КОРОБЧАТЫЙ МОДУЛЬ ПОДВЕСКИ И СОДЕРЖАЩАЯ ЕГО СИСТЕМА ПАРАМЕТРИЧЕСКОГО ШАССИ ДЛЯ ТРАНСПОРТНЫХ СРЕДСТВ

Изобретения относятся к области транспортного машиностроения. Коробчатый модуль подвески содержит поперечный торсионный стержень, соосный блок гасителя колебаний и соосное кольцо трансмиссии, присоединенное к продольному рычагу подвески с узлом рулевого управления, и подшипники. Торсионный стержень имеет внутренний фиксирующий конец и внешний конец, который соединяется с рычагом подвески. Положение торсионного стержня в коробчатом модуле подвески фиксируется с помощью выступа на стержне. Торсионный стержень соединяется с основанием пластин и с блоком гасителя колебаний. Рычаг подвески поддерживается скобой и соединяется с торсионным стержнем. Торсионный стержень соединяется с шарниром на фиксирующем конце и с помощью опорного подшипника с кольцом трансмиссии. Рычаг подвески фиксирует в нужном положении колесо. На рычаге расположен шкив трансмиссии, узел рулевого управления и универсальный шарнир. Система параметрического шасси содержит задний подрамник, сформированный двумя противолежащими ...

ПОДВЕСКА ВЫСОКОКЛИРЕНСНОГО ТРАНСПОРТНОГО СРЕДСТВА С РАСПОРНЫМ УСТРОЙСТВОМ, УСТАНАВЛИВАЕМЫМ МЕЖДУ ОСЬЮ И КРОНШТЕЙНОМ ДЛЯ ПРИКРЕПЛЕНИЯ КОЛЕСНОЙ СТУПИЦЫ, ДЛЯ РЕГУЛИРОВАНИЯ РАБОЧЕГО КЛИРЕНСА

Изобретение относится к высококлиренсным самоходным опрыскивающим транспортным средствам и в частности к подвескам для таких транспортных средств. Узел подвески для высококлиренснго транспортного средства с направлением перемещения вперед и первой рабочей высотой клиренса включает в себя вертикальную цапфу оси, основную ось подвески, элемент для прикрепления ступицы колеса и узел распорного устройства для увеличения высоты клиренса. Узел распорного устройства включает в себя верхний и нижний концы, соответственно содержащие верхние и нижние отверстия. Соединительная ось содержит верхний конец расположенный в нижнем отвести, при этом верхнее отверстие размещает нижний конец основной оси подвески. Первый соединительный узел, прикрепляющий узел распорного устройства для перемещения совместно с основной осью подвески, а также нижнюю концевую часть, выступающую вниз из узла распорного устройства и размещаемую в третьем отверстии. Второй и третий соединительные узлы, соответственно прикрепляющие ...

ПОДВЕСКА ВЫСОКОКЛИРЕНСНОГО ТРАНСПОРТНОГО СРЕДСТВА С РАСПОРНЫМ УСТРОЙСТВОМ, УСТАНАВЛИВАЕМЫМ МЕЖДУ ОСЬЮ И КРОНШТЕЙНОМ ДЛЯ ПРИКРЕПЛЕНИЯ КОЛЕСНОЙ СТУПИЦЫ, ДЛЯ РЕГУЛИРОВАНИЯ РАБОЧЕГО КЛИРЕНСА

... 1. Узел подвески для высококлиренсного транспортного средства с прямым направлением перемещения и первой рабочей высотой клиренса, включающий в себя вертикальную цапфу оси, основную ось подвески, размещенную в цапфе для вращения и перемещения в упомянутой цапфе, и элемент для прикрепления ступицы колеса, соединенный с нижним концом основной оси подвески, отличающийся тем, что он включает в себя узел распорного устройства для увеличения высоты клиренса, по желанию подсоединяемый между нижним концом основной оси подвески и элементом для прикрепления ступицы колеса. ! 2. Узел подвески по п.1, отличающийся тем, что узел распорного устройства включает в себя верхний и нижний концы, соответственно содержащие верхние и нижние отверстия с одинаковыми размерами, и соединительную ось, содержащую верхний конец, расположенный в нижнем отверстии, при этом верхнее отверстие размещает нижний конец основной оси подвески; первый соединительный узел, прикрепляющий узел распорного устройства для вращения ...

Verriegelungsmechanismus

Ein Verriegelungsmechanismus umfasst zwei relativ zueinander längs einer gemeinsamen Mittelachse verschiebbare, gegeneinander verdrehbare Verriegelungspartner (2,3), wobei einer der Verriegelungspartner (2) hülsenförmig gestaltet ist und eine rotationssymmetrische Verriegelungskulisse (5) aufweist, welche zum Eingriff mindestens eines Verriegelungszapfens (4) des anderen Verriegelungspartners (3) vorgesehen ist, und wobei durch die Verriegelungskulisse (5) eine Mehrzahl an Verriegelungsniveaus (V1 ...V8) gegeben ist, in denen jeweils eine von mehreren, jeweils einem Verriegelungsniveau (V1 ...V8) zugeordneten Anschlagkonturen der Verriegelungskulisse (5) einen mit dem Verriegelungszapfen (4) zusammenwirkenden Axialanschlag (15,16) bildet. Die Verriegelungskulisse (5) weist mindestens drei Verriegelungsniveaus (V1 ...V7) auf, welche jeweils durch inselförmige, am Umfang der Verriegelungskulisse (5) verteilte Steuer- und Anschlagelemente (6,7) gegeben sind, wobei jedes Steuer- und Anschlagelement ...

Vorrichtung zur Niveauverstellung eines Fahrzeugaufbaus

Die Erfindung betrifft eine Vorrichtung zur Niveauverstellung eines Fahrzeugaufbaus, umfassend eine axial unverschiebliche Gewindespindel (1) und eine drehangetriebene, entlang der Gewindespindel (1) axial verschiebliche Gewindemutter (3), wobei die Gewindemutter (3) zwischen einem ersten und zweiten axialen Endpunkt axial verlagerbar ist, um einen Hub- oder Senkvorgang des Fahrzeugaufbaus durchzuführen, wobei die Gewindemutter (3) durch zwei axial benachbart zur Gewindemutter (3) angeordnete Axiallageranordnungen (4a, 4b) drehbar in einem Gehäuse (5) gelagert ist, und wobei jede Axiallageranordnung (4a, 4b) einen jeweiligen Käfig (8) mit einer Vielzahl von umlaufend verteilten Taschen (6) und darin aufgenommenen Wälzkörpern (7) umfasst, wobei die Wälzkörper (7) in einer ersten Drehrichtung (9) der Gewindemutter (3) in einem ersten Taschenbereich (6a) der jeweiligen Tasche (6) aufgenommen und geführt sind, und wobei die Wälzkörper (7) in einer zweiten Drehrichtung (10) der Gewindemutter ...

Bus with height adjustable floor - has horizontal pivot between rear of floor and body with lifting frame

The height adjustable floor for a bus is hinged on the body at the rear end of the vehicle and the front end of the floor is linked to a servo strut. The rear axle can be height adjusted, with its servo strut linked to the main strut by a compensating linkage. The floor is dropped to the ground without requiring reinforced sides, and with the struts in a self supporting frame. The vehicle 'sits down' on its rear axle, While the floor angle alters relative to the vehicle, to sit flat on the ground. The door is set between the floor and axle struts and is angled relative to the body, to be upright when the suspension is dropped.

Vorrichtung zur Schwingungsdämpfung bei einem Fahrzeug

Die Erfindung betrifft eine Vorrichtung zur Schwingungsdämpfung bei einem Fahrzeug, wobei ein Fahrschemel (2) mit Lagern (3) für eine zu lagernde Komponente, vorzugsweise ein Motoraggregat (1), vorgesehen ist. Es sind Mittel (20) vorgesehen, welche den Abstand zwischen Fahrschemel (2) und einem Lager (9, 12) eines Feder-Dämpferbeins (6) fixieren oder begrenzen, wobei der Fahrschemel (2) an ein Lager (9, 12) des Feder-Dämpferbeins (6) im wesentlichen starr angebunden ist. Dazu wird eine Strebe zwischen Fahrschemel (2) und einem Lager (9, 12) des Feder-Dämpferbeins (6) oder einem Lager (15) eines Dämpfers (14) angebunden.

SPRING SYSTEMS

... 1362381 Spring units; linkwork G J VAN DER BURGT J'r HART and H SCHRIER 30 June 1971 [7 July 1970 (2)] 30709/71 Headings F2K and F2S A system for receiving a load L comprises a lever 2 pivoted at 4 to a supporting structure, e.g. a frame 5, a compression spring 3 acting between the lever 2 and the supporting structure, and adjusting means 9, 10 operable to vary simultaneously the operative distance b from the pivot 4 at which the spring 3 acts on the lever 2, and the force exerted by the spring 3, this spring force increasing as the distance b is increased if the lever is in the same position relative to the support structure after adjustment as it was before; and a second (bell crank) lever 20, 21, (with a fulcrum 7 on the adjusting means 9, 10) for transmitting the spring force to the lever 2. A compression counter-spring 17, Fig. 1, may be used to balance the force of the spring 3 on the adjusting means 9, 10 and a roller 8 supports the lever arm 21 on the lever 2. In a modification, ...

SUSPENSION ADJUSTMENT

Oscillation controller and control method

A wheel oscillation controller 200 for a vehicle 900 and a control method 100 are provided. The controller 200 comprises input means 202 for receiving one or more signals 201 indicative of oscillation of at least one wheel of the vehicle; processing means 204 for determining whether the oscillation of the at least one wheel exceeds an oscillation value based on the one or more signals 201; and output means 206 to provide a signal 207 to cause an adaptive suspension damper associated with the wheel to reduce wheel oscillation. In other embodiments, the output means 706 is configured to provide a signal 707 to cause an adaptive electric machine associated with the wheel to reduce wheel oscillation. Aspects of the invention relate to a controller, to a system, to a vehicle and to a method.

VEHICLE SUSPENSION

Improvements in vehicle suspensions

... 851,058. Road-vehicle spring-suspensions. MOULTON DEVELOPMENTS Ltd. June 26, 1958 [March 26, 1957], No. 9855/57. Class 108(2). On each side of the vehicle front and rear wheels actuate respective hydraulic displacer units 1 which are connected to a common hydraulic accumulator 7. Both rear wheels are connected by a torsion rod 10, the pre-load of which is variable by the action of a crank 11 actuatable by an electric motor 13. The latter is controlled by a switch 14 controlled by an electric or hydraulic device 15 sensitive to changes in vehicle height. The device 15 has a time delay to prevent it being affected by the rapid changes in height due to changes in dynamic load. In a modification (Figs. 3-5, not shown), the torsion rod 10 is replaced by a leaf spring, the central anchoring point of which is carried by a crank rotatable by the motor 13. The accumulators 7 are replaced by flexibility of the connecting conduits 8. Specifications 813,259 and 826,687 are referred to.

Improvements in suspension systems for vehicles

... 930,087. Road vehicle suspensions. USTAV PRO VYZKUM MOTORVYCH VOZIDEL. Jan. 28, 1960 [Feb. 3, 1959], No. 3176/60. Class 108(2). A suspension system for a vehicle comprises a spring 1, Fig. 1, a stirrup 311 engaging one end of the spring and pivoting about an axis 60 on a sprung or unsprung part of the vehicle and means for pivoting the other end of the spring on the other part of the vehicle. The stirrup 311 is of inverted U-shape with the ends of the limbs pivoted at 60 to a similarly shaped bracket 6 secured by a bolt 63 to a longitudinal member 46 of the vehicle frame. The lower end of the spring bears against a member 3 pivoted at 4 on a link 7 which is in turn pivoted at 9 to the member 46 and connected to a rear axle 711. A rod 61 riveted to the stirrup slidably engages a bore in the member 3. When the load on the suspension increases, the stirrup rotates anticlockwise about the axis 60 so that the moment of the spring about the pivot 9 increases very gradually.

Vehicle control system and method

Assembly of suspension arm of wheel of vehicle.

WHEELCHAIR SUITABLY TO �BERWINDEN OF OBSTACLES

DEVICE FOR THE SECONDARY SUSPENSION OF A COACH BODY WITH A RAIL-MOUNTED VEHICLE WITH AN ACTIVE SPRING ELEMENT

FEDERSÄULE UND RADSATZFÜHRUNG EINES DREHGESTELLS

The invention relates to a rail-born vehicle comprising a truck (200) and axle guides arranged thereon. Each guide is provided with at least two coil springs connected to the body of an axle box. The inventive coil springs (2, 2') are arranged on the opposite sides of the axle box, the elongation of said coil springs (2, 2') extends in a vertical direction with respect to a rail plane ( epsilon ), and at least one elastomer spring element (1, 1') disposed above or below of the coil spring is connected to each coil spring (2, 2'). The spring element (1) connected to the first coil spring (2) which is connected to the axle box is arranged above said first coil spring (2). The spring element (1') connected to the second coil spring (2') which is arranged on the side of the axle box opposite to the first coil spring (2) is arranged below of the second coil spring (2').

VEHICLE SUSPENSION

POLE-GUIDED TRANSPORTING EQUIPMENT.

HANGING UP DEVICE FOR A GUIDED AND A POSSIBLE PROPELLING WHEEL OF A VEHICLE AND AN APPLICATION, IN PARTICULAR FOR AN AMPHIBIOUS VEHICLE.

Suspension device with variable characteristic, in particular for the wheel cushioning of a motor vehicle

PROCEDURE FOR THE STABILIZATION OF THE MECHANICAL EFFECT CHARACTERISTICS OF A FLEXIBLE JOINT OF A VEHICLE HANGING UP DEVICE

HANGING UP SYSTEM

MOTORCYCLE SHOCK ABSORBING DEVICE

VEHICLE SUSPENSION DEVICE COMPRISING AN ELASTIC JOINT WITH CLAMPING ELEMENTS

Obstacle traversing wheelchair

High Mobility Suspension System

Dispositif de suspension pour véhicules, notamment pour véhicules automobiles.

Torsionsfederung an Fahrzeugen.

Einrichtung zur Änderung der Federkraft von Fahrzeugfederungen.

Einrichtung zur Änderung der Federkraft von Fahrzeugfederungen.

Fahrzeugfederung.

Véhicule de sport

Einrichtung für die Federung einer Achse

Dispositif de suspension pour véhicule, à flexibilité variable

УЗЕЛ ПОДВЕСКИ ДЛЯ ВЫСОКОКЛИРЕНСНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к регулированию клиренса транспортного средства. Узлы переднего и заднего мостов рамы шасси имеют четыре шпинделя подвески с возвратно-поступательным движением в вертикальных втулках. Нижний конец каждого из шпинделей входит в отверстие в верхней части соответствующего корпуса, встроенного в колесо двигателя, который также является кронштейном для установки ступицы колеса. Для увеличения клиренса транспортного средства между нижней частью шпинделя подвески и корпусом двигателя колеса устанавливают удлиненный дистанционный узел. Если шпиндель подвески наклонен наружу, каждый дистанционный узел имеет соединительный шпиндель, который проходит параллельно оси вращения соответствующего шпинделя подвески и смещен от него внутрь на расстояние, которое компенсирует отклонение от нужного расстояния между шинами. Соединительный шпиндель входит в отверстие в верхней части соответствующего корпуса двигателя колеса. Изобретение способствует регулированию клиренса сельскохозяйственного ...

Improvements with the devices of suspension for motor vehicles and different

VEHICLE, ESPECIALLY INDUSTRIAL TRUCK

DISPOSITIF AMORTISSEUR POUR LA ROUE ARRIERE D'UN MOTOCYCLE

Dispositif amortisseur pour la roue arrière d'un motocycle. Ce dispositif comprend un organe rotatif 52 dont l'extrémité antérieure est articulée à un cadre général 21 et qui, en outre, est articulé à la fourche 33 qui supporte la roue arrière 32, l'extrémité supérieure 50a d'un amortisseur 50 étant en outre articulée au cadre général 21, tandis que son extrémité inférieure 50b est reliée à l'organe rotatif 52, un organe de liaison 53 étant prévu pour relier l'organe rotatif 52 au cadre général 21. Afin de placer l'amortisseur 50 le plus près possible du centre de gravité G du motocycle, l'organe rotatif 52 est arrangé dans la région antérieure de la fourche 33 de la roue arrière 32, en considérant l'axe longitudinal du motocycle, et l'extrémité inférieure 50b de l'amortisseur 50 est reliée à une partie frontale de la région supérieure de l'organe rotatif 52. (CF DESSIN DANS BOPI) ...

UNIT HAS PISTON-CYLINDRE FOR a SUSPENSION OF WHEEL Of a VEHICLE

Une unité à piston-cylindre, de préférence destinée à une suspension hydropneumatique d'un véhicule, comprend un piston relié de manière fixe à une tige de piston qui est guidée axialement dans un guidage de tige de piston, à l'extrémité de sortie de tige de piston du cylindre. Un ressort 20 entourant la tige de piston interagit d'un côté avec une pièce d'appui fixée au cylindre et d'un autre côté avec une pièce d'appui fixée à la tige de piston ou à une pièce fixe du véhicule. Le ressort 20 interagissant avec une pièce d'appui 8 axialement réglable, est conçu de manière à pouvoir se soulever de l'une des pièces d'appui 8 ou 9, et le point de mise en service du ressort 20 avec les deux pièces d'appui est réglable dans une plage de réglage prédéterminée de la tige de piston 2 dans le cylindre 4, au moyen d'un dispositif de réglage 11.

Assembly of suspension arm of wheel of vehicle

Independent suspension and wheels for any vehicle and in particular for automobile frame

Suspension for motor vehicles

ELECTROMECHANICAL HEIGHT CONTROL OF A MOTOR VEHICLE

The invention relates to an electromechanical height control of a motor vehicle, whereby a spring (1) is placed between a first bearing point (2) located on a vehicle body and a second bearing point located on a wheel carrier. The first bearing point can be displaced with regard to the vehicle body by an electric drive (6), whereby the electric drive actuates a threaded drive (7) connected to the first bearing point. To this end, the threaded drive is provided in the form of a spindle drive having a spindle (8), which can be driven by the electric drive, and having a spindle nut (9) that is connected in a fixed manner to the first bearing point. The threaded drive can be arranged coaxial to a spring provided in the form of a helical spring or can be arranged in relation to a screw spring in order to permit the first bearing point thereof to be displaced in a longitudinal direction of the vehicle and/or in a transverse direction of the vehicle. The spring can also be provided in the form ...

ALL TERRAIN VEHICLE

A high speed all terrain vehicle of the type having four wheel drive through a limited slip inter-axle differential that is effective to transfer driving torque between a front differential and a rear limited slip differential upon loss of traction of some of the wheels. Improved rough terrain mobility is achieved through an independent torsion bar suspension employing a power augmented roll steer characteristic to reduce the turning radius of the vehicle.

Spring system for bicycles

The present invention relates to a spring system for bicycles having a first load-applying segment (22) and a second load-applying segment (26) as well as at least one positive spring (14) and at least one negative spring (12, 88) arranged to be effectively operable between said first and said second load-applying segment (26).

Suspension Mechanism

A suspension unit is disclosed having a hanger having a front face with an aperture and a control arm having a front face with an aperture. The control arm is pivotally attached to and depends from the hanger such that the front face of the hanger and the front face of the control arm are opposed one another with the aperture on the front face of the hanger being aligned with the aperture on the front face of the control arm. A jounce spring and a rebound spring are coaxially mounted to a shaft. The shaft is mounted through the apertures and springs. The rebound spring is positioned between the front faces of the hanger and the control arm and the jounce spring is positioned horizontally to one side of both the hanger and the control arm with the shaft in a horizontal orientation.

Industrial truck with control by handle

In a pedestrian-controlled lift truck or stacker, a spring mounted drive wheel is provided between two laterally arranged support wheels. The initial stress on the spring, which determine the ground pressure, is increased on actuation of a brake.

VEHICLE SUSPENSION EQUIPMENT

PURPOSE: To surely relax high frequency vibration and abrupt impact which are generated during vehicle running, by arranging, in parallel, a damper for damping dynamic vibration and a damper for supporting static load, and as well by arranging, in series thereto, an air spring member. CONSTITUTION: A dual-cylinder type damper 20 comprises a cylinder 22 housing therein a piston 21 provided with a damping valve 21, an outer cylinder 23, a piston rod 24, a base valve 25 and a bearing 26, and a suspension spring 29 is attached to the outer periphery of the damper 20 by means of upper and lower spring seats 17, 28. A slidable cylinder 34 connected to the piston rod 24 is disposed in a guide cylinder 33 secured to the side of a vehicle body 32, while the lower part of the damper 20 is secured to the shaft bearing part 31 of a wheel 30. In this arrangement, an air-bag 37 charged with high-pressure gas 37 is disposed in the upper part of the inside of the guide cylinder 33 so that the air-bag 37 ...

