Abstract: Wheel suspension has a steering knuckle support with two hole openings opposed to one another in an axial direction and form openings of a mounting hole, two axle pins spaced apart axially, extend in axial direction and engage in the mounting hole through the hole openings, and a chassis component supported at axial end portions of the axle pins to be swivelable relative to the steering knuckle. A first contact area at the hole openings has a conical inner circumferential surface. The conical inner circumferential surfaces of the first contact areas narrow in diameter toward one another in axial direction. The axle pins have a second contact area with a conical outer circumferential surface that narrow in diameter toward one another in axial direction and contact the conical inner circumferential surfaces of the first contact areas.

Abstract: Wheel suspension has a steering knuckle support with two hole openings opposed to one another in an axial direction and form openings of a mounting hole, two axle pins spaced apart axially, extend in axial direction and engage in the mounting hole through the hole openings, and a chassis component supported at axial end portions of the axle pins to be swivelable relative to the steering knuckle. A first contact area at the hole openings has a conical inner circumferential surface. The conical inner circumferential surfaces of the first contact areas narrow in diameter toward one another in axial direction. The axle pins have a second contact area with a conical outer circumferential surface that narrow in diameter toward one another in axial direction and contact the conical inner circumferential surfaces of the first contact areas.

Abstract: A method of producing a stabilizer (10) of a motor vehicle, such that the stabilizer includes a torsion bar (11) and longitudinal links (12, 13). The longitudinal links (12, 13) are in each case connected to the torsion bar (11) by welding, and the longitudinal links (12, 13) and the torsion bar (11) are heat-treated before welding. Each longitudinal link (12, 13) is welded at one end to the torsion bar (11) on both sides, in each case, by a respective multilayer weld seam (14), and each weld seam (14) is made with unequal widths such that the width of the weld seam (14) adjacent to the torsion bar (11) is shorter than its width adjacent to the respective longitudinal link (12, 13).

Abstract: A motor vehicle, in particular a utility vehicle (UV), with a vehicle frame (2) and at least one vehicle axle (5) supported relative to the vehicle frame (2) by one or more connecting rods (6; 7). The connecting rod or rods (6; 7) is/are linked to the vehicle axle (5) by at least one articulated arrangement (8) which is connected, by connecting elements (11) that pass through contact surfaces (10; 10a), to a support block (12) fixed on the axle (5). The axis (13) of each connecting element (11) extends through the contact surface (10; 10a), through which the respective connecting element (11) passes, at an angle (?) different from 90°.

Abstract: A method of producing a stabilizer (10) of a motor vehicle, such that the stabilizer includes a torsion bar (11) and longitudinal links (12, 13). The longitudinal links (12, 13) are in each case connected to the torsion bar (11) by welding, and the longitudinal links (12, 13) and the torsion bar (11) are heat-treated before welding. Each longitudinal link (12, 13) is welded at one end to the torsion bar (11) on both sides, in each case, by a respective multilayer weld seam (14), and each weld seam (14) is made with unequal widths such that the width of the weld seam (14) adjacent to the torsion bar (11) is shorter than its width adjacent to the respective longitudinal link (12, 13).

Abstract: A motor vehicle, in particular a utility vehicle (UV), with a vehicle frame (2) and at least one vehicle axle (5) supported relative to the vehicle frame (2) by one or more connecting rods (6; 7). The connecting rod or rods (6; 7) is/are linked to the vehicle axle (5) by at least one articulated arrangement (8) which is connected, by connecting elements (11) that pass through contact surfaces (10; 10a), to a support block (12) fixed on the axle (5). The axis (13) of each connecting element (11) extends through the contact surface (10; 10a), through which the respective connecting element (11) passes, at an angle (?) different from 90°.

Abstract: A motor vehicle, in particular a utility vehicle (UV), with a vehicle frame and/or a sub-frame (2; 2a) that has contact surfaces (10; 10a) extending transversely and/or longitudinally relative to the driving direction (F) and are connection surfaces to other structural units (6; 7; 8; 12). The structural units are connected by connecting elements (11) that pass through the contact surfaces (10; 10a). The connecting elements each define an axis (13) and are aligned such that the axes of the connecting elements extend through the contact surface (10; 10a) at an angle different from 90°.

