Abstract: The invention relates to a chassis, suitable for use in electric vehicles, characterized in that it comprises: a substantially planar loading bed, suitable for receiving a load on top of same, which is located between at least two front wheels and at least one rear wheel of an electric vehicle; wherein said loading bed comprises a channel the chassis also comprises a central shaft housed in said channel; wherein the loading bed is connected so as to pivot relative to said central shaft; wherein the loading bed comprises a plurality of battery housings distributed symmetrically; and the chassis comprises a rear traction and steering assembly and a front suspension and inclination assembly. The invention likewise relates to an electric vehicle comprising said chassis.

Abstract: A left suspension unit supports a left wheel. A right suspension unit supports a right wheel. A steering actuator imparts a force causing the left suspension unit and the right suspension unit to turn about a left steering axis and a right steering axis respectively to a steering force transmission mechanism. A leaning actuator imparts a force causing a body frame to lean leftward or rightward of a leaning vehicle to a link mechanism. A control unit is capable of selecting a first mode wherein both of the steering actuator and the leaning actuator are employed, and a second mode wherein the steering actuator is employed without employing the leaning actuator, in order to control a leaning angle of the body frame in cooperation with a steering mechanism.

Abstract: A recreational off-highway vehicle includes a vehicle frame, at least one front wheel, a pair of rear wheels, a solid rear axle, a pair of trailing arms, a rear differential and a motor. The solid rear axle rotatably supports the rear wheels at its opposite ends. Each of the trailing arms is pivotally connected to the vehicle frame and the solid rear axle. A shock absorber is coupled between the vehicle frame and each of the trailing arms. The rear differential is supported on the solid rear axle and connected to the rear wheels. The transmission has a propeller shaft connected to the rear differential to drive the rear wheels. The motor is connected operatively to the transmission. The propeller shaft includes first and second drive sections that articulates relative to each other. The second drive section is connected to the rear differential.

Abstract: A multi-point link for a chassis of a motor vehicle. The multi-point link has at least one profile portion with two bearing areas arranged at opposite ends of the profile portion, the two bearing areas are connected to one another by the profile portion. An outer circumferential surface of the profile portion is provided with at least one stiffening element to increase the stiffness of the multi-point link, and the stiffening element is connected to the outer circumferential surface of the profile portion by material bonding.

Abstract: A seat airbag for a vehicle includes: a cushion including: a main part provided along an edge of a seatback of a vehicle, the main part spreading to a front part of the seatback so as to cover a passenger when spreading and open on a front part of the main part while covering opposite side parts and an upper part of the passenger; and an extension part connected to an open front end of the main part and shrinking so as to protect a front part of the passenger; and a protection tether connected to the extension part and shrinking the extension part by pulling the extension part during spreading of the main part.

Abstract: An axle strut for a vehicle having a shaft and two bearing regions. The axle strut has a supporting profile and two load-introducing elements. The supporting profile is formed from fiber reinforced plastics composite material. A first load-introducing element and a second load-introducing element are arranged at respective bearing region, and the supporting profile is arranged spatially between the two bearing regions. The supporting profile has a first connection area facing the first bearing region and a second connection area facing the second bearing region. Every load-introducing element has a receptacle. The supporting profile is connected by its first connection area and by the receptacle of the first load-introducing element to the first load-introducing element by an adhesive connection, and the supporting profile is connected by its second connection area and by the receptacle of the second load-introducing element to the second load-introducing element by a further adhesive connection.

Abstract: A vehicle suspension can include an adapter mounting face, a spindle rigidly mounted relative to the adapter mounting face, a wheel mounting hub including a hub body rotatably mounted on the spindle by bearings, and an adapter that spaces a brake component away from the adapter mounting face. Another vehicle suspension can include a spindle, bearings, and a wheel mounting hub rotatably mounted on the spindle by the bearings, the wheel mounting hub can include a hub body and a wheel mounting flange, the hub body and the wheel mounting flange being separate components of the wheel mounting hub. A system for adapting a vehicle suspension to different suspension capacities can include multiple wheel mounting hubs including a same hub body internal configuration configured to be rotatably mounted on the spindle by the bearings, but the wheel mounting hubs including respective different wheel mounting flanges.

Abstract: A ball joint (1), for a vehicle chassis, having a joint housing (3) and a joint body (4) having a spherical portion (5). The joint body (4) is held by the joint housing (3) at the spherical portion (5) of the joint body such that the joint body is mounted for articulation movement relative to the joint housing. A sensor assembly comprises a first sensor element (6) associated with the joint housing (4) and a second sensor element (7) associated with the joint body (4). The second sensor element interacts with the first sensor element (6) in order to sense the position of the joint body (4) relative to the joint housing (3). The ball joint is characterized in that the second sensor element (7) is arranged in the region of the spherical portion (5) of the joint body (4).

Abstract: A wheel suspension, having a wheel mount, on which at least one wheel is to be rotatably mounted, having at least one upper suspension arm flexibly coupled with the wheel mount for guiding the wheel, having at least one lower suspension arm flexibly coupled with the wheel mount for guiding the wheel, and having at least one strut, which has at least one bearing point to be arranged fixed on the vehicle body, via which the strut is to be articulated at least indirectly on the vehicle body of the motor vehicle, wherein one of the suspension arms is flexibly coupled with the strut, and wherein the one suspension arm is free of a bearing point to be arranged fixed on the vehicle body, via which the one suspension arm is to be mounted on the vehicle body.

