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 ...

СПОСОБ ГАШЕНИЯ КОЛЕБАНИЙ И УСТРОЙСТВО ДЛЯ ЕГО ОСУЩЕСТВЛЕНИЯ (ВАРИАНТЫ)

... 1. Способ гашения колебаний колебательной системы, содержащей, по меньшей мере, один первый элемент, который обладает инерционным свойством, по меньшей мере, один второй элемент, который, изменяя свое состояние под действием внешней по отношению к этому элементу силы, запасает потенциальную энергию и вследствие этого создает потенциальную силу, действующую на связанные с этим элементом другие элементы колебательной системы и, по меньшей мере, один третий элемент, который в процессе циркуляции энергии между упомянутыми первым и вторым элементами выводит энергию из колебательной системы путем ее расходования на совершение работы вне колебательной системы и создает силу сопротивления, модуль которой имеет прямую зависимость от модуля скорости изменения состояния упомянутого второго элемента, и которая замедляет это изменение, при котором ! уменьшают (увеличивают) угол наклона упомянутой зависимости модуля силы сопротивления от модуля скорости изменения состояния упомянутого второго элемента ...

Variable-damping-characteristic wheel suspension for motor vehicle - affords choice of fixed hard and soft settings or control setting giving independently variable damping forces

Each shock-absorber (1-4) is equipped with a setting device for selection of higher or lower lvel damping force characteristics. Height sensors detect the relative displacement between sprung and unsprung masses. Accelerometers (11-14) near the shock-absorbers (1-4) detect the vertical acceleration of each wheel`s sprung mass, and a dashboard tachometer (15) indicates road speed. Other sensors detect front wheel steering angle (16) and throttle opening (17). Three levels of damping are selectable (19). ADVANTAGE - Forced restriction of change of damping force characteristics does not detract from ride comfort, and special vibration frequency detector is less costly.

Stoßdämpfer

Die Erfindung bezieht sich auf einen Stoßdämpfer zur Anordnung zwischen einem Bauteil der ungefederten Masse und einem Bauteil einer gefederten Masse eines Kraftfahrzeugs. Mit einem an seinen beiden Enden geschlossenen Zylinder 1, in dem ein Kolben 2 axial verschiebbar angeordnet ist, der den Innenraum des Zylinders 1 in eine obere Arbeitskammer 3 und eine untere Arbeitskammer 4 unterteilt, die mit einer Hydraulikflüssigkeit gefüllt sind. Dabei ist an dem Kolben 2 eine Kolbenstange 5 angeordnet, die durch die obere Arbeitskammer 3 hindurch und abgedichtet nach außen geführt ist, wobei der der Kolbenstange 5 entfernte Endbereich des Innenraums durch eine flexible Wand von der unteren Arbeitskammer 4 getrennt und mit einem unter Druck stehenden Gas gefüllt ist. Mit einer Bypassverbindung der einander entgegengesetzten Endbereiche von oberer Arbeitskammer 3 und unterer Arbeitskammer 4, wobei in dieser Bypassverbindung eine Hydraulikpumpe angeordnet ist, die in mechanischer Drehverbindung mit ...

Vorrichtung zur Schwingungsentkopplung zwischen zwei Systemen und Arbeitsmaschine

... 1. Vorrichtung zur Schwingungsentkopplung zwischen zwei Systemen und Arbeitsmaschine2. Es ist eine Vorrichtung nebst zugehöriger Arbeitsmaschine zur Schwingungsentkopplung zwischen zwei Systemen (2, 4) in Form von Feder-Masse-Schwingern, von denen ein System (2) einer Bewegungsmaschine und das andere System (4) einer auf die Bewegungsmaschine einwirkenden Bedienperson zugeordnet ist, das zumindest teilweise bei Verfahrbewegungen der Bewegungsmaschine Bewegungen um eine Querachse (Q) ausführt und dabei Vertikalbewegungen in Richtung einer vertikalen Hochachse (z) mit einer absoluten Vertikalgeschwindigkeit (v) unterliegt, die als Eingangsgröße von Steuer- und/oder Regeleinrichtungen dient, die zur Kompensation der Schwingungen ein Dämpfungssystem (8) des einen (2) und/oder anderen (4) Systems ansteuern, dadurch gekennzeichnet, dass die jeweilige Nickbewegung des anderen Systems (4) mittels mindestens eines Drehratensensors erfasst ist, dessen jeweiliger Messwert (ω), vorzugsweise nur um ...

SUSPENSION CONTROL SYSTEM

Vehicle suspension control system.

A suspension control system for a motor vehicle, comprises: means 2 for detecting vertical acceleration of a vehicle body; means 6, 7 for switching suspension damping forces for front and rear wheels of the vehicle body in at least three steps; means 3 for measuring the differential value of an output signal of the vertical acceleration detecting means 2; and means 4 for setting, according to an output of the measuring means 3, damping forces for the front and rear wheels to soft level simultaneously or setting damping forces for the rear wheels only to soft level and maintaining the damping forces. Other sensors such as for steering position, vehicle speed, accelerator position, brake actuation, also supply signals to the control computor 8 (Fig 3). ...

AIR SUSPENDED VEHICLES

When a trailer has two or more axles, at least one of which has air suspension, substantial restraint strops are provided to prevent excess travel of the air suspended axle(s) away from the trailer chassis which can otherwise occur in certain modes of operation. One such mode occurs in roll on-roll off operations of the trailer. When the trailer 2 passes over the top of a gradient 3 the rear axle drops to a free in air position, forced downwardly by pressure of air in its associated air springs. This pressure may be enhanced if the leading axles are also air suspended and the air springs on each side of the trailer are pneumatically interconnected. The invention obviates the need for restraint strops by replacing the conventional shock absorbers and their mountings by strengthened shock absorbers and mountings able to withstand the applied loads in the modes of operation referred to. ...

Automated moving platform

A self- propelled autonomous platform 1804 and method, the method comprising: the platform 1804 following a first movement route in accordance with user input, recording positions of the platform 1804 along the route using an onboard sensor, and following a second movement route based on the recorded positions in response to an autonomous vehicle 100 arriving at a predetermined position 1810. These movements may be synchronised with another self-propelled platform1806. This method may be used to test the ability of autonomous vehicles 100 to track objects. The platform 1804 may carry an object representing a pedestrian, cyclist, or vehicle during these tests.

<banjo>>.Suspension postpones for motor vehicle of the type with bridge <

PROCEDURE FOR THE ENTERPRISE AN ACTUATOR

PLASTIC BEAD REINFORCEMENT RING FOR FLUID PRESSURE DEVICES

PLASTIC BEAD REINFORCEMENT RING FOR FLUID PRESSURE DEVICES

Air springs or other fluid pressure devices have flexible elastomeric sleeves terminating in a pair of end beads which are clamped or crimped onto a pair of spaced end members. Each of the beads is reinforced by a solid annular ring of nonreinforced thermoplastic material which is molded within the sleeve beads. The rings preferably are formed of nylon and are sufficiently flexible to move with the end members and sleeve and return to their original shape after such movement. A similar nonreinforced plastic ring may be molded in a central portion of the elastomer sleeve to provide the girdle hoop of the sleeve.

Niveauregeleinrichtung für eine Achse eines Kraftfahrzeugs

Valve switching controls for adjustable damper

Automobile shock absorbing device

AUTOMATIC LEVELLING ARRANGEMENT FOR VEHICLES

Motor Vehicle Suspension.

PROCESS Of ASSISTANCE TO the DESIGN OF SUSPENSION OF VEHICLE

Improvements brought to the shock absorbers for suspensions of vehicles

Front wheel suspension for vehicle - vert shock absorber cylinder connected to hub and to A-frame connected to hub

VEHICLE ROLLING UNIT

Unité de roulage comportant au moins un élément multifonction (12) produisant une impulsion de force par une déformation ciblée , commandée de la matière.

CYLINDER DEVICE AND A MANUFACTURING METHOD THEREOF, CAPABLE OF PREVENTING A CURVED SURFACE OF A BASE SHELL FROM BEING DISTORTED BY RESIDUAL STRESS

PURPOSE: A cylinder device and a manufacturing method thereof are provided to prevent a curved surface of a base shell from being distorted by residual stress because the residual stress generating in both sides of the base shell in diametric direction can be equal. CONSTITUTION: A cylinder device comprises a recessed part(2) and a residual stress adjusting part. The recessed part is recessed in the side of a base shell in one diametric direction. Both inner and outer surfaces of the residual stress adjusting part is not transformed with respect to a cylindrical part in the around. Both a part forming the recessed part and a part forming the residual stress adjusting part have same shape. A value of the residual stress in a shaft direction of the residual stress adjusting part is more compressed value than the residual stress of a shaft direction in the around. COPYRIGHT KIPO 2012 ...

SHOCK-ABSORBER.

Outer shell unit and method of manufacturing the unit

A manufacturing method for an outer shell unit ( 10 ) provided with a cylindrical outer shell ( 3 ) housing a damping force generating mechanism and a knuckle bracket ( 7 ) mounted on the outer shell ( 3 ) to connect a knuckle. The knuckle bracket ( 7 ) is fixed by welding to the outer shell ( 3 ) after closing the bottom ( 31 ) of the outer shell ( 3 ) with a closing process. Consequently productivity is increased due to the fact that the number of processing operations for cutting an inlay and the number of operations for assembling the lower cap are reduced because the bottom is formed using a closing process. Furthermore productivity is increased since it is not necessary to seal the bottom by welding since the sealing characteristics of the bottom of the outer shell are ensured by the closing process.

Vehicle with force-controlled shock absorber with regulating valve

The invention relates to a shock absorber with a housing, and an inner pipe arranged in the housing, a piston rod, a piston, and which piston divides the interior of the inner pipe into a lower chamber and an upper chamber, a first valve arrangement which is arranged on the piston, a second valve arrangement which is arranged at the upper end of the inner pipe, and a third valve arrangement which is arranged at the lower end of the inner pipe. The shock absorber is distinguished by the fact that at least one proportional flow-control valve is arranged between a first connecting element of the lower chamber of the inner pipe and a second connection element at the upper chamber of the inner pipe.

Wheel suspension with rotation damper

A motor vehicle has a plurality of vehicle wheels that are or can be mounted on the vehicle body by means of wheel suspensions. A wheel has at least one suspension arm that connects a vehicle wheel to a vehicle body and is pivotable about an axis, and at least one rotation damper having at least one damper element for damping the relative movement between a first mass arranged on the wheel suspension and a second mass arranged on the vehicle body. The rotation damper is integrated directly into the mounting of the suspension arm, wherein pivoting movements of the suspension arm induced by the mass movement can be transferred to a rotatable damper part of the damper element which is motion-coupled to the connecting element.

ROTARY DAMPER FOR A VEHICLE

A rotary damper for a vehicle, for damping relative movements between vehicle wheels and the vehicle body. The damper has at least one gear assembly that converts the relative movement into rotation movement and is connected to at least one electric machine () in such manner so that actively controllable damping of the relative movement is possible. 118-. (canceled)19. A rotary damper for a vehicle , for damping relative movements between vehicle wheels and a body of the vehicle , the rotary damper comprising:at least one gear assembly that converts the relative movement into rotational movement, and{'b': '2', 'the at least one gear assembly being connected to at least one electric machine () to facilitate actively controllable damping of the relative movement.'}202. The rotary damper according to claim 19 , wherein at least one dynamic brake is provided for braking the electric machine ().213. The rotary damper according to claim 20 , wherein the dynamic brake is at least one of an eddy current brake () claim 20 , a hydrodynamic brake and a clutch.2233. The rotary damper according to claim 20 , wherein the dynamic brake is an eddy current brake () claim 20 , and the eddy current brake () is arranged one of:in parallel with respect to a connection between the at least one gear assembly and the electric machine;in series with respect to the connection between the at least one gear assembly and the electric machine; orin a power-branched manner with respect to the connection between the at least one gear assembly and the electric machine.233. The rotary damper according to claim 22 , wherein the eddy current brake () is arranged in parallel with respect to the connection between the at least one gear assembly and the electric machine claim 22 ,{'b': 4', '1', '5', '1', '6', '2', '3', '8', '1', '9, 'a lever, which transmits the relative movement, is connected to a ring gear () of the gear assembly which is a first planetary gear assembly (), and for the parallel ...

АМОРТИЗАТОР

Полезная модель относится к устройствам для гашения колебаний и предназначена для применения в подвесках транспортных средств. Указанный технический результат достигается тем, что в амортизатор содержит две опоры и механическую передачу, преобразующую возвратно-поступательное движение во вращательное движение, включающую корпус с верхней опорой, в котором подвижно установлен полый шток с нижней опорой и шариковой гайкой, вертикальный винт, установленный в верхней части корпуса и шариковой гайки с возможностью вращения и взаимодействующий с цилиндром, установленным с возможностью вращения внутри корпуса, и приводящимся в действие предохранительной муфтой, включающей цилиндрическую упругую втулку, закрепленную на верхнем конце винта в переходной втулке, и шарики, установленные в радиальных отверстиях упорного кольца, и частично вжатые в наружную поверхность цилиндрической упругой втулки резьбовыми пробками, а шариковая гайка установлена на верхнем конце полого штока в обойме, включающей подпружиненные ...

Steuereinrichtung zum Einstellen der Dämpfungskraft einer Fahrzeugaufhängung

Fahrwerk und Verfahren zur Herstellung des Fahrwerks

Die Erfindung betrifft ein Fahrwerk eines Kraftfahrzeugs mit zumindest einem aus einem metallischen Werkstoff bestehenden und Kräfte aufnehmenden oder weiterleitenden Bauelement, auf dessen Oberfläche zumindest ein bandförmiges und aus einer faserverstärkten Metallmatrix bestehendes Verstärkungselement durch im weitesten Sinne thermisches Fügen aufgebracht ist. Erfindungsgemäße Fahrwerke von hinsichtlich ihres Gewichts und/oder ihrer Antriebsleistung unterschiedlichen Kraftfahrzeug-Typen und hinsichtlich seiner geometrischen Abmessungen gleichem besagten Kräfte aufnehmenden oder weiterleitenden Bauelement sind dadurch gekennzeichnet, dass bei Verwendung in einem Kraftfahrzeug-Typ mit höherem Gewicht und/oder höherer Antriebsleistung auf zumindest einen einen Lastpfad bildenden Oberflächen-Abschnitt dieses Bauelements ein Verstärkungselement aufgebracht ist, welches Verstärkungselement bei einem anderen Kraftfahrzeug-Typ mit geringerem Gewicht und/oder geringerer Antriebsleistung entweder ...

Single wheel-electric drive i.e. front wheel drive for e.g. electric vehicle, has electric motor which transfers rotation over telescopic shaft and conical gear wheel to wheel of motor vehicle, which is provided with removable cover

The drive has an electric motor (17) with a vertical shaft, where the motor transfers rotation over a telescopic shaft and a conical gear wheel (2) to a wheel (1) of a motor vehicle e.g. electric vehicle. The braking of the wheels is implemented by the shaft of the electric motor, where the drive fulfills the function of the drive of the wheel, the steering, the suspension, braking and inflating of the tires. A telescope pipe (26) is provided for inflating the tires of the wheels, where the wheel possesses a removable cover (5) with a seal and fixators, which fix the tire on the wheel.

Controlling device for shock absorbers of vehicles

... 219,328. Bowers, A. July 18, 1923, [Convention date]. Void [Published under Sect. 91 of the Act]. Vibration-dampers.-Means for controlling the action of shock-absorbers positioned between the axle and body of a vehicle comprises levers 1 pivoted to the body at 2 and bearing slidingly against the axle, the short arms 3 of the levers being pivotally connected to members 5 having one straight side and the other inclined at 6, 7 to the same or different angles. On downward movement of the member 5, the surface 6 acts through a shaped washer 14 and a spring 13 on a head 10 screwed to a rod 8 passing through a slot in the member 5 and a 'boss 11 and secured to a shock-absorber 12, the resistance of which is thus increased. On the rebound, the resistance diminishes until the surface 7 becomes operative when it again increases. The position of the levers 1 may be reversed, the levers being pivoted to the axle. The movement of the lever 1 may alternatively be transmitted to a shock absorber through ...

Improvements in and relating to shock absorbers and movement dampers

... 641,511. Shock absorbers; spring suspensions. AUTRONIC DEVELOPMENTS, Ltd. Feb. 16, 1948, No. 4450. [Classes 108(ii) and 108(iii)] A movement damper or shock absorber comprises a magnet and an armature of magnetic material, or a pair of magnets restrained against relative rotation about a common axis jointly by friction between their juxtaposed surfaces and the magnetic attraction between them; wherein.the magnetic attraction is rendered greatest at a pre-determined relative position of the surfaces, say the neutral or mean position of the damper, by the provision of cooperating recesses or interruptions in the magnetic material of the juxtaposed surfaces, so arranged that the overlapping areas of the magnetic portions of the surfaces and the cross, area of the magnetic flux path are gradually reduced when the magnet and armature, or the two magnets, are rela'tively rotated in either direction away from the pre-determined position. In the arrangement according to Fig. 3, a circular electromagnet ...

ADJUSTER FOR VEHICLE HANGING

SHOCK-MOUNT

SUSPENSION FOR PROPELLED AND NOT PROPELLED RAEDER OF VEHICLES.

HANGING UP SYSTEM

PLASTIC BEAD REINFORCEMENT RING FOR FLUID PRESSURE DEVICES

SLIDING SUSPENSION FOR WHEELED VEHICLES

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.

Support of shock absorbers for front traction

Improvements with the cushioning devices

System of suspension for rolling stock

Hydraulic system of damping for suspension of motor vehicle

Improvements brought to the cushioning devices, in particular to those for vehicles

STOP DEVICE PERMANENT MAGNET FOR MOTOR VEHICLE SUSPENSION

L'invention a trait à un dispositif de butée (2) pour suspension de véhicule automobile, ledit dispositif comprenant un élément (4) déformable élastiquement en matériau élastomère, un premier dipôle (6) magnétique fixé à l'élément (4) déformable, et un deuxième dipôle (8) magnétique destiné à être fixé à la suspension et configuré pour présenter au premier dipôle (6) un pôle magnétique (10) identique de manière à générer un effort répulsif progressif entre les premier (6) et deuxième (8) dipôles se rapprochant. L'invention a également trait à un véhicule comprenant un tel dispositif de butée (2). L'invention a également trait à un amortisseur de suspension pour véhicule automobile comprenant un corps de forme tubulaire, une tige avec un piston coulissant dans le corps et un tel dispositif de butée (2).

