bearings are arranged behind the wheel center axis, and at least one wheel carrier bearing is arranged in front of the wheel center axis in such a manner that through the two wheel carrier bearings arranged behind the wheel center axis to define a swivel axis for the swiveling of the wheel carrier relative to the trailing arm.

Abstract: A wheel is described in which the axle carrier is pivoted to a forked McPherson strut support, which in turn is joined with a McPherson strut on the one hand and a control arm on the other, wherein a dual bearing is present between the control arm and the forked McPherson strut support. The advantage to this is that the two bearings of the dual bearing can vary in stiffness, so that the resultant degree of freedom makes it possible to more exactly influence steering behavior, thereby enabling an improvement in the overall steering behavior of the vehicle. Even given an unchanged bearing bush stiffness by comparison to prior art, the greater distance between the bearing bushes and steering axis reduces the angle by which the forked McPherson strut supports can turn in the event of lateral forces.

Abstract: A pressure chamber of a gas spring damping unit is arranged within the cross section of a longitudinal beam in a motor vehicle body. For this purpose, a tubular connecting piece that is closed by a cover is welded into the longitudinal beam. A piston of the gas spring damping unit is arranged in longitudinally displaceable manner in the connecting piece. The space occupied by the gas spring damping unit is thereby kept particularly small.

Abstract: A steering knuckle for a wheel of a vehicle is provided, particularly a motor vehicle, with a wheel bearing mounting section that serves for mounting the wheel bearing and with a control arm mounting section that serves for mounting control arms. The wheel bearing mounting section can be elastically pivoted relative to the control arm mounting section.

Abstract: A wheel hub joint unit is provided that includes, but is not limited to a constant velocity rotary joint and a wheel bearing. The constant velocity rotary joint has a joint outer part. The wheel bearing supports a wheel hub with a double-row bearing, and the double-row bearing is disposed on the joint outer part.

Abstract: A torsion-beam rear axle of a vehicle, more preferably motor vehicle, is provided with two rigid trailing arms, which with their one end are each mounted on a vehicle body in a manner capable of being swiveled and at the other end of which a wheel carrier is each attached for the rotatable mounting of a vehicle wheel about its wheel center axis, as well as with a torsionally soft cross-tie connecting the two trailing arms with each other. Each wheel carrier, by means of at least three elastic wheel carrier bearings is fixed to the trailing arm when viewed in forward driving direction of the vehicle, at least two wheel carrier bearings are arranged behind the wheel center axis, and at least one wheel carrier bearing is arranged in front of the wheel center axis in such a manner that through the two wheel carrier bearings arranged behind the wheel center axis to define a swivel axis for the swiveling of the wheel carrier relative to the trailing arm.

Abstract: The invention relates to a spring damper facility for a motor vehicle and a level control system for a motor vehicle. The spring damper facility has a main hydraulic volume and a pneumatic volume separated from the main hydraulic volume interacting with the main hydraulic volume. According to the invention, a decentralised hydraulic compensation volume is present in the spring damper facility, wherein hydraulic fluid from the hydraulic compensation volume can be redirected into the main hydraulic volume and vice versa to change a load carrying capacity of the spring damper facility and thus to provide a change in height or a change in level for the motor vehicle.

Abstract: A pressure chamber of a gas spring damping unit is arranged within the cross section of a longitudinal beam in a motor vehicle body. For this purpose, a tubular connecting piece that is closed by a cover is welded into the longitudinal beam. A piston of the gas spring damping unit is arranged in longitudinally displaceable manner in the connecting piece. The space occupied by the gas spring damping unit is thereby kept particularly small.