Abstract: A three-wheeled vehicle having a front wheel assembly attached to a chassis. The chassis includes a rotational control shaft having a rotational axis that is generally directed in a longitudinal direction of the vehicle. The rotational control shaft is integrated with or secured to the chassis in a non-rotational manner and passes through the front wheel assembly in a rotationally-free manner, such that the rotational control shaft can rotate about its rotational axis. The front wheel assembly includes one or more lean control motors, which are operably configured to rotate the rotational control shaft about its rotational axis thereby causing the chassis to lean from side to side to improve the handling ability of the vehicle. Some embodiments include a lean control system configured to automatically control the degree of rotation of the chassis.

Abstract: The present disclosure provides: an in-wheel motor driving device, which is improved so as to enable impact transmitted from the road during traveling to be buffered; and a movement device including the same. The in-wheel motor driving device, according to the present invention, comprises: a wheel including an in-wheel; an in-wheel motor provided inside the rim and rotating the rim; a supporting portion provided at the side surface of the in-wheel motor, and having the movement device connected at one side thereof; and a buffer provided between the in-wheel motor and the supporting portion so as to buffer the impact generated during vertical movement.

Abstract: A wheel support for a motor vehicle, including a main part and a track lever extending from the main part for attaching a track rod via a track rod joint, wherein the track rod joint is fixed or can be fixed to the track lever at an attachment point by a pin on one side of the track lever. A holding protrusion which covers the attachment point forms a securing means for the track rod on the wheel support. The disclosure additionally relates to a method for mounting a wheel support for a motor vehicle.

Abstract: The present disclosure relates to an airbag, and discloses an airbag support device and a control method thereof. The airbag support device includes an airbag cushion embedded in a side surface of a seatback and configured to be inflated and deployed forward from the seatback; a pop-up tether having one end connected to the seatback, and configured to be deployed in a direction in which the airbag cushion is deployed and to penetrate the airbag cushion; and a pop-up tether module provided on a side surface of a seat cushion, having the other end of the pop-up tether connected to an end of a tether pole, and configured so that the pop-up tether between the seatback and the tether pole is pulled while the airbag cushion is deployed to support the airbag cushion by the pop-up tether in a portion penetrating the airbag cushion.

Abstract: A work vehicle includes a chassis, a prime mover configured to move the chassis along a ground surface, and a suspension assembly that couples a wheel to the chassis. The suspension assembly includes a knuckle coupled to the wheel, a first suspension arm, and a suspension cylinder. The first suspension arm includes a first portion rotatably coupled to the chassis and a second portion extending away from the first portion and coupled to the knuckle. The suspension cylinder is rotatably coupled to the chassis and to a second suspension arm. The first suspension arm and the suspension cylinder are each configured to pivot relative to the chassis about a common pivot axis.

Abstract: A sealing comprises a seal portion and a plate portion fixed to the seal portion. The seal portion can have an undulating configuration of at least one peak and at least one valley, and the plate portion can circumferentially surround the seal portion. The seal portion can be made of a first material and the plate portion can be made of a second material more rigid than the first material. The seal portion can have a radially inward facing contact surface that defines a central opening of the sealing.

Abstract: The invention relates to a chassis component having a base face which extends in a base face plane and an aperture for the introduction of a fixing means and two retention elements which are arranged at opposite sides of the aperture for retaining an eccentric element, wherein the retention elements are formed integrally and in a materially engaging manner from the base face of the chassis component, wherein the retention elements are displaced out of the base face by mechanical processing. The chassis component affords a simple ability to be produced and an increased service life during operation.

Abstract: An electric height control device may include: an oil storage part configured to store oil therein; a motor driving part inserted into the oil storage part and driven when power is applied thereto; a hydraulic block part coupled to the motor driving part, connected to the oil storage part, and configured to amplify oil; and a control part coupled to the hydraulic block part, and configured to control the motor driving part and the hydraulic block part.

Abstract: An apparatus and a method are provided for an offset tie rod joint for vehicle steering systems. The offset tie rod joint comprises a ball rotatably retained within a casing that is disposed in an opening of an offset housing. A threaded shank fixedly coupled with the offset housing is received by a steering rod. The opening is displaced from a longitudinal axis of the threaded shank by a distance that provides clearance between the offset housing and a spindle assembly during articulation of the spindle assembly during steering. A rear backstop and a front snap-ring in a groove retain the casing within the opening. A bore extending through the ball receives a bolt that fixates the ball between parallel prongs of the spindle assembly. A misalignment spacer on each side of the ball provides clearance for rotation of the ball within the offset housing.

Abstract: The present invention relates to a forecarriage of a rolling motor vehicle with three or four wheels, comprising: a forecarriage frame (16); at least one pair of front wheels (10?, 10?) kinematically connected to each other and to the forecarriage frame by a kinematic roll mechanism (20) which enables the same to roll in a synchronous and specular manner; a roll control system (100) comprising a rod (110) having a first (111) and a second end (112) opposite each other which connect by means of hinging means (101?, 101?; 102?, 102?) a first (60) and a second anchoring portion (60) of forecarriage (8) directly to each other. At least one of said first and second anchoring portions is subject to roll movements of said two front wheels. The hinging means are configured to passively follow the movements of the two anchoring portions.

Abstract: A subframe assembly for a vehicle and a method for manufacturing the same is disclosed. The subframe assembly includes a crossmember, a straight arm, and a side bracket. The crossmember includes an end bracket disposed at an end thereof. The straight arm is received into and metallurgically bonded to the end bracket of the crossmember. The side bracket includes a base, and a rear bracket arm. The base is metallurgically bonded to a side of the straight arm adjacent to the end of the crossmember. The rear bracket arm extends from an end of the base and defines a hole adapted to receive a screw or pin for connecting a control arm of a wheel suspension to the subframe assembly. The rear bracket arm is at least partially received into and metallurgically bonded to the end bracket of the crossmember.