LUBRICATING STRUCTURE FOR PIECE GOODS

Off-Highway Recreational Vehicle

A recreational off-highway vehicle includes side-by-side passenger and driver seats held within a chassis that is approximately 50 inches wide. The seats sit low in the chassis and are covered by a roll cage. Grab handles are positioned on the sides of the passenger seat. Select large round tubing protects the vehicle, while rectangular tubing frames the portions of the vehicle beneath body panels. The vehicle is powered by an engine rearward of the seats that is connected to a transaxle. The engine and transaxle are isolation mounted together with a portion of the air intake assembly. The vehicle is suited for rough terrain travel.

Piston-cylinder generator with piston rod protection

Kolben-Zylinderaggregat (1), umfassend eine Kolbenstange (5), die in einem Zylinder (3) axial beweglich geführt ist, wobei die Kolbenstange (5) von einem Kolbenstangenschutz (7) zumindest teilweise eingehüllt wird, der zumindest in Grenzen axial elastisch ausgeführt ist, wobei der Kolbenstangenschutz (7) mit mindestes einer Haltefläche (27) mit mindestens einer zylinderseitigen Anschlagfläche (19) eine Formschlussverbindung eingeht und das Kolben-Zylinderaggregat (1) eine Montagehilfsfläche (25) aufweist, die den Kolbenstangenschutz (7) bei dessen Montagebewegung auf einem Hubbereich der Kolbenstange (5) einknicken lässt, so dass die Haltefläche (27) über die zylinderseitige Anschlagfläche (19) geknöpft wird.

Устройство для преобразования энергии механических колебаний подвески корпуса транспортного средства в электрическую энергию

Полезная модель относится к машиностроению, а именно к автомобильному транспорту. Устройство предназначено для получения электрической энергии, подаваемой в систему энергоснабжения транспортных средств, путем использования энергии колебаний подвески корпуса транспортного средства. Устройство для преобразования энергии механических колебаний подвески корпуса транспортного средства в электрическую энергию, отличающееся тем, что содержит корпус 2 амортизатора колеса транспортного средства, который неподвижно закреплен на корпусе 1 транспортного средства, с кронштейном крепления, по меньшей мере, один пьезоэлектрический элемент 5, качающийся рычаг 7, соединенный с подвеской колеса, возвратную пружину подвески транспортного средства 8, а также зубчатую кулачковую гребенку 6, установленную на кронштейне 9 держателя, соединенного со штоком 3 амортизатора, и получающую возвратно-поступательное движение от рычага 7, соединенного с подвеской колеса и возвратной пружины 8 подвески, причем указанная гребенка 6 выполнена с возможностью преобразования возвратно-поступательного движения от колеса 11 транспортного средства, через рычаг 7, в механическое воздействие на пьезоэлектрический элемент 5, который в свою очередь создает электрический потенциал, создающий электрический ток, подаваемый в систему энергоснабжения транспортного средства. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 198 541 U1 (51) МПК B60G 13/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (52) СПК B60G 13/00 (2020.02) (21)(22) Заявка: 2020114501, 23.04.2020 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Сенченко Александр Михайлович (RU) Дата регистрации: 15.07.2020 Приоритет(ы): (22) Дата подачи заявки: 23.04.2020 (45) Опубликовано: 15.07.2020 Бюл. № 20 1 9 8 5 4 1 R U (54) Устройство для преобразования энергии механических колебаний подвески корпуса транспортного средства в электрическую энергию (57) Реферат: Полезная модель ...

Wheel suspension for vehicle, has damper element pivotally mounted on rocker, and coupling bar whose one end is mounted on rocker, where bearing point of coupling bar at rocker is spaced from bearing point of damper element on rocker

The suspension (1) has a damper element (8) for damping movement of a wheel (2) arranged at the suspension, where the damper element is pivotally mounted on a rocker (6). The rocker is mounted on a structure or on a subframe of a vehicle, where the damper element is arranged along travel direction of the vehicle. One end of a coupling bar (5) is mounted on a longitudinal arm (4) or a wheel carrier (3) and another end is mounted on the rocker, where bearing point (6.2) of the coupling bar at the rocker is spaced from bearing point (6.3) of the damper element on the rocker.

Kraftfahrzeug

Kraftfahrzeug mit mehreren über Radaufhängungen (1) fahrzeugkarosserieseitig anbringbaren oder angebrachten Fahrzeugrädern, wobei eine Radaufhängung (1) wenigstens einen ein Fahrzeugrad mit einer Fahrzeugkarosserie verbindenden, um eine Achse (A) schwenkbar gelagerten Lenker (2), und wenigstens einen Rotationsdämpfer (4) mit wenigstens einem Dämpferelement (5) zum Dämpfen der Relativbewegung zwischen einer radaufhängungsseitig angeordneten ersten Masse und einer fahrzeugkarosserieseitig angeordneten zweiten Masse, wobei der Rotationsdämpfer (4) direkt in die Lagerung des Lenkers (2) integriert ist, wobei durch die Massenbewegung herbeigeführte Schwenkbewegungen des Lenkers (2) auf ein mit diesem bewegungsgekoppeltes drehbares Dämpferteil (7) des Dämpferelements (5) über-tragbar sind.

SUSPENSION APPARATUS FOR VEHICLES

New or improved suspension means for motor cars

... 831,684. Road-vehicle spring-suspensions. ARMSTRONG PATENTS CO. Ltd. June 11, 1956 [July 15, 1955], No. 20493/55. Class 108(2) In the suspension of a unitary chassis and body of a motor vehicle each rear wheel mounted A is pivotally connected at 6 to the ends of arms 2, 3, pivotally mounted on the body at 4, 5. A further support is afforded by an arm 19 which is rigid with an anti-roll torsion bar 22 common to the arms 19 of each side of the vehicle. A load-carrying member 7 in the form of a combined telescopic hydraulic shock absorber and spring suspension unit is pivotally connected between the body at 8 and the end of the arm 2. The front suspensions B each comprise arms 10, 11, and a telescopic suspension device and shock-absorber 16. In the normal position of the vehicle when standing at rest, the angle of inclination of the device 16 with the ground in a fore-and-aft direction is equal to the castor angle of the front wheels. The axis of the device 16 in the normal position of the ...

Automated moving platform

A self- propelled autonomous platform 1804 and method, the method comprising: the platform 1804 following a first movement route in accordance with user input, recording positions of the platform 1804 along the route using an onboard sensor, and following a second movement route based on the recorded positions in response to an autonomous vehicle 100 arriving at a predetermined position 1810. These movements may be synchronised with another self-propelled platform1806. This method may be used to test the ability of autonomous vehicles 100 to track objects. The platform 1804 may carry an object representing a pedestrian, cyclist, or vehicle during these tests.

VEHICLE AIR SUSPENSION

VEHICLE AIR SUSPENSION This invention relates to vehicle air suspensions featuring a hydraulic shock absorber mounted completely within an airspring on a pivotal mount which allows relative motion between the shock and the airspring. The preferred form utilizes a two piece airspring piston which has a removable center portion. The shock absorber is mounted on the removable center which allows easy removal and replacement of the shock absorber without disassembly of the airspring.

PARAMETRIC CHASSIS SYSTEM COMPRISING LATERAL SUSPENSION UNITS AND A CENTRAL BOX-MODULE

A chassis system (47), (53) and suspension module for vehicles comprising a subsystem for each wheel, incorporating a lateral torsion bar (1) and co-axial enveloping damper unit (9), featuring active-adaptive suspension characteristics. Four pre-fabricated suspension modules are situated inside respective box-structures (20), connected via wheelbase (39) and track (38) members, allowing the storage of heavy elements (such as batteries or fuel-cells) make up the chassis. The chassis being robust and self-carrying is enhanced, using upper body members (45), in terms of structural rigidity, for a given wheelbase, achieveing high impact-energy absorbtion. The suspension arms (5) can incorporate upper and lower members (42), (43), articulation, connect internally or externaly to the suspension module, and transmit drive and brake forces to the wheels. The suspension module, the box-structure, the torsion-bar/damper unit (17), drive (48) and transmission (54) unit, suspension arm and steer module ...

Brake of suspension for double purpose for cars of any kind

Suspension for motor vehicle - comprises two vertical pivoting rods which are interconnected by spring with two dampers

controles de comutação de válvula para amortecedor ajustável

AUTONOMOUS CONTROL DAMPER

A damper system for a vehicle comprises an electrically adjustable hydraulic shock absorber and a damper control module. The damper control module is disposed with and coupled to with the shock absorber. The damper control module determines a target damping state of the shock absorber based on data received from a plurality of sensors. Furthermore, the damper control module controls the shock absorber, such that the shock absorber operates at the target damping state.

Spring compression device

Disclosed herein is an improved device for speedily compressing a shock absorber spring employed in a vehicle suspension system and minimizing any twisting of the spring during the compression operation. The spring compression device comprises a hollow post, a housing detachably attached to the hollow post and having a clamp for gripping a shock absorber unit, a sliding bar movably mounted in the housing downward or upward, a pair of arcuate swing arms rotatably pivoted at a bracket of the sliding bar and a pair of inverted U-shaped arcuate grippers for clamping the absorber spring and slidably attached to end regions of the swing arms.

Vehicle air suspension

This invention relates to vehicle air suspensions featuring a hydraulic shock absorber mounted completely within an airspring on a pivotal mount which allows relative motion between the shock and the airspring. The preferred form utilizes a two piece airspring piston which has a removable center portion. The shock absorber is mounted on the removable center which allows easy removal and replacement of the shock absorber without disassembly of the airspring.

АВТОМОБИЛЬНЫЙ БУФЕР СЖАТИЯ, СОДЕРЖАЩИЙ ГРУППУ ИЗ ПО МЕНЬШЕЙ МЕРЕ ДВУХ УСТАНОВЛЕННЫХ УПЛОТНИТЕЛЬНЫХ КОЛЕЦ

Изобретение относится к области транспортного машиностроения. Автомобильный буфер сжатия содержит верхнюю чашку, нижнюю чашку и тела качения, расположенные между указанными чашками с обеспечением возможности их вращения относительно друг друга. Чашки расположены таким образом, что вместе образуют одну кольцевую полость, ограниченную с боков соответственно двумя внутренними и внешними аксиальными стенками. Буфер содержит группу из двух установленных уплотнительных колец, расположенных вдоль оси в упомянутой полости друг над другом с аксиальным зазором. Кольца установлены на внутренней или внешней стенке и образуют радиальный зазор с внешней или внутренней стенкой, создавая в указанной полости уплотнительную перегородку. Достигается упрощение конструкции буфера. 9 з.п. ф-лы, 1 ил.

Electronically regulated spring damper has disk package which fulfils role of elastic element and stiffening agent to object portions, where disks are divided in two groups which have one disk or more

The electronically regulated spring damper has a disk package which fulfils a role of the elastic element and stiffening agent to object portions. The disk package is firmly held directing elements. The disks are divided in two groups which have one disk or more. Each disk is fastened at the object with an edge. A pressing device is provided which ensures a predetermined necessary hardness. The pressing device controls an electronic unit depending on the size of the transported goods. The electronic unit comprises a control memory and a logic.

SUSPENSION LEVEL REGULATING ARRANGEMENTS FOR VEHICLES

... 1326062 Suspension levelling systems ROBERT BOSCH GmbH 21 Aug 1970 [23 Aug 1969 30 Aug 1969 9 April 1970] 40307/70 Heading B7D In a motor vehicle suspension level regulating system, respective pressure-generating devices and pressure-relieving devices associated with each of two suspension units 4, 5 connected to an axle 1 are controlled by level detectors comprising double two-way switches 15, 16 which are arranged so that no level regulation can occur when the wheels 2, 3 on the axle deflect in opposite directions during body roll. The pressure-generating devices comprise a common pump 70 and solenoid valves 80, 801 and the pressure-relieving devices comprise solenoid valves 81, 811. The switches 15, 16 are actuated by levers 11, 13 and 12, 14 linked to the axle 1 through hydraulic dash-pots 9, 10 and springs 91, 101. A current supply line 23 is connected to cross-over lines 24, 25 when the suspension is at the design height so that the switches 15, ...

SUSPENSION CONTROL SYSTEM

STABILIZER FOR A MOTOR VEHICLE

Level rule aggregate for the axles of vehicles

ACTUATOR FOR ACTIVE CHASSIS REGULATION

PISTON CYLINDER AGGREGATE WITH A PISTON ROD PROTECTION

ALIGNMENT MECHANISM FOR VEHICLE SUSPENSIONS

A vehicle suspension adjustment mechanism comprises pairs of plates having mutually complementary annular ribs and grooves for mutual interengagement to facilitate rotation of the pairs of plates with respect to each other. One of the pair has an enlarged semicircular aperture and the other of the pair has a smaller circular aperture of the same diameter as the trailing arm pivot bolt. The alignment position of the trailing arm relative to the vehicle frame is adjusted by rotating one of the plates relative to another of the plates.

Outer shell unit and method of manufacturing the unit

A manufacturing method for an outer shell unit (10) provided with a cylindrical outer shell (3) housing a damping force generating mechanism and a knuckle bracket (7) mounted on the outer shell (3) to connect a knuckle. The knuckle bracket (7) is fixed by welding to the outer shell (3) after closing the bottom (31) of the outer shell (3) with a closing process. Consequently productivity is increased due to the fact that the number of processing operations for cutting an inlay and the number of operations for assembling the lower cap are reduced because the bottom is formed using a closing process. Furthermore productivity is increased since it is not necessary to seal the bottom by welding since the sealing characteristics of the bottom of the outer shell are ensured by the closing process.

Coupling device

A magnetic resiliency suspension system for a motor vehicle. The suspension system includes a damping device (12) such as a shock absorber. Magnets (14, 16) are arranged on the damping device such that like magnetic poles are adjacent to and oppose each other, creating a magnetic resilient bias. When the damping device is compressed in response to forces on the vehicle, the magnetic resilient bias acts to restore the damping device to its uncompressed state.

СПОСОБ ГАШЕНИЯ КОЛЕБАНИЙ И УСТРОЙСТВО ДЛЯ ЕГО ОСУЩЕСТВЛЕНИЯ (ВАРИАНТЫ)

Группа изобретений относится к машиностроению. Способ заключается в следующем. Изменяют угол наклона зависимости модуля силы сопротивления от модуля скорости прогиба упругого элемента, если текущий модуль силы сопротивления отличается от заданного значения. Изменяют заданное значение силы сопротивления в зависимости от текущего прогиба упругого элемента. Текущее заданное значение силы сопротивления устанавливают прямо пропорционально приведенному к вектору силы сопротивления модулю текущего отклонения силы упругости упругого элемента от ее статической величины. Устройство для осуществления способа представляет собой гидравлический телескопический демпфер, в котором во время изменения прогиба подвески создается сила сопротивления, модуль которой зависит от модуля скорости изменения прогиба. Демпфер по первому варианту содержит стержень, закрепленный на дне камеры сжатия. Стержень имеет четырехгранное переменное поперечное сечение на рабочем участке своей длины. При сжатии демпфера стержень ...

Federbein für ein Fahrwerk eines Kraftfahrzeuges.

Viskose-Dämpfer mit einer Einrichtung gegen Seitenwandausschlag.

Stossabsorbierendes Lager.

AIR SUSPENDED TRAILER VEHICLES

DAMPING FORCE ADJUSTABLE HYDRAULIC SHOCK ABSORBER

A hydraulic shock absorber is used, for example, in a vehicle, wherein the level of damping force is adjustable in accordance with the road surface conditions or the like during operation of the vehicle. The hydraulic shock absorber includes a piston attached to one end of a piston rod and slidably fitted in a cylinder, the piston dividing the interior of the cylinder into two cylinder chambers. A passage is provided in the piston, the passage communicating with each of the two cylinder chambers. A damping force generating valve is provided at the downstream side of the passage to generate damping force. A back-pressure chamber is formed at the side of the damping force generating valve which is remote from the piston to apply pressure to the valve. A bypass passage is formed in the piston rod to provide communication between the back-pressure chamber and the upstream cylinder chamber that is provided at the upstream side of the passage. A shutter is externally operable to control the condition ...

Improvements in or relating to shock absorbing device for the suspension of vehicles

... 728,401. Spring suspensions. MERCURIALI, A. Nov. 12, 1952 [Nov. 12, 1951], No. 28569/52. Class 108 (2). A shock-absorbing device for vehicle suspension comprises two separate absorbing elements mechanically coupled together and disposed in such a manner that the one provides the main damping action from one of the extreme positions of the oscillating masses to the normal mean position thereof and that the other provides the main damping action from the other extreme position of the oscillating masses to the mean position. In the arrangement shown, a pair of hydraulic dampers A and B, pivotally connected at one end to a member 3 rigid with a vehicle frame C are pivotally connected at their other ends through rods 11, 12 to a lever arm 7 articulated to a wheel carrying member (not shown). The arrangement is such that the rods 11 and 12 are free to move outwards throughout their whole stroke and are hydraulically damped for only that part of the inward stroke movement from their extreme extended ...

SHOCK ABSORBER

A shock absorber (100) is formed such that a cylindrical mounting eye (4), the outside diameter of which at an end face (4f) side is smaller than that at a middle section (4b), is provided such that an outer circumferential surface (4e) thereof is joined, and reinforcement welding (6a) is provided on the end face (4f) side of the mounting eye (4), at a joining section (4a) of the mounting eye (4).