СПОСОБ ПОДВЕСКИ КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА И ПОДВЕСКА КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА

Использование: в подвесках колеса транспортного средства, в частности для автомобилей. Предметом изобретения является подвеска переменной гибкости или жесткости в динамике. В подвеске используют один или несколько упругих элементов, установленных друг против друга, с целью придания подвеске транспортного средства изменения жесткости или гибкости с двумя крутизнами на кривой (удар-ослабление и усилие сжатия). Использование разных жесткостей или гибкостей локализуется при отклонениях подвески вблизи положения транспортного средства в режиме нагрузки на колеса, при этом наименьшая жесткость происходит на второй части хода осадки подвески колеса. 2 н. и 7 з. п. ф-лы, 17 ил.

Sportfahrzeug

Fahrzeug-Radaufhängung mit über einen Umlenkhebel veränderbarer Radlast

Die Erfindung betrifft ein Fahrzeug-Radaufhängung mit einer Tragfeder, über die der Fahrzeug-Aufbau anteilig an einem Tragarm dieser Radaufhängung abgestützt ist und wobei die durch diese Abstützung auf das zugehörige Rad einwirkende Radlast dadurch veränderbar ist, dass das Übersetzungsverhältnis an einem im Lastpfad der Abstützung vorgesehenen und am Fahrzeug-Aufbau verschwenkbar gegenüber diesem gelagerten Umlenkhebel mittels eines Aktuators veränderbar ist. Es ist parallel zu dem den Umlenkhebel und ein erstes Tragfeder-Element enthaltenden Lastpfad ein weiterer Lastpfad mit einem zweiten zwischen dem Fahrzeug-Aufbau und dem zugehörigen Rad wirksamen Tragfederelement vorgesehen. Vorzugsweise ist dass das Übersetzungsverhältnis am Umlenkhebel durch Verlagerung des Abstützpunktes des ersten Tragfeder-Elementes oder einer mit ihrem anderen Ende an einem Tragarm der Radaufhängung abgestützten Übertragungsstange dadurch über einen weiten Bereich veränderbar, dass dieser Abstützpunkt nahe ...

Vibration damper has cylinder in which piston rod is guided in axially movable manner and impact stop of drive-in motion counteracts from defined drive-in position of piston rod

The vibration damper (1) has a cylinder (3) in which a piston rod (5) is guided in an axially movable manner. An impact stop (11) of the drive-in motion counteracts from a defined drive-in position of the piston rod. A blocking valve (19) controlling the pressure medium supply unit of a pressure medium cylinder (13) has a connection to the pressure medium supply unit and two connections in the direction of the pressure medium cylinder.

Verstellbare Federung

Einrichtung zur Maßeinstellung, insbesondere zur Höhenregulierung von Federn und Abstützungen bei Fahrwerken von Schienenfahrzeugen

Vehicle has frame and vehicle body moving relative to frame, where vehicle body has passenger cabin and vehicle body is connected with frame over adjustable elastic coupling elements

The vehicle (1) has a frame (10) and a vehicle body (20) moving relative to the frame, where the vehicle body has a passenger cabin (22) and the vehicle body is connected with the frame over adjustable elastic coupling elements (32.1,36). An evaluation and control unit continuously determines the current weight of the vehicle body. The evaluation and control unit adjusts the coupling element depending on the current determined weight of the vehicle body.

Verfahren und Vorrichtung zur Höhenverstellung des Aufbaus eines Kraftfahrzeugs

Verfahren und/oder Vorrichtung zur Höhenverstellung des über eine Tragfeder (2) anteilig auf einem radführenden Lenker (4) einer Fahrzeug-Achse abgestützten Aufbaus (1) eines von einem Antriebsaggregat angetriebenen zweiachsigen Kraftfahrzeugs, wobei der vertikale Abstand zwischen den beiden Abstützpunkten (2o, 2u) der Tragfeder (2) durch örtliche Verlagerung des auf dem gegenüber dem Fzg.-Aufbau verschwenkbaren Lenker (4) liegenden Abstützpunktes (2u) der Tragfeder (2) veränderbar ist, dadurch gekennzeichnet, dass anstelle eines Aktuators zur Verlagerung des Tragfeder-Abstützpunktes (2u) eine ansteuerbare Feststelleinheit (5) für den verlagerbaren Tragfeder-Abstützpunkt (2u) vorgesehen ist, mit welcher dieser verlagerbare Tragfeder-Abstützpunkt (2u) gegenüber dem Lenker (4) angesteuert von einer elektronischen Steuereinheit fixierbar oder lösbar ist, und dass die elektronische Steuereinheit weiterhin dazu vorgesehen ist, bei gelöster Feststelleinheit (5) über das Antriebsaggregat ein Antriebsmoment ...

Vorrichtung zum Verändern der Federrate

Bei einer Vorrichtung zum Verändern der Federrate an Radaufhängungen von Kraftfahrzeugen, mit einer ersten Feder, insbesondere einer Gasdruckfeder, und einem Anschlagpuffer als Zusatzfeder, ist der Anschlagpuffer mittels einer Verstelleinheit abhängig von definierten Fahrzuständen des Kraftfahrzeuges früher oder später in Wirkung bringbar. Die Verstelleinheit ist bevorzugt nach Art eines Kugelumlaufsystems mit einer Kugelmutter ausgebildet und elektromotorisch angetrieben.

Lastabhaengig regelbare Gummifeder fuer Fahrzeuge, insbesondere Schienenfahrzeuge

Auf verschiedene Belastungen einstellbare Hinterradfederung fuer Motorraeder

FEDERSÄULE FÜR EINE RADSATZFÜHRUNG EINES SCHIENENFAHRZEUGS

Compliant support system

A resilient support unit comprises one or more sulcated springs and end fittings for mounting the unit between relatively movable elements. In one form, a spring (80) has its lower end secured between opposed lower ends of spaced arms (84) of a yoke (82), and its upper end guided between opposed upper ends of the arms. The lower end of the yoke is mountable on a fixed support whilst the upper end of the spring is adapted to support e.g. pipework by means of end fittings (76). The spring (80) and the yoke (82) are formed of fibre reinforced plastics material. Several other embodiments are described. ...

Vehicle active suspension control system and method

Suspension for wheeled vehicles

... 854,939. Road-vehicle spring-suspensions. VAILLANT, J. April 25, 1958 [Nov. 27, 1957], No. 13197/58. Class 108(2). Springs 17-21 are brought into compression successively between a bar 16 and the chassis 15 (to which the bar 16 is jointed at 12). A link 23 and spring 22 prevent excessive rebound. In a modification (Fig. 4, not shown) a single road wheel is carried by the arm 16. The position of the joint 12 may be adjusted by means of shims 30, 31.

Running gear for transportable containers

... 895,689. Transporting unclassified loads. AIRTECH Ltd. April 21, 1960 [April 27, 1959], No. 14349/59. Class 108(1). Running gear for rendering a container mobile comprises a framework 12 having transverse shafts 13 on which wheel-carrying arms 19 and actuating levers 20 are independently pivoted. The arms 19 are resiliently connected by springs 24 to the actuating levers 20 which carry nuts 22 coacting with screws 23 so that rotation of the screws 23 will raise or lower the container. The running gears are connected by a draw-bar 29.

Improvements in or relating to vehicle suspension systems

... 879,739. Road vehicle spring-suspensions. REGIE NATIONALE DES USINES RENAULT. Dec. 10, 1958 [Dec. 30, 1957], No. 39867/58. Class 108(2). Each wishbone link 1 in a road vehicle independent wheel suspension is mounted on a pivot 9 on the vehicle frame 10 in series with rubber bush joints 6, 7, 8. The inner bush 8 is freely rotatable on the pivot 9 between limits defined by stops 12, 12. Thus for part of the deflection of link 1, the only resistance encountered is that of a main coil suspension spring (not shown). Thereafter the resilience of the joints 6, 7, 8 is added to that of the coil spring. The resilience of the pivots of a second wishbone link maybe brought in at another predetermined point.

Control system and method for vehicle suspension

A control system 12 for a suspension system of a vehicle 1 is provided. The control system 12 comprises at least one controller. The control system 12 is configured to identify an upcoming speed limit change. In dependence on the identified speed limit change, the control system requests modification of one or more parameters of the vehicle suspension system 14a-14d. This prepares the vehicle suspension to reduce pitch forwards/backwards at a time when an acceleration / deceleration can be expected, while allowing more composed vehicle suspension settings to be used at other times.

MASS FEATHER/SPRING SYSTEM WITH STAGGERING/CPITCH STABILIZATION FOR VEHICLES

FEATHER/SPRING COLUMN FOR A WHEEL SET GUIDANCE OF A RAIL-MOUNTED VEHICLE

VORRICHTUNG ZUR SEKUNDÄRFEDERUNG EINES WAGENKASTENS BEI EINEM SCHIENENFAHRZEUG MIT EINEM AKTIVEN FEDERELEMENT

The device has a hydro pneumatic spring unit (3) between a wagon body and a bogie to ensure an elevated level for the body when a railway carriage is in motion, and adjusts a lower platform level for the body. An emergency spring cylinder (8) is arranged beside the unit to ensure an emergency spring level for emergency operation in an event of a system failure. The cylinder and unit are operated over two hydraulic systems.

Multi-stage longitudinal torsion axle

VEHICLE CHASSIS

SUSPENSION ADJUSTMENT

Parametric chassis system for vehicles, comprising four suspension elements, incorporating a lateral torsion bar and co-axial damper unit, in a box-module, that allows central location of heavy items, such as batteries.

VEHICLE SUSPENSION SYSTEM

... ▓▓▓An articulating vehicle (10) includes a front axle (21) operatively connected ▓to a front frame (40) and a rear axle (21) is operatively connected to the ▓rear frame (30). A torsional joint (50) has an inner shaft member (51) ▓operatively connected to one of the frames and an outer hollow member (52) ▓operatively connected to the other of the frames. An elastomeric material (53) ▓is positioned between the inner member (51) and outer member (52). The elastic ▓material (53) connects the inner and outer members, whereby the frames may ▓rotate relative to each other along the longitudinal axis as the elastomeric ▓member (53) is compressed and resiliently resists rotation between the frames ▓(30 and 40). A torsional energy absorption suspension is provided for one of ▓the wheels. The suspension includes a torsional joint (50), a single A-frame ▓member (94). A lever arm (95) may also be utilized to vary the preload on the ▓torsional joint (50).▓ ...

HIGH-CLEARANCE VEHICLE SUSPENSION WITH SPACER ARRANGEMENT MOUNTABLE BETWEEN SPINDLE AND WHEEL HUB MOUNTING BRACKET FOR ADJUSTING WORKING CLEARANCE

SWITCHABLE BEARING BUSHING FOR A MOTOR VEHICLE

Elastic suspension for vehicles

Suspension with variable flexibility

Contactless data transmission system for automotive vehicles

Device to vary the elastic load of suspensions with spring montéessur of the vehicles

SUSPENDING METHOD HAS ONE OR MORE ELASTIC ELEMENTS HAS A STIFFNESS OR FLEXIBILITY IS DYNAMICALLY VARIABLE AND LOCALIZED [...] DURING THE SUSPENSION AND DRIFTING [...].

Assembly of springs of pressure for the adjustment height of variable masses

Vehicle, especially handling trolley

Variable stiffness vehicle suspension - has hydro-pneumatic or pneumatic struts automatically adjusted by vehicle weight or braking

VEHICLE HYDRAULIC SUSPENSION SYSTEM

DEVICE SUPPORT OF DIRECT WHEEL AND POSSIBLY MOTOR COACH OF VEHICLE AND APPLICATION IN PARTICULAR HAS AN AMPHIBIOUS VEHICLE

SUSPENSION SYSTEM FOR VEHICLE

A suspension system of the present invention comprises a ball screw (4), an acceleration mechanism (5), and an electromagnetic motor type braking force generator (6). The present invention uses an electromagnetic motor type buffer which controls a linear motion of a shaft (7) by converting the linear motion of the shaft (7) of the ball screw (4) into a rotary motion of a ball screw nut (8), transmitting the rotary motion to a motor rotor (29) of the braking force generator (6) after accelerating the rotary motion with the acceleration mechanism (5), and the braking force generator (6) generating a force in a direction in which the rotary motion is controlled. One or more components constituting at least one of the ball screws (4), the acceleration mechanism (5), and the braking force generator (6) may be used as a component constituting at least two of the ball screw (4), the acceleration mechanism (5), and the braking force generator (6).

WHEEL SUSPENSION DEVICE AND VEHICLE FITTED WITH AT LEAST ONE WHEEL EQUIPPED WITH SUCH A SUSPENSION DEVICE

The present invention relates to a device (10) for suspending a wheel (6) from a structural element (4) of a vehicle, the wheel (6) having mobility in rotation about an axis of rotation (Y6) relative to a hub carrier (20), the vehicle having a longitudinal direction (X0), characterized in that the suspension device (10) comprises at least three articulated arms (31, 32, 33) arranged between the structural element (4) and the hub carrier (20), and two shock-absorbing systems (70, 80) which extend respectively along a substantially vertical first axis (Z70) and a substantially longitudinal second axis (X80) in the normal configuration when the vehicle and the wheel (6) are resting on a flat surface. When the suspension device (10) is in operation, the articulated arms (31, 32, 33) guide the hub carrier (20) in a substantially spherical translational movement in relation to the structural element (4). The invention also relates to a rolling vehicle comprising at least one wheel fitted with ...

MULTI-STAGE LONGITUDINAL TORSION AXLE

A longitudinal torsion axle comprising: at least one torsion assembly that comprises a housing and at least one stage within the housing, each stage comprising a shaft and an elastomeric bushing about the shaft; a connecting arm attached to the shaft of the at least one torsion assembly; and, a wheel spindle pivotally connected to an end of the connecting arm distal to the at least one torsion assembly, the wheel spindle having an axis 90° to the axis of the shaft.

Spring system for bicycles

The present invention relates to a spring system for bicycles having a first load-applying segment (22) and a second load-applying segment (26) as well as at least one positive spring (14) and at least one negative spring (12, 88) arranged to be effectively operable between said first and said second load-applying segment (26).

Shock absorbing device for rear wheel of motorcycle

A shock absorbing device for a rear wheel of a motorcycle which comprises a rotary member which is pivotally connected to a body frame at its front end and moreover is pivotally connected to a swingable rear wheel support frame, a shock absorber which is pivotally connected to the body frame at its upper end and is connected to the rotary member at its lower end, and a rod member for connecting the rotary member to the body frame. In order to locate the shock absorber as close as possible to the center of gravity of the motorcycle, the rotary member is arranged at a fore part of the rear wheel support frame in the longitudinal direction, and a lower end of the shock absorber is connected to a front part of an upper portion of the rotary member in the longitudinal direction. Further in order to enhance the strength of the rear wheel support frame, a rear part of the upper portion of the rotary member is pivotally connected to the rear wheel support frame, whereas a lower portion of the rotary ...

High-clearance vehicle suspension with spacer arrangement mountable between spindle and wheel hub mounting bracket for adjusting working clearance

The working clearance height of a high-clearance vehicle is normally established by four main suspension spindles that are respectively received for reciprocating within upright journals provided at the opposite ends of front and rear axle assemblies of the vehicle main frame, with the bottom end each of the main spindles being received in a bore at the top of an associated wheel motor housing that serves also as a wheel hub mounting bracket. In order to increase the working clearance height of the vehicle, an optional elongate spacer assembly is mounted between the bottom of each elongate main suspension spindle and the associated wheel motor housing. Each main suspension spindle is inclined slightly outwardly relative to a vertical plane extending in the direction of travel of the vehicle and, in order for the spacing between tires at opposite sides of the vehicle to remain the same, with or without the usage of the spacer assemblies, each spacer assembly includes a coupler spindle extending ...

Systems, methods, and apparatus for tracking location of an inspection robot

Systems, methods, and apparatus for tracking location of an inspection robot are disclosed. An example apparatus for tracking inspection data may include an inspection chassis having a plurality of inspection sensors configured to interrogate an inspection surface, a first drive module and a second drive module, both coupled to the inspection chassis. The first and second drive module may each include a passive encoder wheel and a non-contact sensor positioned in proximity to the passive encoder wheel, wherein the non-contact sensor provides a movement value corresponding to the first passive encoder wheel. An inspection position circuit may determine a relative position of the inspection chassis in response to the movement values from the first and second drive modules.

Method and system for determining a reference yaw rate for a vehicle

The method and system described herein may be used to determine a reference yaw rate (γ ref ) for a vehicle chassis control system, and may do so across a wide spectrum of vehicle operating conditions. These conditions may include, for example, when the vehicle is being driven: at low and high vehicle speeds, in forward and reverse directions, with front-, rear- and all-wheel steering systems, according to subtle and aggressive driving maneuvers, and on roads with flat or banked surfaces, to cite a few of the potential scenarios. According to an exemplary embodiment, the method and system take into account certain tire dynamics, such as the relaxation length (λ) of the tires, when estimating the reference yaw rate (γ ref ). Once an accurate reference yaw rate (γ ref ) is determined, the vehicle chassis control system may use this estimate to control one or more actuators that can influence the yaw rate of the vehicle. Some non-limiting examples of systems that may include such actuators are chassis systems, brake systems, steering systems, suspension systems, safety systems, stability control systems, traction control systems, torque control systems, or any other system that can affect the vehicle yaw rate. It is also possible for the method and system described herein to determine a reference lateral velocity (V yref ) for the vehicle as well.

Adjustable spring assembly

A suspension device having a leaf spring and a piston-cylinder unit. The leaf spring has a first end that is movably attached to a frame and a second end pivotally attached to the piston-cylinder unit. In addition, the piston-cylinder unit is pivotally attached to the frame.

Primary air spring and secondary leaf suspension for vehicle

A suspension for a vehicle having a chassis rail and a longitudinal axle arranged substantially orthogonal thereto. The vehicle suspension has a primary air-responsive spring that couples between the chassis and the axle of the vehicle. The primary spring can be a coil spring that surrounds an air helper spring. A secondary leaf spring has a first end for pivotally coupling to the chassis of the vehicle at a secondary pivot coupling, and a second end for coupling to the axle. The longitudinal configuration of the secondary leaf spring can be arranged to be angularly displaced with respect to a chassis rail of the vehicle.

Wheel suspension for motor vehicles

A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

Spring damper unit

A spring damper unit configured for arrangement between a first vehicle part and a second vehicle part of a motor vehicle. The spring damper unit includes a first fastening device for fastening the spring damper unit to the first vehicle part and a second fastening device for fastening the spring damper unit to the second vehicle part. In addition, the spring damper unit includes an elastic element and a vibration damper having two damper parts that move relatively with respect to each other and are arranged between the fastening devices in order to damp relative movements between the vehicle parts and to control a spaced disposition between the vehicle parts. The pre-stressing of the elastic elements are variably adjusted via a first adjusting device and one of the damper parts is adjustable relative to one of the fastening devices via a second adjusting device.

Air intake system for a vehicle

A utility vehicle is disclosed. The utility vehicle may include storage areas under the dash. The utility vehicle may include suspension systems for utility vehicles having shocks with both a fluidic stiffness adjustment and a mechanical stiffness adjustment. The utility vehicle may include an electrical power steering.

Torsion Key Saddle

A torsion key saddle enables a user to readily change the suspension performance characteristic and the suspension lift in a vehicle with independent torsion suspension without the need to replace the torsion keys. Use of torsion key saddles enables each wheel to be adjusted fully between the extremes available using the six possible positions for a torsion key with a hex torsion bar socket. 1. A torsion key saddle comprising:a body with a long axis and a mating surface for engaging a torsion key and a lower surface for engaging a torsion stop; andmeans for securing the torsion key saddle to a torsion key;one or more tabs extending from the body to align the torsion key saddle with the torsion key; andtwo or more pairs of alignment elements, each pair of the two or more pairs of alignment elements including a locating nub and a locating dimple, wherein the alignment elements are aligned along the long axis of the body.2. The torsion key saddle of wherein the means for securing is adhesive.3. The torsion key saddle of wherein the means for securing is a threaded fastener.4. The torsion key saddle of wherein the means for securing is a bolt extending through the torsion key.5. The torsion key saddle of wherein the means for securing is a clip.6. A torsion key saddle comprising:a body with a mating surface for engaging a torsion key and a lower surface for engaging a torsion stop; andmeans for securing the torsion key saddle to a torsion key.7. The torsion key saddle of further comprising:one or more tabs extending from the body to align the torsion key saddle with the torsion key.8. The torsion key saddle of further comprising:one or more locating nubs on the mating surface.9. The torsion key saddle of wherein the means for securing is adhesive.10. The torsion key saddle of wherein the means for securing is a threaded fastener.11. The torsion key saddle of wherein the means for securing is a bolt extending through the torsion key.12. The torsion key saddle of wherein ...

