Abstract: Four-point seat belt comprising two thoracic branches configured to anchor the chest of a user to a backrest of a vehicular seat; two abdominal branches configured to girdle and anchor the waist of the user to the vehicular seat; at least one damping device configured to be activated upon exceeding a first predetermined value of a tension force imparted by the user to the belt; wherein the damping device is configured to cause, upon its activation, a controlled advancement of the chest of the user while limiting the acceleration of the head of the user.

Abstract: A bushing includes a body that is cylindrical; a bore through the body; a channel extending along an inner face of the bore; and a groove on a substantially planar surface of the bushing and including a first end intersecting with an end of the channel and a second end extending radially from the bore.

Abstract: A steering column assembly includes a lower jacket. The steering column assembly also includes an upper jacket operatively coupled to the lower jacket, the upper jacket telescopingly moveable relative to the lower jacket. The steering column assembly further includes a rake bracket operatively coupled to the lower jacket. The steering column assembly yet further includes an energy absorption strap operatively coupled to the upper jacket, at least a portion of the energy absorption strap disposed radially outward of the rake bracket.

Abstract: A steering device includes a pipe, a housing, a telescopic mechanism, and a load absorbing mechanism. The load absorbing mechanism includes an extending portion provided in the telescopic mechanism and extending in a front-rear direction, a first sliding portion provided on a first side in the left-right direction with respect to the extending portion, and a second sliding portion provided on a second side in the left-right direction with respect to the extending portion. The sliding portion includes a front pressing portion that comes into contact with a side surface of the extending portion, and a rear pressing portion provided behind the front pressing portion, and in which a distance in the left-right direction between the rear pressing portion and the other sliding portion facing the one sliding portion across the extending portion is shorter than a distance in the left-right direction between the front pressing portion and the other sliding portion.

Abstract: An axle assembly includes a connection assembly having a stationary portion and a rotary portion. The stationary portion is configured to couple to an inlet airflow assembly configured to be non-movably coupled to a beam housing, the rotary portion is configured to couple to an outlet airflow assembly configured to be non-movably coupled to a steering knuckle, the stationary portion forms a cavity configured to facilitate flow of pressurized air from the inlet airflow assembly to the rotary portion, and the rotary portion forms an airflow path configured to facilitate flow of the pressurized air from the cavity to the outlet airflow assembly.

Abstract: an electric powertrain integrated into a vehicle axle. Such electric axle (or “E-axle”) is a front or rear axle that includes an axle body (or “housing”) adapted to receive a powertrain, which is arranged to provide torque to the wheels of the axle. The “E-Axle” is a compact and economical electric drive solution for battery electric vehicles, fuel cells and hybrid applications. The electric motor(s), electronics and transmission are combined in a compact unit that directly drives the wheels provided at the longitudinal ends of the axle.

Abstract: Variable behaviour control mechanism with a variety of motion characteristics, the mechanism comprising means to measure a plurality of motion characteristics and to activate systems when a threshold of the motion characteristics is reached. The mechanism described is, for example, a vehicle seat belt and the mechanism minimises or prevents unwanted activation of line extension or retraction of the seat belt. A first mechanism is described where activation occurs between at least one primary system and at least one secondary system when a combination of the sensed motion characteristics achieves a threshold. A second mechanism is described where activation occurs between at least one primary system and at least one secondary system when at least one sensed motion characteristic achieves a threshold, the threshold being modified based on at least one further motion characteristic. A method of use of the above mechanisms is also described.

Abstract: A top mount assembly includes an attachment bracket having a flange section, a piston rod mount section, and a cylinder section, the flange section includes a plurality of apertures for receiving a plurality of fastener bolts, the piston rod mount section being configured to receive a piston rod, and the cylinder section of the attachment bracket includes an annular chamber that receives an annular working piston.

Abstract: A seat-belt retractor comprising a seat-belt spindle which is rotatably mounted in a housing, an electric motor for driving the seat-belt spindle, and a gear mechanism that transmits the rotational motion from the electric motor to the seat-belt spindle, where the gear mechanism, when deactivated, can be driven as an assembly for driving the seat-belt spindle with a first torque; the seat-belt retractor has a first part, which, when a tensile force exerted by the seat-belt is exceeded, is driven in a rotational motion opposite to the rotational direction of the electric motor; and a braking device, which brakes the rotational motion of the first part, thereby actuating a blocking device blocking a second part of the gear mechanism, the blocking device activating the gear mechanism to transmit the rotational motion of the electric motor in a reduction ratio to the seat-belt spindle.

Abstract: A self-stabilizing vehicle includes a mass gyroscope which is fixed at an occupant compartment chassis corresponding to a portion where occupants sit. The occupant compartment portion may tilt outwards in response to the centrifugal force. If the vehicle has three or more wheels, the load is evenly distributed on the left wheel and the right wheel which move oppositely up and down about an effectively centrally-mounted shaft pin. Further, the present disclosure proposes a method for operating the self-stabilizing vehicle. According to the self-stabilizing vehicle and the operating method thereof, a vehicle having a narrow body may be used. When the vehicle undergoes external forces such as the centrifugal force and the crosswind, the occupant compartment can maintain the vertical stability even though the wheels may slide sideways.