Pressure cushioning device

Method for optimizing a suspension of a rear train of a vehicle of the ambulance or transport type of persons with reduced mobility

Movement and shock absorber

PROCESS Of ASSISTANCE TO the DESIGN OF SUSPENSION OF VEHICLE

L'invention concerne un procédé d'aide à la conception d'une suspension de véhicule afin de générer un modèle de simulation d'une suspension en utilisant un système de conception assistée par ordinateur, qui comprend les étapes consistant à indiquer une suspension à concevoir, ouvrir une fenêtre d'entrée de valeurs de spécification (Win) pour entrer des valeurs de spécification inhérentes à la suspension indiquée, entrer des valeurs de spécification au niveau de points de définition inhérents à la suspension indiquée dans la fenêtre d'entrée de valeurs de spécification (Win) et générer un modèle de simulation sur la base des valeurs de spécification au niveau des points de définition.

Improvements with the shock absorbers

자율 제어 댐퍼

... 차량용 댐퍼 시스템이 전기적으로 조정 가능한 유압식 충격 흡수기 및 댐퍼 제어 모듈을 포함한다. 댐퍼 제어 모듈이 충격 흡수기와 함께 배치되고 충격 흡수기에 커플링된다. 댐퍼 제어 모듈은 복수의 센서로부터 수신된 데이터를 기초로 충격 흡수기의 목표 댐핑 상태를 결정한다. 또한, 충격 흡수기가 목표 댐핑 상태에서 동작하도록, 댐퍼 제어 모듈이 충격 흡수기를 제어한다.

Valve switching controls for adjustable damper

A damper system for a vehicle includes a shock absorber and a damper module. The shock absorber includes a plurality of digital valves. The shock absorber is operable at one of multiple damping states based on a valve state of the digital valves. The damper module is coupled to each of the digital valves and controls each of the digital valves to a desired state based on a damper setting. The damper module determines a target damping state, where the target state is one of the multiple damping states. The damper module performs a switch operation to control the valve state of the plurality of digital valves to a given desired state when the target damping state is different from a present damping state.

Electromagnetic shock absorber for vehicle

A vehicle axle-side tube 2 is slidably inserted inside a vehicle body-side tube 1, and a motor "M" is connected inside the vehicle body-side tube 1, and a ball screw nut 3 traveling together with the vehicle axle-side tube 2 is disposed inside the vehicle axle-side tube 2, and a screw shaft 4 connected to the motor shaft "MS" is rotatably threaded into the ball screw nut 3, wherein a linear movement of the ball screwnut 3 is converted into a rotational movement of the screw shaft 4, which is transmitted to the motor shaft "MS", thereby to generate an electromagnetic force against rotation of the motor shaft "MS" and this electromagnetic force is used as damping force for restricting the linear movement of the vehicle axle-side tube.

БАЛАНСИРНАЯ ПОДВЕСКА ТРАНСПОРТНОГО СРЕДСТВА

Полезная модель балансирная подвеска транспортного средства предназначена для применения в конструкции колесных транспортных средств. Балансирная подвеска содержит две продольные листовые рессоры. Средние части рессор закреплены к башмакам, а концы опираются на опоры рессор. Опоры рессор, установленные на осях колес, имеют боковые щеки. Балансирная подвеска включает продольные рычаги. Технический результат, заключающийся в упрощении конструкции балансирной подвески и снижении количества шарнирных соединений до 4-х, достигается благодаря тому, что рычаги одним концом жестко связаны с осями колес, а другим концом соединены через шарнир и кронштейн с поперечиной рамы.

АВТОМОБИЛЬНЫЙ БУФЕР СЖАТИЯ, СОДЕРЖАЩИЙ ГРУППУ ИЗ ПО МЕНЬШЕЙ МЕРЕ ДВУХ УСТАНОВЛЕННЫХ УПЛОТНИТЕЛЬНЫХ КОЛЕЦ

... 1. Автомобильный буфер сжатия, содержащий верхнюю чашку (1), нижнюю чашку (2) и тела качения, расположенные между указанными чашками с обеспечением возможности их вращения друг относительно друга, причем чашки расположены таким образом, что вместе образуют по меньшей мере одну кольцевую полость (8, 9), ограниченную с боков соответственно двумя внутренними (8а, 9а) и внешними (8b, 9b) аксиальными стенками, отличающийся тем, что он содержит группу из по меньшей мере двух установленных уплотнительных колец (10), расположенных вдоль оси в упомянутой полости друг над другом с аксиальным зазором, причем эти кольца установлены на внутренней (8а, 9а) или внешней (8b, 9b) стенке и образуют радиальный зазор с внешней (8b, 9b) или (8а, 9а) внутренней стенкой, создавая при этом в указанной полости уплотнительную перегородку.2. Буфер по п.1, отличающийся тем, что по меньшей мере одно уплотнительное кольцо (10) установлено на осевой стенке (8а, 8b; 9а, 9b) с возможностью смещения в аксиальном направлении ...

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

... 1. Коробчатый модуль (17) подвески, содержащий: ! поперечный торсионный стержень (1); ! соосный блок (9) гасителя колебаний; и ! соосное кольцо (33) трансмиссии, присоединенное к продольному рычагу (5) подвески с узлом (55) рулевого управления; и ! подшипники (15, 16) для передачи нагрузок; ! причем торсионный стержень (1) имеет внутренний фиксирующий конец (3) и внешний конец, который соединяется с рычагом (5) подвески с помощью соединительного основания (4), а форма и поперечное сечение центральной части торсионного стержня (1) изменяются по его длине, и торсионный стержень (1) является конструктивным элементом коробчатого модуля (17) подвески, причем положение торсионного стержня (1) в коробчатом модуле (17) подвески фиксируется с помощью выступа (24) на торсионном стержне (1); !при этом торсионный стержень (1) соединяется с основанием (11) пластин (10) и с соединительными элементами (12) соосного блока (9) гасителя колебаний с уплотнениями (13), герметизирующими полость блока (9) гасителя ...

Kurbelschleifenachse mit zweiteiligen Quer- oder Schräglenkern

Kurbelschleifenachse für Kraftfahrzeuge mit mindestens einem Feder-Dämpferbein pro lenkfähigem und antreibbarem Rad, wobei das einzelne Feder-Dämpferbein am oberen Ende in einem Abstützgelenk und im Bereich des unteren Endes über mindestens einen radführenden Lenker am Fahrzeugaufbau gelagert ist, wobei das Feder-Dämpferbein im Bereich seines unteren Endes den Radträger des jeweiligen Rades einmal oberhalb und einmal unterhalb der horizontalen Radmittenquerebene mittels eines oberen und unteren Haltearmes gelenkig lagert und wobei im Bereich der unteren Radträgerlagerung am unteren Haltearm die gelenkige Anlenkung des radführenden Lenkers angeordnet ist, - wobei der radführende Lenker mindestens zweiteilig ausgeführt ist, wobei das erste Lenkerteil ein Dreiecklenker (75) ist, während das zweite Lenkerteil ein Stablenker (76) ist, - wobei der Stablenker (76) an einer Kante (84) des Dreiecklenkers (75) mit Abstand entlang geführt ist, wobei sich diese Kante (84) zwischen dem haltearmseitigen ...

VERBINDUNGSAUFBAU ZUM VERBINDEN EINER RADNABENMOTOREINHEIT MIT EINER AUFHÄNGUNGSVORRICHTUNG VOM FEDERBEINTYP

Ein Verbindungsaufbau, der Folgendes verbindet: (A) eine Radnabenmotoreinheit (12; 100), die in einem Rad (10) untergebracht ist und ein Radträgerelement (20; 102), das das Rad (10) hält, einen Motor (22; 104) zum Antreiben des Rades (10) und eine Untersetzung (24; 106) umfasst, die dazu aufgebaut ist, die Drehung des Motors (22; 104) auf das Rad (10) zu übertragen, während sie eine Drehzahl untersetzt; und (B) eine Aufhängungsvorrichtung (18; 110) vom Federbeintyp mit einem Stoßdämpfer (40; 112), der an seinem oberen Endabschnitt mit einer Fahrzeugkarosserie und an seinem unteren Endabschnitt mit der Radnabenmotoreinheit (12; 100) verbunden ist, wobei die Aufhängungsvorrichtung (18; 110) vom Federbeintyp dazu aufgebaut ist, das Rad (10) und die Radnabenmotoreinheit (12; 100) aufzuhängen, wobei der Stoßdämpfer (40; 112) so angeordnet ist, dass er eine Drehachse des Rads (10) schneidet.

Aktuator zur aktiven Fahrwerksregelung

Radaufhaengung fuer Kraftfahrzeuge

Anti-roll vehicle suspension

An anti-roll suspension system for a vehicle chassis having at least two laterally spaced front wheels, the suspension comprising an axle assembly for mounting each of a pair of laterally spaced wheels; a torsion bar spring assembly for mounting the chassis on each of the interconnected axle assemblies; a moveable arm connected between the spring and the chassis, and an anti roll pivoting link and connector link connected between said chassis and the moveable arm of the axles of the suspension system being responsive to a lateral force on said chassis, and structured to translate lateral force on the chassis to a vertical force on the down force side of the chassis so that the anti roll linkage simultaneously lift the down force side of the vehicle and lower the up force side of the vehicle.

Shock mount support assembly for heavy-duty vehicles

A shock mount support assembly for a shock absorber of a suspension assembly of an axle/suspension system includes a shock support bracket formed with an opening. A fastener is disposed through the opening in the shock support bracket and an eyelet of the lower end of the shock absorber to loose-fit the shock support bracket to the shock absorber, and to the suspension assembly beam in a transverse direction. The shock support bracket includes at least one transversely elongated or oversized opening that aligns with an opening formed in the beam. A fastener is disposed through the pair of aligned openings in order to loose-fit attach the shock support bracket to the beam. During assembly, the eyelet fastener is tightened first drawing the shock support bracket transversely outboardly. The fastener disposed through the shock support bracket-to-beam attachment is tightened, rigidly attaching the shock support bracket to the suspension assembly.

Apparatus and methods for connecting a shock absorber to a vehicle

A shock absorber includes a shock body with an upper portion and a lower portion and an eyelet attached to each upper and lower portion for connecting to a vehicle. At least one eyelet includes a bushing assembly including a center shaft positioned within a bore and a first and second bushing positioned between an outer cylindrical wall of the center shaft and the bore of the eyelet. A first flexible ring is positioned between the first bushing and the center shaft, the first flexible ring compressed therebetween, and a second flexible ring is positioned between the second bushing and the center shaft, the second flexible ring compressed therebetween. A first and second end ring surrounding the center shaft outer cylindrical wall, with the first end ring adjacent the second end of the first bushing, and the second end ring adjacent the second end of the second bushing.

Thrust bearing and suspension for vehicle

The suspension thrust bearing device for a motor vehicle comprises a rolling bearing 22 forming a thrust bearing and provided with an upper ring, with a lower ring and with at least one row of rolling elements arranged between the rings, a bearing cap 18 in contact with the upper ring, and a support cap 20 in contact with the lower ring and forming a bearing means for a suspension spring 12. At least one of the said caps comprises a body made of synthetic material and an insert 34 covered at least in part by the said body. The insert 34 comprises stiffening ribs 44 in order to reinforce the mechanical strength of the said cap with respect to the axial loads resulting from the forces exerted by the suspension spring.

SUSPENSION THRUST BEARING DEVICE AND MCPHERSON STRUT EQUIPPED WITH SUCH A DEVICE

The present invention concerns a suspension thrust bearing device adapted to receive a shock absorber piston rod along a main axis (X), the device including a single bearing forming an axial thrust bearing and including an inner race, an outer race and rolling members disposed between the inner race and the outer race, and at least one intermediate member adapted to transmit to the inner race essentially axial forces exerted on the device by a suspension spring. One of the inner race and the intermediate member extend(s) radially beyond the outer race in the direction of the main axis (X), forming a bearing surface for fixing and centring the shock absorber piston rod relative to the device. The invention also concerns a motor vehicle McPherson strut including a shock absorber and a suspension thrust bearing device as referred to above. 11. A suspension thrust bearing device adapted to receive a shock absorber piston rod along a main axis (X) , the device comprising:a single bearing forming an axial thrust bearing and including an inner race, an outer race and rolling members disposed between the inner race and the outer race, andat least one intermediate member adapted to transmit to the inner race essentially axial forces exerted on the device by a suspension spring, wherein{'b': '1', 'at least one of the inner race and the intermediate member extend(s) radially beyond the outer race in the direction of the main axis (X), forming a bearing surface for fixing and centring the shock absorber piston rod relative to the device.'}21. The device according to claim 1 , wherein at least one of the inner race and the intermediate member extends axially at least as far as the outer race along the main axis (X).31. The device according to claim 1 , wherein the inner race extends radially beyond the outer race and the intermediate member in the direction of the main axis (X) to form the bearing surface for fixing and centring the shock absorber piston rod relative to the ...

SUSPENSION THRUST BEARING DEVICE AND STRUT EQUIPED WITH SUCH A DEVICE

The present invention relates to a suspension bearing device, comprising a rolling bearing forming an axial stop along a main axis and at least one seal adapted for protecting the rolling bearing from ingress of water or of polluting particles. The device is characterized in that it also comprises a bottom cup and a top cup made of plastic, in contact with the rolling bearing, the bottom cup forming a bearing means for a suspension spring, and in that the or each seal is made of thermoplastic overmoulded onto a first element between the cups and comprises a base of substantially annular shape from which extends at least one sealing lip in contact with the second element between the cups. The invention also relates to a strut of a motor vehicle, comprising a damper and a suspension bearing device as mentioned above. 1. A suspension bearing device comprising:at least one rolling bearing forming an axial stop along a main axis, andat least one seal adapted for protecting the rolling bearing from ingress of water or of polluting particles,a bottom cup and a top cup made of plastic, in contact with each rolling bearing, the bottom cup forming a bearing means for a suspension spring, and whereineach seal is made of thermoplastic overmoulded onto a first element made of plastic between the bottom cup and the top cup and includes a base of substantially annular shape from which extends at least one sealing lip in contact with the second element made of plastic between the bottom cup and the top cup.2. The suspension bearing device according to claim 1 , wherein each rolling bearing provides an inner race in contact with the bottom cup claim 1 , an outer race in contact with the top cup and rolling elements placed between the inner race and the outer race.3. The suspension bearing device according to claim 1 , further comprising a single angular-contact rolling bearing.4. The suspension bearing device according to claim 1 , wherein the seal further comprises two sealing lips ...

Energy Storing Suspension Components Having Retention Recesses

Energy storing suspension components for use in suspension systems for wheeled vehicles and trailers, and suspension systems incorporating such energy storing suspension components are disclosed. The energy storing suspension components include an axle seat portion, a first end, and a first limb extending between the axle seat portion and the first end. The axle seat portion includes first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses that are spaced from a center of the axle seat portion, the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly. 1. An energy storing suspension component comprising:an axle seat portion;a first end;a first limb extending between the axle seat portion and the first end;the axle seat portion including opposed first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses with each being spaced from a center of the axle seat portion;the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly; andthe surface of the axle seat portion that is opposed to the location of the at least two spaced apart recesses being flush with or recessed relative to a surrounding portion of the opposed surface.2. The energy storing suspension component of wherein the first end of an energy storing suspension component is formed into a coupling portion.3. The energy storing suspension component of wherein the coupling portion is formed in the shape of an eye.4. The energy storing suspension component of wherein both of the opposed first and second surfaces of the energy storing suspension component have at least two ...

VEHICLE

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle. 110-. (canceled)11. A utility vehicle , comprising:a frame having a front section, a midsection, and a rear section, the frame defining a cab rearward of the front section;a plurality of ground engaging members operably coupled to the frame and configured for use on a ground surface;a plurality of body panels including a hood, a first side panel, and a second side panel coupled to the front section of the frame;an engine supported by the frame and operably coupled to the ground engaging members; anda cooling assembly fluidly coupled to the engine and supported on a top surface of the front section of the frame, the cooling assembly being angled relative to the longitudinal direction and spaced apart from a line of sight extending from the cab.12. The utility vehicle of claim 11 , wherein the engine is coupled to the midsection of the frame and is spaced apart from the cooling assembly.13. The utility vehicle of claim 11 , wherein the line of sight of the operator is approximately 45-55 inches from the ground surface.14. The utility vehicle of claim 11 , wherein an uppermost portion of the cooling assembly is approximately 45-55 inches from the ground.15. The utility vehicle of claim 11 , wherein air enters the cooling assembly at an approach angle less than or equal to approximately 90 degrees.16. The utility vehicle of claim 15 , wherein the approach angle is approximately 35 degrees.17. The utility vehicle of claim 15 , wherein the cooling assembly includes at least one radiator claim 15 , at least one fan claim 15 , and at least one auxiliary heat exchanger.18. The utility vehicle of claim 17 , wherein the radiator includes a front surface to receive the air at the approach angle.19. The utility vehicle of claim 18 , wherein the front surface of the ...

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 ...

Rear suspension structure of automotive vehicle

In a rear suspension device of an automotive vehicle, a shock absorber is provided perpendicularly to a H-shaped lower arm in a side view, respective axis of resilient bushes of pivotal portions which pivotally support upper and lower arms at a vehicle-body side are configured to be parallel to a standard line which extends in a vehicle longitudinal direction in a plan view, and an imaginary axial line which interconnects respective centers of front and rear connection portions, via which the lower arm is connected to a wheel side, is configured to extend obliquely forward and inward relatively to the vehicle longitudinal direction.

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 ...

Shock absorber

A shock absorber includes a cylindrically-shaped mounting member having an outer peripheral surface bonded at one end or both ends, the mounting member having an outer diameter at an end surface side smaller than an outer diameter at a center portion, and a reinforcement welding performed at the end surface side of the mounting member at a bonding portion of the mounting member.

Axle system having an axle lift kit and method of assembly

An axle system and a method of assembly. The axle system may include an axle lift kit. The axle lift kit may have a first bracket subassembly that may be fastened to the hanger bracket and a second bracket subassembly that may be fastened to first and second lateral sides of the trailing arm.