Vehicle control device

A vehicle control device includes a spring mechanism configured to connect a sprung member and an unsprung member of a vehicle, generate a spring force according to a relative displacement between the sprung member and the unsprung member, and be able to variably control the spring force, and a damping mechanism configured to connect the sprung member and the unsprung member, generate a damping force for damping a relative motion between the sprung member and the unsprung member, and be able to variably control the damping force, wherein the spring mechanism and the damping mechanism are controlled based on a first physical quantity relating to a sprung vibration of the vehicle and a second physical quantity relating to an unsprung vibration of the vehicle.

SUSPENSION WITH HYDRAULIC PRELOAD ADJUST

A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs. 1. A shock absorber for a vehicle , comprising:a fluid-filled damper having a piston and rod for movement therein;a first and second springs mounted coaxially around the damper, the springs constructed and arranged to become compressed during a compression stroke of the damper; anda preload adjuster for partially compressing at least one of the springs independently of the compression stroke.2. The shock absorber of claim 1 , wherein the preload adjuster operates with a piston and expandable chamber to compress the at least one spring.3. The shock absorber of claim 2 , wherein the piston and piston chamber are annularly disposed around the damper.4. The shock absorber of claim 3 , wherein the chamber is expandable with fluid.5. The shock absorber of claim 3 , wherein the chamber is expandable with gas.6. The shock absorber of claim 3 , wherein the preload adjuster is remotely controllable.7. The shock absorber of claim 1 , wherein at least one of the springs includes an additional adjustment mechanism for compressing the at least one spring independently of the compression stroke.8. The shock absorber of claim 7 , wherein additional adjustment mechanism is a user-operable threaded mechanism.9. The shock absorber of claim 1 , further including an air spring.10. The shock absorber of claim 6 , further including a remote control system for expanding the chamber claim 6 , the control system comprising:a switch for operating a valve; anda conduit providing communication between the switch and valve.11. The shock absorber of claim 10 , wherein the conduit is a ...

SUSPENSION SYSTEM FOR A WHEEL SUSPENSION OF A MOTOR VEHICLE

An axle actuator for a wheel suspension of a motor vehicle includes an output lever, a torsion bar spring acting on a wheel side upon the output lever, and a rotary actuator adapted to adjust a tension of the torsion bar spring. A coupler links the output lever to a wheel guide element of the wheel suspension and is configured as a spring with defined spring rate and connected by joints with the output lever and the wheel guide element. 1. An axle actuator for a wheel suspension of a motor vehicle , comprising:an output lever;a torsion bar spring acting on a wheel side upon the output lever;a rotary actuator adapted to adjust a tension of the torsion bar spring; anda coupler linking the output lever to a wheel guide element of the wheel suspension, said coupler being configured as a spring with defined spring rate and connected by joints with the output lever and the wheel guide element.2. The axle actuator of claim 1 , wherein the coupler extends in a vertical direction.3. The axle actuator of claim 1 , wherein the coupler is a C-shaped flexible spring having spring mounts hinged by the joints to the output lever and the wheel guide element.4. The axle actuator of claim 1 , wherein the coupler is a leaf spring.5. The axle actuator of claim 3 , wherein the C-shaped flexible spring has a crescent-shaped side contour with a midsection defined by a material thickness which tapers towards the spring mounts.6. The axle actuator of claim 3 , wherein the flexible spring is made of a spring material.7. The axle actuator of claim 6 , wherein the spring material is a fiber composite.8. The axle actuator of claim 3 , further comprising a chassis element arranged in a space defined by the flexible spring and having a C-shaped configuration.9. The axle actuator of claim 4 , wherein the leaf spring is made from a flat profile having at least in part a rectangular cross section and defining a space which is bounded in a C-shaped manner.10. The axle actuator of claim 9 , wherein ...

Electric Motor

A rotary and linear motion device includes a magnetic stator assembly, opposed electromagnetic actuators, and a linear-to-rotary converter (e.g., cam). Each electromagnetic actuator includes a coil that is configured to reciprocate relative to the magnetic stator assembly or to linearly translate in a common direction relative to the magnetic stator assembly. The electromagnetic actuators are coupled to the linear-to-rotary converter and upon reciprocation or linear translation, drive the linear-to-rotary converter in rotary or linear motion. The device may be located inside a wheel, which may be part of a vehicle. If part of a wheel of a vehicle, the device can be used to provide propulsion, steering, braking, and suspension for the vehicle.

VEHICLE HEIGHT ADJUSTMENT DEVICE IN VEHICLE

A vehicle height adjustment device affords better footing by ensuring that a vehicle height is lowered upon vehicle stop. 2. The vehicle height adjustment device in a vehicle according to claim 1 , comprising: means for claim 1 , when the predicted vehicle stopping predicted time exceeds a predefined secondary reference vehicle stopping time in said vehicle height lowering control mode claim 1 , implementing a vehicle height raising control mode claim 1 , and enabling a vehicle height raising operation through operation of the switching valve.3. The vehicle height adjustment device in a vehicle according to claim 1 , wherein the vehicle stopping predicted time is predicted on the basis of deceleration of the vehicle.4. The vehicle height adjustment device in a vehicle according to claim 1 , wherein a reference vehicle speed is established at which prediction of the vehicle stopping predicted time is to begin claim 1 , and the vehicle stopping predicted time is predicted when the vehicle speed is not faster than the reference vehicle speed.5. The vehicle height adjustment device in a vehicle according to claim 1 , comprisingmeans for establishing a vehicle height lowering vehicle speed at which the vehicle height is to be lowered, irrespective of the vehicle stopping predicted time, and when the vehicle speed is not faster than the vehicle height lowering vehicle speed, implementing the vehicle height lowering control mode and enabling the vehicle height lowering operation through switching of the switching valve; andwhen the vehicle speed exceeds the vehicle height lowering vehicle speed in said vehicle height lowering control mode, implementing the vehicle height raising control mode and enabling the vehicle height raising operation through switching of the switching valve.6. The vehicle height adjustment device in a vehicle according to claim 1 , comprisingmeans for, upon detection that a side stand of the vehicle has changed from a standby position to a working ...

Vehicle height adjusting device for motorcycle

In a vehicle height adjusting device for a motorcycle, the vehicle height is adjusted on the basis of proper vehicle speed information when a failure occurs in a vehicle speed sensor. In the vehicle height adjusting device for a motorcycle, when a failure occurs in a vehicle speed sensor, a control section adjusts vehicle height by using vehicle speed information calculated from an engine speed signal, a shift position signal of a transmission, and an ON/OFF signal of a clutch.

METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT

A method and apparatus for a suspension comprising a spring having a threaded member at a first end for providing axial movement to the spring as the spring is rotated and the threaded member moves relative to a second component. In one embodiment, the system includes a damper for metering fluid through a piston and a rotatable spring member coaxially disposed around the damper and rotatable relative to the damper. 1a spring having a threaded member at a first end providing axial movement to the first end as the spring is rotated and the threaded member moves relative to a threaded portion of a second component.. A vehicle suspension comprising: This application claims priority to and is a continuation of the co-pending patent application, U.S. patent application Ser. No. 12/727,915, filed on Mar. 19, 2010, entitled “METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT”, by Christopher Paul Cox et al., Attorney Docket Number FOX/F0035, and assigned to the assignee of the present invention, the disclosure of which is hereby incorporated herein by reference in its entirety.The U.S. patent application Ser. No. 12/727,915 claims priority to and benefit of U.S. Provisional Patent Application No. 61/161,620, filed on Mar. 19, 2009, entitled “METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT” by Christopher Paul Cox et al., with Attorney Docket No. FOXF/0035L2, which is incorporated herein, in its entirety, by reference.The U.S. patent application Ser. No. 12/727,915 claims priority to and benefit of U.S. Provisional Patent Application No. 61/161,552, filed on Mar. 19, 2009, entitled “METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT” by Christopher Paul Cox et al., with Attorney Docket No. FOXF/0035L, which is incorporated herein, in its entirety, by reference.1. Field of the InventionEmbodiments of the present invention generally relate to a user-adjustable spring for use in a shock absorber.2. Description of the Related ArtIntegrated ...

METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT

A method and apparatus for a suspension comprising a spring having a threaded member at a first end for providing axial movement to the spring as the spring is rotated and the threaded member moves relative to a second component. In one embodiment, the system includes a damper for metering fluid through a piston and a rotatable spring member coaxially disposed around the damper and rotatable relative to the damper. 1a cylindrical body having a threaded portion;a spring coaxially disposed around said cylindrical body;an adjuster assembly disposed coaxially around said cylindrical body and coupled to said spring;a follower nut disposed coaxially around said cylindrical body and coupled to said adjuster assembly, said follower nut disposed in threaded engagement with said threaded portion of said cylindrical body and abutting an end of said spring, said follower nut constructed and arranged to affect compression of said spring while said follower nut translates axially along said threaded portion of said cylindrical body, wherein an axial position of said follower nut is indicated relative to a piggyback reservoir operable with a damper; and a longitudinal wire coil;', 'a permanent magnet; and', 'wherein said position of said permanent magnet relative to said longitudinal wire coil is indicated by a state of current through said longitudinal wire coil., 'a visual indicator and a scale coupled with said piggyback reservoir, said visual indicator and said scale operable to indicate an amount of compression of said spring, said visual indicator and said scale together comprising. A suspension system comprising: This application claims priority to and is a continuation of the co-pending patent application, U.S. patent application Ser. No. 15/623,914, filed on Jun. 15, 2017, entitled “METHODS AND APPARATUS FOR SELECTIVE SPRING PRE-LOAD ADJUSTMENT”, by Christopher Paul Cox et al., Attorney Docket Number FOX-0035US.CON2, and assigned to the assignee of the present invention, ...

Suspension Adjustment Assembly

A shock absorber assembly comprises two springs arranged in series so as, in use, to extend between a pair of spaced apart spring seats. A coupling member is arranged between the adjacent ends of the springs . The coupling member is adjustable and is formed by a shaft having a pair of flanges provided on the outer surface thereof. The shaft extends axially beyond each flange so as to extend inside the windings of the abutting spring ends to locate the spring ends on the coupler . Each flange engages an associated adjacent ends of one of the springs . At least one of said flanges is moveable longitudinally along the shaft so as to vary the longitudinal separation between the two flanges and thereby vary the preload on the springs 1. A shock absorber assembly comprising at least two springs arranged in series so as , in use , to extend between a pair of spaced apart spring seats , and a coupling member arranged between the or each pair of adjacent ends of neighbouring springs , wherein the coupling member is adjustable and is formed by a shaft having a pair of flanges provided on the outer surface thereof , the shaft extending axially beyond each flange so as to extend inside the windings of the abutting spring ends to locate the spring ends on the coupler , each flange engaging one of the adjacent ends of the neighbouring springs , at least one of said flanges being moveable longitudinally along the shaft so as to vary the longitudinal separation between the two flanges and thereby vary the preload on the springs.2. A shock absorber according to claim 1 , comprising a plurality of springs arranged in series with each other so as to be distributed longitudinally between the spring seats claim 1 , at least one adjustable coupler being included in line with the springs and arranged between one pair of the springs.3. A shock absorber according to claim 2 , wherein an adjustable coupler is provide between each pair of adjacent spring ends.4. An adjustable spring coupler ...

Strut Assembly Including A Bearing Sleeve Having A Radial Protrusion

A strut assembly including a reservoir tube that extends about and along a center axis and has an interior surface and defines a chamber. A bearing sleeve is disposed in the chamber of the reservoir tube and extends about and along the center axis between a proximal end and a distal end. The bearing sleeve presents an inner surface and an outer surface. A damper body tube is disposed in the bearing sleeve and is moveable relative to the bearing sleeve. A piston assembly is disposed in the damper body tube. The outer surface of the bearing sleeve has a tubular portion and a protrusion portion that extends radially outwardly relative to the tubular portion and annularly and providing an interference fit between the outer surface of the bearing sleeve and the interior surface of the reservoir tube. 1. A strut assembly including:a reservoir tube extending about and along a center axis and having an interior surface and defining a chamber;a bearing sleeve disposed in said chamber of said reservoir tube and extending about and along said center axis between a proximal end and a distal end and presenting an inner surface and an outer surface;a damper body tube disposed in said bearing sleeve and moveable relative to said bearing sleeve;a piston assembly disposed in said damper body tube; andsaid outer surface of said bearing sleeve having a tubular portion and a protrusion portion extending radially outwardly relative to said tubular portion and providing an interference fit between said outer surface of said bearing sleeve and said interior surface of said reservoir tube.2. The strut assembly as set forth in wherein said protrusion portion extends continuously and annularly about said center axis.3. The strut assembly as set forth in wherein at least one bearing is disposed radially between said bearing sleeve and said damper body tube for allowing axial movement of said damper body tube relative to said bearing sleeve and wherein said protrusion portion is spaced axially ...

SYSTEM AND METHOD FOR CONTROLLING A VEHICLE

A vehicle is provided including an electronic power steering system, an electronic throttle control system, and a stability control system. 1. A power steering method for a vehicle , the method including:detecting, by a controller of a power steering system, a selected gear of a transmission of the vehicle;determining, by the controller, a power steering assist level based on the selected gear of the transmission and a user torque input to a steering assembly of the vehicle; andoutputting, by the power steering system, steering torque assistance to the steering assembly of the vehicle based on the power steering assist level.2. The method of claim 1 , wherein the controller determines a first power steering assist level for a low range gear of the transmission and a second power steering assist level for a high range gear of the transmission claim 1 , the first power steering assist level being greater than the second power steering assist level.3. The method of claim 1 , further including detecting a ground speed of the vehicle based on output from a ground speed sensor claim 1 , wherein the determining the power steering assist level is further based on the detected ground speed.4. The method of claim 3 , wherein the power steering assist level for a same selected gear of the transmission is greater for low ground speeds than for high ground speeds.5. The method of claim 1 , further including estimating claim 1 , by the controller claim 1 , a ground speed of the vehicle based on the engine speed claim 1 , a predetermined maximum engine speed claim 1 , and a predetermined maximum ground speed claim 1 , wherein the determining the power steering assist level is further based on the estimated ground speed.6. The method of claim 1 , further including detecting a driveline condition of the vehicle claim 1 , the determining the power steering assist level further being based on the driveline condition claim 1 , wherein the driveline condition includes at least one of a ...

WHEEL SUSPENSION FOR A MOTOR VEHICLE, MOTOR VEHICLE AND METHOD FOR OPERATING A WHEEL SUSPENSION OF THIS KIND

A wheel suspension for a motor vehicle having a body and at least one wheel and supportable via the wheel on a roadway, having at least one spring element having a progressive spring characteristic curve, via which the wheel is supportable in a spring-loaded manner on the body, wherein a vertical adjustment device is provided, by which the body is vertically adjustable, while a change of the spring rate of the spring element does not occur. 1. (canceled)12. A wheel suspension for a motor vehicle comprising:a body and at least one wheel and supportable via the wheel on a roadway, having at least one spring element having a progressive spring characteristic curve, via which the wheel is supportable in a spring-loaded manner on the body,wherein the vertical adjustment device, by which the body is vertically adjustable, while a change of the spring rate of the spring element does not occur.13. The wheel suspension as claimed in claim 12 , wherein the spring element is formed from a fiber-reinforced plastic.14. The wheel suspension as claimed in claim 13 , wherein the fiber-reinforced plastic is a glass-fiber-reinforced plastic.15. The wheel suspension as claimed in claim 12 , wherein the spring element is designed as a meandering spring.16. The wheel suspension as claimed in claim 12 , wherein the vertical adjustment device has at least one adjustment element claim 12 , the length of which is adjustable claim 12 , whereby the body is vertically adjustable claim 12 , while a change of the spring rate of the spring element does not occur.17. The wheel suspension as claimed in claim 15 , wherein the adjustment element is arranged claim 15 , with respect to a force flow extending from the body via the spring element and the adjustment element to the wheel claim 15 , between the body and the spring element or between the wheel and the spring element.18. The wheel suspension as claimed in claim 12 , wherein the vertical adjustment device is hydraulically and/or electrically ...

DUAL RATE VEHICLE SUSPENSION SYSTEM

A selectively switchable dual rate vehicle suspension system comprising a pushrod actuated inboard spring configuration, conventionally oriented between the unsprung mass and the sprung mass of one corner of the vehicle, comprising a torsion bar spring of a first predetermined rate, K1, and a coil spring of a second predetermined rate, K2, arranged in series so as to provide a total combined spring rate KT. A lockout actuator is arranged in parallel with the coil spring and configured so that in a first mode it allows the coil spring to move freely and in a second mode prevents motion of the coil spring such that when the lockout actuator is in a first, unlocked, mode the overall vehicle suspension spring rate is defined by the series equation 1/KT=1/K1+1/K2, and when the lockout actuator is in a second, locked, mode the overall vehicle suspension spring rate is substantially higher as defined by KT=K1, thus selectively providing both a low rate, optimal ride comfort setting and a high rate, optimal handling setting. 1. A selectively switchable dual rate vehicle suspension system comprising:{'sub': 1', '2', 'T, 'a pushrod actuated inboard spring configuration, conventionally oriented between the unsprung mass and the sprung mass of one corner of the vehicle, comprising a torsion bar spring of a first predetermined rate, K, and a coil spring of a second predetermined rate, K, arranged in series so as to provide a total combined spring rate K;'}a lockout actuator, arranged in parallel with the coil spring and configured so that, in a first mode, it allows the coil spring to move freely and, in a second mode, prevents motion of the coil spring; and{'sub': T', '1+1', '2', 'T', '1, 'such that, when the lockout actuator is in a first, unlocked, mode, the overall vehicle suspension spring rate is defined by the series equation 1/K=1/K/K, and when the lockout actuator is in a second, locked, mode, the overall vehicle suspension spring rate is substantially higher as defined ...

Vehicle Overload Suspension System

An overload suspension system configured for operative engagement to a vehicle having a first leaf spring and second leaf spring to provide auxiliary support to the vehicle when overloaded. A first control arm attached to a first torsion bar has a distal end positioned a separation distance from the first leaf spring. A second control arm attached to the second control arm has a distal end positioned substantially the same separation distance from the second leaf spring. The suspension system operates as an auxiliary suspension only when added weight to the vehicle deflects both leaf springs to contact a respective one of the control arms, thereby preserving the ride and suspension characteristics of the vehicle when the added weight is not present. 1. A vehicle overload suspension system , comprising:a first torsion bar having a first control arm in an engagement thereto;said first control arm having a distal end positioned a separation distance from a first leaf spring of a vehicle;a second torsion bar having a second control arm spaced said separation distance from a second leaf spring of a vehicle; andsaid separation distance configuring said overload suspension system for operation only when said vehicle exceeds a weight load thereof which is sufficient to impart a deflection of said first leaf spring and said second leaf spring said separation distance, said deflection of said separation distance thereby causing contacts between said first leaf spring with said distal end of said first control arm, and said second leaf spring with said distal end of said second control arm.2. The vehicle overload suspension system of claim 1 , additionally comprising:a first hydraulic dampener in an engagement at a first end thereof to said first torsion bar and connected at a second end thereof to a first fixed connection with said vehicle; anda second hydraulic dampener in an engagement at a first end thereof to said second torsion bar and connected at a second end thereof ...

WHEEL SUSPENSION ARRANGEMENT

A wheel suspension arrangement including a suspension spring, at least one control member arranged to control a stiffness of said suspension spring. The control member is displaceable relative to said suspension spring between a retracted position, in which the control member does not interfere with an operation of the suspension spring, and an advanced position, in which it interferes with the operation of the suspension spring in a way that the stiffness of said suspension spring is increased. The wheel suspension arrangement further includes a biasing means configured to bias said control member towards said retracted position. 1. A wheel suspension arrangement comprising:a suspension spring, 'wherein the control member is displaceable relative to said suspension spring between a retracted position, in which the control member does not interfere with an operation of the suspension spring, and an advanced position, in which it interferes with the operation of the suspension spring in a way that the stiffness of said suspension spring is increased, and', 'at least one control member arranged to control a stiffness of said suspension spring,'}a biasing means configured to bias said control member towards said retracted position.2. The Wheel suspension arrangement according to claim 1 , wherein said control member claim 1 , in said advanced position claim 1 , decreases an effective length of the suspension spring.3. The Wheel suspension arrangement according to claim 1 , wherein said control member intersects said suspension spring in said advanced position.4. The Wheel suspension arrangement according to claim 1 , wherein said control member is displaceable in a direction transverse to a longitudinal axis of the suspension spring.5. The Wheel suspension arrangement according to claim 1 , wherein said suspension spring is a coil spring and wherein the control member is arranged to protrude between the coils of the coil spring in said advanced position.6. The Wheel ...