Abstract: A motor vehicle, in particular a utility vehicle (UV), with a vehicle frame and/or a sub-frame (2; 2a) that has contact surfaces (10; 10a) extending transversely and/or longitudinally relative to the driving direction (F) and are connection surfaces to other structural units (6; 7; 8; 12). The structural units are connected by connecting elements (11) that pass through the contact surfaces (10; 10a). The connecting elements each define an axis (13) and are aligned such that the axes of the connecting elements extend through the contact surface (10; 10a) at an angle different from 90°.

Abstract: The invention relates to a transverse link (1) having a main body (2), which has at least one first fixing region (3) for pivotal attachment to a vehicle frame element and at least one further fixing region (6) for pivotal attachment to a hub carrier, the main body (2) having at least one wheel limb (8). In order largely to avoid destruction of the journal connection of the transverse link to a hub carrier if the wheel hits a curbstone, for example, the proposal is to provide a transitional region (19), which is arranged between the wheel limb (8) and the further fixing region (6), the transitional region (19) being embodied in such a way that a deformation zone (21) acting in the longitudinal direction (Y) of the wheel limb (8) is formed.

Abstract: A link element for coupling two assemblies with one another. The link has rod-shaped sections that are connected by an overload protection but are able to move axially relative to one another if subjected to an overload. The overload protection comprises a shear element which rigidly connects the link sections, in a form locking manner, and has a stop for limiting relative axial movement of the link sections, if subjected to an overload. The link element provides a defined deformation path, in the event of failure, and remains functional to a limited extent even once an overload occurs. The link element, when used on a chassis of a vehicle, signals to the driver damage or overload in the chassis, without further components or devices.

Abstract: A transverse link (1) has a main body (2), which has at least one first fixing region (4) for pivotal attachment to a vehicle frame element. The first fixing region (4) has a journal (9) surrounded by a bearing bush (23). A stop region (19) is arranged proximate the first fixing region (4). The stop region is interrupted when viewed in the circumferential direction, resulting in the formation of diametrically opposite thickened portions (21, 22), which are arranged between the main body (2) and the journal (9) and are embodied in such a way that only forces acting in the lateral and vertical vehicle directions are absorbed when the main body (2) is twisted out of the neutral position thereof, about a vertical axis (Y) of a second fixing region (3).

Abstract: The invention relates to a transverse link (1) having a main body (2), which has at least one first fixing region (4) pivotal attachment to a vehicle frame element, the first fixing region (4) having a journal (9), which is surrounded by a bearing bush (23). The proposal is to arrange in the region of the first fixing region (4) a stop region (19), which is interrupted when viewed in the circumferential direction, resulting in the formation of diametrically opposite thickened portions (21, 22), which are arranged between the main body (2) and the first fixing region (4) and are embodied in such a way that only forces acting in the lateral and vertical directions are absorbed when the main body (2) is twisted out of the neutral position thereof, about a vertical axis (Y) of a second fixing region (3), and the respective thickened portion (21, 22) strikes against corresponding stop elements (27, 28) of the bearing bush (23) by means of the respective stop surface (24, 26) thereof.

Abstract: The invention relates to a transverse link (1) having a main body (2), which has at least one first fixing region (3) for pivotal attachment to a vehicle frame element and at least one further fixing region (6) for pivotal attachment to a hub carrier, the main body (2) having at least one wheel limb (8). In order largely to avoid destruction of the journal connection of the transverse link to a hub carrier if the wheel hits a curbstone, for example, the proposal is to provide a transitional region (19), which is arranged between the wheel limb (8) and the further fixing region (6), the transitional region (19) being embodied in such a way that a deformation zone (21) acting in the longitudinal direction (Y) of the wheel limb (8) is formed.

Abstract: A joint and/or bearing arrangement (1; 101; 201; 301; 401) with a joint or bearing body, which includes a joint pivot (2; 102; 202; 302; 402) and which can be held in a fixed manner in a mounting opening (6), for example, a pressing-in opening of a suspension arm (7), and has for this purpose at least one section (8) tapering in the direction of the pivot end (9) for support at least in some areas on a ring body (10; 10a; 110; 210; 310), especially a conical disk. The tapering section is joined towards the pivot end (9) by a parallel-walled or more weakly tapering area (11). A transition (14) is provided between the tapering section supported on the ring body (10; 10a; 110; 210; 310) and the section (11) that tapers more weakly towards the pivot end (9) or is cylindrical. The transition (14) is located outside the axial extension of the ring body (10; 10a; 110; 210; 310).