CHASSIS SYSTEM FOR A MOTOR VEHICLE

A chassis arrangement (), in particular for utility vehicles (), with at least one axle () that extends transverse to the travel direction and carries wheels (). Movement of the axle () is damped by vibration dampers () provided with end sections (), and with at least one stabilizer assembly () that has two longitudinally extending sections () and a transverse section () that connects the longitudinally extending sections. An end section () of the vibration damper () is held directly on and is connected to the stabilizer assembly () on an extension () of the transversely orientated section () beyond the longitudinal section (). 17-. (canceled)810134. A chassis arrangement () , for utility vehicles () , with at least one axle () extending transversely to a travel direction and carrying wheels ();{'b': 3', '15, 'movement of the axle () being damped by vibration dampers provided with end sections ();'}{'b': 12', '13', '14', '13', '15', '11', '12', '16', '17', '14', '13, 'at least one stabilizer assembly () comprising two longitudinally extending sections () and a transversely orientated section () connecting the two longitudinally extending sections () in an area of axle-side ends thereof such that the end section () of the vibration damper () being held directly on and connected to the stabilizer assembly () on an extension (, ) of the transversely orientated section () beyond the longitudinally extending section ();'}{'b': 3', '20', '21, 'the axle () being spring loaded by air suspensions (; ); and'}{'b': 3', '20, 'on each of the at least one axle (), on each transverse side of the vehicle, two air suspensions () are provided a smallest possible distance away from one another over the axle.'}91011121617. The chassis arrangement () according to claim 8 , wherein the vibration damper () is connected to the stabilizer assembly () by separate flange elements () claim 8 , and each of the flange elements is provided with an outwardly facing pin ().100161412. The chassis ...

Arrangement for Securing a Vibration Damper of a Vehicle

An arrangement for securing a vehicle vibration damper on a wheel support and/or on a vehicle body includes a rubber bearing secured by a fastener, the rubber bearing including at least two rubber bushings. When in an installed position, at least one of the rubber bushings is secured in three longitudinal degrees of freedom relative to the wheel support or the vehicle body, and a rotational degree of freedom of the one of the bushings about the axis of the fastener is blocked by a form-fitting arrangement. The form-fitting arrangement formed by engagement of a nose on the one of the bushings into a recess arranged in a rubber bearing receiving area of the wheel support and/or vehicle body. The nose and the recess are shaped such that the form fitting connection is formed only by installing the fastener, without the need for manually rotating the bushing with a tool. 19.-. (canceled)10. A fastening arrangement for fastening a vibration damper of a vehicle to at least one of a wheel carrier and a body of the vehicle , comprising:a rubber bearing; anda fastener configured to secure the rubber bearing to the at least one of the wheel carrier and the vehicle body,whereinthe rubber bearing includes at least two rubber bushings,when the fastener is in an installed state one of the at least two bushings is fixed in three orthogonal degrees of freedom in relation to the at least one of the wheel carrier and the vehicle body,when the fastener is in an installed state a rotational degree of freedom of the one of the at least two bushings about a longitudinal axis of the fastener is blocked by a form-fitting blockage,the form-fitting blockage is formed by engagement of a cutout arranged in a receiving part of the at least one of the wheel carrier and the vehicle body configured to receive the rubber bearing with a nose arranged on and projecting from the one of the at least two bushings, andthe nose and the cutout are mutually shaped such that the form fit between the nose and ...

MULTI-BEARING-POINT INDEPENDENT SUSPENSION

An independent suspension comprises upper and lower fork arms, elastic elements, shock absorber and fork arm positioning pivots. The fork arms are A-shaped, front ends of the fork arms respectively connect to upper and lower suspension points of a wheel, and rear ends of the fork arms connect to a vehicle frame through the elastic elements. The shock absorber mounts on top of the front end of the upper fork arm. Vehicle frame bearing pivot points and transmission parts are constructed on peripheries of the upper and lower fork arms. The arrangement absorbs bearing elastic forces by changing directions of force and the arms of force, to form multiple points supporting multiple elastic elements, so force applied on the wheel is distributed by multiple points, increasing average running speed. Increasing the number and arrangement of the elastic elements reduces vehicle height, optimizes space utilization and improves stability and running smoothness. 111-. (canceled)12. A multi-bearing-point independent suspension , comprising:an upper fork arm, a lower fork arm, elastic elements, a shock absorber and fork arm positioning shafts;wherein:the upper fork arm and the lower fork arm are A-shaped structural parts;front ends of the upper fork arm and the lower fork arm are respectively connected with an upper suspension point and a lower suspension point of a wheel through main pins;rear ends of at least one of the upper fork arm and the lower fork arm are connected with a vehicle frame through the elastic elements, andthe shock absorber is mounted on top of the front end of the upper fork arm.13. The multi-bearing-point independent suspension according to claim 12 , wherein middle portions of the upper fork arm and the lower fork arm are connected to the vehicle frame by fork arm positioning shafts claim 12 , respectively claim 12 , and an elastic member is provided between a bottom of the rear end of the upper fork arm and the vehicle frame.14. The multi-bearing-point ...

AUTOMOBILE REAR SUSPENSION STRUCTURE

The thickness of one of a pair of panels (an inner panel () and an outer panel ()) of each trailing arm () is greater than the thickness of the other panel, and a rear wheel support unit (an axle unit ()) configured to support each rear wheel is coupled to one of the pair of panels (the inner panel () and the outer panel ()). 1. An automobile rear suspension structure comprising:a torsion beam type suspension including a pair of right and left trailing arms extending in a vehicle longitudinal direction and each supporting right and left rear wheels and a torsion beam extending in a vehicle width direction and coupling both trailing arms,wherein each trailing arm includes a pair of panels having U-shaped sections and joined to each other in a state in which U-shaped openings face each other such that a sectional shape of the each trailing arm forms a closed sectional shape,a thickness of one of the panels is greater than a thickness of the other one of the panels, anda rear wheel support unit configured to support each rear wheel is coupled to the one of the panels.2. The automobile rear suspension structure according to claim 1 , whereinthe one of the panels forms a portion of a peripheral wall portion including at least an outer top portion in the vehicle width direction in at least a section of a rear portion of the each trailing arm, andthe rear wheel support unit configured to support the each rear wheel is coupled to at least the outer top portion of the peripheral wall portion in the vehicle width direction in the section of the rear portion of the each trailing arm.3. The automobile rear suspension structure according to claim 1 , whereinthe pair of panels include an inner panel and an outer panel facing each other in the vehicle width direction,a thickness of the outer panel is greater than a thickness of the inner panel,at the rear portion of the each trailing arm, a top portion of the outer panel is wider in the vehicle width direction than a bottom ...

VEHICLE BODY FRONT STRUCTURE

A vehicle body front structure including a torque rod attachment mechanism to attach a torque rod supporting a driving source of a vehicle to a damper housing includes: a front attachment section that attaches the torque rod attachment mechanism to the vehicle front side of the damper housing; a rear attachment section that is located rearward of the front attachment section and attaches the torque rod attachment mechanism to the damper housing. The damper housing includes a pair of lateral beads between the front attachment section and the rear attachment section. The pair of lateral beads extends in the vehicle longitudinal direction. 1. A vehicle body front structure including a bracket mechanism to attach a mounting member supporting a driving source of a vehicle to a damper housing , the structure comprising:a front attachment section that attaches the bracket mechanism to the vehicle front side of the damper housing;a rear attachment section that is located rearward of the front attachment section and attaches the bracket mechanism to the damper housing, whereinthe damper housing includes a bead between the front attachment section and the rear attachment section, the bead extending in a vehicle longitudinal direction.2. The vehicle body front structure according to claim 1 , whereinthe damper housing includes: a first vertical wall section that extends in a vertical direction to cover a damper; and a second vertical wall section that extends in the vertical direction to cover a wheel, andthe bead is located between the first vertical wall section and the second vertical wall section.3. The vehicle body front structure according to claim 1 , whereinthe damper housing includes: a damper base that closes an opening in upper part of the damper housing; and a damper housing reinforcement member that reinforces the damper housing, andthe damper housing reinforcement member includes: a first connecting section that is connected to the damper housing and the bracket ...

DAMPER WITH VEHICLE INTERFACE ADAPTER

Some examples include a damper having an outer tube with a piston reciprocally mounted on an interior of the outer tube. A dampening force generating mechanism may be mounted on the outer tube within a threshold distance from a first end of the outer tube to control a dampening property of the piston. In addition, a vehicle interface adapter may seal the first end of the outer tube. The vehicle interface adapter may include an insertion portion extending outward from the first end of the outer tube. The insertion portion is able to be inserted into a cup-shaped portion of a vehicle attachment receptacle. 1. A damper comprising:an outer tube;an inner tube mounted within the outer tube to form an annular outer chamber between the outer tube and the inner tube;an intermediate tube sealed to the inner tube to form an intermediate annular chamber between the intermediate tube and the inner tube;a piston reciprocally mounted in an interior of the inner tube, wherein the interior of the inner tube includes an inner chamber in fluid communication with the intermediate annular chamber;a base valve that regulates fluid flow between the annular outer chamber and the inner chamber;a solenoid valve operable by a solenoid, the solenoid valve in fluid communication with the annular outer chamber and the annular intermediate chamber to control a pressure level in the inner chamber; anda vehicle interface adapter sealing a first end of the outer tube, the cylindrical vehicle interface adapter including a cylindrical insertion portion extending outward from the first end of the outer tube for insertion into a cup-shaped portion of a vehicle attachment receptacle.2. The damper as recited in claim 1 , wherein the cylindrical insertion portion has a length greater than a height of a wall of the cup-shaped portion of vehicle attachment receptacle to provide clearance for the solenoid.3. The damper as recited in claim 1 , wherein:a diameter of the cylindrical insertion portion is sized to ...

RACK AND PINION STEERING SYSTEM

A vehicle has a frame, a motor, a driveshaft operatively connected to the motor, a front differential operatively connected to the driveshaft, a pair of front half-shafts operatively connecting the front differential to front wheels, at least one rear wheel, a steering wheel, a steering column operatively connected to the steering wheel, a rack and pinion assembly operatively connected to the steering column, the rack and pinion assembly being disposed rearward of the front differential, a right tie rod having a left end operatively connected to a rack of the rack and pinion assembly and a right end operatively connected to the right wheel, and a left tie rod having a right end operatively connected to the rack and a left end operatively connected to the left wheel. The inner ends of the tie rods are disposed forwardly of a vertically and laterally extending central plane of the rack. 1. A vehicle comprising:a frame;a motor supported by the frame;a driveshaft operatively connected to the motor;a front differential operatively connected to the driveshaft;a front right half-shaft having a left end operatively connected to the front differential;a front right wheel operatively connected to a right end of the front right half-shaft;a front left half-shaft having a right end operatively connected to the front differential;a front left wheel operatively connected to a left end of the front left half-shaft;at least one rear wheel supported by the frame;a steering wheel supported by the frame;a lower right A-arm being pivotally connected to the frame about a right lower pivot axis;an upper right A-arm being pivotally connected to the frame about a right upper pivot axis;a lower left A-arm being pivotally connected to the frame about a left lower pivot axis;an upper left A-arm being pivotally connected to the frame about a left upper pivot axis;a steering column operatively connected to the steering wheel;a rack and pinion assembly operatively connected to the steering ...

VEHICLE

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle. 16.-. (canceled)7. A utility vehicle , comprising:a frame extending along a centerline of the utility vehicle and having a front section, a midsection, and a rear section, the frame defining a cab rearward of the front section;a plurality of ground engaging members operably coupled to the frame;an engine supported by the frame along the centerline;a drive shaft spaced apart from the engine;a transfer case operably coupled to the drive shaft and supported by the front section of the frame; anda front differential operably coupled to the transfer case and supported by the frame, the differential being positioned along the centerline.8. The utility vehicle of claim 7 , wherein the drive shaft is a front drive shaft including a rear end positioned rearward of the engine and a front end positioned forward of the engine.9. A utility vehicle claim 7 , comprising:a frame extending along a centerline of the utility vehicle;a plurality of ground engaging members operably coupled to the frame; and an engine supported by the frame;', 'a drive shaft off-center from the centerline, the drive shaft having an input end operably coupled to the engine and an output end;', 'a differential positioned along the centerline and having an input end operably coupled to the drive shaft and an output end operably coupled to the ground engaging members; and', 'a transfer case positioned intermediate the drive shaft and the differential, the transfer case being perpendicular to the output end of the drive shaft and being perpendicular to the input end of the differential., 'a drivetrain assembly supported by the frame and including10. The utility vehicle of claim 9 , wherein the engine is positioned along the centerline and the drive shaft is positioned laterally outward from a side of ...

Support Bearing of a Vibration Damper in a Wheel Suspension of a Vehicle

A support bearing of a vibration damper in the wheel suspension of a vehicle has a support bearing flange supported and force-fittingly attached on a body structure of the vehicle. The support bearing flange engages around an annular elastomer element in which the damper piston rod is suspended. With an annular collar which forms a hollow cylinder and the cylinder axis of which is at least approximately coincident with the longitudinal axis of the vibration damper, the support bearing flange penetrates a through-opening in the body structure so far that a nut or a support bearing cover designed as a union nut is screwed on a thread provided on the outer wall of the collar. With a clamping aid element interposed, the nut or support bearing cover draws the support bearing flange towards the body structure in a manner supported on the body structure such that a peripheral ring section of the body structure, which surrounds the through-opening, is clamped between the support bearing flange and the clamping aid element and ultimately the nut or the support bearing cover. As an alternative to the clamping aid element or in addition to same, the collar has a shape that increases its elasticity in the direction of the longitudinal axis of the thread. 1. A supporting bearing of a vibration damper or a damper/spring unit in a wheel suspension system of a vehicle , comprising:a supporting bearing flange which is supported on and fastened in a non-positive manner to a vehicle body structure of the vehicle, whereinthe supporting bearing flange engages around an annular elastomer element, in which an element of the vibration damper is suspendable, andthe supporting bearing flange penetrates a passage opening in the vehicle body structure with a circularly annular collar which forms a hollow cylinder and a cylinder axis of which coincides at least approximately with a longitudinal axis of the vibration damper;a supporting bearing nut or a supporting bearing cover configured as a ...

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 , ...

ELECTRIC VEHICLE

An electric vehicle includes: a body that includes a body frame; a driving module that includes a sub-frame detachable from the body frame, driving wheels, a driving device provided with a motor mounted on the sub-frame and applying driving force to the driving wheels to start or accelerate the electric vehicle, a driving-wheel suspension device attached to the sub-frame, a driving-wheel brake device stopping or decelerating the electric vehicle, and some other components; a connection unit that maintains the relative position relationship between the body and driving module upon attachment of the sub-frame to the body frame and connects the body to the driving module with signal lines; and a control unit that controls the driving module under an input signal input from the body side through the signal lines connected with the connection unit. 1. An electric vehicle propelled by a motor that rotates to drive driving wheels , comprising:a body that includes a body frame;a driving module that includes a sub-frame detachable from the body frame, driving wheels, a driving device provided with a motor mounted on the sub-frame and applying driving force to the driving wheels to start or accelerate the electric vehicle, a driving-wheel suspension device attached to the sub-frame, and a driving-wheel brake device stopping or decelerating the electric vehicle;a connection unit that maintains the relative position relationship between the body and the driving module upon attachment of the sub-frame to the body frame, and connects the body and the driving module with signal lines; anda control unit that controls the driving module under an input signal input from the body side through the signal lines connected with the connection unit.2. The electric vehicle according to claim 1 , comprisinga driven module that includes driven wheels and a driven-wheel suspension device.3. The electric vehicle according to claim 2 , comprisinga steering device that steers at least one of a ...

Vehicle

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle.

Vibration Damper of a Vehicle Wheel

A vibration damper of a vehicle wheel is supported on a vehicle body by a damper mount having an elastic body. The vibration damper includes a fluid-filled cylinder, a piston guided in the cylinder, and a piston rod. A wherein a damper chamber is formed in the cylinder on each side of the piston. The damper mount includes a hydraulic pressure chamber connected via a fluid-conducting connection to the damper chambers, whose volumes are respectively reduced when the vehicle wheel is deflected in relation to the vehicle body. In addition, a throttle valve is provided in the fluid-conducting connection, wherein the throttle value comprises a valve body that is displaceable in relation to a valve seat counter to a spring force, and a throttle bore. 1. A vibration damper of a vehicle wheel supported on a vehicle body by a damper mount having an elastic body , the vibration damper comprising:a fluid-filled cylinder;a piston guided in the cylinder; anda piston rod,wherein a damper chamber is formed in the cylinder on each side of the piston,wherein the damper mount comprises a hydraulic pressure chamber connected via a fluid-conducting connection to the damper chambers, whose volumes are respectively reduced when the vehicle wheel is deflected in relation to the vehicle body, andwherein a throttle valve is provided in the fluid-conducting connection, wherein the throttle value comprises a valve body that is displaceable in relation to a valve seat counter to a spring force, and a throttle bore.2. The vibration damper as claimed in claim 1 , wherein the damper chambers formed on each side of the piston in the damper cylinder are hydraulically connected to one another via a hydraulic pump driven by an electric motor.3. The vibration damper as claimed in claim 1 , wherein an end of the piston rod which projects out of the damper cylinder is connected to the elastic body of the damper mount claim 1 , and wherein the fluid-conducting connection runs through the piston rod.4. The ...

Assembly of a Vibration Damper Associated with a Wheel of a Vehicle

A vibration damper, assigned to a wheel of a vehicle, includes a damper cylinder, a damper piston with a piston rod configured to be guided in the damper cylinder, and a damper chamber, formed in the damper chamber on each side of the damper piston. The vibration damper further includes a pressure accumulator, in the form of a gas pressure cushion, connected to the damper chamber lying opposite the piston rod. The vibration damper is mounted on the vehicle body by a damper mount with a rubber-elastic body that is deformable in a shifting direction of the damper piston. A hydraulic pressure chamber is formed in the damper mount, and is connected via a fluid-conducting connection to the damper chambers whose volumes are respectively reduced when the wheel is deflected in relation to the vehicle body. The damper chambers are connected hydraulically to one another via a hydraulic pump driven by a motor. The damper mount includes a spring element that acts on the rubber-elastic body in the shifting direction of the damper piston, such that a spring force of the spring element, in the case of a stationary damper piston and equality of pressure in the two damper chambers, results in forces acting on the rubber-elastic body in the shifting direction of the damper piston to at least approximately cancel one another out. 1. A vibration damper assigned to a wheel of a vehicle , comprising:a damper cylinder;a damper piston with a piston rod configured to be guided in the damper cylinder;a damper chamber, formed in the damper chamber on each side of the damper piston; anda pressure accumulator, in the form of a gas pressure cushion, connected to the damper chamber lying opposite the piston rod,wherein the vibration damper is mounted on the vehicle body by a damper mount with a rubber-elastic body that is deformable in a shifting direction of the damper piston,wherein a hydraulic pressure chamber is formed in the damper mount, said pressure chamber being connected via a fluid- ...