Pneumatically Actuated Adjusting Device for Acting on a Spring Device of a Spring Damper Comprising a Tubular Body

A pneumatically operable adjusting device ( 1 ) is provided for acting on a spring device ( 5 ) of a spring damper device ( 3 ) having a tubular body ( 2 ), with a tubular piece-shaped housing ( 4 ) which is designed to surround the tubular body ( 2 ) and has a passage ( 6 ) passing through a peripheral wall of the housing ( 4 ), and the adjusting device ( 1 ) has an adjusting nut ( 9 ) with an internal thread ( 10 ) which is attached to an external thread ( 11 ) of a tubular body ( 2 ), 37 ) of the spring damper device ( 3 ) can be brought into screw engagement, the housing ( 4 ) being designed for releasable abutment against the adjusting nut ( 9 ) and having an inner recess ( 7 ) for forming a pressure chamber ( 8 ) which is in fluid connection with the passage ( 6 ) and the inner recess ( 7 ) forming a pressure wall ( 24 ), the fluid admission of which causes a force acting on the housing ( 4 ) in the axial longitudinal direction and the housing ( 4 ) has an abutment surface ( 54 ) designed for spring force admission by the spring device.

OBSTACLE TRAVERSING WHEELCHAIR

A wheelchair suspension is provided. The wheelchair suspension includes a frame, a front caster pivot arm, a drive assembly, and a rear caster. The front caster pivot arm is pivotally connected to the frame. The front caster is coupled to a front end of the front caster pivot arm. The drive assembly is pivotally connected to the front caster pivot arm. The drive assembly comprises a drive wheel and a motor that drives the drive wheel. Torquing of the drive wheel by the motor in a forward direction causes the drive assembly to pivot with respect to the front caster pivot arm such that the drive wheel moves forward toward the front caster and a distance between a support surface and the connection between of the drive assembly and the front caster pivot arm increases. 1. A wheelchair suspension comprising:a frame;a front caster pivot arm pivotally connected to the frame;a front caster coupled to a front end of the front caster pivot arm;a drive assembly pivotally connected to the front caster pivot arm, wherein the drive assembly comprises a drive wheel and a motor that drives the drive wheel;wherein torquing of the drive wheel by the motor in a forward direction causes the drive assembly to pivot with respect to the front caster pivot arm such that the drive wheel moves forward toward the front caster and a distance between a support surface and the connection between of the drive assembly and the front caster pivot arm increases;a rear caster coupled to the frame.2. The wheelchair suspension of wherein the front caster pivot arm is pivotally connected to the frame at a first pivot axis and the drive assembly is pivotally connected to the front caster pivot arm at a second pivot axis.3. The wheelchair suspension of wherein the first pivot axis is spaced apart from the second pivot axis.4. The wheelchair suspension of wherein the first pivot axis is not aligned with the second pivot axis.5. The wheelchair suspension of further comprising a spring coupled to the front ...

VEHICLE HEIGHT ADJUSTMENT DEVICE

A vehicle height adjustment device includes a jack chamber for supporting a spring receiver supporting a suspension spring's one-side end portion and a fluid-pressure driving unit for supplying/discharging an operating fluid into/out of the jack chamber and elevating up/down the spring receiver. The fluid-pressure driving unit includes a pump for selectively supplying the operating fluid to a first or second channel and a tank connected to the first or second channel not receiving an operating fluid's supply from the pump. The vehicle height adjustment device further includes a jack channel allowing the first channel and the jack chamber to communicate with each other, a valve body closing the jack channel, capable of opening/closing, a spring for urging the valve body in a direction for shutting off the jack channel, and a pilot line for having a second channel's pressure act on the valve body so the jack channel is opened. 1. A vehicle height adjustment device mounted on a vehicle and adapted to adjust a vehicle height , comprising:a suspension spring adapted to elastically support a vehicle body;a spring receiver adapted to support a one-side end portion of the suspension spring;a jack chamber filled with an operating fluid and adapted to support the spring receiver; anda fluid-pressure driving unit adapted to supply and discharge the operating fluid into and out of the jack chamber and to elevate up and down the spring receiver, wherein a first channel and a second channel;', 'a pump adapted to selectively supply the operating fluid to the first channel or the second channel; and', 'a tank connected to the first channel or the second channel not receiving a supply of the operating fluid from the pump; and, 'the fluid-pressure driving unit includes a jack channel adapted to allow the first channel and the jack chamber to communicate with each other;', 'a valve body adapted to close the jack channel, capable of opening and closing;', 'a spring adapted to urge the ...

COMBINED SPRING COMPENSATION SUSPENSION DEVICE

A combined spring compensation suspension device for a vehicle includes a free spring, a compensation spring, a compensation spring pre-tightening device, a vibration isolation block, a light damping shock absorber and a guide mechanism. The compensation spring pre-tightening device is installed at an upper end of the compensation spring. The guide mechanism is used to connect a wheel with a vehicle body. An elastic element on the suspension device of the vehicle is composed of the free spring and the compensation spring. A suspension load has a compensation interval nearby a static deflection stroke of a suspension. When the suspension load is changed in the compensation interval, the stroke is not changed or is slightly changed. Only when the suspension load exceeds the compensation interval, the suspension stroke can be changed. Controllability and comfort of the vehicle adopting the design can be simultaneously improved. 1632756371531523155637. A combined spring compensation suspension device , comprising a free spring () , a compensation spring () , a compensation spring pre-tightening device () , a light damping shock absorber () and a guide mechanism (); wherein the free spring () , the compensation spring () and the light damping shock absorber () are arranged between a vehicle frame () and the guide mechanism (); the compensation spring () is connected with the vehicle frame () or the guide mechanism (); the compensation spring pre-tightening device () is installed at a connecting end between the compensation spring () and the vehicle frame () or the guide mechanism (); and the guide mechanism () is used for connecting a wheel and a vehicle body and providing positioning installation for the free spring () , the compensation spring () and the light damping shock absorber ().261571531524376315. The combined spring compensation suspension device according to claim 1 , wherein an upper end of the free spring () is connected with the vehicle frame () claim 1 , ...

Suspension tuning device and kit

A suspension tuning ring formed as a hollow a cylinder having an outer surface and an inner surface defining a wall, a top, a bottom, and a slit through the wall. The outer surface has an outer diameter that is larger than the outer diameter of a coil spring and the inner surface has an inner diameter that is less than the diameter of a coil spring. The top and bottom of the ring each include a top and bottom retaining groove that are spaced apart, shaped and dimensioned to accommodate each coil. At least one of the top and bottom retaining grooves are dimensioned, or include separate retaining structures, to retain the coils within the retaining grooves. The ring assembled by parting it along the slit and fitted between adjacent coils of a coil spring of a suspension system such that the coils are retained within the top and bottom retaining grooves.

Vehicle suspension system

A suspension system includes: an electromagnetic damper 2 that is provided between a vehicle body B which is a sprung member of a vehicle and a tire T which is an unsprung member of the vehicle, and applies a damping force and a drive force in a stroke direction to the vehicle body B and the tire T by a motor; an unsprung member acceleration sensor that detects unsprung member acceleration in the stroke direction of the tire; and an ECU that controls the motor. The ECU controls the motor to generate a load F m in such a direction that increases the relative velocity of the vehicle body B with respect to the tire T and of an amount corresponding to the unsprung member acceleration.

VEHICLE SUSPENSION SYSTEM

A vehicle includes a vehicle body having a structure and a wheel maintaining contact with a road surface. A suspension supports the structure and includes one or more suspension corner assemblies connecting the wheel to the structure and configured to maintain contact between the wheel and the road surface. A secondary actuation system cooperates with the suspension system and is operable to selectively change at least one vehicle operating property. The secondary actuation system includes at least one actuator device operatively connected to the structure at a first end and the one or more suspension corner assemblies at a second end to selectively change at least one vehicle operating property and a spring assembly in fluid communication with the at least one actuator device selectively actuated to adjust an amount of fluid in the at least one actuator device to selectively change the at least one vehicle operating property. 1. A vehicle comprising:a structure;a wheel configured to maintain contact with a road surface;a suspension system supporting the structure, the suspension system including at least one suspension corner assembly connecting the wheel to the structure and configured to maintain contact between the wheel and the road surface; and at least one actuator device operatively connected to the structure at a first end and the at least one suspension corner assembly at a second end to selectively change at least one vehicle operating property, and', 'a spring assembly in fluid communication with the at least one actuator device and selectively actuated to adjust an amount of fluid in the at least one actuator device to selectively change the at least one vehicle operating property., 'a secondary actuation system cooperating with the suspension system and operable to selectively change at least one vehicle operating property, wherein the secondary actuation system includes2. The vehicle of wherein the at least one suspension corner assembly further ...

VARIABLE RATE LEAF SPRING SUSPENSION

A suspension system comprises a leaf spring and a slider box. The leaf spring is a cambered leaf spring and comprises a first end with a first coupler that couples to a first point on a frame of a vehicle and a second end. Further, a pivot point resides between the first end and the second end. The slider box comprises a coupler that fixedly couples the slider box to a second point on the frame of a vehicle. Further, an opening of the slider box accepts the second end of the leaf spring such that the leaf spring slides in the slider box when the leaf spring is flattened. Moreover, the spring box comprises a foreshortening mechanism that changes an effective length of a portion of the leaf spring between the second end of the leaf spring and the pivot point of the leaf spring as the leaf spring flattens. 1. A suspension system for a vehicle comprising: a first end with a first coupler that couples to a first point on a frame of a vehicle;', 'a second end;', 'a pivot point between the first end and the second end; and', 'a camber between the first end and the second end; and, 'a leaf spring comprising a coupler that fixedly couples the slider box to a second point on the frame of a vehicle;', 'an opening that accepts the second end of the leaf spring such that the leaf spring slides in the slider box when the leaf spring is flattened; and', 'a foreshortening mechanism that changes an effective length of a portion of the leaf spring between the second end of the leaf spring and the pivot point of the leaf spring as the leaf spring flattens., 'a slider box comprising2. The suspension system of claim 1 , wherein the foreshortening mechanism of the slider box comprises a fluid that compresses to foreshorten the leaf spring as the leaf spring flattens.3. The suspension system of claim 2 , wherein the foreshortening mechanism further comprises a charge port that allows a user to add the fluid to the foreshortening mechanism.4. The suspension system of claim 1 , wherein the ...

LEVEL CONTROL SYSTEM FOR ADJUSTING THE LEVEL OF A VEHICLE, IN PARTICULAR A RAIL VEHICLE

A level control system adjusting the level of a vehicle, particular a rail vehicle, and includes at least one level control cylinder and a level control piston, which is at least partially movably accommodated in the level control cylinder. Accordingly, the level control piston may have a substantially continuous outer diameter. 1. A level control system for adjusting the level of a rail vehicle , the system comprising:at least one level control cylinder; andone level control piston,wherein the level control piston is at least partially movably received in the level control cylinder, andwherein the level control piston has a substantially continuous outer diameter.2. The level control system of claim 1 , wherein the level control cylinder has at least one collared shoulder along its open cylinder side claim 1 , wherein the collared shoulder has at least one first radially or tangentially arranged hydraulic connector and at least one second radially or tangentially arranged hydraulic connector.3. The level control system of claim 1 , wherein the level control system has at least one multi-layer spring which claim 1 , in the installed state claim 1 , is arranged above and/or below the level control cylinder.4. The level control system of claim 1 , wherein a single fastening element is provided for connecting the level control piston to the level control cylinder.5. The level control system of claim 4 , wherein the level control piston has a central bore which is designed for receiving the fastening element.6. The level control system of claim 1 , wherein the level control system has a first fixing disk and a second fixing disk claim 1 , and wherein the first fixing disk is arranged on the level control piston and the second fixing disk is arranged on a car body of a vehicle.7. The level control system of claim 6 , wherein the multi-layer spring is arranged between the first and second fixing disk.8. The level control system of claim 1 , further comprising at least one ...

METHOD FOR CONTROLLING A SUSPENSION SYSTEM

A method for controlling an active suspension system which includes at least on spring and at least one damper as actuators and electromechanical controllers which are assigned to the actuators and can be either operated as a generator or as a motor. The method includes subtracting a value for an amount of electrical energy converted by the suspension system in a driving maneuver from an actual value of electrical energy stored in the electrical energy storage, thereby forming a differential value; comparing the differential value with at least one threshold value; when the differential value is greater than a maximal threshold value and at least a first one of electromechanical controllers is operated as a generator, operating at least one second one of the electromechanical controllers as a motor, wherein at least a portion of electrical energy which is generated by the at least one first electromechanical controller is simultaneously converted by the at least one second electromechanical controller into mechanical energy 110.-. (canceled)11. A method for controlling an active suspension system of a motor vehicle said method comprising:providing an active suspension system having actuators and electromechanical controllers, said actuators including at least one spring and at least one damper, wherein a respective one of the electromechanical controllers is assigned to each one of the actuators and cooperates with the one of the actuators, each of the electromechanical controllers being connected with at least one electrical energy storage of the motor vehicle via an onboard network of the motor vehicle;during a driving maneuver of the motor vehicle operating at least one of the electromechanical controllers either as a generator or as a motor, wherein when the least one electromechanical controller is operated as a generator the at least one electromechanical controller during the driving maneuver generates electrical energy, whose amount has a negative value, ...

MOBILE MECHANISM AND MOBILE ROBOT HAVING SAME, AND MOBILE METHOD

The present disclosure discloses a mobile mechanism, a mobile robot having the mobile mechanism and a method for moving the mobile robot. The mobile mechanism includes a housing in which a guide portion is provided, a sliding seat mounted on the guide portion and movable along the guide portion, a moving wheel fixed on the sliding seat and partially protruding beyond a surface of the housing, a pressing portion pressing against the sliding seat and moving the sliding seat toward the surface of the housing; and a deformation portion mounted on the housing and connected with the pressing portion, exerting a force for moving the sliding seat towards the surface of the housing through the pressing portion when deformed. 1. A mobile mechanism , comprising:a housing in which a guide portion is provided;a sliding seat mounted on the guide portion and movable along the guide portion;a moving wheel fixed on the sliding seat and partially protruding beyond a surface of the housing;a pressing portion pressing against the sliding seat and moving the sliding seat toward the surface of the housing; anda deformation portion mounted on the housing and connected with the pressing portion, exerting a force for moving the sliding seat towards the surface of the housing through the pressing portion when deformed.2. The mobile mechanism of claim 1 , wherein:the housing comprises an upper housing, a lower housing, and a guide portion between the upper housing and the lower housing;the sliding seat is disposed between the upper housing and the lower housing; andthe moving wheel contacts with a working surface.3. The mobile mechanism of claim 1 , wherein the guide portion is a guide rail.4. The mobile mechanism of claim 3 , wherein the guide rail comprises one guide rail claim 3 , and the sliding seat has a sliding block sliding along the guide rail in the guide rail.5. The mobile mechanism of claim 1 , wherein the guide portion is a guide post.6. The mobile mechanism of claim 5 , wherein ...

SUSPENSION STRUT AND VEHICLE

A suspension strut for a wheel suspension of a vehicle may have a vibration damper, a supporting spring that partially surrounds an outer tube of the vibration damper and is supported by a spring collar, and a lifting device for height adjustment of the vehicle. The lifting device may comprise a hollow piston and a cylinder that are arranged concentrically around the outer tube. The hollow piston may be guided axially between the outer tube and the cylinder and is connected to the spring collar to adjust a base point of the supporting spring. The hollow piston may comprise a stripping and sealing element that lies against the vibration damper. 1. A suspension strut for a wheel suspension of a vehicle , the suspension strut comprising:a vibration damper;a supporting spring that partially surrounds an outer tube of the vibration damper and is supported by a spring collar; anda lifting device for height adjustment of the vehicle, wherein the lifting device comprises a hollow piston and a cylinder that are arranged concentrically around the outer tube, wherein the hollow piston is guided axially between the outer tube and the cylinder and is connected to the spring collar to adjust a base point of the supporting spring.2. The suspension strut of wherein the hollow piston comprises a stripping and sealing element that lies against the vibration damper.3. The suspension strut of wherein the stripping and sealing element seals the vibration damper and the lifting device.4. The suspension strut of wherein the stripping and sealing element is disposed at an axial end of the hollow piston.5. The suspension strut of wherein an inner side of the hollow piston comprises a sliding surface for the outer tube.6. The suspension strut of wherein the hollow piston comprises an inner seal that seals against the outer tube.7. The suspension strut of wherein the hollow piston comprises an outer seal that seals against the cylinder.8. The suspension strut of wherein the hollow piston ...

ACTIVE FORCE CANCELLATION AT STRUCTURAL INTERFACES

In one embodiment, certain aspects of forces at a structural interface applied by one actuator are mitigated by a secondary actuator that applies a secondary force. In some embodiments the secondary actuator applies a static force. In yet another embodiment, an actuator is used to apply a force on a wheel assembly of a vehicle to detect and/or ameliorate the effect of certain tire incongruities. 1. A method of mitigating an effect of a first force applied to a first component , the method comprising:characterizing an aspect of the first force, wherein the first force is applied by a first actuator to a first component;determining a second force determined based at least in part on the aspect of the first force;applying the second force by a reaction actuator thereby at least partially mitigating the effect of the first force on the first component.2. The method of claim 1 , wherein:the first component is one of a vehicle body and a top mount physically attached to the vehicle body;the first force is applied to the first component by an actuator component of the first actuator.3. The method of further comprising:determining a reaction signal, such that transmission of the reaction signal to the reaction actuator causes the reaction actuator to generate the second force;transmitting the reaction signal to the reaction actuator, thereby causing the reaction actuator to generate the second force.4. The method of claim 3 , wherein the first actuator is a suspension system actuator that comprises:a cylinder that includes a compression chamber and an extension or a rebound chamber;a piston that is physically attached to a piston rod, wherein a first side of the piston is exposed to fluid in the compression chamber and a second side of the piston is exposed to fluid in the rebound chamber;a hydraulic pump, wherein the hydraulic pump is in fluid communication with the rebound chamber and the compression chamber.5. The method of claim 4 , wherein characterizing the aspect of ...

Mobile device intermediary for vehicle adaptation

A mobile device intermediary for vehicle adaptation is disclosed. A mobile device intermediary can access driver profile information and vehicle profile information from a remotely located device, determine vehicle adaptation information based on the driver profile information and vehicle profile information, and facilitate access to the vehicle adaptation information to facilitate adapting an aspect of a first vehicle. The mobile device intermediary can further receive other vehicle profile information related to a second vehicle associated with a driver profile and include the other vehicle profile information in determining the vehicle adaptation information. The vehicle adaptation information can be related to adapting a performance aspect of the first vehicle. The vehicle adaptation information can also be related to adapting an amenity aspect of the first vehicle. Vehicle adaption information can provide improved safety and driver comfort as a driver uses different vehicles, can be portable, and can be device independent.

MECANUM WHEELED VEHICLE

Mecanum wheeled vehicle for transporting a payload, having multiple, mecanum wheel drives (), in each case including at least one mecanum wheel and at least one electromotive, drive, having control means () configured for controlling the mecanum wheel drives () for an omnidirectional operation, having a chassis (), the weight force of which can be supported on a base (U) via the mecanum wheels () as well as via support means () of the vehicle provided additionally to the mecanum wheels (), wherein the mecanum wheels (), together with the assigned drives, are mounted resiliently relative to the chassis using force storage means () for limiting the weight force proportion of the chassis () to be supported via the mecanum wheels () on the base (U) and a possible payload () to be carried by the chassis. 2676. Vehicle according to claim 1 , wherein the support means () comprise at least one load wheel rotatable around a rotational axis () when driving the vehicle claim 1 , which is rotatable around a joint axis upon a change of direction of the vehicle and/or wherein the support means () comprise a rotatably arranged ball for supporting on the base (U).34510631045. Vehicle according to claim 1 , wherein the force storage means () are configured and arranged in such a way that when the chassis () is not loaded with a payload () claim 1 , the support means () are arranged above a support plane defined by the mecanum wheels () and when being applied with a payload () claim 1 , lower toward the base (U) with simultaneous increase of the spring tension of the force storage means () claim 1 , in particular together with the chassis ().4663. Vehicle according to claim 3 , wherein the distance between a support area () formed by the support means () and the support plane defined by the mecanum wheels () is adjustable.510451063. Vehicle according to claim 3 , wherein when loaded with a payload () claim 3 , a maximum spring travel component of the force storage means () parallel ...