Abstract: An independently driving wheel module includes: a base frame including an upper end fixed to a coupling surface of a vehicle body, and a rotation part coupled to the upper end of the base frame such that the rotation part is rotatable with respect to the upper end of the base frame; a connection link including a first end integrally coupled to the rotation part, and a second end having a shape extending downward from the first end of the connection link; a driving wheel disposed at a side of the second end of the connection link and coupled to the second end of the connection link; and a rotation plate including an upper and lower surfaces extending obliquely in misaligned directions, the rotation plate being interposed between the base frame and the vehicle body so as to be rotatable with respect to the base frame or the vehicle body.

Abstract: A suspension includes a housing, a radius arm, a radius arm bush, and a shock absorber. Inclination angles ?1 and ?2 satisfy ?F·tan ?2>M·tan ?1, in which: ?1 is an inclination angle at which a straight line coupling the center of the radius arm bush to the center of a rear wheel is inclined to a horizontal line, to lower toward the rear wheel, viewed from a side of the vehicle in a steady state; ?2 is an inclination angle at which an axis of expansion and shrink of the shock absorber is inclined to a vertical direction, to allow the shock absorber's upper end to more forward from the shock absorber's lower end; M is an unsprung mass of the suspension; and ?F is an amount of increase in a vertical load on the rear wheel from the steady state during a shrinkwise stroke of the shock absorber.

Abstract: Some embodiments may provide a suspension unit that may include a rail having a longitudinal axis, a sliding member slidably connected to the rail, and shock absorption and springing means adapted to damp motions and support forces along the longitudinal axis of the rail, wherein, the rail and the sliding member are shaped to have transverse cross-sectional profiles that prevent a rotational movement of the sliding member with respect to the rail about the longitudinal axis of the rail. In some embodiments, the suspension unit may be part of an in-wheel system further including at least a steering unit.

Abstract: A suspension assembly for a commercial vehicle includes a first linkage, an air spring, a carriage, and a second linkage. The first linkage is pivotally coupled at a first end with a structural member of a frame. The structural member extends downwards from the frame. The air spring is coupled with the frame and a second end of the first linkage. The air spring drives the first linkage to pivot about the first end relative to the structural member. The carriage is pivotally coupled with the first linkage at a position between the first end and the second end of the first linkage. The second linkage is pivotally coupled at a first end with the structural member, and pivotally coupled with the carriage at a second end. The structural member, the first linkage, the second linkage, and the carriage define a four-bar linkage.

Abstract: A reinforcing structure for suspension, includes: a spring seat coupled to a torsion beam and a trailing arm, and configured for supporting a spring; and a shock absorber bracket coupled to the spring seat and the trailing arm, and configured for supporting a shock absorber for damping vibrations of the spring, wherein the shock absorber bracket includes, a side coupling portion coupled to the trailing arm, wherein the side coupling portion is coupled to a side surface of the trailing arm in a width direction (Y) of a vehicle body in a state of being inclined at a predetermined angle with respect to each of a longitudinal direction (X) and a height direction (Z) of the vehicle body.

Abstract: An embodiment independent corner module includes a knuckle unit positioned at an inward area of a wheel, an upper arm fastened between an upper end of the knuckle unit and a vehicle body, a lower arm fastened between a lower end of the knuckle unit and the vehicle body, a steering unit configured to input a steering angle to the knuckle unit by being rotated with respect to the lower arm, and a rack steering unit positioned under the steering unit and fastened to the knuckle unit, the rack steering unit being configured to apply a rotating force to the knuckle unit by varying a length thereof.

Abstract: The present disclosure provides a steering angle limiting device including a bracket 41 fixed to a column housing 30 surrounding a steering shaft 10, a wire 42 having one end fixed to the bracket 41, and a wire stopper 43 fixed to the other end of the wire 42, wherein the wire stopper 43 is fixed to the other end of the wire 42 in a state where the wire 42 passes through a wire hole 10a formed to pass through the steering shaft 10 in a direction inclined to an axial direction of the steering shaft 10, and a steering apparatus including the same.

Abstract: Disclosed herein is a coupled torsion beam axle type rear suspension system that includes a coupled torsion beam axle (100) installed to extend in a transverse direction of a vehicle body, a pair of trailing arms (200) coupled to respective ends of the coupled torsion beam axle (100), and a transverse leaf spring (300) having both ends connected to the respective trailing arms (200) and a center portion connected to a body cross member (40), thereby reducing the number of parts and improving driving stability.

Abstract: A vehicle lift kit for a golf cart is disclosed. The lift kit comprises a front suspension attached to a vehicle frame having a suspension body, a pair of lower control arms, a leaf spring, and a pair of spindles connected to the pair of lower control arms. Each spindle comprises a spindle shaft, an upper bracket, and a lower bracket. The upper control arms are configured to connect between a steering rack mount of the vehicle and the upper end of the spindle. Further, the lift comprises a camber alignment adjustment on the connector between the upper control arm and the upper bracket of the spindle to provide proper alignment. The spindle further comprises a support gusset to strengthen the joints. The lift kit also has grease fittings to provide lubrication of the mounting points. Further, the lift kit comprises a rear suspension kit for the golf cart.

Abstract: A torsion bushing includes a body portion defining a torsion rod-receiving bore, one or more helical flexion ribs defining at least a portion of the torsion rod-receiving bore, and a helical lubrication reservoir adjacent to the one or more helical flexion ribs. The torsion bushing may be included in a torsion busing assembly that further includes a bracket. The bracket may have a saddle to receive the torsion bushing, and one or more flanges for coupling the bracket to a frame. The torsion bushing may be included in a torsion rod assembly that further includes the bracket and a torsion rod.