VEHICLE

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle. 1. A utility vehicle comprising:a main frame;a plurality of ground engaging members adapted to support the main frame above the ground, the ground engaging members comprising front and rear ground engaging members;a first seating area supported by the main frame;an engine supported by the main frame, forward of the first seating area; and a lower control arm coupled to the frame at first and second coupling points;', 'an upper control arm coupled to the frame at third and fourth coupling points; and', 'a shock absorber coupled to the frame at an upper end thereof and to the lower control arm, the shock being positioned between the second and fourth coupling points., 'a front suspension, the front suspension comprising2. A vehicle as in claim 1 , wherein a distance between the first and second coupling points is approximately twice that of the distance between the third and fourth coupling points.3. A vehicle as in claim 1 , wherein the first and third coupling points are positioned towards the vehicle front claim 1 , and the second and fourth coupling points are rearward of the first and third coupling points.4. A vehicle as in claim 3 , wherein the shock absorber is positioned rearward of the upper control arm.5. A vehicle as in claim 1 , further comprising a steering control positioned forward of the first seating area for operation of the ground engaging members claim 1 , the steering control being mounted to a steering control bracket.6. A vehicle as in claim 5 , wherein the upper end of the shock absorber is positioned above the steering control bracket.7. A utility vehicle comprising:a main frame;a plurality of ground engaging members adapted to support the main frame above the ground, the ground engaging members comprising front and rear ground ...

ADJUSTABLE HYDRAULIC SUSPENSION DAMPER

A hydraulic damper with one end connected to the body of a vehicle and a second end connected to a suspension system of a vehicle. The mechanism allows for multiple hydraulic-fluid metering valve positions to control piston resistance based on a variable pressure input using pressurized gas. The use of compressed gas to mechanically control a valve position allows changes to the piston resistance to be made quickly and to be increased or decreased as desired. The hydraulic damper features a control piston which in turn mechanically controls a valve needle within a hydraulic suspension piston. The position of the valve needle controls the damping characteristics of the suspension piston. When the control piston moves, the position of the valve needle is proportionally adjusted.

SUSPENSION ELEMENT SYSTEMS AND METHODS

A damper assembly includes a tubular member including a sidewall and a shoulder. The damper assembly includes a rod and a piston coupled to the rod. A secondary piston has a second contact surface, an opposing second surface, an inner cylindrical face defining a central aperture that receives the rod, and an outer cylindrical face. The opposing second surface includes one or more surface grooves, extending between the inner cylindrical face and the outer cylindrical face along the opposing second surface, and one or more bypass orifices disposed about the body member. The bypass orifices extend along the inner cylindrical face between the second contact surface and the opposing second surface. The secondary piston defines a channel extending between the inner cylindrical face and an outer periphery of the body member. The channel and bypass orifices form a fluid flow path when the piston contacts the secondary piston.

FRONT VEHICLE BODY REINFORCING STRUCTURE

A front vehicle body reinforcing structure includes: a shock absorber housing; a fender apron upper member connected to an upper end of an outer surface of the shock absorber housing in the width direction of the vehicle body; a front side member disposed inwardly in the width direction of the vehicle body at a lower portion of the fender apron upper member, and connected to a lower end of an inner surface of the shock absorber housing in the width direction of the vehicle body; and a fender apron member connecting the front side member and the fender apron upper member. The front side member and the fender apron member may form a three-dimensional box structure, and the fender apron member may be inserted into the front side member. 1. A front vehicle body reinforcing structure in which a shock absorber housing , a fender apron upper member , a fender apron member , and a front side member are disposed , wherein an inner member forming a basic frame of a vehicle body extending in a length direction of the vehicle body;', 'a front outer member disposed more outwardly than the inner member in a width direction of the vehicle body, disposed at a more frontal position than the fender apron member connected to the front side member, and forming a three-dimensional box structure by coupling with the inner member; and', 'a rear outer member disposed more outwardly than the inner member in the width direction of the vehicle body, disposed in a more rearward position than the fender apron member connected to the front side member, and forming a three-dimensional box structure by coupling with the inner member, and, 'the front side member includes a base member forming a basic frame connecting the inner member and the fender apron upper member;', 'a front member disposed more outwardly than the base member in the width direction of the vehicle body, and connected to a front end of the base member, a rear end of the front outer member, and the fender apron upper member;', 'a ...

Shock Absorber Mount

A mount located in a wheel housing of a motor vehicle, the mount receiving an upper end of a shock absorber. The mount has a plurality of upper receiving points each mounting point for allowing a different shock absorber orientation. 1. A mount fastened in a wheel housing of a motor vehicle and receiving an upper end of a shock absorber comprising:a first upper receiving point on the mount and a second upper receiving point on the mount wherein the upper end of the shock absorber is received by one of said first upper receiving point and said second upper receiving point.2. The mount of wherein the mount includes a first receiving element for receiving the upper end of the shock absorber at the first upper receiving point and a second receiving element for receiving the upper end of the shock absorber at the second upper receiving point.3. The mount of wherein the first receiving element is configured to receive the upper end of the shock absorber so the shock absorber extends at a first angle of incidence and the second receiving element is configured to receive upper end of the shock absorber so the shock absorber extends at a second angle of incidence.4. The mount of wherein the mount includes a first receiving element configured in a first mount orientation to receive the upper end of the shock absorber at the first upper receiving point and configured in a second orientation to receive the upper end of the shock absorber at the second upper receiving point.5. The mount of wherein the mount in the second orientation is rotated by 180° relative to the first orientation.6. A motor vehicle comprising:a wheel housing;a mount, said mount secured in said wheel housing and having a first receiving point and a second receiving point; anda shock absorber attached at one end thereof to one of said first receiving point and said second receiving point.7. The vehicle of wherein the mount includes a first receiving element for receiving the upper end of the shock absorber at ...

Vibration Damper Having Adjustable Damping Valve

A vibration damper includes at least one adjustable damping valve having an outer housing connected to one end of an outer receptacle of the vibration damper. A longitudinal axis of the adjustable damping valve and a longitudinal axis of the vibration damper run parallel. The outer housing of the adjustable damping valve has a clamping surface for an axle connection part.

Tunable hydraulic vibration damping mount

A tunable hydraulic vibration damping mount comprises a universal outer housing, inner sleeve, main spring assembly, bottom compliance assembly, and inner bushing. Each of a plurality of flow channel members comprises a cylinder having a common inner diameter, a common outer diameter, and a helical track having a cross-sectional area and a length defining a volume of the helical track. The helical track of each flow channel member defines a different volume. A selected flow channel member is positioned between the inner bushing and the outer housing and between the main spring assembly and the bottom compliance assembly. The selected flow channel member provides a selected dynamic performance of the damping mount.

Leaf spring type suspension

Objective: The strength of a U bolt sheet 60 is raised while suppressing a weight rise and a cost rise. Means for Solution: A connecting pin 71 which connects a lower connecting portion 22 of a shock absorber 20 therewith is formed in a U bolt sheet 60 . This connecting pin 71 is formed so that its axis Lpin passed between axes La and Lb of bolt portions 51 a and 51 b of a U bolt 50 . Thereby, the lower connecting portion 22 of the shock absorber 20 can be supported with a doubly-supported-beam structure of the U bolt sheet 60 which uses the bolt portions 51 a and 51 b as fixed ends.

OFF-ROAD VEHICLE

An off-road vehicle is provided with a body frame that supports a final drive unit and a rear suspension, the rear suspension that supports rear wheels with an upper arm and an lower arm and absorbs shock with a rear cushion unit disposed between the rear wheels and the body frame, and a drive shaft that transmits a driving force from the final drive unit to the rear wheels. The body frame that configures generally rectangular parallelepiped sides enclosing the area around the final drive unit is provided with a front rear side frame. The front rear side frame vertically extends the left and right of one side of either the front side or the back side of the final drive unit and supports the upper arm, the lower arm, and the rear cushion unit. 1. An off-road vehicle comprising: a body frame supporting a final drive unit and a suspension device; the suspension device that supports a driving wheel with an upper arm and a lower arm so as to be vertically moveable , and absorbs shock with a cushion unit disposed between the driving wheel and the body frame; and a drive shaft that transmits a driving force extending from the final drive unit to the driving wheel; wherein the body frame configuring generally rectangular parallelepiped sides enclosing an area around the final drive unit includes a frame member , and the frame member that vertically extends left and right of one side of either a front side or a back side of the final drive unit supports the upper arm , the lower arm , and the cushion unit.2. The off-road vehicle of claim 1 , wherein the frame member is formed in a U-shaped cross-section opening to the outside in a vehicle width direction claim 1 , and coupling shafts coupling the upper arm claim 1 , the lower arm claim 1 , and the cushion unit are each inserted across a pair of opposing wall of the U-shape.3. The off-road vehicle of claim 1 , wherein a top end of the frame member is coupled to a cross member claim 1 , the cross member comprising a U-shaped ...

HYDRAULICALLY-ADJUSTABLE ELASTOMERIC VEHICLE SUSPENSION SYSTEM

A suspension system for a vehicle includes an extendable and retractable actuator disposed at each side of a frame of the vehicle and pivotally attached at one end to a vehicle bracket and at the other end to a suspension bracket. The suspension bracket includes an actuator portion, an axle portion and a suspension arm, with the actuator portion and the suspension arm pivotable relative to an axis of the axle portion. When the actuator is extended or retracted, the actuator portion pivots about the axis of the axle portion and imparts pivotal movement of a suspension arm about the axis to adjust a height of the frame of the vehicle. The actuator includes an elastomeric element disposed between an outer end of a slide rod and an outer end of a ram rod, with the slide rod movable to absorb sudden movements of the frame or wheel. 1. A suspension system for a vehicle , said suspension system comprising:an extendable and retractable actuator disposed at each side of a frame of the vehicle and pivotally attached at one end to a vehicle bracket and at the other end to a suspension bracket;wherein said suspension bracket comprises an actuator portion, an axle portion and a suspension arm, and wherein said actuator portion and said suspension arm are pivotable relative to an axis of said axle portion;wherein a wheel is mounted at an end region of said suspension arm distal from said axle portion;wherein, when said actuator is extended or retracted, said actuator portion pivots about said axis of said axle portion, and wherein pivotal movement of said actuator portion about said axis imparts pivotal movement of said suspension arm about said axis to adjust a height of the frame of the vehicle relative to the ground;wherein said actuator comprises a cylinder, a ram rod movably disposed in said cylinder, and a slide rod movably disposed in said ram rod;wherein said actuator comprises an elastomeric element disposed between an outer end of said slide rod and an outer end of said ...

HYDRAULIC MOUNT FOR VEHICLES

A hydraulic mount for a vehicle having both forward-rearward damper and upward-downward damper includes: a main rubber configured to define a fluid chamber; an orifice assembly that divides the fluid chamber into an upper fluid chamber and a lower fluid chamber, defines the upper fluid chamber together with the main rubber, and has an orifice arranged between the upper fluid chamber and the lower fluid chamber; and a diaphragm configured to define the lower fluid chamber at the lower side of the orifice assembly. In particular, the main rubber has a partition wall extending downwards so as to partition the upper fluid chamber into a first upper fluid chamber and a second upper fluid chamber in the state in which the lower end of the partition wall is coupled to the orifice assembly. 2. The hydraulic mount according to claim 1 , wherein the first upper fluid chamber is located at a front of the vehicle in a direction of a chassis of the vehicle claim 1 , and the second upper fluid chamber is located at a rear of the vehicle in the direction of the chassis.3. The hydraulic mount according to claim 1 , wherein the partition wall of the main rubber is formed in a shape extending downwards from a middle of a lower surface of the main rubber defining the upper fluid chamber such that a lower end of the partition wall is coupled to an upper surface of the orifice assembly.4. The hydraulic mount according to claim 1 , wherein:a coupling unit is formed at an upper plate of the orifice assembly and configured to extend in a diametrical direction of the upper plate,a lower end of the partition wall of the main rubber is coupled to the coupling unit, andthe lower end of the partition wall is formed in a shape extending in the diametrical direction of the upper plate so as to be coupled to the coupling unit of the upper plate.5. The hydraulic mount according to claim 4 , wherein the coupling unit comprises two elongated protrusions formed at the upper plate claim 4 , the two ...

Device for adjusting height of vehicle

A vehicle height adjustment system includes: a cylinder housing part having an inner space configured to receive working fluid; a piston part positioned in the cylinder housing part, the piston part configured to move linearly, in response to a working fluid, in a moving direction along the cylinder housing part; and a rotation suppressing bracket coupled to the cylinder housing part and connected to a side surface of the piston part, the rotation suppressing bracket configured to suppress rotational movement with respect to the moving direction of the piston part.

Lowerable Vehicle Frame with A Folding trailer hitch for Trailers and Other Vehicles

A lowerable vehicle frame with a folding trailer hitch for trailers and other vehicles has a vehicle frame, which can be transitioned between a lowered transit position and a raised deployed position through a swing suspension assembly and a plurality of lifting devices. A folding trailer hitch connected to the forward end of the vehicle frame allows the vehicle frame to be towed, and folds upwards for storage and aesthetics. 1. A lowerable vehicle frame with a folding trailer hitch for trailers and other vehicles comprises:a vehicle frame;a plurality of lifting devices;at least one swing suspension assembly;a folding trailer hitch;the vehicle frame comprises a forward end, a rear end, at least one suspension attachment location and a hitch attachment location, wherein the forward end and the rear end are longitudinal extremities of the vehicle frame;each swing suspension assembly comprises a first suspension half and a second suspension half;the hitch attachment location of the vehicle frame being positioned at the forward end of the vehicle frame;each suspension attachment location of the vehicle frame being positioned longitudinally between the forward end and the rear end of the vehicle frame;the plurality of lifting devices being distributed around the vehicle frame;the plurality of lifting devices being operatively engaged with the vehicle frame, wherein the vehicle frame is vertically lifted or lowered by the plurality of lifting devices;each swing suspension assembly being connected to the vehicle frame at one of the suspension attachment locations;the first suspension half and the second suspension half being positioned laterally opposite each other on the vehicle frame for each swing suspension assembly;the first suspension half and the second suspension half being releasably engaged between a lowered transit position and a raised deployed position relative to the vehicle frame, wherein a wheel of the first suspension half and the second suspension half is ...

Leaning vehicle

A leaning vehicle has a frame; a shock tower pivotally connected to the frame; front left and right ground engaging members; front left and right suspension assemblies; portions of the front left suspension assembly, the front left ground engaging member and other components of the vehicle suspended by the front left suspension assembly have a first unsprung mass; portions of the front right suspension assembly, the front right ground engaging member and other components of the vehicle suspended by the front right suspension assembly have a second unsprung mass; a moment of inertia of the shock tower being at least twenty-five percent of a combined moment of inertia of the first and second unsprung masses; a steering assembly; a rear suspension assembly; at least one rear ground engaging; and a motor.

Independent suspension system

An independent suspension system includes a wheel knuckle engaged with a wheel and configured to be rotated in response to a steering input; a motor assembly disposed at one end of the wheel knuckle and configured to rotate the wheel knuckle; an upper arm engaged with the motor assembly; a lower arm having a first end engaged with a vehicle body and a second end engaged with the wheel knuckle; a connection arm configured to be engaged with the upper arm; a rotation pin disposed at a connection portion between the upper arm and the connection arm to enable integral rotation of the upper arm and the connection arm; and a shock absorber disposed between the connection arm and the lower arm and engaged with the connection arm so as to be perpendicular to the connection arm.

Bearing arrangement for a damper bearing of a shock absorber and method for installation of a damper bearing on a vehicle body

A bearing arrangement for a damper bearing of a shock absorber in a wheelhouse of a vehicle. A damper receptacle is formed in a wheelhouse sheet metal part delimiting the wheelhouse. A threaded bolt is guided through a damper bearing screw hole and through a screw hole of the damper receptacle and the bolt tip of the threaded bolt is screwed together with an internal thread of a reinforcement element which is arranged on the side of the damper receptacle. A positioning aid is associated with the damper receptacle, via which positioning aid the damper bearing of the shock absorber can be pre-positioned in an assembly process up to an installation position in which the screw hole of the damper bearing, the screw hole of the damper receptacle, and the reinforcement element internal thread are oriented flush with respect to each other in a screw direction.

Crimp Adapter Assembly for Air Shock

Assemblies, systems, devices, and methods for disassembling an original equipment manufacturer (OEM) air shocks/air springs and replacing the inflatable bag/bladders and adding a crimp ring adapter to a top mount in order to reassemble and remanufacture the air shock/air spring with a new inflatable bag/bladder as an effective high quality and good reliability OEM replacement part. The existing air bladder is substantially cut out form the OEM air shocks/air springs, leaving a portion of the existing air bladder left inside of the remanufactured air shock/air spring. 1. A remanufactured air shock , comprising:a top mount having a closed outer end and an opposite end having a cavity with an existing crimp ring inside of the top mount;a lower shock assembly;a piston between the lower shock assembly and the top mount;a replacement air spring bladder having a lower end attached to the piston, and an upper end;a crimp adapter ring assembly for attaching the upper end of the replacement air spring bladder inside of the cavity, wherein the crimp adapter ring assembly is used for replacing an existing OEM (original equipment manufacturer) air spring bladder with the replacement air spring bladder.2. The remanufactured air shock of claim 1 , further comprising:a lower crimp ring for attaching the lower end of the replacement air spring bladder to the piston assembly.3. The remanufactured air shock of claim 1 , wherein the crimp ring adapter assembly includes:a crimp adapter having a lower neck portion, and an upper end with external threads thereon, the upper end of the replacement air spring bladder being attached to the lower neck portion of the crimp adapter by another crimp ring; andan upper crimp ring having internal threads for threading about the external threads on the crimp adapter, the upper crimp ring having an outer groove which is snapable about the existing crimp ring inside of the top mount.4. The remanufactured air shock of claim 1 , further comprising:a ...