SHOCK ABSORBER

A shock absorber includes a suspension spring configured to bias a shock absorber main body in an extension direction, a spring receiver configured to support one end of the suspension spring, a jack configured to drive the spring receiver, and a stroke sensor, wherein the jack includes a housing having a cylinder part provided to the outer periphery of an outer shell of the shock absorber main body, and a piston inserted between the outer shell and the cylinder part, and the stroke sensor includes an annular permanent magnet provided to the piston, and a sensor part provided to the outer periphery of the housing or between the housing and the outer shell, the sensor part being configured to detect an axial direction position of the permanent magnet. 1. A shock absorber comprising:a shock absorber main body including an outer shell and a rod inserted into the outer shell movably in an axial direction;a suspension spring configured to bias the shock absorber main body in an extension direction;a spring receiver attached to the outer periphery of the outer shell movably in the axial direction, the spring receiver being configured to support one end of the suspension spring;a jack including a housing having a cylinder part provided to the outer periphery of the outer shell, and a piston inserted between the outer shell and the cylinder part, the jack being configured to drive the spring receiver; anda stroke sensor including an annular permanent magnet provided to the piston, and a sensor part provided to the outer periphery of the housing or between the housing and the outer shell, the sensor part being configured to detect an axial direction position of the permanent magnet.2. The shock absorber according to claim 1 , wherein the sensor part is a magnetostrictive sensor. The present invention relates to a shock absorber.Conventionally, a shock absorber is used to support the rear wheel of a saddle-type vehicle such as a two- or three-wheeled vehicle. A shock absorber ...

FRONT PORTAL SPINDLE ASSEMBLY

An apparatus and methods are provided for a portal spindle assembly for a vehicle front suspension. The portal spindle assembly comprises a spindle portion that is rotatably coupled with upper and lower connecting arms. A leading-edge portion is rotatably coupled with a steering rod-end joint, such that moving the steering rod-end joint rotates the spindle assembly with respect to the upper and lower connecting arms. An inboard case and an outboard case support a pinion gear assembly that is meshed with an output gear assembly for communicating torque from a constant velocity joint to a front wheel coupled to the output gear assembly. The pinion gear assembly is aligned along a pinion axis disposed at an angle with respect to a hub axis of the output gear assembly. The angle facilitates a suspension geometry that provides a camber change of the front wheel that eliminates a change in track width. 1. A portal spindle assembly for a vehicle front suspension , the spindle assembly comprising:a spindle portion configured for being rotatably coupled with an upper connecting arm and a lower connecting arm;a leading-edge portion configured for being rotatably coupled with a steering rod-end joint;an inboard case and an outboard case configured to support a pinion gear assembly within an upper opening of the inboard case and support an output gear assembly within a lower opening of the inboard case;a wheel hub coupled with the output gear assembly and configured to receive a front wheel; anda sealing surface disposed around a perimeter of the inboard case and configured for forming a fluid-tight seal with the outboard case.2. The spindle assembly of claim 1 , wherein the pinion gear assembly is configured to be engaged with an outboard constant velocity joint for communicating torque from a transaxle to the pinion gear assembly.3. The spindle assembly of claim 2 , wherein the pinion gear assembly is meshed with the output gear assembly such that torque is communicated from ...

VARIABLE RATE FLAT SPRING ARRANGEMENT

A suspension system for a vehicle is provided. The suspension system includes a first chassis rail extending longitudinally in an axial direction of the vehicle. The suspension system also includes a second chassis rail extending longitudinally in the axial direction of the vehicle. The suspension system further includes a transverse beam coupled to the first chassis rail and the second chassis rail. The suspension system yet further includes at least one leaf spring extending in a transverse direction of the vehicle, the at least one leaf spring having a spring rate that is actively variable. The suspension system also includes a fulcrum locator operatively coupled to the at least one leaf spring and to the transverse beam, the fulcrum locator in a sliding relationship with the at least leaf one spring. 1. A suspension system for a vehicle , the suspension system comprising:a first chassis rail extending longitudinally in an axial direction of the vehicle;a second chassis rail extending longitudinally in the axial direction of the vehicle;a transverse beam coupled to the first chassis rail and the second chassis rail;at least one leaf spring extending in a transverse direction of the vehicle, the at least one leaf spring having a spring rate that is actively variable; anda fulcrum locator operatively coupled to the at least one leaf spring and to the transverse beam, the fulcrum locator in a sliding relationship with the at least leaf one spring.2. The suspension system of claim 1 , wherein the fulcrum locator comprises a clamping element.3. The suspension system of claim 1 , further comprising:a first leaf spring element extending longitudinally in the axial direction of the vehicle, the first leaf spring element operatively coupled proximate ends thereof to the first chassis rail and at an intermediate location to an axle assembly of the vehicle; anda second leaf spring element extending longitudinally in the axial direction of the vehicle, the second leaf spring ...

RIDE HEIGHT ADJUSTMENT SYSTEM FOR A MOTORCYCLE

An on-board mountable power unit, for ride-height adjustment of a “Softail” type of motorcycle, includes a pair of hydraulic actuators, each adapted to be mounted on the forward end of the rod of a piston and cylinder arrangement of a respective shock absorber of the rear suspension assembly of the motorcycle, after removal of the stub shaft extension of each rod. Each actuator is an hydraulic actuator ram having a housing, with longitudinally spaced forward and trailing ends between which is defined a chamber containing a piston movable between the ends. The piston has an elongate piston-rod that projects through an end plate at the trailing end of the housing, with a trailing end of he piston rod adapted for engagement with the forward end of the rod of the piston and cylinder arrangement of the respective shock absorber. The forward end of the housing has a forward extension, with a forward end of the extension engageable with the transverse bracket connecting the lower side members of the main frame of the motorcycle. Each actuator is able to connect the rod of the piston and cylinder arrangement of a respective shock absorber to the transverse bracket, similar to connection otherwise provided by the stub shaft extensions of the shock absorbers in the usual mounting arrangement for the rear shock absorbers of the motorcycle. 1. An on-board mountable power unit for ride-height adjustment of a “Softail” type of motorcycle , wherein the unit includes a pair of hydraulic actuators , each adapted to be mounted on the forward end of the rod of a piston and cylinder arrangement of a respective shock absorber of the rear suspension assembly of the “Softail” type of motorcycle , after removal of the stub shaft extension of each rod; each of the actuators is an hydraulic actuator ram that has a housing with longitudinally spaced forward and trailing ends and that defines a chamber containing a piston movable between those ends and the piston has an elongate piston-rod ...

CASTER DEVICE, ROBOT HAVING THE SAME, AND METHOD FOR DRIVING ROBOT

A caster device includes a caster wheel configured to rotate around a horizontal rotation axis; and a case configured to expose a lower surface of the caster wheel, cover the caster wheel and have an inclined surface from a top of the horizontal rotation axis toward a bottom of the horizontal rotation axis. 1. A caster device , comprising:a caster wheel configured to rotate around a horizontal rotation axis; anda case configured to expose a lower surface of the caster wheel, cover the caster wheel and have an inclined surface from a top of the horizontal rotation axis toward a bottom of the horizontal rotation axis.2. The caster device as claimed in claim 1 , wherein the inclined surface has a curvature greater than a curvature of the caster wheel.3. The caster device as claimed in claim 1 , wherein the case includes an elastic member that is disposed on one surface of the case and is provided with the inclined surface.4. The caster device as claimed in claim 1 , wherein the inclined surface is spaced apart from the caster wheel claim 1 , and disposed between the horizontal rotation axis and the caster wheel.5. The caster device as claimed in claim 3 , wherein the elastic member is made of at least one of elastomer claim 3 , synthetic rubber claim 3 , or natural rubber.6. The caster device as claimed in claim 3 , wherein the case further comprises:a housing disposed inside the case; anda shock absorbing member that is disposed between the housing and the elastic member.7. The caster device as claimed in claim 6 , wherein the shock absorbing member comprises an elastic material comprising at least one of elastomer claim 6 , urethane foam claim 6 , or latex.8. The caster device as claimed in claim 6 , wherein the shock absorbing member comprises a spring that has one end connected to the housing and other end connected to the elastic member.9. The caster device as claimed in claim 3 , wherein the case includes an additional elastic member that is disposed on the other ...

ADJUSTABLE WHEEL SUSPENSION ASSEMBLY FOR A WHEELED WALKER

An adjustable wheel suspension assembly for a wheeled walker providing both lateral and longitudinal stability under load. With a calibrated spring preload adjustment, the wheel suspension assembly provides lateral stability for any particular user body weight and a wheel deflection working stroke sufficient to absorb wheel shocks over irregular terrain. The wheel suspension assembly is particularly advantageous for upright wheeled walkers. 1. In a wheeled walker having a frame supported above a surface by a plurality of wheels , a wheel suspension assembly coupled between one of the plurality of wheels and the frame , comprising:a preloaded spring restrained by a preload force and disposed to resist displacement of the frame toward the surface; anda compressor for changing the preload force.2. The assembly of whereinthe compressor includes a threaded screw.3. The assembly of whereinthe compressor includes a preload force setting indicator.4. The assembly of further comprising:a snubbing spacer disposed to prevent displacement of the frame closer to the surface than a predetermined distance.5. assembly of whereinthe preloaded swing includes a compressed air gap.6. A wheeled walker for assisting a user having one or more forearms claim 1 , the walker comprising:a frame; and a wheel, and', a preloaded spring restrained by a preload force and disposed to resist displacement of the frame toward the surface, and', 'a compressor for changing the preload force., 'a wheel suspension assembly coupled between the wheel and the frame and including'}], 'a plurality of wheel assemblies coupled to the frame and disposed to support the frame above a surface; each comprising'}7. The wheeled walker of further comprising:an upper body support assembly coupled to the frame and disposed to support the one or more user forearms.8. The upright wheeled walker of whereinthe compressor in each wheel assembly includes a threaded screw.9. The upright wheeled walker of whereinthe compressor in ...

Driver Assistance Apparatus For Vehicle And Vehicle Having The Same

A driver assistance apparatus includes an object detection sensor configured to acquire data in a driving direction of a vehicle or around the vehicle. The driver assistance apparatus also includes a processor that is configured to detect an object based on the acquired data and determine, based on the acquired data, a portion of the detected object that is expected to be impacted by the vehicle. The processor is also configured to provide, based on the determined portion of the detected object that is expected to be impacted by the vehicle, a height control signal that controls a suspension of the vehicle to adjust a height of at least a portion of the vehicle.

SHOCK ABSORBER

A shock absorber is provided, including a base, a first axial tube, a second axial tube, a buffering structure and an abutting assembly. The base defines an axial direction, and the base has a through hole radially. An exterior circumferential wall of the first axial tube has a recess formed radially and near a first end of the base, and the first axial tube is screwed with the base. The abutting assembly includes an abutting member and an elastic abutting member, the abutting member is disposed within the through hole, the elastic abutting member is disposed on the base and at least partly located in the through hole so as to abut the abutting member to move toward the base normally. 1. A shock absorber , including:a base, defining an axial direction, the base having a through hole radially;a first axial tube, an exterior circumferential wall of the first axial tube having a recess formed radially and near a first end of the base, the first axial tube screwed with the base;a second axial tube, disposed through the first axial tube along the axial direction and slidable relative to the first axial tube, the second axial tube having an assembling portion;a buffering structure, including an elastic member and an adjusting ring, the adjusting ring being sleeved on the first axial tube and movable relative to the first axial tube, the elastic member abutting against and between the assembling portion and the adjusting ring;an abutting assembly, including an abutting member and an elastic abutting member, the abutting member being disposed within the through hole, the elastic abutting member being disposed on the base and at least partly located in the through hole so as to abut the abutting member to move toward the base normally;wherein the recess intercrosses with only one single thread of the first axial tube, along a rotation direction of the first axial tube two ends of the recess face crest and root of the one single thread of the first axial tube respectively;one ...

SHOCK ABSORBER

A shock absorber includes a cylinder, a spring, a receiving member, a sensor, and a coupling member. The sensor includes a coil portion, and a core portion. The coupling member is formed integrally with the core portion. A recessed portion is formed in one of the receiving member and the coupling member, a protruding portion facing the recessed portion is formed in the other one of the receiving member and the coupling member, and the receiving member and the coupling member are coupled to each other via the recessed portion and the protruding portion. 1. A shock absorber comprising:a cylinder provided with a piston which is movable along an axis inside the cylinder;a spring provided coaxially with the cylinder;a receiving member receiving the spring and provided to be movable in an axial direction of the cylinder;a sensor configured to detect a position of the receiving member; anda coupling member coupling the receiving member and the sensor, allowing rotation of the receiving member around the axis, and allowing a movement of the sensor along the axial direction, wherein:{'claim-text': ['a coil portion formed by winding a conductive wire, a movement of the coil portion being restricted, and', 'a core portion being movable along the axis together with the coupling member, at least a part of the core portion facing an inner side of the coil portion;'], '#text': 'the sensor includes'}the coupling member is formed integrally with the core portion; anda recessed portion is formed in one of the receiving member and the coupling member, a protruding portion facing the recessed portion is formed in the other one of the receiving member and the coupling member, and the receiving member and the coupling member are coupled to each other via the recessed portion and the protruding portion.2. The shock absorber according to claim 1 , wherein:the receiving member includes a first flange portion which is the protruding portion formed into an annular shape around the axis;the ...

Vehicle and a height adjustment system for the vehicle

A vehicle and a height adjustment system for the vehicle are disclosed. A valve includes a member movable between a first position operating first and second piston mechanisms to raise an end of the vehicle to a first height, a second position operating the first and second piston mechanisms to lower the end of the vehicle to a second height and a third position maintaining the end of the vehicle at one of the first height and the second height. A first fluid line extends between the first piston mechanism and the valve to fluidly connect the first piston mechanism and the valve. Additionally, a second fluid line extends between the second piston mechanism and the valve to fluidly connect the second piston mechanism and the valve. The first fluid line and the second fluid line are fluidly connected to the valve independently of each other.

COUPLABLE MOTOR VEHICLE WITH IMPROVED COUPLING

A motor vehicle includes a first wheel carrier to which is secured without any degree of freedom a rotational shaft of a wheel and which is displaceable between a remote position and a close position. The vehicle also includes a torsion bar including a first attachment point mechanically connected to the first wheel-carrier and a coupling bar securely attached to the chassis and includes, at a free end a coupling, the torsion bar including a second attachment point mechanically connected to the coupling bar in order to move the latter towards the upper position thereof as the first wheel-carrier moves towards its close position and in order to move it downwards as the first wheel-carrier moves towards its remote position. 18-. (canceled)9. A motor vehicle adapted to travel on a flat road , comprising:a chassis extending in a plane parallel to the road;a first wheel carrier to which is secured without any degree of freedom a rotational axis of a wheel, the axis passing through a center of the first wheel carrier;a first suspension mechanically connecting the first wheel carrier to the chassis so that part of a weight of the vehicle bears on the wheel carried by the first wheel carrier, the suspension authorizing a reversible displacement of the first wheel carrier between a remote position and a close position in which the center of the first wheel carrier is closer to the chassis than in the remote position;a bearing, secured without any degree of freedom, to the chassis;a bar rotatably mounted about a transverse axis inside the bearing, the bar comprising a first attachment point mechanically connected to the first carrier wheel so that the first wheel carrier drives the first attachment point in rotation about the transverse axis in proportion to an amplitude of the displacement between the close and remote positions; anda coupling bar, attached to the chassis, comprising at a free end thereof a coupling adapted to cooperate with a corresponding coupling of ...

Top mount with integrated jounce damper

A vehicle suspension system includes a damper top mount including a top mount body defining an interior cavity, a damper coupled to the top mount and including a damping member and a damper rod coupled to the damping member, and a jounce shock assembly including a jounce shock body coupled with the damper top mount and encircling the top mount body. The jounce shock body includes an exterior wall and a dividing wall generally parallel to and interior of the exterior wall, a first chamber defined by the top mount body and the dividing wall, a second chamber fluidly coupled with and parallel to the first chamber and defined by the dividing wall and the exterior wall, a floating piston movably disposed within the second chamber, and a piston configured to translate within the first chamber between an extended position and a compressed position.

ACTIVE SAFETY SUSPENSION SYSTEM

In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other. 131-. (canceled)32. A method of operating an active suspension system of a vehicle , the method comprising:determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force; andapplying, with at least two diagonally opposed actuators of the active suspension system, an increased actuator force on at least two diagonally opposed wheels to create a twist force on a chassis of the vehicle, wherein one of the two diagonally opposed wheels is the wheel of the vehicle that requires additional frictional force.33. The method of claim 32 , wherein determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force comprises determining that the at least one wheel of the vehicle is slipping.34. The method of claim 32 , wherein determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force comprises determining that the vehicle is turning.35. The method of claim 32 , further comprising claim 32 , after applying the increased additional force to the at least one wheel of the vehicle ...

Method for operating a stabilizer arrangement

A method for operating a stabilizer arrangement which has two stabilizer modules and an actuator, wherein the stabilizer modules are arranged along an axle of a motor vehicle and are acted on by the actuator, wherein at least one kinematic variable of each wheel which is oriented in the vertical direction of the axle is determined, wherein by using a value of the at least one kinematic variable a value for at least one pilot control parameter is determined by a pilot control arrangement, which value is made available to a control cascade which includes an angle control module, a rotational speed control module and a power control module, wherein a value for a power control for operating the actuator is made available by the control cascade from the value for the pilot control parameter, which is dependent on the value of the kinematic variable.

PRESSURE SHOCK ABSORBER AND VEHICLE SUSPENSION INCLUDING THE SAME

A pressure shock absorber includes: a spring portion used for a vehicle suspension; a hydraulic jack portion which can adjust a preload of the spring portion; and a connecting portion through which a hydraulic pressure source supplying hydraulic pressure to the hydraulic jack portion is connected to the hydraulic jack portion, in which the connecting portion can be connected to and separated from the hydraulic pressure source. 1. A pressure shock absorber comprising:a spring portion used for a vehicle suspension;a hydraulic jack portion which can adjust a preload of the spring portion; anda connecting portion through which a hydraulic pressure source supplying hydraulic pressure to the hydraulic jack portion is connected to the hydraulic jack portion,wherein the connecting portion can be connected to and separated from the hydraulic pressure source.2. The pressure shock absorber according to claim 1 ,wherein a connecting plug is provided as the connecting portion in the hydraulic jack portion and a connecting socket which can be connected to and separated from the connecting plug is provided in the hydraulic pressure source.3. The pressure shock absorber according to claim 2 ,wherein, after the preload of the spring portion is set by the hydraulic pressure source, a vehicle comprising the vehicle suspension is allowed to run in a state where the connecting socket is separated from the connecting plug.4. The pressure shock absorber according to claim I claim 2 ,wherein, the hydraulic jack potion has an annular member and a piston portion which is fitted to an outside of the annular member and is movable in a same direction to the annular member,the connecting portion is mounted to the piston portion,a pressure chamber is formed between the annular member and the piston portion and can communicate with the hydraulic pressure source, and the preload of the spring portion is adjusted by a pressure of the pressure chamber.5. The pressure shock absorber according to claim ...

STEERING CENTERING/DAMPING MECHANISM FOR A STEERABLE HEAVY-DUTY VEHICLE AXLE/SUSPENSION SYSTEM

A steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system which includes a mechanically operated structure that provides a positive steering centering force to the axle/suspension system at a zero steer angle. The mechanically operated structure of the steering centering/damping mechanism also provides a positive steering centering force that increases in intensity as the steer angle of the axle/suspension system increases. In an embodiment of the steering centering/damping mechanism, the mechanically operated structure is a flat spring integrated into one or more steering assemblies of the axle/suspension system. The flat spring is in a pre-loaded condition at a zero steer angle to provide the positive steering centering force to the axle/suspension system at the zero steer angle, and is increasingly elastically deformed with increasing steer angles to provide the positive steering centering force which increases in intensity as the steer angle of the axle/suspension system increases. 1. A steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system comprising:a mechanically operated structure which provides a positive steering centering force to said axle/suspension system at about a zero steer angle, said mechanically operated structure providing increasing positive steering centering force with increasing steer angle of the axle/suspension system.2. The steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system of claim 1 , wherein said mechanically operated structure is integrated into at least one steering assembly of said axle/suspension system.3. The steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system of claim 1 , wherein said mechanically operated structure is formed of an elastically deformable material.4. The steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system of ...

Active Vehicle Suspension System

A vehicle suspension system is disclosed. The vehicle suspension system can include a first spring having a first spring characteristic, a second spring having a second spring characteristic, and an actuator coupled to the first and second springs such that actuation of the actuator causes a change in the first and second spring characteristics. The change in the second spring characteristic can be inversely proportional to the change in the first spring characteristic to adjust vehicle handling. 1. A vehicle suspension system , comprising:a first spring having a first spring characteristic;a second spring having a second spring characteristic; andan actuator coupled to the first and second springs, whereby actuation of the actuator causes a change in the first and second spring characteristics, wherein the change in the second spring characteristic is inversely proportional to the change in the first spring characteristic to adjust vehicle handling.2. The vehicle suspension system of claim 1 , wherein the first and second spring characteristics comprise at least one of preload and spring rate.3. The vehicle suspension system of claim 1 , wherein the first and second springs each comprise a gas charged spring.4. The vehicle suspension system of claim 3 , wherein the actuator comprises:a cylinder having a first end in fluid communication with the first gas charged spring, and a second end in fluid communication with the second gas charged spring; anda double acting piston disposed in the cylinder and configured to move between the first and second ends, wherein movement of the piston changes gas pressures of the first and second gas charged springs thereby changing the first and second spring characteristics.5. The vehicle suspension system of claim 4 , wherein the actuator comprises a motor to drive the piston.6. The vehicle suspension system of claim 4 , further comprising at least one of a gas inlet and a gas outlet associated with each of the first and second gas ...

MACHINE SUSPENSION AND HEIGHT ADJUSTMENT

An assembly for supporting a vehicle chassis on a ground engaging element of the vehicle includes a first attachment component for attaching the assembly to the ground engaging element, a second attachment component for attaching the assembly to the chassis and an adjustment component for shifting the first attachment component between a plurality of operating positions relative to the second attachment component. A suspension component is operably interposed between the first attachment component and the second attachment component is configured to regulate motion transfer between the first attachment component and the second attachment component. The suspension component functions independently of the operating position. A locking mechanism mechanically locks the assembly into any of the plurality of operating positions. 1. An assembly for supporting a vehicle chassis on a ground engaging element of the vehicle , the assembly comprising:a first attachment component for attaching the assembly to the ground engaging element;a second attachment component for attaching the assembly to the chassis;an adjustment component for shifting the first attachment component between a plurality of operating positions relative to the second attachment component, each of the operating positions corresponding to a different distance of separation between the first attachment component and the second attachment component;a suspension component operably interposed between the first attachment component and the second attachment component, the suspension component configured to regulate motion transfer between the first attachment component and the second attachment component, the suspension component functioning independently of the operating position; anda locking mechanism for mechanically locking the assembly into any of the plurality of operating positions.2. The assembly as set forth in claim 1 , further comprising—a pivot element for allowing the assembly to pivot relative to ...

Vehicle Wheel Suspension with Wheel Load Variation via a Deflection Lever

A vehicle wheel suspension has a suspension spring, by which the vehicle body is proportionally supported on a supporting bracket of the wheel suspension. The wheel load acting upon a pertaining wheel as a result of this support is changeable in that the transmission ratio at a shift lever provided in the load path of the support and swivelably disposed at the vehicle body with respect to the latter can be changed by an actuator. Parallel to the load path containing the shift lever and a first suspension spring element, an additional load path with a second suspension spring element effective between the vehicle body and the pertaining wheel is provided. The transmission ratio at the shift lever may be changed over a wide range by displacement of the supporting point of the first suspension spring element or a transmission rod supported with its other end at the supporting bracket of the wheel suspension. This supporting point may be displaced closely into the surroundings of the bearing point of the shift lever at the vehicle body or axle carrier. 1. A vehicle wheel suspension , comprising:a supporting bracket of the wheel suspension;a first suspension spring element by which a vehicle body is proportionally supported on the supporting bracket;a shift lever provided in a load path of the support, the shift lever being swivelably disposed at the vehicle body or an axial carrier with respect to the vehicle body;an actuator configured to change a transmission ratio at the shift lever, wherein a wheel load acting upon a pertaining wheel as a result of the support is changeable by changing the transmission ratio; anda second suspension spring element configured to be effective between the vehicle body and the pertaining wheel, wherein an additional load path is provided at the wheel suspension.2. The vehicle wheel suspension according to claim 1 , wherein the first suspension spring element acting upon the shift lever is an approximately horizontally aligned coil spring ...

Electromechanical vehicle height adjustment unit and vehicle height adjustment method

An electromechanical vehicle height adjustment unit comprises an upper spring pad operative to support an upper end of a vehicle spring, a top mount that is displaceable relative to the upper spring pad, and a displacement mechanism coupled to the upper spring pad and the top mount and operative to displace the top mount relative to the upper spring pad in a height direction. The displacement mechanism comprises a rotary-to-linear motion conversion mechanism and an electric motor.

SUSPENSION FOR WHEELED VEHICLE

Suspension for a wheeled vehicle provided with at least one wheel and a frame, having at least one elastic element functionally combinable between the wheel and frame is disclosed. The suspension has at least one hydro-pneumatic spring functionally combined in series with the elastic element so that the equivalent spring modulus (Keq) of the elastic element and hydro-pneumatic spring is variable as a function of the distance between the frame and wheel. The hydro-pneumatic spring is shaped and sized to behave also as an energy dissipator in series to the elastic element. 1. Suspension for a wheeled vehicle provided with a wheel and a frame , comprising an elastic element functionally combinable between said wheel and said frame , said suspension comprising a hydro-pneumatic spring functionally combined in series with said elastic element so that the equivalent spring modulus (Keq) of said elastic element and said hydro-pneumatic spring is variable as a function of the distance between said frame and said wheel , said hydro-pneumatic spring being shaped and sized to behave also as an energy dissipator in series to said elastic element.2. Suspension according to claim 1 , wherein said hydro-pneumatic spring has a preload force greater than that of said elastic element.3. Suspension according to claim 1 , wherein said hydro-pneumatic spring comprises a first chamber containing a gas claim 1 , said first chamber being provided with a partition wall which is sliding claim 1 , or deformable claim 1 , within said first chamber as a function of the position of said frame relative to said wheel claim 1 , in order to change the volume claim 1 , or pressure claim 1 , of the gas inside said first chamber.4. Suspension according to claim 3 , wherein said hydro-pneumatic spring comprises a second and a third chamber fluidically communicating with each other and containing an incompressible fluid claim 3 , said third chamber being provided with a first portion directly or ...

Active suspension apparatus for vehicle and valve thereof

An active suspension apparatus for a vehicle according to one embodiment of the present invention includes a pump configured to control movement of a fluid, an actuator connected with a coil spring, which is connected with a wheel of the vehicle, and configured to receive the fluid from the pump and to compensate for a displacement of the coil spring, a fluid path configured to connect the pump with the actuator, and a valve configured to control a flow of the fluid in the fluid path, wherein, when the actuator is controlled to receive the fluid from the pump, the valve is configured to prevent the fluid from flowing from the actuator to the pump by a pressure of the fluid accommodated in the actuator.

SHOCK ABSORBER WITH A BEARING HOUSING BYPASS ASSEMBLY

A shock assembly is disclosed. The assembly includes a damper chamber having an outer wall with a first inner diameter (ID). A secondary chamber within the damper chamber, the secondary chamber comprising an exterior wall with an external diameter (ED) less than the ID of the outer wall to form an annular region therebetween. A damping piston coupled to a piston rod, the damping piston disposed in the secondary chamber and axially movable relative to the secondary chamber, the damping piston to bifurcate the secondary chamber into a compression side and a rebound side. A valve to control a flow of a working fluid between the annular region and the secondary chamber. 1. A shock assembly comprising: 'an outer wall with a first inner diameter (ID);', 'a damper chamber comprisinga secondary chamber within said damper chamber, said secondary chamber comprising an exterior wall with an external diameter (ED) less than said ID of said outer wall to form an annular region therebetween;a damping piston coupled to a piston rod, said damping piston disposed in said secondary chamber and axially movable relative to said secondary chamber, said damping piston to bifurcate said secondary chamber into a compression side and a rebound side; anda valve to control a flow of a working fluid between said annular region and said secondary chamber.2. The shock assembly of further comprising:at least two orifices selected from a group consisting of:at least one bearing bypass aperture at said rebound side of said secondary chamber, said at least one bearing bypass aperture fluidly coupled with said annular region;at least one compression-side bypass orifice at said compression side of said secondary chamber, said at least one compression-side bypass orifice fluidly coupled with said annular region; andat least one rebound-side bypass orifice at said rebound side of said secondary chamber, said at least one rebound-side bypass orifice fluidly coupled with said annular region.3. The shock ...

DEVICE FOR ADJUSTING THE HEIGHT OF A VEHICLE

The present invention is a system for adjusting the height of vehicles. The vehicle is supported by a hollow cylinder and a piston having an undersized piston skirt is mounted on the suspension system's coil spring, and sealingly slidable within the cylinder bore. When a fluid is introduced into the expandable pressure space between the piston and the cylinder top, the piston and cylinder are forced apart, raising the vehicle. The undersized piston skirt can extend beyond the end of the cylinder, allowing the piston a greater travel length within the cylinder bore. The invention may be operated manually by a vehicle driver through push buttons, which can be the vehicle's existing cruise control buttons. Alternatively, the system can be automated using a control unit to automatically adjust ground clearance to avoid collision with obstacles in the vehicle's path. In another embodiment, the lift system, or any lift system, is prevented from activating, and deactivates (if previously activated) if the vehicle is travelling at excessive speed. 1. A device for a vehicle with an underbody having a ground clearance , said vehicle having a lift s stem that can controllably lift and lower the underbody to achieve a desired ground clearance , a ground clearance sensor that senses the ground clearance in the vehicle's path , and a vehicle speed sensor that senses excessive speed of the vehicle , comprising:a control unit adapted to be operably connected to the lift system, the ground clearance sensor and the vehicle speed sensor,wherein the control unit controls the lift system to automatically lift the underbody when the ground clearance sensor senses the ground clearance in the vehicle's path to be less than the desired ground clearance; andwherein the control unit controls the lift system to automatically lower the underbody when the ground clearance sensor senses the ground clearance in the vehicle's path is greater than the desired ground clearance;wherein the control ...

VEHICLE SUSPENSION SYSTEM AND METHOD FOR INCREASING THE ROLL RATE OF A VEHICLE

The present invention relates to a vehicle provided with a sprung mass, including a vehicle frame, at least one axle provided with first and second ends, and a suspension system provided with a mechanical springs and leveling springs. The mechanical springs connect the axle ends to the frame and are provided with a spring rate in a rebound direction that is greater than or substantially equal to a spring rate in a jounce direction. The leveling springs are configured to support the sprung mass at one or more sprung mass load points, whereby the first and second mechanical springs may become substantially unloaded by the sprung mass of the vehicle at the one or more sprung mass load points. 1. A vehicle , comprising:a sprung mass, including a vehicle frame;at least one axle provided with first and second ends;a suspension system provided with a mechanical springs and leveling springs, the mechanical springs connect the axle ends to the frame and are provided with a spring rate in a rebound direction that is greater than or substantially equal to a spring rate in a jounce direction; and', 'the leveling springs are configured to support the sprung mass at one or more sprung mass load points, whereby the first and second mechanical springs may become substantially unloaded by the sprung mass of the vehicle at the one or more sprung mass load points., 'wherein2. The vehicle according to claim 1 , wherein the mechanical springs are leaf springs.3. The vehicle according to claim 1 , wherein the leveling springs are air bladders.4. The vehicle according to claim 1 , wherein the mechanical springs are leaf springs provided with a series of stacked individual spring members oriented whereby the lengths of at least some of the individual spring members increase sequentially in the jounce direction.5. The vehicle according to claim 1 , wherein the mechanical springs are leaf springs provided with a series of stacked individual spring members oriented whereby the length of at ...

TWO-PIECE ADJUSTABLE STRUT SPACER

Strut spacers are described that include at least a male component comprising an externally threaded surface and a female component comprising an internally threaded surface. Rotation of the male component or the female component adjusts the height of the strut spacer prior to installation within the motor vehicle. The strut spacer can optionally include a locking ring to lock the height of the strut spacer before installation. 1. A strut spacer for use with a strut assembly and a frame of a motor vehicle comprising:a first component comprising an externally threaded surface and a first set of holes configured to align with the pre-fabricated holes in the strut assembly;a second component comprising an internally threaded surface, wherein the internally threaded surface of the second component is configured to engage the externally threaded surface of the first component, wherein the second component has a second set of holes configured to align with pre-fabricated holes in the frame; andwherein rotation of the first component or the second component adjusts the height of the strut spacer prior to installation within the motor vehicle.2. The strut spacer of claim 1 , further comprising a third component to lock the relative motion between the first component and the second component prior to installation.3. The strut spacer of claim 2 , wherein the third component comprises an internally threaded surface configured to engage the externally threaded surface of the first component.4. The strut spacer of claim 2 , wherein the third component engages the first component prior to the second component engaging the first component.5. The strut spacer of claim 2 , wherein the third component engages the first component after the second component engages the first component.6. The strut spacer of claim 1 , wherein the first component has a longitudinally extending line.7. The strut spacer of claim 6 , wherein the second component has a marking claim 6 , wherein aligning the ...

SUSPENSION STABILIZATION SYSTEM AND RELATED METHODS

A suspension stabilization system may include a stabilizer bar having an end configured to connect to a suspension component of a vehicle, and a torsion shaft with an end connected to the stabilizer bar. A locking mechanism may be configured to rotationally couple and decouple at least a portion of the torsion shaft with a portion of a frame of the vehicle. Methods relate to stabilizing a vehicle suspension. 1. A suspension stabilization system , comprising:a stabilizer bar having an end configured to connect to a suspension component of a vehicle;a torsion shaft with an end connected to the stabilizer bar; anda locking mechanism configured to prevent rotation of at least a portion of the torsion shaft relative to a portion of a frame of the vehicle when in a locked configuration.2. The suspension stabilization system of claim 1 , wherein the stabilizer bar is connected to the torsion shaft via a splined interface.3. The suspension stabilization system of claim 1 , wherein the stabilizer bar and the torsion shaft comprise a single claim 1 , unitary component.4. The suspension stabilization system of claim 1 , wherein at least a portion of the torsion shaft and at least a portion of the locking mechanism are disposed within a housing attached to the portion of the frame of the vehicle.5. The suspension stabilization system of claim 1 , wherein the locking mechanism comprises a pinion gear positioned on the torsion shaft and a sliding lock gear configured to slide axially within a housing claim 1 , and wherein the pinion gear and the sliding lock gear each comprise gear teeth configured to intermesh when the sliding lock gear is in an engaged position.6. The suspension stabilization system of claim 5 , wherein the sliding lock gear comprises external protrusions configured to slide within recesses of the housing and prevent rotation of the sliding lock gear with respect to the housing.7. The suspension stabilization system of claim 6 , wherein the locking mechanism ...

DEVICE AND METHOD FOR ADJUSTING A BASE OF A SPRING ELEMENT FOR A VEHICLE

A device for adjusting a foot point of a vehicle spring element includes a first wall element for connecting to a vehicle, a second wall element spaced from the first wall element and connecting to the spring element, and a chamber disposed between the first wall element and the second wall element for changing the distance between the first wall element and the second wall element by changing a volume of the chamber, the chamber having an incompressible fluid and the first and/or second wall element including a passage opening for the incompressible fluid to the chamber. In embodiments, the passage opening is fluidly connectable to a supply/discharge device for the incompressible fluid, and the chamber has a chamber wall with a third wall element extending from the first wall element to the second wall element, the mass of which is constant when the volume of the chamber is changed. 1. A device for adjusting a foot point of a spring element for a vehicle , the device comprising a first wall element configured for connection to a vehicle , a second wall element spaced from the first wall element and configured for connection to the spring element , and a chamber disposed between the first wall element and the second wall element and configured for changing the distance between the first wall element and the second wall element by changing a volume of the chamber , wherein the chamber comprises an incompressible fluid and the first and/or second wall element comprises a passage opening for the incompressible fluid to the chamber , the passage opening being fluidly communicably connectable to an input/output device for the incompressible fluid for changing the volume of the chamber , and wherein the chamber has a chamber wall with at least one third wall element extending from the first wall element to the second wall element , the mass of the third wall element being constant when the volume of the chamber is changed.2. The device according to claim 1 , wherein the ...

SYSTEM AND METHOD FOR CONTROLLING A VEHICLE

A vehicle is provided including an electronic power steering system, an electronic throttle control system, and a stability control system. 1. A method of controlling a vehicle , the method comprising the steps of:detecting, by a controller of the vehicle, a displacement of a suspension system of the vehicle during operation of the vehicle;detecting, by the controller, a speed of at least one ground engaging member of the vehicle;comparing, by the controller, a plurality of detected parameters of the vehicle to at least one threshold identified in a parameter map stored in memory accessible by the controller, the plurality of detected parameters including the detected speed of the at least one ground engaging member and a rate of change of the displacement of the suspension system; andadjusting, by the controller in response to the comparing, at least one of the suspension system, a stabilizer bar coupled to a steering assembly of the vehicle, a moveable mass coupled to the vehicle, and a driveline configuration of the vehicle.2. The method of claim 1 , wherein the adjusting further includes adjusting an application of at least one of a throttle valve opening and a brake of the vehicle.3. The method of claim 1 , wherein the adjusting is in response to a determination by the controller that the rate of change of the displacement of the suspension system exceeds a threshold rate of change claim 1 , the threshold rate of change being variable based on the speed of the at least one ground engaging member.4. The method of claim 1 , wherein the detecting the displacement of the suspension system includes monitoring a ride height of the vehicle.5. The method of claim 1 , wherein the adjusting the suspension system includes adjusting a ride height of the vehicle.6. The method of claim 4 , wherein the adjusting the suspension system is further based on the ride height of the vehicle exceeding a threshold ride height claim 4 , the threshold ride height being variable based on ...

PET MODE DOOR AND SUSPENSION CONTROL SYSTEM AND METHOD

A pet mode door and suspension control system and method includes determining whether a door control action has occurred with respect to a door on the vehicle. When determined that the door control action has occurred, the system and method further includes determining whether a pet mode control action is needed. When determined that the pet mode control action is needed, a suspension control command is sent to suspension control system for raising and/or lowering at least one side of the vehicle and a door control command is sent to a power control unit for opening or closing the door in accord with the door control action. 1. A pet mode door and suspension control system for a vehicle , comprising:a memory storing instructions that, when executed by a processor cause the processor to:determine whether a door control action has occurred with respect to a door on the vehicle; and determine whether a pet mode control action is needed,', 'when determined that said pet mode control action is needed, send a suspension control command to suspension control system for raising and/or lowering at least one side of the vehicle, and', 'send a door control command to a power control unit for opening or closing the door in accord with the door control action., 'when determined that said door control action has occurred2. The system of wherein claim 1 , in determining whether said door control action has occurred claim 1 , said door control action has occurred when a door open or door closed signal is received wirelessly from a portable device.3. The system of wherein claim 1 , in determining whether said door control action has occurred claim 1 , said door control action has occurred when a sensor associated with said door detects an intention to open or close said door.4. The system of wherein said sensor detects the intention to open or close said door by at least one of: detecting an open door gesture or detecting a grasping of a handle or other actuator associated with said ...

Bearing Spring/Damper System of a Vehicle Wheel

A bearing spring/damper system of a vehicle wheel has a hydraulic vibration damper consisting of a damper cylinder and a damper piston guided therein, the piston rod of which hydraulic vibration damper is fastened to the vehicle body, whilst the damper cylinder is supported to a wheel guiding element. A pretension spring is clamped functionally between the damper piston and a pretension piston which can be displaced hydraulically in the longitudinal direction of the piston rod. The pretension piston is supported hydraulically with respect to the damper cylinder by a support chamber filled with the hydraulic medium of the vibration damper, and can be displaced by a conveying device, which conveys hydraulic medium into or out of the support chamber. The pretension spring is parallel-connected in every possible position of the pretension piston of a bearing spring ultimately clamped between the vehicle body and the wheel for force transmission. 1. A bearing spring/damper system of a vehicle wheel , comprising:a hydraulic vibration damper comprising a damper cylinder and a damper piston which is guided in said damper cylinder, whereina piston rod of said hydraulic vibration damper is fastenable to a vehicle body while the damper cylinder is supportable on a wheel-steering element,a pretensioning spring is functionally clamped or supported between the damper piston and a pretensioning piston, which pretensioning piston is hydraulically displaceable in a piston rod longitudinal direction in the damper cylinder,the pretensioning piston is hydraulically supported in relation to the damper cylinder by way of a supporting chamber which is filled with hydraulic medium of the vibration damper, and is movable by way of a conveying apparatus which conveys the hydraulic medium into the supporting chamber or allows the hydraulic medium to flow out of said supporting chamber, andthe pretensioning spring is functionally connected in parallel in a force-transmitting manner in every ...