MANUFACTURING METHOD FOR SHOCK ABSORBER

A rotation lock is provided to a piston rod, a collar is fitted on a small-diameter portion disposed on an end portion on a side of the piston rod extending from a cylinder, and the collar is press-fitted onto a press-fitted portion disposed on the piston rod by a press-fitting jig screwed with an external thread formed on the small-diameter portion. The press-fitting jig adds an axial force to the collar. 1. A manufacturing method for manufacturing a shock absorber with a collar secured by press-fitting on a piston rod extending from a cylinder , comprising:a step of providing a rotation lock to the piston rod;a step of fitting the collar on a small-diameter portion disposed on an end portion on a side of the piston rod extending from the cylinder; anda step of press-fitting the collar onto a press-fitted portion disposed on the piston rod by a press-fitting jig screwed with an external thread formed on the small-diameter portion, the press-fitting jig adding an axial force to the collar.2. The manufacturing method for the shock absorber according to claim 1 , whereinthe rotation lock is provided by engaging a rotation locking jig in an engaging portion disposed on an end surface on the side of the piston rod extending from the cylinder.3. The manufacturing method for the shock absorber according to claim 1 , whereinthe collar is press-fitted onto the press-fitted portion of the piston rod using a plurality of convex portions disposed in a circumferential direction on an inner circumferential surface, the plurality of convex portions having interferences with the press-fitted portion of the piston rod.4. The manufacturing method for the shock absorber according to claim 1 , further comprisinga step of determining a press-fitting state of the collar on the basis of a count of rotation of the press-fitting jig and a rotating torque of the press-fitting jig.5. The manufacturing method for the shock absorber according to claim 1 , whereina thrust bearing is arranged ...

OFF-HIGHWAY RECREATIONAL VEHICLE

A recreational off-highway vehicle includes side-by-side passenger and driver seats held within a chassis that is approximately 50 inches wide. The seats sit low in the chassis and are covered by a roll cage. Grab handles are positioned on the sides of the passenger seat. Select large round tubing protects the vehicle, while rectangular tubing frames the portions of the vehicle beneath body panels. The vehicle is powered by an engine rearward of the seats that is connected to a transaxle. The engine and transaxle are isolation mounted together with a portion of the air intake assembly. The vehicle is suited for rough terrain travel. 1. A side-by-side recreational off-highway vehicle having two front wheels and at least two rear wheels , a right rear wheel and a left rear wheel , the vehicle comprising:a chassis having a front portion, a middle portion, and a rear portion; the front portion being coupled to the front wheels, the rear portion being coupled to the rear wheels, and the middle portion surrounding an occupant compartment having at least two side-by-side seats for a driver and at least one passenger;an engine secured to the rear portion of the chassis;a transmission secured to the engine;a drive unit operably coupled to the transmission, the drive unit drivingly coupled to the rear wheels;a driver door and a passenger door in the chassis middle portion;a rear cargo box attached to the chassis rear portion and positioned above the drive unit, the rear cargo box having a cargo box body panel on the exterior side thereof; anda plurality of body panels secured to the chassis middle portion, wherein the plurality of body panels includes a side body panel extending forward of the cargo box and forward of one of the rear wheels, between the said rear wheel and one of the driver door and the passenger door, said side body panel being formed of a panel separate from the cargo box body panel; the plurality of body panels also including a rear fender separate from ...

SUSPENSION FOR A STEERABLE WHEEL OF A MOTOR-VEHICLE WITH A SEMI-VIRTUAL STEERING AXIS

In a suspension for a steerable wheel of a vehicle with a semi-virtual steering axis, a wheel support is connected to vehicle structure by an upper arm and two lower rods, one supporting lateral loads, whereas the other supporting longitudinal loads and being located forwardly relative to the rod supporting lateral loads. In a non-steered wheel condition, an articulated joint connecting the lower rod supporting the longitudinal loads is located more outwardly. The arrangement is such that during steering with a wheel being on an outer side of the curve, an intersection point of projections on a horizontal plane of the lower rods is displaced more inwardly. In a steered wheel condition, with said wheel being on an inner side of the curve, projections on the horizontal plane of said lower rods meet at a point displaced longitudinally forwardly relative to the intersection point in the non-steered wheel condition. 1. A suspension for a steerable wheel of a motor vehicle , with a semi-virtual steering axis , comprising:a wheel support,an upper oscillating arm, having one end connected to the wheel support by a first articulated joint and an opposite end connected to a vehicle structure by at least one second articulated joint,a first lower oscillating rod arranged along a direction having at least a component parallel to a longitudinal direction of the motor vehicle, for supporting longitudinal loads to which the wheel is subjected, said first lower oscillating rod having a first end connected to the vehicle structure by a third articulated joint and an opposite end connected to the wheel support by a fifth articulated joint,a second lower oscillating rod arranged along a direction substantially transverse to the longitudinal direction of the motor vehicle, for supporting lateral loads to which the wheel is subjected, said second lower oscillating rod having a first end connected to the vehicle structure by a fourth articulated joint and an opposite end connected to the ...

Vibration Damper for a Vehicle

A vibration damper is provided for a vehicle, preferably for a motor vehicle, having a wheel carrier made of metal for rotatably receiving a wheel, a damper tube arrangement at least partly made of a fiber-reinforced plastic for forming a damper fluid volume, a piston which is guided in the damper tube arrangement and includes a piston rod. The damper tube arrangement is rigidly connected to the wheel carrier and the piston rod can be connected to a body of the vehicle. A wheel carrier fluid volume is formed in the wheel carrier and which is connected to the damper fluid volume. The fluid in the wheel carrier fluid volume is in direct contact with the metal of the wheel carrier in order to transfer heat. 1. A vibration damper for a vehicle , comprising:a wheel carrier, made of metal, that rotatably receives a wheel;a damper tube arrangement, made at least in part of fiber-reinforced plastic, that forms a damper fluid volume;a piston guided in the damper tube arrangement, the piston having a piston rod and the damper tube arrangement being fixedly connected to the wheel carrier, wherein the piston rod is connectable to a body of the vehicle;a wheel carrier fluid volume, the wheel carrier fluid volume being formed in the wheel carrier and being connected to the damper fluid volume, whereinfluid in the wheel carrier fluid volume is in direct contact with the metal of the wheel carrier in order to transfer heat.2. The vibration damper according to claim 1 , whereinthe damper tube arrangement is open at an end face so that the damper fluid volume transitions directly into the wheel carrier fluid volume.3. The vibration damper according to claim 1 , whereinthe wheel carrier fluid volume constitutes an extension of the damper tube arrangement so that the piston, depending on position, is moved through the damper fluid volume or the wheel carrier fluid volume.4. The vibration damper according to claim 1 , whereinat least one tube of the damper tube arrangement is shorter ...

ELECTRIFIED VEHICLE WITH VIBRATION ISOLATOR WITHIN FRAME AND CORRESPONDING METHOD

This disclosure relates to an electrified vehicle with a vibration isolator within a frame of the vehicle and a corresponding method. An electrified vehicle according to this disclosure includes a frame with a rail, a vibration isolator within the rail, and a battery pack connected to the rail by way of the vibration isolator. Among other benefits, mounting the vibration isolator within the rail increases the amount of available packaging space. 1. An electrified vehicle , comprising:a frame including a rail;a vibration isolator mounted within the rail; anda battery pack connected to the rail by way of the vibration isolator.2. The electrified vehicle as recited in claim 1 , wherein the vibration isolator includes a damper.3. An electrified vehicle claim 1 , comprising:a frame including a rail;a vibration isolator mounted within the rail; anda battery pack connected to the rail by way of the vibration isolator,wherein the rail includes an access hole adjacent the vibration isolator, andwherein the electrified vehicle further comprises a panel coupled to the rail to close the access hole.4. The electrified vehicle as recited in claim 3 , wherein the vibration isolator is mounted to the panel.5. The electrified vehicle as recited in claim 4 , further comprising a plate projecting from the panel claim 4 , the vibration isolator mounted to the plate.6. The electrified vehicle as recited in claim 5 , wherein:the vibration isolator includes a damping portion, an inner bushing, and an outer bushing, andthe outer bushing includes a section connected to the plate.7. The electrified vehicle as recited in claim 1 , further comprising a fastener claim 1 , the battery pack connected to the vibration isolator by way of the fastener.8. The electrified vehicle as recited in claim 7 , wherein the fastener projects through a clearance slot formed in the rail.9. The electrified vehicle as recited in claim 8 , wherein the battery pack includes a housing having a tab in contact with the ...

DECOUPLING BEARING FOR A SUSPENSION STRUT, SUSPENSION STRUT HAVING A DECOUPLING BEARING AND VEHICLE HAVING A SUSPENSION STRUT

A decoupling bearing for a suspension strut or a pneumatic suspension strut may include a suspension strut cup and a connecting element that can be connected to a vehicle body. A damping element may be arranged between the suspension strut cup and the connecting element. The suspension strut cup may be connected to the connecting element by the damping element. Further, the damping element may be adhesively bonded to the connecting element and the suspension strut cup in a force-transmitting manner, and/or the damping element may be adhesively bonded to the connecting element and an intermediate element in a force-transmitting manner. The intermediate element may be connected to the suspension strut cup. 1. What is claimed is:1. A decoupling bearing for a suspension strut , the decoupling bearing comprising:a suspension strut cup;a connecting element that is connectable to a vehicle body; and the suspension strut cup or', 'an intermediate element that is connected to the suspension strut cup., 'a damping element disposed between and connecting the suspension strut cup and the connecting element, wherein the damping element is adhesively bonded to the connecting element and to at least one of the following in a force-transmitting manner2. The decoupling bearing of wherein at least one of:the damping element interacts with the connecting element and the suspension strut cup to transmit a tensile force and/or a compressive force, orthe damping element interacts with the connecting element and the intermediate element to transmit a tensile force and/or a compressive force.3. The decoupling bearing of wherein the damping element has a contact surface by way of which the damping element is adhesively bonded over its entire surface.4. The decoupling bearing of wherein the damping element has a contact surface by way of which the damping element is adhesively bonded at least partially.5. The decoupling bearing of wherein at least one of the suspension strut cup claim 4 , ...

METHOD AND APPARATUS FOR MITIGATING STATIC LOADS IN COMPONENTS CONNECTING MULTIPLE STRUCTURES

An apparatus and method are described where one or more pre-stressed spring elements are disposed between two structures to mitigate or cancel the effect of static loads applied to an component connecting the structures. The apparatus and methods may be used, for example, to reduce the adverse impact of static loads on the performance of top-mounts in a suspension system of a vehicle. 113-. (canceled)14. A top-mount assembly for attaching a suspension component to a vehicle body , comprising:a top-mount bracket;a strike plate configured to be attached to a rod of the suspension component;a first set of one or more first spring elements in contact with the strike plate, wherein each first spring element applies a first force to the strike plate in a first direction; anda second set of one or more second spring elements in contact with the strike plate, wherein each second spring element applies a second force to the strike plate in a second direction that is opposite the first direction,wherein, when the strike plate is disconnected from the rod of the suspension component, the first set of one or more first spring elements and the second set of one or more second spring elements are configured to position the strike plate in a pre-stressed position,wherein, when the strike plate is connected to the rod of the suspension component and exposed to a predetermined rod force, the first set of one or more first spring elements and the second set of one or more second spring elements are configured to position the strike plate in a loaded position, andwherein the loaded position is more centrally located within the top-mount bracket along an axis substantially parallel to the first and second directions than the pre-stressed position.15. The top-mount assembly of claim 14 , wherein the suspension component is selected from the group consisting of a passive damper claim 14 , an active damper claim 14 , a semi-active damper claim 14 , and a magnetorheological damper.16. The ...

MODULAR FRONT DRIVETRAIN ASSEMBLY

An apparatus and methods are provided for a modular front drivetrain comprising a single assembly that may be installed onto and removed from a vehicle. The modular front drivetrain comprises a modular chassis supporting a transaxle, a front differential, and a steering gear for operating front wheels of the vehicle. The transaxle, the front differential and drive axles convey torque from an engine onboard the vehicle to the front wheels. A spindle assembly is coupled with each front wheel of the vehicle and pivotally joined with the modular chassis by way of a front suspension system. Steering rods coupled with the spindle assemblies horizontally rotate the front wheels according to operation of a steering wheel onboard the vehicle. The modular front drivetrain advantageously facilitates replacing an entire drivetrain and suspension assembly quickly and easily in the event of a part failure during racing applications. 1. A modular front drivetrain for operating front wheels of a vehicle , the modular front drivetrain comprising:a modular chassis supporting a drivetrain and a steering system operatively coupled with the front wheels;a spindle assembly coupled with each front wheel; anda front suspension system coupling each spindle assembly to the modular chassis.2. The modular front drivetrain of claim 1 , wherein the modular front drivetrain comprises a single drivetrain and suspension assembly that is configured to be installed onto and removed from the vehicle.3. The modular front drivetrain of claim 1 , wherein the modular front drivetrain is configured to facilitate a practitioner replacing an entire drivetrain and suspension quickly and easily in the event of a part failure.4. The modular front drivetrain of claim 1 , wherein the front suspension system includes an upper control arm and a lower control arm that are configured to couple the front wheel with the modular chassis.5. The modular front drivetrain of claim 4 , wherein the upper control arm comprises ...

Wheel Carrier of a Vehicle Having a Clamping-Fit Connection

A wheel carrier of a vehicle has a clamping-fit connection to a further component, preferably a suspension strut, including a threaded connection having a screw for clamping the clamping-fit connection; a hole, in which the screw sits; and a lever, which has a fastening segment and an impact segment. The fastening segment is fastened by the threaded connection. The impact segment protrudes from the fastening segment in such a way that, in the event of a vehicle crash and the accompanying deformation, a part of the vehicle applies a force to the impact segment in order to at least partially loosen the threaded connection. At least one material taper or material recess is formed in the material of the wheel carrier surrounding the hole in order to enable an at least partial break-out of the screw from the hole in the event of the application of force to the lever. 1. A wheel carrier of a vehicle having a clamping-fit connection to a further component , comprising:a screwed connection having a screw for the clamping of the clamping-fit connection;a hole, in which the screw is situated; anda lever having a fastening section and an impact section, whereinthe fastening section is fastened by way of the screwed connection, and the impact section projects from the fastening section such that, in an event of a vehicle crash and a resulting deformation, a part of the vehicle causes a force upon the impact section in order to at least partially loosen the screwed connection, andat least one taper or recess of material is formed in the material of the wheel carrier surrounding the hole, in order to permit an at least partial breaking-out of the screw from the hole in the event of the force effect upon the lever.2. The wheel carrier according to claim 1 , whereinthe material taper or material recess extends over at least 10% of the length of the hole.3. The wheel carrier according to claim 1 , whereinthe material taper or material recess extends over at least 20% of the length ...

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.

VEHICLE

A vehicle includes: a left front support portion to which a left front suspension supporting a left front wheel is fixed; a right front support portion to which a right front suspension supporting a right front wheel is fixed; a left rear support portion to which a left rear suspension supporting a left rear wheel is fixed; a right rear support portion to which a right rear suspension supporting a right rear wheel is fixed; a vehicle interior; and a battery provided below the vehicle interior with a floor panel therebetween. The battery is disposed such that a first intersection substantially coincides with a center of gravity of the battery in a top view. The first intersection is an intersection at which a first imaginary line intersects a second imaginary line. 1. A vehicle comprising:a left front suspension support portion to which a left front suspension supporting a left front wheel is fixed;a right front suspension support portion to which a right front suspension supporting a right front wheel is fixed;a left rear suspension support portion to which a left rear suspension supporting a left rear wheel is fixed;a right rear suspension support portion to which a right rear suspension supporting a right rear wheel is fixed;a vehicle interior; anda battery provided below the vehicle interior with a floor panel therebetween,wherein the battery is disposed such that a first intersection substantially coincides with a center of gravity of the battery in a top view, the first intersection being an intersection at which a first imaginary line connecting the left front suspension support portion with the right rear suspension support portion intersects a second imaginary line connecting the right front suspension support portion with the left rear suspension support portion.2. A vehicle comprising:a left front wheel;a right front wheel;a left rear wheel:a right rear wheel;a vehicle interior; anda battery provided below the vehicle interior with a floor panel ...

OFF-HIGHWAY RECREATIONAL VEHICLE

A vehicle configuration wherein the center of mass of the vehicle is approximately superimposed upon the passenger and driver centers of mass when seated within the vehicle. An occupant's center of mass can be approximated using a standard center of mass position approximation, or a combination of any number of standard center of mass position approximations. The vehicle's center of mass can be approximately superimposed upon the occupant's center of mass in at least the longitudinal and vertical directions. 1. An off-road vehicle comprising:a frame, a roll cage, and a passenger area;at least one seat located within the passenger area;an engine, the engine positioned rearwardly of the passenger area;a continuously variable transmission operatively connected to the engine;a front axle and a rear axle, the front and rear axles being operatively coupled to the engine via the continuously variable transmission, wherein the front axle is positioned forwardly of the passenger area and the rear axle is positioned rearwardly of the passenger area;a radiator positioned rearwardly of the at least one seat, wherein at least a portion of the radiator is above at least a portion of the continuously variable transmission and wherein the radiator is tilted such that a top of the radiator is positioned forwardly of a bottom of the radiator; anda movable engine-access panel positioned rearwardly of the passenger area.2. The off-road vehicle of claim 1 , wherein the at least a portion of the radiator is positioned above at least a portion of the engine.3. The off-road vehicle of claim 1 , wherein the engine-access panel is positioned in a cargo area positioned rearwardly of the passenger area.4. The off-road vehicle of claim 1 , further comprising a cargo-carrying portion claim 1 , at least a portion of the cargo carrying portion positioned above the bottom of the radiator.5. The off-road vehicle of claim 4 , wherein the radiator has a top claim 4 , wherein the at least one seat has ...

Plates Allowing Adjustment of Caster and Camber

An apparatus allows for the independent adjustment of caster and camber for vehicles utilizing MacPherson strut front suspensions. The apparatus has, in stacked arrangement, a fastener plate, a lower plate, and an upper plate. Camber adjustments are generally made by manipulation of the lower plate and caster adjustments are generally made by manipulation of the upper plate. The upper plate may be mounted in two different positions to allow for different camber adjustments, such as for competitive situations and non-competitive situations. The device utilizes a thrust bearing having a race in the upper face of the spring perch and an opposing race which mounts around the base of the bearing cup. 1. An apparatus for adjusting caster and camber , the apparatus comprising:a fastener plate comprising a first face and a plurality of apertures for receiving threaded fastening members for attachment of the apparatus to a vehicle strut tower;a lower plate having a lower face thereof positioned adjacent the first face of the fastener plate with the threaded fastening members extending through the lower plate, the lower plate comprising a shaft housing depending from the lower face, the shaft housing having a bore configured for receiving an end of a strut shaft therethrough, wherein the lower plate is releasably adjustable with respect to the fastener plate along a first axis and a second axis, wherein the second axis is substantially non-parallel to the first axis;an upper plate having a downward face positioned adjacent to a top face of the lower plate wherein said threaded fastening members extend through the upper plate, wherein the upper plate and the lower plate are jointly configured for allowing the upper plate to be releasably adjustable with respect to the fastener plate along the second axis;wherein the lower plate comprises an upward face comprising a plurality of upwardly extending protruding members;wherein the upper plate comprises a plurality of elliptical ...

VEHICLE

A vehicle includes a steering force transmission including a steering force input, a steering shaft that is connected to the steering force input and which is supported by a first shaft support so as to turn about a rear steering axis, a connector that is connected to the steering shaft and displaced as the steering shaft turns, and a relay shaft that is connected to the connector to turn about a front steering axis as the connector is displaced, which is supported by a second shaft support that is provided ahead of the first shaft support to turn a right front wheel and a left front wheel as the second shaft support turns. The first shaft support is fixed to a portion of a body frame that extends to the rear from the link support so that the rear steering axis of the steering shaft is disposed behind a movable range of a rear cross element of a linkage in relation to a front-and-rear direction of a middle upper axis. 1. A vehicle comprising:a body frame that is able to lean to a right of the vehicle when the vehicle turns right and lean to a left of the vehicle when the vehicle turns left and which includes a link support at a front portion thereof;a right front wheel and a left front wheel that are aligned side by side in a left-and-right direction of the body frame;a right shock absorber that supports the right front wheel at a lower portion and which attenuates an upward displacement of the right front wheel towards an upper portion thereof in an up-and-down direction of the body frame;a left shock absorber that supports the left front wheel at a lower portion and which attenuates an upward displacement of the left front wheel towards an upper portion thereof in the up-and-down direction of the body frame;a linkage that supports the right shock absorber and the left shock absorber so as to be displaced relative to the body frame; anda steering transmission that transmits a steering force to the right front wheel and the left front wheel; wherein a right side ...

VEHICLE

A vehicle includes a linkage, a steering force transmission, a steering lock and a steering stopper. The steering force transmission includes a rear shaft that is able to turn about a rear axis, a front shaft that is able to turn about a front axis, and a connector that transmits the turning of the rear shaft to the front shaft. The steering lock includes a first portion and a second portion which are able to be displaced relative to each other and makes it impossible for a right front wheel and a left front wheel to turn by making it impossible for the first portion to be displaced relative to the second portion. The steering stopper includes a third portion and fourth portions which are able to be displaced relative to each other and restricts a maximum steering angle of the right front wheel and the left front wheel by stopping the relative displacement of the third portion to the fourth portions so that the right front wheel and the left front wheel are prevented from being steered to more than the maximum steering angle. The first portion and the third portion are provided on the rear shaft, and the second portion and the fourth portions are provided on a member that is displaced relative to the rear shaft. 1. A vehicle comprising:a body frame that is able to lean to a right of the vehicle when the vehicle turns right and able to lean to a left of the vehicle when the vehicle turns left;a right front wheel and a left front wheel that are aligned side by side in a left-and-right direction of the body frame;a linkage that includes a cross member that turns about a link axis that extends in a front-and-rear direction of the body frame relative to the body frame, supports the right front wheel and the left front wheel so as to be displaced relatively in an up-and-down direction of the body frame, supports the right front wheel so as to turn about aright steering axis that extends in the up-and-down direction of the body frame, and supports the left front wheel so ...

VEHICLE

In a vehicle, a left shock absorber is disposed such that a left telescopic axis is positioned on the left of a left steering axis in a left-right direction of a body frame when a vehicle in which the body frame is standing upright is viewed from a front in a front-rear direction of the body frame. A right shock absorber is disposed such that a right telescopic axis is positioned on the right of a right steering axis in the left-right direction of the body frame when the vehicle in which the body frame is standing upright is viewed from the front in the front-rear direction of the body frame. 1. A vehicle comprising:a body frame;a left front wheel and a right front wheel that are arranged side by side in a left-right direction of the body frame;a linkage disposed above the left front wheel and the right front wheel in an up-down direction of the body frame, and that changes positions of the left front wheel and the right front wheel relative to the body frame to cause the body frame to lean to the left or to the right of the vehicle;a left telescopic suspension that supports the left front wheel and attenuates or absorbs a displacement of the left front wheel toward the linkage in the up-down direction of the body frame; anda right telescopic suspension that supports the right front wheel and attenuates or absorbs a displacement of the right front wheel toward the linkage in the up-down direction of the body frame; wherein an upper cross member;', 'a lower cross member disposed below the upper cross member in the up-down direction of the body frame;', 'a left side member disposed above the left front wheel in the up-down direction of the body frame and that supports the left telescopic suspension such that the left telescopic suspension is able to turn about a left steering axis extending in the up-down direction of the body frame;', 'a right side member disposed above the right front wheel in the up-down direction of the body frame and that supports the right ...

VEHICLE

In a vehicle, a left shock absorber is provided with a left front outer tube, a left rear outer tube, a left front inner tube, a left rear inner tube and a left connector. The left front outer tube and the left rear outer tube are supported on a left bracket. The left front inner tube is connected to the left front outer tube so as to be slidable in an interior of the left front outer tube along a left telescopic axis. The left rear inner tube is connected to the left rear outer tube so as to be slidable in an interior of the left rear outer tube along the left telescopic axis. The left connector connects the left front outer tube and the left rear outer tube. 1. A vehicle including:a body frame;a left front wheel and a right front wheel that are arranged side by side in a left-right direction of the body frame; anda linkage disposed above the left front wheel and the right front wheel in an up-down direction of the body frame, and that changes positions of the left front wheel and the right front wheel relative to the body frame to cause the body frame to lean to left or right of the vehicle; whereinthe linkage includes an upper cross member, a lower cross member, a left side member, and a right side member;the upper cross member, the lower cross member, the left side member, and the right side member are connected such that the upper cross member and the lower cross member maintain postures that are parallel to each other, and such that the left side member and the right side member maintain postures that are parallel to each other; a left shock absorber supporting the left front wheel and that attenuates or absorbs displacement of the left front wheel relative to the linkage in the up-down direction of the body frame;', 'a right shock absorber supporting the right front wheel and that attenuates or absorbs displacement of the right front wheel relative to the linkage in the up-down direction of the body frame;', 'a left bracket turnably connected to the left side ...

Compressor for shock absorber

A compressor for a shock absorber is provided, including a stretching mechanism and a clamping mechanism. The stretching mechanism includes a first main body and a second main body. The first main body is movably connected with the second main body. The clamping mechanism includes a first abutting assembly and a second abutting assembly which are configured to clamp the shock absorber.

Scalable damper

A damper including a pressure tube, a piston, and a reserve tube is provided. The piston is arranged inside the pressure tube and divides the pressure tube into first and second working chambers. The reserve tube extends about the pressure tube to define a reserve tube chamber between the pressure tube and the reserve tube. A first damper port is arranged in communication with the second working chamber and a second damper port is arranged in communication with the reserve tube chamber. A remote valve assembly is spaced from the damper. The remote valve assembly includes a first electromagnetic valve that is arranged in communication with the first damper port by a first hydraulic line and a second electromagnetic valve that is arranged in communication with the second damper port by a second hydraulic line. An accumulator is arranged in communication with the first and second electromagnetic valves.

DEVICE FOR ENABLING ALTERATIONS IN THE EXTENSION OF VEHICLE SHOCKS

A device and method for providing extension capability to an installable shock absorber for a vehicle. 1. A device for providing extension capability to an installable shock absorber for a vehicle , said device comprising in combination:a. a first plate having a top end and a bottom end, each said end having an opening therethrough;b. a second plate having an inside surface, a top end, and a bottom end, each said end having an opening therethrough;c. said second plate bottom end having on said inside surface, rigidly attached thereto, and in alignment with said bottom opening, a hollow spacer shaft.2. A method of providing a shock absorber extension capability , said method comprising:{'claim-ref': {'@idref': 'CLM-00001', 'claim 1'}, 'a. providing a device as claimed in ;'}b. aligning said opening in said bottom end of said second plate on the inside of a clevis tab of a vehicle suspension system provided for securing a shock absorber such that a bolt will pass through said clevis tab, said bottom end opening of said second plate, and said hollow spacer shaft;c. aligning said first plate bottom end opening on the outside of said clevis opposite said second plate;d. inserting a first threaded bolt through said clevis, then said bottom end of said second plate, then said hollow spacer shaft, then said opposite clevis tab and then through said bottom opening of said first plate;e. thereafter, threading a threaded nut on said first threaded bolt and tightening said nut;f. inserting a second threaded bolt through said opening in said top of said second plate, through a bottom attachment of a vehicle shock absorber, then through said top end opening of said first plate;g. thereafter, threading a threaded nut on said second threaded bolt and tightening said nut.3. The device as claimed in wherein claim 1 , in addition claim 1 , the non-rigidly attached end of said hollow spacer shaft is serrated to prevent rotation of said hollow spacer shaft when installed.4. A device for ...

SUSPENSION SYSTEM FOR A WORK VEHICLE

A suspension system for a work vehicle includes a rear suspension assembly that includes a first shock absorber assembly and a second shock absorber assembly, such that each of the first and second shock absorber assemblies has a first end that couples to a cab of the work vehicle and a second end that couples to a chassis of the work vehicle. The rear suspension assembly further includes a brace extending laterally between the first end of the first shock absorber assembly and the first end of the second shock absorber assembly relative to a direction of travel of the work vehicle, such that the first end of the first shock absorber assembly and the first end of the second shock absorber assembly are coupled to the brace. In addition, the rear suspension assembly includes a longitudinal tie rod oriented substantially longitudinally along the direction of travel of the work vehicle, such that the longitudinal tie rod has a first end rotatably coupled to the brace and a second end configured to rotatably couple to the chassis of the work vehicle. The first end of the first shock absorber assembly and the first end of the second shock absorber assembly decouple from the cab without decoupling the brace from the first end of the first shock absorber assembly and the first end of the second shock absorber assembly. 1. A suspension system for a work vehicle , comprising: a first shock absorber assembly and a second shock absorber assembly, wherein each of the first and second shock absorber assemblies has a first end configured to couple to a cab of the work vehicle and a second end configured to couple to a chassis of the work vehicle;', 'a brace extending laterally between the first end of the first shock absorber assembly and the first end of the second shock absorber assembly relative to a direction of travel of the work vehicle, wherein the first end of the first shock absorber assembly and the first end of the second shock absorber assembly are coupled to the brace ...

LEANING VEHICLE

In a leaning vehicle, a shock absorber tower is disposed further forward in a vehicle-body-frame frontward direction than an upper-left-arm-member supported part at which an upper-left arm member to which a first end part of a left shock absorber is connected is supported by the vehicle body frame, and an upper-right-arm-member supported part at which an upper-right arm member to which a first end part of a right shock absorber is connected is supported by the vehicle body frame. 1. A leaning vehicle , comprising:a vehicle body frame that leans in a leaning-vehicle leftward direction at a time of turning left, and leans in a leaning-vehicle rightward direction at a time of turning right; [ an upper-left arm member that is supported by the vehicle body frame so as to rotate about an axis extending in a vehicle-body-frame front-back direction centering on a right part of the upper-left arm member;', 'a lower-left arm member that is disposed further downward in a vehicle-body-frame downward direction than the upper-left arm member and is supported by the vehicle body frame so as to rotate about an axis extending in the vehicle-body-frame front-back direction centering on a right part of the lower-left arm member; and', 'a left connection member that is connected to a left part of the upper-left arm member and a left part of the lower-left arm member, wherein, 'a left arm mechanism including, 'the left arm mechanism swings in a vehicle-body-frame upward direction when the vehicle body frame leans in the leaning-vehicle leftward direction and swings in the vehicle-body-frame downward direction when the vehicle body frame leans in the leaning-vehicle rightward direction; and', an upper-right arm member that is supported by the vehicle body frame so as to rotate about an axis extending in the vehicle-body-frame front-back direction centering on a left part of the upper-right arm member;', 'a lower-right arm member that is disposed further downward in the vehicle-body-frame ...

TOP MOUNT ASSEMBLY FOR COUNTERBALANCING STATIC LOAD

A pressurized top mount assembly is described wherein a pressurized fluid volume receives an end of a piston rod and is configured to counteract a net static force on a top mount by a suspension component which may be an active suspension actuator, a passive suspension damper or a semi active suspension damper. The pressurized fluid volume may be in fluid communication with one or more of fluid volumes in the suspension component. 1. A pressurized top mount for a vehicle , with a bracket configured to be attached to the body of the vehicle , comprising:a chamber attached to one of the body or the bracket, configured to slidably receive an end of a piston rod of a suspension component; anda pressurized fluid volume contained in the chamber, configured to apply a force to the end of the piston rod.2. The pressurized top mount of claim 1 , wherein the suspension component has a first component volume and a second component volume claim 1 , the top mount further comprising:an element selected from the group consisting of a diaphragm and a piston, disposed within the chamber, dividing the pressurized fluid volume into a first fluid volume and a second fluid volume, wherein the first fluid volume is at least partially filled with a compressible fluid and the second fluid volume is at least partially filled with a non-compressible fluid; andwherein the second fluid volume is in fluid communication with at least one of the first component volume and the second component volume.3. The pressurized top mount of claim 2 , wherein the second fluid volume is in fluid communication with the first component volume.4. The pressurized top mount of claim 2 , wherein the second fluid volume is in fluid communication with the second component volume.5. The pressurized top mount of claim 2 , further comprising:a restriction fluidly disposed between the second fluid volume and the at least one of the first component volume and the second component volume;wherein said restriction is ...

WHEEL SUSPENSION FOR THE REAR AXLE OF A VEHICLE

A wheel suspension for the rear axle of a vehicle has a wheel carrier for fastening a rear wheel. A link system including at least two links is fastened on the wheel carrier to enable fastening on a vehicle body of the vehicle. The wheel carrier has a link portion for direct or indirect mounting on the vehicle body of the vehicle. 1. A wheel suspension for a rear axle of a vehicle , the wheel suspension comprising:a wheel carrier for fastening a rear wheel of the vehicle,a link system comprising at least two links is fastened on the wheel carrier,wherein the wheel carrier has a link portion for fastening on the vehicle body of the vehicle via a coupling link.2. The wheel suspension as claimed in claim 1 , wherein the wheel carrier has a damping interface for fastening a damping device.3. The wheel suspension as claimed in claim 1 , wherein the links of the link system comprises a spring link claim 1 , a track rod claim 1 , a control blade claim 1 , and a coupling link.4. The wheel suspension as claimed in claim 3 , wherein the spring link claim 3 , the track rod and the control blade are arranged in one plane claim 3 , which is below a plane which passes through a wheel center.5. The wheel suspension as claimed in claim 3 , wherein the spring link claim 3 , the track rod and the control blade are arranged in such that a drive shaft positioned perpendicularly to a direction of travel can be connected to a vehicle wheel.6. The wheel suspension as claimed in claim 3 , wherein the coupling link has a lower attachment point and an upper attachment point.7. The wheel suspension as claimed in claim 3 , wherein the links of the link system or the link portion of the wheel carrier has rubber mounts for fastening on the vehicle body.8. The wheel suspension as claimed in claim 3 , wherein the links of the link system are rotatably mounted on the wheel carrier.9. The wheel suspension as claimed in claim 3 , wherein the links of the link system are arranged on two different ...

Suspension assembly, suspension damping device and six wheels bionic chassis

A suspension damping device installed at a chassis of a mobile robot comprises a vehicle frame, a controlling arm set and a damping device. The vehicle frame is fixed to the chassis and arranged on the ground. One end of the controlling arm set is hinged to the vehicle frame, and the other end of the controlling arm set is hinged to a steering device, so the controlling arm set controls the motion stability of the steering device. One end of the damping device opposite to the ground is hinged to the vehicle frame, and the other end of the damping device faced to the ground is hinged to the steering device. A six-wheeled bionic chassis which comprises a chassis frame, a controller, a sensor, front wheel suspension assemblies, middle wheel suspension assemblies and rear wheel suspension assemblies is also disclosed in the present invention.

VEHICLE BODY STRUCTURE HAVING SHOCK ABSORBER MOUNTING STRUCTURE

A vehicle body structure having a shock absorber mounting structure is provided. The shock absorber mounting structure includes a first vehicle body member formed with a mounting aperture that corresponds to a shock absorber of a suspension. A shock absorber mounting bracket is coupled to the first vehicle body member that corresponds to the mounting aperture and has a side where the upper end portion of the shock absorber is configured to be engaged during penetrated. A second vehicle body member is coupled with the exterior edge portion of the first vehicle body member and extends in the upper side. An interior MBR bracket has a first side coupled to the interior surface of the second vehicle body member and a second side coupled to the upper surface of the first vehicle body member and forms a cross-sectional cubic space along with the first and second vehicle body members. 1. A vehicle body structure having a shock absorber mounting structure , comprising:a first vehicle body member formed with a mounting aperture that corresponds to a shock absorber of a suspension;a shock absorber mounting bracket coupled to the first vehicle body member that corresponds to the mounting aperture and has one side configured to engage the upper end portion of the shock absorber while being penetrated;a second vehicle body member coupled to the exterior edge portion of the first vehicle body member and extends within the upper side; andan interior member (MBR) bracket having a first side coupled to the interior surface of the second vehicle body member and a second side coupled to the upper surface of the first vehicle body member and forms a cross-sectional box space with the first and second vehicle body members.2. The vehicle body structure of claim 1 , wherein a striker connected to a seat is bonded to the exterior surface of the interior MBR bracket.3. The vehicle body structure of claim 2 , wherein the striker is a wire type of a circular cross sectional with a ...