Bearing Eye for a Leaf Spring and Leaf Spring Having a Bearing Eye

A bearing eye for a leaf spring for sprung support of a vehicle component on a vehicle body of a vehicle may include a through opening and a torsion spring therein, and a first catch. The bearing eye may provide pivotable mounting of the leaf spring on the vehicle body. The torsion spring is twistable relative to the bearing eye and connectable non-rotatably to the vehicle body. The first catch may project radially inwardly into the through opening, and the torsion spring has a second catch that projects radially outwardly into the through opening. The first and second catches may form a locking engagement which, depending on a degree of relative twisting between the bearing eye and the torsion spring, stops the relative twisting. 1. A bearing eye for a leaf spring for sprung support of a vehicle component on a vehicle body of a vehicle , the bearing eye comprising:a through opening and a torsion spring therein; anda first catch,wherein the bearing eye provides pivotable mounting of the leaf spring on the vehicle body,wherein the torsion spring is twistable relative to the bearing eye and connectable non-rotatably to the vehicle body,wherein the first catch projects radially inwardly into the through opening, and the torsion spring has a second catch that projects radially outwards into the through opening, andwherein the first and second catches form a locking engagement which, depending on a degree of relative twisting between the bearing eye and the torsion spring, stops the relative twisting.2. The bearing eye according to claim 1 , wherein the torsion spring is secured in the through opening to be non-rotatable relative to the vehicle body.3. The bearing eye according to claim 1 , wherein at least three first catches are arranged in a manner distributed uniformly along an inner circumference of the through opening claim 1 , and at least three second catches are arranged in a manner distributed uniformly along an outer circumference of the torsion spring.4. The ...

Variable Tracking Active Suspension System

An active suspension system for a sprung mass that is supported and movable relative to an unsprung mass. The active suspension system has a suspension that comprises an electromagnetic actuator that is adapted to produce an arbitrary force on the sprung mass that is independent of the position, velocity and acceleration of the sprung mass, a control system that provides control signals that cause the suspension to exert force on the sprung mass, to control the position of the sprung mass relative to the unsprung mass, wherein the control system implements a control algorithm with one or more constants, and a user interface that is operable to cause a change of one or more of the control algorithm constants so as to vary how closely motion of the sprung mass follows motion of the unsprung mass.

Suspension with hydraulic preload adjust

A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs.

VEHICLE SUSPENSION CONTROL SYSTEMS AND DEVICES, AND RELATED METHODS

A method of controlling a suspension system of a vehicle includes identifying an amplitude and a frequency of at least one harmonic event in a topology of a surface to be traversed by the vehicle, and, with a controller, altering at least one response characteristic of at least one adjustable component of the suspension system based on at least one of the amplitude and frequency of the harmonic event. Systems and methods relate to controlling vehicle suspension systems. 1. A method of controlling a suspension system of a vehicle , comprising:identifying an amplitude and a frequency of at least one harmonic event in a topology of a surface to be traversed by the vehicle; andwith a controller, altering at least one response characteristic of at least one adjustable component of the suspension system based on at least one of the amplitude and frequency of the harmonic event.2. The method of claim 1 , wherein identifying an amplitude and a frequency of the at least one harmonic event in the topology of the surface to be traversed by the vehicle comprises identifying information representing the amplitude of the harmonic event as a function of time.3. The method of claim 2 , further comprising transforming the information representing the amplitude of the harmonic event as a function of time into information representing the amplitude of the harmonic event as a function of the frequency of the harmonic event.4. The method of claim 3 , wherein transforming the information representing the amplitude of the harmonic event as a function of time into information representing the amplitude of the harmonic event as a function of the frequency of the harmonic event comprises applying Fourier analysis to the information representing the amplitude of the harmonic event as a function of time.5. The method of claim 4 , wherein applying Fourier analysis to the information representing event amplitude as a function of time comprises applying a fast Fourier transform (FFT) to the ...

VEHICLE SUSPENSION SYSTEM

A vehicle suspension system () is provided that allows attention eliciting information such as rumble strips, bumps and road markers to be conveyed to the vehicle operator substantially without detracting from the performance of the vehicle suspension system. A control unit () determines if a prescribed warning condition exists according to vehicle information and/or road surface information acquired by an information acquiring unit, and performs a warning control including an extending and retracting movement of the actuator interposed between an sprung member () and an unsprung member () of the vehicle at a prescribed frequency when the warning condition is determined. 1. A vehicle suspension system , comprising;an actuator interposed between a sprung member and an unsprung member of a vehicle to cause a relative displacement by applying a drive force;an information acquiring unit for acquiring vehicle information on a condition of the vehicle and/or road surface information on a condition of a road surface on which the vehicle is traveling; anda control unit for determining if a prescribed warning condition exists according to the vehicle information and/or the road surface information acquired by the information acquiring unit, and performing a warning control including an extending and retracting movement of the actuator at a prescribed frequency when the warning condition is determined.2. The vehicle suspension system according to claim 1 , wherein the information acquiring unit is configured to acquire vibration information of the unsprung member claim 1 , and the control unit determines an existence of the warning condition when the vibration information of the unsprung member indicates that a wheel of the vehicle is traveling on an attention eliciting feature of the road surface.3. The vehicle suspension system according to claim 2 , wherein the information acquiring unit is configured to acquire road surface image information claim 2 , and the control unit ...

Suspension Pre-Load Adjustment System

A suspension system for a vehicle and method for operating the same includes a shock absorber housing having a longitudinal axis, a spring disposed around the shock absorber housing and a retainer collar disposed around the shock absorber housing. An actuator coupled to the retainer housing moves at least a portion of the retainer housing to move the spring in a direction corresponding the longitudinal axis. 1. A suspension system for a vehicle , comprising:a shock absorber housing having a longitudinal axis;a spring disposed around the shock absorber housing;a retainer collar disposed around the shock absorber housing; andan actuator engaged to the retainer collar, the actuator moves at least a portion of the retainer collar to move the spring in a direction corresponding the longitudinal axis.2. The suspension system as recited in wherein the actuator comprises a motor coupled to the retainer collar.3. The suspension system as recited in wherein the shock absorber housing comprises first external threads and the retainer collar comprises internal threads engaging the first external threads.4. The suspension system as recited in wherein the motor rotates the retainer collar around the longitudinal axis so that the internal threads move relative to the first external threads and the spring moves in an axial direction.5. The suspension system as recited in wherein the retainer collar comprises teeth second external threads and further comprising a gear set rotatably coupling the motor and the second external threads.6. The suspension system as recited in wherein the first external threads are disposed with a flanged extension disposed at a first end of the shock absorber housing.7. The suspension system as recited in further comprising a first seal disposed between the shock absorber housing and the retainer collar and a second seal disposed between the flanged extension and the retainer collar.8. The suspension system as recited in further comprising a controller ...

TORSION BEAM SUSPENSION

A torsion beam suspension capable of preventing an abrupt rigidity change in a connection part between a trailing arm and a torsion beam is provided. 17.-. (canceled)8. A torsion beam suspension having a first member including an opening whose section is formed to have a U-shape; and second members which are arranged in pair in a right and left direction when mounted on a vehicle and which contact the first member at an edge portion of the U-shaped section in the first member , the torsion beam suspension comprising:right and left trailing arms which extend in a front-rear direction of the vehicle and are capable of swinging vertically, the trailing arms being formed with a pair of component members arranged at the right and left of the first member when mounted on the vehicle and being formed with the pair of the second members; anda U-shaped torsion beam whose section has an opening and which is arranged between the pair of component members,wherein two or more types of rigidity adjustment portions, which adjust a rigidity from the trailing arms to the torsion beam, are disposed with positions of the rigidity adjustment portions displaced from each other.9. The torsion beam suspension according to claim 8 , wherein the rigidity adjustment portion is configured with a beam connection which connects with the torsion beam in the second member.10. The torsion beam suspension according to claim 9 , whereinthe beam connection includes two or more extension portions extending from a contact part at which the second member contacts the first member to a bottom of the U-shaped section of the torsion beam, andthe extension portions are arranged such that a part having a shorter distance from an axial center of a tire has a higher rigidity.11. The torsion beam suspension according to claim 9 , whereinthe beam connection includes two or more extension portions extending from a contact part at which the second member contacts the first member to a bottom of the U-shaped ...

SHOCK ABSORBER MOUNTING DEVICE

A shock absorber mounting device joins a shock absorber provided between an axle and a vehicle body to the vehicle body. The shock absorber mounting device includes a magnetic rubber mount having magnetic particles thereinside and being provided between the shock absorber and the vehicle body, an electromagnetic coil configured to apply a magnetic field to the magnetic particles, and a controller configured to supply an excitation current to the electromagnetic coil. 1. A shock absorber mounting device that joins a shock absorber provided between an axle and a vehicle body to the vehicle body , the shock absorber mounting device comprising:a magnetic rubber mount having magnetic particles thereinside and being provided between the shock absorber and the vehicle body;an electromagnetic coil configured to apply a magnetic field to the magnetic particles; anda controller configured to supply an excitation current to the electromagnetic coil.2. The shock absorber mounting device according to claim 1 , further comprising:a vehicle body side joining member that joins the magnetic rubber mount to the vehicle body;a shock absorber side joining member that joins the magnetic rubber mount to the shock absorber; anda yoke member that directs the magnetic field produced by the electromagnetic coil between the vehicle body side joining member and the shock absorber side joining member, whereinthe magnetic rubber mount is arranged on an inner side of the electromagnetic coil, andthe vehicle body side joining member, the shock absorber side joining member, and the yoke member cover the electromagnetic coil.3. The shock absorber mounting device according to claim 2 , whereinthe shock absorber is an extendable and retractable cylindrical shock absorber, andthe magnetic field produced by the electromagnetic coil acts on the magnetic rubber mount along a direction of extension and retraction of the shock absorber.4. The shock absorber mounting device according to claim 1 , whereinthe ...

Torsion bar spring arrangement for a wheel suspension of a motor vehicle

A torsion bar spring arrangement for a wheel suspension of a motor vehicle includes an actuator arranged on a vehicle body or on a subframe and constructed to variably pre-tension the torsion bar spring arrangement, a coaxial first torsion bar spring having an output side that is connected by way of an output lever to a wheel suspension element of the wheel suspension, and a housing of the actuator supported on the vehicle body in at least one bearing location for movement in a circumferential direction and resiliently yieldingly supported on the vehicle body in the direction of torsional moments acting on the torsion bar spring by way of at least one spring element.

Adjustable Spring Support

Adjustable spring support includes a first spring plate and a second spring plate, wherein at least one of the spring plates is axially adjustable relative to the other spring plate by an actuator, wherein the actuator is supplied with pressure medium via a pump which is driven by a motor and which is connected to a supply receptacle, wherein the motor, the pump and the supply receptacle form a constructional unit, and the constructional unit provides a cylindrical surface of the actuator.

SWITCHABLE BEARING BUSHING FOR A MOTOR VEHICLE

The disclosure relates to bearing bushes for a motor vehicle, in which the bearing bushing may be switchable between a first and a second stiffness stage. 1. A bearing bushing for a motor vehicle , comprising:a first elastomer, which is arranged at least indirectly on an outer circumferential surface of a bolt, and a second elastomer ring, which is arranged radially between a first and second sleeve, wherein the second sleeve is arranged radially between the first and the second elastomer ring; andthe bearing bushing being switchable between a first and a second stiffness stage, wherein in order to change the stiffness stage of the bearing bushing, the two sleeves are connectable to one another by a ring which comes into contact with said sleeves at an end side.2. The bearing bushing as claimed in claim 1 , wherein a third sleeve is arranged rotationally fixedly on the outer circumferential surface of the bolt.3. The bearing bushing as claimed in claim 1 , wherein the first sleeve is arranged rotationally fixedly in a housing bore.4. The bearing bushing as claimed in claim 1 , wherein the ring is axially displaceable by an actuator arranged thereon.5. The bearing bushing as claimed in claim 3 , wherein the housing bore has a guide element for axial guidance of the ring.6. The bearing bushing as claimed in claim 1 , wherein the first and second sleeves each have claim 1 , on the end side claim 1 , a respective structure for axially receiving the ring.7. The bearing bushing as claimed in claim 6 , wherein the ring has claim 6 , on the end side claim 6 , a respective structure which is of complementary form with respect to the respective structure on the first and second sleeves.8. The bearing bushing as claimed in claim 2 , wherein the ring and the three sleeves are produced from a metallic material or a polymer material.9. The bearing bushing as claimed in claim 1 , wherein there are two rings claim 1 , each ring configured to come into contact with said sleeves at ...

Automated Suspension Adjuster

A shock absorber assembly that includes a piston rod damper is provided. The shock absorber includes a partially hollow screw acting as a telescoping tube for the piston rod damper, a coil spring at least partially surrounding the screw, a nut affixed to the screw and acting as a spring seat for an end of the coil spring and a motor drive for actuating the nut to selectively compress or decompress the spring. 1. A shock absorber assembly comprising;a piston rod damper;a partially hollow screw acting as a telescoping tube for the piston rod damper;a coil spring at least partially surrounding the screw;a nut affixed to the screw and acting as a spring seat for an end of the coil spring; anda motor drive for actuating the nut to selectively compress or decompress the spring.2. The shock absorber assembly of claim 1 , wherein the hollow screw is a ball screw and the nut is a ball nut.3. The shock absorber assembly of claim 1 , including a gear box disposed between the motor drive and the nut.4. The shock absorber assembly of claim 1 , including a control module electrically connected to the motor drive for actuating the motor drive to a predetermined spring setting.5. The shock absorber assembly of claim 4 , wherein the control module is in hardwired connection with the motor drive.6. The shock absorber assembly of claim 4 , wherein the control module is in wireless connection with the motor drive.7. The shock absorber assembly of claim 4 , wherein the control module includes a user interface disposed in the cab of a vehicle.8. The shock absorber assembly of claim 4 , wherein the control module includes a user interface accessible on a mobile electronic device.9. The shock absorber assembly of claim 1 , wherein the shock absorber assembly is coupled to a suspension assembly of a vehicle.10. The shock absorber assembly of claim 9 , wherein the shock absorber assembly is coupled to a suspension assembly of a racing vehicle.11. The shock absorber assembly of claim 9 , ...

LINEAR ACTUATOR TO ADJUST THE VERTICAL POSITION OF A SPRING OF A DAMPING UNIT AND VEHICLE SUSPENSION SPRING AND DAMPER UNIT AND VEHICLE COMPRISING SUCH A SUSPENSION SPRING ACTUATOR

A damper with a cylinder and a rod, a spring arranged around the damper and a linear actuator arranged to change in a controlled manner the axial position of a bottom end of the spring relative to the cylinder of the damper. The actuator comprises an inner cylindrical element arranged to be mounted around the cylinder of the damper, an outer cylindrical element, which is mounted so as to be axially slidable relative to the inner cylindrical element and is arranged to support the bottom end of the spring, and a working chamber arranged to be filled with a fluid under pressure to adjust the axial position of the outer cylindrical element relative to the inner cylindrical element. The working chamber is delimited, both radially and axially, only by the inner cylindrical element and by the outer cylindrical element. The outer cylindrical element is provided with a support flange arranged to support the bottom end of the spring. 1. A linear actuator for adjusting the vertical position of a spring of a damper and spring unit for a vehicle suspension , the actuator comprising:an inner cylindrical element arranged to be mounted around a cylinder of the damper and an outer cylindrical element which is mounted so as to be axially slidable relative to the inner cylindrical element and is arranged to support a bottom end of the spring,wherein the inner cylindrical element and the outer cylindrical element are configured to wholly enclose, both radially and axially, a working chamber arranged to be filled with a fluid under pressure to adjust the axial position of the outer cylindrical element relative to the inner cylindrical element, andwherein the outer cylindrical element is provided with a support flange arranged to support the bottom end of the spring, the support flange being placed beneath the top end of the outer cylindrical element, whereby the outer cylindrical element is at least partially arranged within the volume of the spring, and extending radially outwards with ...

INFLATION VALVE BRACKET FOR AN AIR SPRING ASSEMBLY ON A VEHICLE

A vehicle includes a chassis having a frame member, and a suspension system carried by the chassis. One or more air spring assemblies are associated with the suspension system, with each air spring assembly having an air bag, an air line and an air valve. An inflation valve bracket includes a channel and a flange depending from the channel. The channel is at least partially wrapped around the frame member. The flange has one or more openings with a corresponding air valve in each opening. 1. A vehicle , comprising:a chassis including a frame member;a suspension system carried by said chassis;at least one air spring assembly associated with said suspension system, each said air spring assembly having an air bag, an air line and an air valve; andan inflation valve bracket including a channel and a flange depending from said channel, said channel being wrapped at least partially around said frame member, said flange having at least one opening with a corresponding said air valve therein.2. The vehicle of claim 1 , wherein said channel includes two legs extending transverse to said flange and past said frame member claim 1 , said legs including at least one pair of aligned holes claim 1 , and further including at least one fastener claim 1 , each said fastener extending through a corresponding said pair of aligned holes.3. The vehicle of claim 2 , wherein each said fastener is a zip tie.4. The vehicle of claim 3 , wherein said legs include two pairs of aligned holes claim 3 , and said at least one zip tie is two zip ties.5. The vehicle of claim 1 , including at least one nut to rigidly secure said air valve to the opening in said flange.6. The vehicle of claim 1 , wherein said channel is an open channel and wraps around three sides of said frame member.7. The vehicle of claim 1 , wherein said frame member is part of a hitch frame.84. The vehicle of claim 7 , wherein said hitch frame is a class hitch frame mounted to and forming part of said chassis claim 7 , and said ...

Vehicle suspension system

A vehicle suspension system ( 3 ) includes an electromagnetic damper ( 7 ) provided with a sprung member ( 8 ) and an unsprung member ( 9 ) to apply a drive force and a damping force between the sprung member and the unsprung member, and a control unit ( 10 ) for controlling the electromagnetic damper. A target load for the electromagnetic damper is determined based on the unsprung member demand load that attenuates a vertical vibration of the unsprung member, and the sprung member demand load that restrains a vertical displacement of the sprung member. An absolute value of the sprung member demand load is reduced when a sprung member frequency is in an unsprung member resonance frequency range.

ADJUSTABLE WHEEL SUSPENSION FOR THE WHEELS OF AN AXLE OF A MOTOR VEHICLE

An adjustable wheel suspension for the wheels of an axle of a motor vehicle is disclosed, wherein each wheel is guided by means of wheel guide elements and each wheel is operatively connected to a torsion bar, which can be adjusted by means of an adjusting device, via its wheel guide elements, the torsion bars being partially aligned with each other and each torsion bar being mounted on an auxiliary frame by its associated adjusting device. The two adjusting devices are connected to one another via a crossmember of the housing 14-. (canceled)5. An adjustable wheel suspension for the wheels of an axle of a motor vehicle , comprising:adjustable torsion bars respectively assigned to the wheels in one to one correspondence and operatively connected to the wheels via a respective wheel guiding element, said torsion bars being partially aligned with each other and oriented in transverse direction of the vehicle;a setting device respectively assigned to each of the torsion bars, each of the torsion bars being respectively supported via the setting device on an auxiliary frame of the motor vehicle; anda housing crossmember connecting the setting device of one of the torsion bars and the setting device of another one of the torsion bars with each other, said housing crossmember being configured and dimensioned so as to provide sufficient stability to enable construction of the auxiliary frame without a transverse member.6. The adjustable wheel suspension of claim 5 , wherein the housing crossmember is configured as a closed profile.7. The adjustable wheel suspension of claim 6 , wherein the closed profile has a circular claim 6 , rectangular or triangular cross section.8. The adjustable wheel suspension of claim 5 , wherein multiple moldings are formed on the housing crossmember each having a horizontally oriented bore claim 5 , and the auxiliary frame has corresponding horizontally oriented bores and the housing crossmember is fastened on the auxiliary frame via a ...

VEHICLE WITH SUSPENSION FORCE DECOUPLING SYSTEM

A vehicle includes a vehicle body, a road wheel, and a suspension corner connecting the road wheel to the vehicle body. The suspension corner includes a suspension arm connected to the road wheel and to the vehicle body, and also includes a suspension force decoupling system disposed on an axis extending between the suspension arm and the vehicle body. The suspension force decoupling system includes an actuator having an actuator mass arranged on the axis that is configured to output an actuator force in opposite directions along the axis in response to an actuator control signal. The system also includes a compliant element connected along the axis to the actuator mass and one of the body and the suspension arm, and providing a predetermined level of mechanical compliance. A controller determines and generates the actuator force in response to a threshold acceleration of the vehicle body. 1. A vehicle comprising:a vehicle body;a road wheel configured to maintain contact with a road surface; and a suspension arm connected to and extending between the road wheel and the vehicle body; and', an actuator having an actuator mass arranged on the axis, the actuator configured to output an actuator force to extend or retract the actuator mass along the axis in response to an actuator control signal;', 'a compliant element connected along the axis to the actuator mass and to one of the body and the suspension arm, and providing a predetermined mechanical compliance level; and', 'a controller configured to determine and generate the actuator force in response to an acceleration of the vehicle body indicative of road vibrations, such that actuator force is decoupled from the road vibrations in a predetermined frequency range., 'a suspension force decoupling system disposed on an axis extending between the suspension arm and the vehicle body, and including], 'a suspension corner connecting the road wheel to the vehicle body, and configured to maintain contact between the road ...

Torsion key saddle

A torsion key saddle enables a user to readily change the suspension performance characteristic and the suspension lift in a vehicle with independent torsion suspension without the need to replace the torsion keys. Use of torsion key saddles enables each wheel to be adjusted fully between the extremes available using the six possible positions for a torsion key with a hex torsion bar socket.

VEHICLE SUSPENSION APPARATUS CAPABLE OF ADJUSTING VEHICLE HEIGHT

A vehicle suspension apparatus configured for adjusting vehicle height may include a fixing device disposed at a wheel side, provided on an internal peripheral surface along its perimeter with a plurality of fixing grooves; a moving device provided to be rotatable within the fixing device, formed along its perimeter with coupling grooves corresponding to the fixing grooves and coupled such that a shock absorber moves in an up and down direction; a driving device disposed at the fixing device to transmit power; and a drive shaft provided to be rotatable within the moving device and provided with a fixing pin inserted into the coupling groove of the moving device and the fixing groove of the fixing device such that the fixing pin is disengaged from the fixing groove and remains inserted only into the coupling groove when the drive shaft rotates. 1. A vehicle suspension apparatus configured for regulating vehicle height including:a fixing device disposed at a wheel side, formed to communicate in an up and down direction thereof and provided on an internal peripheral surface along a perimeter thereof with a plurality of fixing grooves;a moving device provided to be rotatable within the fixing device, formed to communicate in an up and down direction thereof, formed along a perimeter thereof with coupling grooves corresponding to the fixing grooves and coupled, and wherein a shock absorber is configured to move in an up and down direction thereof;a driving device disposed at the fixing device to transmit power; anda drive shaft provided to be rotatable within the moving device to receive power from the driving device and hence rotate and provided with a fixing pin inserted into the coupling groove of the moving device and the fixing groove of the fixing device, and wherein the fixing pin is disengaged from the fixing groove and continues inserted into the coupling groove when the drive shaft rotates.2. The vehicle suspension apparatus of claim 1 , wherein the plurality ...

Vehicle suspension apparatus capable of adjusting vehicle height

A suspension apparatus may include an internal cylinder having fixing grooves, an intermediate cylinder rotatably provided around the internal cylinder to allow a shock-absorber to be moved up and down, and having connection holes, an external cylinder rotatably provided around the intermediate cylinder and having locking pins to be inserted into the fixing grooves through the connection holes such that the locking pins are decoupled from the fixing grooves, but remain inserted into the connection holes, and a driving device connected to the external cylinder to rotate the intermediate cylinder to allow the shock-absorber to be moved up and down, adjusting a height of a vehicle body.

Device for adjusting the height of a vehicle

The present invention is a system for adjusting the height of vehicles. The vehicle is supported by a hollow cylinder and a piston having an undersized piston skirt is mounted on the suspension system's coil spring, and sealingly slidable within the cylinder bore. When a fluid is introduced into the expandable pressure space between the piston and the cylinder top, the piston and cylinder are forced apart, raising the vehicle. The undersized piston skirt can extend beyond the end of the cylinder, allowing the piston a greater travel length within the cylinder bore. The invention may be operated manually by a vehicle driver through push buttons, which can be the vehicle's existing cruise control buttons. Alternatively, the system can be automated using a control unit to automatically adjust ground clearance to avoid collision with obstacles in the vehicle's path. In another embodiment, the lift system, or any lift system, is prevented from activating, and deactivates (if previously activated) if the vehicle is travelling at excessive speed.

Vehicle Leaf Spring Assembly

A leaf spring assembly for a wheel suspension of a motor vehicle including a leaf spring resiliently supporting of a wheel carrier on a vehicle body of the motor vehicle. The leaf spring has a first end portion, and a diametrically or longitudinally, opposite second end portion fastened, pivotably mounted, to the vehicle. The leaf spring includes a suspension portion extending between the two end portions. The leaf spring includes two spring leaves held pressed one against the other by a first clamp in the suspension portion and are held pressed one against the other by a second clamp distanced or longitudinally spaced from the first clamp. The position of the second clamp, its position on the leaf spring, is variable in the direction of the longitudinal axis of the leaf spring. 1. A leaf spring assembly for a motor vehicle wheel suspension comprising;a leaf spring having a first end portion, including having a first fastener assembly, a second end portion, diametrically opposite said first end portion, including a second fastener assembly, and a suspension portion, extending between the two end portions, said leaf spring having a plurality of spring leaves;a first clamp attached to said leaf spring, said first clamp in the suspension portion and pressing said spring leaves against one another; anda second clamp attached to said leaf spring, said second clamp in the suspension portion and pressing said spring leaves against one another, said second clamp positioned longitudinally spaced from said first clamp in the direction of a longitudinal axis of said leaf spring wherein the position of the second clamp varies in the direction of the longitudinal axis of the leaf spring.2. The leaf spring assembly of wherein a portion of said the leaf spring in said suspension portion in which the position second clamp varies has a constant thickness.3. The leaf spring assembly of wherein the spring leaves include an upper spring leaf and a lower spring leaf claim 1 , and the ...

SUSPENSION WITH HYDRAULIC PRELOAD ADJUST

A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs. 1a fluid-filled damper having a piston and rod for movement therein;a first and second springs mounted coaxially around the damper, the springs constructed and arranged to become compressed during a compression stroke of the damper; anda preload adjuster for partially compressing at least one of the springs independently of the compression stroke.. A shock absorber for a vehicle, comprising: 1. Field of the InventionEmbodiments of the invention generally relate to a damper assembly for a vehicle. More specifically, certain embodiments relate to spring preload adjustment used in conjunction with a vehicle suspension.2. Description of the Related ArtVehicle suspension systems typically include a spring component or components and a damping component or components. Typically, mechanical springs, like helical springs, are used with some type of viscous fluid-based damping mechanism and the two are mounted functionally in parallel. In some instances, features of the damper or spring are user-adjustable. What is needed is an improved method and apparatus for varying spring preload characteristics.The present invention generally includes a shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs.As used herein, the ...

INDEPENDENT WHEEL SUSPENSION FOR A MOTOR VEHICLE

Independent wheel suspensions for a motor vehicle are described herein. An example independent wheel suspension includes a link to be pivotably coupled to a vehicle body of the motor vehicle via a first flexible pivot bearing and a second flexible pivot bearing. The first and second flexible pivot bearings form a pivoting axis. The link has a wheel attachment point to which a vehicle wheel is to be coupled. The example independent wheel suspension also includes a spring to be disposed between the link and the vehicle body. The spring is configured to produce a force component on the link that is directed outward along a transverse axis of the motor vehicle and that increases during compression. 1. An independent wheel suspension for a motor vehicle , the independent wheel suspension comprising:a link to be pivotably coupled to a vehicle body of the motor vehicle via a first flexible pivot bearing and a second flexible pivot bearing, the first and second flexible pivot bearings forming a pivoting axis, the link having a wheel attachment point to which a vehicle wheel is to be coupled; anda spring to be disposed between the link and the vehicle body, the spring configured to produce a force component on the link that is directed outward along a transverse axis of the motor vehicle and that increases during compression.2. The independent wheel suspension of claim 1 , wherein the spring is configured in such a way that the force component increases monotonically as a function of a wheel load of the vehicle wheel.3. The independent wheel suspension of claim 1 , wherein the pivoting axis is parallel to the transverse axis.4. The independent wheel suspension of claim 1 , wherein the pivoting axis is at an angle relative to the transverse axis.5. The independent wheel suspension of claim 1 , wherein a line of action of force of the spring slopes inward toward the transverse axis relative to a vertical axis.6. The independent wheel suspension of claim 5 , wherein a center ...

DYNAMIC LOAD TRANSFER BY SWITCHABLE AIR VOLUME SUSPENSION

An air suspension system which includes a Dynamic Load Transfer (DLT) function. DLT is a process of transferring vehicle load, or varying normal loads applied to each wheel of the vehicle, using switchable volume or variable volume air spring assemblies. Switchable or variable volume air spring assemblies have the ability to change air spring volumes, which results in changes in air spring rates, which result in changes in normal loads applied to each wheel. Changes in wheel normal loads change wheel traction (slip) and vehicle dynamics (pitch, roll, yaw displacement, rate and acceleration). Each air spring assembly may have multiple volume air chambers that are switched “on” and “off,” a variable volume air chamber, or the air spring assembly may be coupled with other air springs, or air chambers, that are switched or varied. 1. An apparatus , comprising: [ at least one air spring assembly operable for generating a wheel normal load;', 'at least one air volume being part of the at least one air spring assembly;, 'an air suspension system, comprising, 'wherein during travel of the vehicle, the current wheel normal load and the desired wheel normal load are determined, and the at least one air volume is configured such that the wheel normal load generated by the air spring assembly is changed to the desired wheel normal load to provide a desired dynamic load transfer, configuring the vehicle to have a desired dynamic., 'a dynamic load transfer function for an air suspension system of a vehicle, including2. The apparatus of claim 1 , the desired dynamic further comprising at least one wheel dynamic.3. The apparatus of claim 1 , the desired dynamic further comprising at least one vehicle dynamic.4. The apparatus of claim 1 , the at least one air spring assembly further comprising:a plurality of cavities being part of the at least one air spring assembly, the at least one volume including one or more of the plurality of cavities; andat least one valve operable for ...

TORSION SPRING BAR SYSTEM FOR A WHEEL SUSPENSION OF A MOTOR VEHICLE

A torsion spring bar system for a wheel suspension of a motor vehicle includes on each vehicle side a torsion spring bar which is oriented transversely to the vehicle longitudinal center and acts on each wheel guide element of the wheel suspension with variable pretension via an output lever positioned outwards with respect to the vehicle longitudinal center. The torsion spring bar is acted upon by an actuator with a torsional moment. The torsion spring bars on both vehicle sides are coupled to one another at their axially adjacent ends in the vehicle longitudinal center via at least one additional torsion spring element. 19.-. (canceled)10. A torsion spring bar system for a wheel suspension of a motor vehicle , comprising:torsion spring bars oriented transversely to the vehicle longitudinal center on both vehicles sides, respectively, each torsion spring bar acting on a wheel guide element of the wheel suspension with variable pretension via an output lever positioned outwards with respect to the vehicle longitudinal center;an actuator configured to act on the torsion spring bar with a torsional moment; andat least one torsion spring element configured to couple the torsion spring bars to one another at their axially adjacent ends in the vehicle longitudinal center.11. The torsion spring bar system of claim 10 , wherein the torsion spring element has a progressive characteristic with a torsional moment increasingly acting on the torsion spring element.12. The torsion spring bar system of claim 10 , wherein the torsion spring element has an elastomer body which is connected with the adjacent ends of the torsion spring bars claim 10 , said elastomer body having a rotation-symmetric outer circumference.13. The torsion spring bar system of claim 10 , wherein the torsion spring element includes two bearing plates claim 10 , and an elastomer body which is vulcanized in place between the bearing plates claim 10 , said bearing plates having catches which interact with a ...

ACTIVE SUSPENSION SYSTEM ALLOWING LOAD-BEARING AXIS OF SPRING TO BE CONTROLLED

The present invention relates to an active suspension system allowing the force acting axis of a spring to be controlled, wherein a control means for the force acting axis of a spring is installed either between an upper seat plate and an upper arm, or between a lower seat plate and a lower arm so as to allow the wheel rate and vehicle height to be controlled by varying the force acting axis of the coil spring, and a manipulation unit capable of controlling the operation of the control means for the force acting axis of a spring is installed inside the vehicle. By varying the force acting axis of the coil spring, the present invention can significantly improve the marketability of the suspension system and reliability of the vehicle by varying the ride quality. 1. An active suspension system capable of adjusting a force acting axis of a spring , configured such that an upper arm and a lower arm are pivotably mounted so as to be spaced a predetermined distance apart from each other in regions between a chassis and upper and lower portions of a wheel , a shock absorber and a coil spring are mounted between a bottom surface of the chassis and a top surface of the lower arm , and an upper seat plate and a lower seat plate , each having a circular plate shape , are respectively mounted to an upper contact end and a lower contact end of the coil spring at an exterior of the shock absorber , whereina spring force acting axis adjustment device is mounted in one of a region between the upper seat plate and the upper arm and a region between the lower seat plate and the lower arm in order to adjust a wheel rate and a height of a vehicle by varying a force acting axis of the coil spring, anda manipulation unit for controlling operation of the spring force acting axis adjustment device is mounted in the vehicle.2. The active suspension system according to claim 1 , wherein the spring force acting axis adjustment device is mounted in each of the region between the upper seat ...

Adjustable Spring Bracke

An adjustable spring carrier includes a spring plate. At least one spring plate is axially displaceable by an actuator and is fixed with respect to rotation in circumferential direction relative to a longitudinal axis of the spring carrier. A housing for a drive unit of the actuator and a spring plate abutment surface are connected to one another, and the housing is driven by the actuator for the axial movement of the spring plate. 112.-. (canceled)13. An adjustable spring carrier comprising:an actuator;a spring plate that is fixed with respect to rotation in circumferential direction relative to a longitudinal axis of the spring carrier and configured to be axially displaceable by the actuator;a spring plate abutment surface;a drive unit of the actuator;a housing for the drive unit of the actuator connected to the spring plate abutment surface and configured to be driven by the actuator for axial movement of the spring plate.14. The adjustable spring carrier according to claim 13 , wherein the housing has at least one rotation prevention element configured to prevent rotation with respect to the longitudinal axis of the spring carrier.15. The adjustable spring carrier according to claim 14 , wherein the spring plate forms a positive engagement connection with the housing that is operative in circumferential direction.16. The adjustable spring carrier according to claim 13 , wherein the housing has a guide sleeve for the spring plate.17. The adjustable spring carrier according to claim 14 , wherein the spring carrier comprises a carrying cylinder having a rotation prevention profile formed by a carrying ring that is fixed in a stationary manner with respect to the carrying cylinder.18. The adjustable spring carrier according to claim 17 , wherein the carrying ring is connected to the carrying cylinder by bonding.19. The adjustable spring carrier according to claim 17 , wherein the carrying ring has a centering profile in axial direction with respect to an inner ...

DEVICE FOR ADJUSTING THE HEIGHT OF A VEHICLE BODY

A device () for adjusting the height of a vehicle body, including two components () that can be moved longitudinally between adjustment positions in relation to each other, a ball screw (), which sets the adjustment positions and which has a spindle () and a spindle nut (), wherein the spindle () is connected to the one component () in an axially fixed manner and the spindle nut () is connected to the other component () in an axially fixed manner. A switchable axial stop () is operatively arranged between the two components () and mechanically bypasses the ball screw () in at least one of the adjustment positions. 1. A device for adjusting a height of a vehicle body comprising two components that are displaceable longitudinally between adjustment positions (I , II , III) relative to each other and with a ball screw that sets the adjustment positions (I , II , III) and has a spindle and a spindle nut , the spindle is connected to one component in an axially fixed manner and the spindle nut is connected to the other component in an axially fixed manner , at least one switchable axial stop operatively arranged between the two components mechanically bypasses the ball screw in at least one of the adjustment positions (I , III).2. The device according to claim 1 , wherein the at least one switchable stop comprises claim 1 , a switching device with a cam ring that is supported for rotation about a spindle axis (a) of the spindle and is supported on the spindle in an axially fixed manner claim 1 , the second component supported on the spindle nut in an axially fixed manner is provided with longitudinal grooves arranged along the spindle axis (a) and arranged distributed around a circumference around the spindle axis (a) and with recesses claim 1 , cams of the cam ring arranged distributed around the circumference around the spindle axis (a) engage in a first rotational position of the cam ring relative to the second component in the longitudinal grooves claim 1 , and claim ...

USER INTERFACE FOR VARIABLE ACTIVE SEAT TRACKING

An active suspension system that interfaces a sprung mass and an unsprung mass is disclosed. The active suspension system includes a suspension comprising one or more actuators capable of exerting a force on the sprung mass to at least partially isolate motion of the sprung mass from motion of the unsprung mass. A user interface allows a user to indicate a desired degree of motion isolation. 1. An active suspension system that interfaces a sprung mass and an unsprung mass , the active suspension system comprising:a suspension comprising one or more actuators capable of exerting a force on the sprung mass to at least partially isolate motion of the sprung mass from motion of the unsprung mass; anda user interface that allows a user to indicate a desired degree of motion isolation.2. The active suspension system of wherein the suspension further comprises a bias force eliminator.3. The active suspension system of wherein the bias force eliminator comprises a dynamically-adjustable low stiffness spring element.4. The active suspension system of wherein the sprung mass comprises a seat of a motor vehicle and the unsprung mass comprises a floor of the motor vehicle.5. The active suspension system of claim 1 , wherein the active suspension system is configured to provide vibration isolation of the sprung mass over an operating frequency range;wherein the suspension includes a controller that is configured to, in response to operation of the user interface, change one or more control algorithm constants, thereby causing a frequency dependent change over the operating frequency range in vibration isolation of the sprung mass;wherein the frequency dependent change in vibration isolation is larger in a lower frequency portion of the operating frequency range than it is in a higher frequency portion of the operating frequency range.6. The active suspension system of wherein the lower frequency portion of the operating frequency range comprises frequencies of no more than about ...

SUSPENSION STRUT FOR A MOTOR VEHICLE WITH A HEIGHT-ADJUSTMENT DEVICE

The present invention relates to a suspension strut for a motor vehicle with a vibration damper, with a supporting spring and with a height-adjustment device, with which the height of the vehicle body of the motor vehicle can be changed, and wherein the suspension strut has an auxiliary spring having a lower spring characteristic than the supporting spring, by means of which auxiliary spring a residual prestress can be produced in the supporting spring when the vibration damper is extended, and wherein the auxiliary spring is integrated in the height-adjustment device. 110.-. (canceled)11. A suspension strut for a motor vehicle , the suspension strut comprising:a vibration damper, having a supporting spring and having a height adjustment device by means of which the height of the vehicle body of the motor vehicle can be varied; andan auxiliary spring with a lower spring rate than the supporting spring, by means of which auxiliary spring a residual preload can be generated in the supporting spring when the vibration damper is in an extended state, and wherein the auxiliary spring is integrated in the height adjustment device.12. The suspension strut of wherein the height adjustment device has a cylinder element claim 11 , wherein the auxiliary spring is accommodated in the cylinder element.13. The suspension strut of wherein the cylinder element claim 12 , there is accommodated a piston which movably delimits a pressure chamber in the cylinder element claim 12 , and wherein the auxiliary spring is arranged in the pressure chamber.14. The suspension strut of wherein the auxiliary spring is braced between the piston and the cylinder element claim 12 , such that the piston is acted on by the auxiliary spring with a force directed toward the supporting spring.15. The suspension strut of wherein the vibration damper has a piston rod which is led through the piston in the longitudinal direction of the suspension strut claim 11 , and wherein the piston rod is connected to ...

Dual leaf suspension for vehicle drive arrangement

A vehicle drive arrangement for a vehicle of the type having differential power transmission arrangement that converts the rotatory motion of the rotatory power shaft to rotatory motion of first and second drive shafts disposed substantially orthogonal the rotatory power shaft. Primary leaf springs are each coupled at their respective centers to respective drive shafts by pivotal arrangements. The first and second primary springs may include helical springs that are used in place of, or in combination with, the primary leaf springs. Secondary leaf springs may be splayed and therefore need not be arranged parallel to the primary leaf springs. Control over vehicle kinematics is enhanced by configuring the resilience of a fulcrum bumper using resilient, rheological, or active systems. An active system will control vehicle height while stationary to facilitate loading and unloading of the vehicle.