Steering System for In-Wheel Motor Vehicle

The present invention provides a steering system for an in-wheel motor vehicle capable of controlling driving torques and speeds of in-wheel motors mounted in left and right wheels to be different from each other at the time of curve driving of the vehicle to generate a steering angle of the wheel for the curve driving, and performing a steering angle control of sensing the generated steering angle and fixing the steering angle to a desired steering angle. 1. A steering system for an in-wheel motor vehicle , the steering system comprising:a steering wheel steering angle sensor configured to sense a steering angle of a steering wheel;a controller configured to control driving speeds of in-wheel motors mounted at left and right wheels to be different from each other according to the steering angle of the steering wheel sensed by the steering wheel steering angle sensor; anda steering control module configured to sense a steering angle of left and right wheels generated due to a difference between speeds of the left and right wheels resulting from the difference between the driving speeds of the in-wheel motors and to adjust the steering angle of the left and right wheels to a steering angle corresponding to the steering angle of the steering wheel by a steering angle adjustment signal of the controller.2. The steering system of claim 1 , wherein the steering control module comprises:a strut shaft fastened to a knuckle arm connected to the left and right wheels, the strut shaft rotating at the same steering angle when the steering angle of the left and right wheels is generated;an angle sensor mounted on the strut shaft, the angle sensor configured to sense a rotational angle of the strut shaft as the steering angle, and to transmit the sensed angle to the controller;a damping device connected between a yoke mounted on an upper end portion of the strut shaft and a housing mounted in a vehicle body; andan electronic steering brake mounted on the strut shaft in the ...

In-wheel motor power line wiring structure and in-wheel motor drive device

An in-wheel motor power line wiring structure of the present invention includes an in-wheel motor drive device configured to drive a wheel, a damper (77) including an upper end portion (77b) and a lower end portion (77c), the upper end portion (77b) being coupled to a vehicle-body-side member and the lower end portion (77c) being coupled to the in-wheel motor drive device, a power line extending from the in-wheel motor drive device to a vehicle body, and a clamp member (96) that is provided on the lower end portion of the damper and configured to hold an intermediate portion of the power line.

COUPLED TORSION BEAM AXLE TYPE SUSPENSION SYSTEM

A coupled torsion beam axle type suspension system may include trailing arms respectively coupled to opposite ends of a torsion beam, and vehicle body-engaging units, each provided in a front end portion of a respective trailing arm and engaging the respective trailing arm with a vehicle body. Each vehicle body-engaging unit may includes a trailing arm bush that is coupled to a front end portion of the respective trailing arm, a link bracket disposed in front of the trailing arm bush and engaged with the trailing arm bush in a width direction of a vehicle, a vehicle body mounting bush disposed outside of the trailing arm bush and in front of the trailing arm bush, installed in the link bracket, and engaged with a lower part of the vehicle body in a height direction of the vehicle; and a damper connected to the link bracket and the vehicle body abutting the vehicle body mounting bush. 1. A coupled torsion beam axle type suspension system (CTBA) , comprising:trailing arms respectively coupled to opposite ends of a torsion beam; andvehicle body-engaging units, each provided in a front end portion of a respective trailing arm and engaging the respective trailing arm with a vehicle body, whereineach vehicle body-engaging unit includes:a trailing arm bush that is coupled to a front end portion of the respective trailing arm;a link bracket disposed in front of the trailing arm bush and engaged therewith in a width direction of a vehicle;a vehicle body mounting bush disposed outside of the trailing arm bush and in front thereof, installed in the link bracket, and engaged with a lower part of the vehicle body in a height direction of the vehicle; anda damper connected to the link bracket and the vehicle body abutting the vehicle body mounting bush.2. The system of claim 1 , wherein the link bracket includes:a pocket portion formed to be inserted by and engaged with the trailing arm bush; anda horizontal portion formed outside of the pocket portion and in front thereof and ...

Integrated Steering Suspension Module For A Vehicle

Steering suspension module including a shock absorber strut, a suspension upright, an outer ring of a wheel hub unit attached integrally to a front face of the suspension upright, and a ball joint for articulation with a control arm; wherein the suspension strut consists of a cup-shaped body made entirely of continuous, sheared and bent metal sheet, and the outer ring is provided integral in one piece with, and radially cantilevered from, a steering arm extending transversely cantilevered from the cup-shaped body, on the side of the cup-shaped body; the shock absorber strut is constrained within a first seat of the cup-shaped body and the ball joint is made as an independent unit constrained integrally with a second seat of the cup-shaped body in a position facing the first seat, the ball joint projecting inferiorly cantilevered from the cup-shaped body. 1111234546bc. Integrated steering suspension module (;;) for a vehicle suspension system , comprising a shock absorber strut () , a suspension upright () bearing superiorly the shock absorber strut , an outer ring () of a wheel hub unit () or of a rolling bearing forming part of the wheel hub unit , the outer ring () being attached integral to a front face () of the suspension upright; characterized in that , in combination:{'b': 3', '8', '9', '8', '10', '9', '6', '11', '12', '10', '13', '11', '12', '10', '2, 'i)—the suspension upright () consists of a cup-shaped body () delimiting on the inside thereof a concavity () and entirely made of a continuous metal sheet, which has been sheared and bent, the cup-shaped body () comprising a bottom wall () defining, on the side opposite to the concavity () of the cup-shaped body, said front face () of the suspension upright, a first and a second side wall (,) arranged at the sides of the shock-absorber strut and integrally connected in one piece and continuously to the bottom wall (), and a third side wall () arranged transversally to the first and second side walls (,) and ...

OFF-HIGHWAY RECREATIONAL VEHICLE

A recreational off-highway vehicle includes side-by-side passenger and driver seats held within a chassis that is approximately 50 inches wide. The seats sit low in the chassis and are covered by a roll cage. Grab handles are positioned on the sides of the passenger seat. Select large round tubing protects the vehicle, while rectangular tubing frames the portions of the vehicle beneath body panels. The vehicle is powered by an engine rearward of the seats that is connected to a transaxle. The engine and transaxle are isolation mounted together with a portion of the air intake assembly. The vehicle is suited for rough terrain travel. 1. A side-by-side recreational off-highway vehicle having two front wheels and at least two rear wheels , the vehicle comprising:a chassis having a front portion, a middle portion, and a rear portion; the front portion being coupled to the front wheels, the rear portion being coupled to the rear wheels, and the middle portion surrounding an occupant compartment having at least two side-by-side seats for a driver and at least one passenger; wherein the chassis includes frame members of rectangular cross section and frame members of generally circular or oval cross section;an engine secured to the rear portion of the chassis;a transmission secured to the engine;a drive unit operably coupled to the transmission and drivingly coupled to the rear wheels, wherein the drive unit comprises a transaxle fastened to the engine;an airbox and a throttle body, wherein the airbox and the throttle body are secured to the engine and the transaxle so as to move with the engine and transaxle relative to the chassis;a plurality of body panels secured to the chassis, the body panels covering most of the frame members of rectangular cross section and leaving exposed a plurality of the frame members of generally circular or oval cross section; anda rear cargo box positioned above the drive unit, the rear cargo box having an opening covered with a movable door ...

OFF-HIGHWAY RECREATIONAL VEHICLE

A vehicle configuration wherein the center of mass of the vehicle is approximately superimposed upon the passenger and driver centers of mass when seated within the vehicle. An occupant's center of mass can be approximated using a standard center of mass position approximation, or a combination of any number of standard center of mass position approximations. The vehicle's center of mass can be approximately superimposed upon the occupant's center of mass in at least the longitudinal and vertical directions. 1. An off-road vehicle comprising:a frame, a roll cage, and a passenger area;at least one seat located within the passenger area;an engine, the engine positioned rearwardly of the passenger area;a continuously variable transmission operatively connected to the engine;a front axle and a rear axle, the front and rear axles being operatively coupled to the engine via the continuously variable transmission, wherein the front axle is positioned forwardly of the passenger area and the rear axle is positioned rearwardly of the passenger area;a radiator positioned rearwardly of the at least one seat, wherein at least a portion of the radiator is above at least a portion of the continuously variable transmission and wherein the radiator is tilted such that a top of the radiator is positioned forwardly of a bottom of the radiator; anda side panel that extends forward of the rear axle and rearward of the at least one seat, the side panel having an air inlet opening.2. The off-road vehicle of claim 1 , wherein the at least a portion of the radiator is positioned above at least a portion of the engine.3. The off-road vehicle of claim 1 , further comprising one or more air intake ducts that pass air from the air inlet opening to one or more of the continuously variable transmission or an airbox that provides air to the engine.4. The off-road vehicle of claim 1 , further comprising a cargo-carrying portion claim 1 , at least a portion of the cargo carrying portion positioned ...

OFF-HIGHWAY RECREATIONAL VEHICLE

A vehicle configuration wherein the center of mass of the vehicle is approximately superimposed upon the passenger and driver centers of mass when seated within the vehicle. An occupant's center of mass can be approximated using a standard center of mass position approximation, or a combination of any number of standard center of mass position approximations. The vehicle's center of mass can be approximately superimposed upon the occupant's center of mass in at least the longitudinal and vertical directions. 1. An off-road vehicle comprising:a frame, a roll cage, and a passenger area;at least one seat located within the passenger area;an engine, the engine positioned rearwardly of the passenger area;a continuously variable transmission operatively connected to the engine;a front axle and a rear axle, the front and rear axles being operatively coupled to the engine via the continuously variable transmission, wherein the front axle is positioned forwardly of the passenger area and the rear axle is positioned rearwardly of the passenger area;a radiator positioned rearwardly of the at least one seat, wherein at least a portion of the radiator is above at least a portion of the continuously variable transmission and wherein the radiator is tilted such that a top of the radiator is positioned forwardly of a bottom of the radiator; anda side panel that extends forward of the rear axle and rearward of the at least one seat.2. The off-road vehicle of claim 1 , wherein the at least a portion of the radiator is positioned above at least a portion of the engine.3. The off-road vehicle of claim 1 , further comprising a door panel and a foot panel positioned below the door panel claim 1 , the door panel and the foot panel extending forward of the side panel.4. The off-road vehicle of claim 1 , further comprising a cargo-carrying portion claim 1 , at least a portion of the cargo carrying portion positioned above the bottom of the radiator.5. The off-road vehicle of claim 4 , ...

VEHICLE

A vehicle includes a radiator including a fan, a driving seat provided on a rear side of the radiator, a dashboard disposed on the rear side of the radiator and on a front side of the driving seat, and a heat shield plate disposed between the radiator and the dashboard. According to this structure, it is possible to prevent a device (for example, an electric component disposed on the dashboard) disposed on the rear side of the radiator from directly contacting air that receives heat of the radiator. 1. A vehicle comprising:a radiator including a fan;a driving seat disposed rearward of the radiator;a dashboard disposed rearward of the radiator and frontward of the driving seat, the dashboard including a meter;an engine unit, at least a portion of which, is located below a lower end of the driving seat, and which is disposed further rearward than a front end of the driving seat; anda heat shield plate disposed between the radiator and the dashboard.2. The vehicle according to claim 1 , wherein claim 1 , in a side view of a vehicle body claim 1 , the heat shield plate is inclined to extend obliquely rearward and downward from an upper edge of the heat shield plate.3. The vehicle according to claim 1 , wherein the heat shield plate includes an area that is at least half of an area of the fan of the radiator in a front view of the vehicle.4. The vehicle according to claim 1 , wherein a distance from at least a part of the heat shield plate to the radiator is equal to or less than a diameter of the fan of the radiator in a side view of the vehicle.5. The vehicle according to claim 4 , wherein the distance is equal to or less than a radius of the fan of the radiator.6. The vehicle according to claim 1 , wherein at least a part of the heat shield plate is located higher than a rotation center of the fan of the radiator.7. The vehicle according to claim 1 , wherein the heat shield plate overlaps with a rotation center of the fan of the radiator in a front view of the vehicle ...

SUSPENSION THRUST BEARING DEVICE

A suspension thrust bearing for use with a suspension spring in an automotive suspension strut of a vehicle. The suspension thrust bearing provides a bearing having upper and lower annular bearing members in relative rotation to each other, and having upper and lower bearing surfaces, respectively, disposed in confronting alignment with each other. The lower bearing surface has a contour shaped to axially receive an upper end of the suspension spring. The upper bearing surface is shaped to be axially received by a support block attached to a body of the vehicle. The suspension thrust bearing includes an upper isolator made of resilient material and fixed to the upper bearing surface such that the upper isolator fits between the upper annular bearing member and support block. 1. A suspension thrust bearing for use with a suspension spring in an automotive suspension strut of a vehicle , the suspension thrust bearing comprising:a bearing having upper and lower annular bearing members in relative rotation to each other, and having upper and lower bearing surfaces, respectively, disposed in confronting alignment with each other, the lower bearing surface having a contour shaped to axially receive an upper end of the suspension spring, and the upper bearing surface being shaped to be axially received by a support block attached to a body of the vehicle, andan upper isolator made of resilient material and fixed to the upper bearing surface such that the upper isolator fits between the upper annular bearing member and support block.2. The suspension thrust bearing according to the claim 1 , further comprises a bearing with an inner ring fixed to an upper cap claim 1 , to form the upper annular bearing member of the suspension thrust bearing claim 1 , and an outer ring fixed to a lower cap claim 1 , to form the lower annular bearing member of the suspension thrust bearing.3. The suspension thrust bearing according to the claim 1 , wherein the upper annular bearing member ...

Arrangement for a Vibration Damper of a Vehicle

A vibration damper for a vehicle is provided. The vibration damper includes at least one damping cylinder made from a fiber composite material; a guiding element for guiding a piston rod of a piston movably arranged in the damping cylinder. The guiding element is located in a guiding end region at one end of the damping cylinder. A fastening element for use in attaching the at least one damping cylinder to a vehicle is located at a fastening end of the cylinder. At least one of the two end regions of the damping cylinder is conical or wedge-shaped and its element has a corresponding external form that is conical or wedge-shaped. A conical or wedge-shaped clamping sleeve located around the conical or wedge-shaped end regions of the damping cylinder.

VEHICLE LOWER SECTION STRUCTURE

A vehicle lower section structure includes: a pair of rear side-members that is disposed in a vehicle lower section so as to be separated from each other in a vehicle width direction, and that are extending in a vehicle front-rear direction; a first cross-member extending in the vehicle width direction, to which the rear side-members joined; a second cross-member extending in the vehicle width direction at the rear of the first cross-member in the vehicle front-rear direction, to which the rear side-members joined; and a battery that is housed in a housing section surrounded by the rear side-members, the first cross-member, and the second cross-member, at least part of the battery overlapping with the rear side-members when viewed along the vehicle width direction, and at least part of the battery overlapping with the first cross-member and the second cross-member when viewed along the vehicle front-rear direction. 1. A vehicle lower section structure comprising:a pair of rear side-members that is disposed in a vehicle lower section so as to be separated from each other in a vehicle width direction, the pair of rear side-members each extending in a vehicle front-rear direction;a first cross-member extending in the vehicle width direction, with the pair of rear side-members joined to the first cross-member;a second cross-member extending in the vehicle width direction at a rear side of the first cross-member in the vehicle front-rear direction, with the pair of rear side-members joined to the second cross-member; anda battery that is housed in a housing section surrounded by the pair of rear side-members, the first cross-member, and the second cross-member, at least part of the battery overlapping with the pair of rear side-members when viewed along the vehicle width direction, and at least part of the battery overlapping with the first cross-member and the second cross-member when viewed along the vehicle front-rear direction.2. The vehicle lower section structure ...

DAMPER STILT WITH TWO HALF-SHELLS

A stilt part may be utilized for a suspension damper strut of the wheel suspension of a vehicle. The stilt part may comprise a shank portion extending along a longitudinal axis of the stilt part and a connecting portion adjoining an end of the shank portion. The connecting portion may be configured to connect a lower link of the wheel suspension. The shank portion may include a convex region that is bent away from the longitudinal axis. The convex region may provide clearance for a drive shaft of a wheel. The shank portion may be formed from at least two shell elements that are connected, in some cases welded, together along at least one longitudinal seam. 1. A stilt part for a suspension damper strut of a wheel suspension of a vehicle , the stilt part comprising:a shank portion extending along a longitudinal axis of the stilt part, wherein the shank portion comprises a convex region that is bent away from the longitudinal axis, the convex region being configured to provide clearance for a drive shaft of a wheel, wherein the shank portion is formed from a first shell element and a second shell element, wherein the first and second shell elements are connected together along a longitudinal seam; anda connecting portion adjoining an end of the shank portion, the connecting portion configured to connect to a lower link of the wheel suspension.2. The stilt part of wherein the first and second shell elements are welded together along the longitudinal seam.3. The stilt part of wherein the first shell element is a first half-shell element and the second shell element is a second half-shell element.4. The stilt part of wherein the connecting portion is configured as a fork portion with at least two fork leg regions or as an eye portion with a through-opening.5. The stilt part of wherein the first and second shell elements are deep drawn.6. The stilt part of wherein the connecting portion is configured as a fork portion with at least two fork leg regions claim 1 , wherein ...

VEHICLE ENGINE MOUNTING

A vehicle configuration wherein the center of mass of the vehicle is approximately superimposed upon the passenger and driver centers of mass when seated within the vehicle. An occupant's center of mass can be approximated using a standard center of mass position approximation, or a combination of any number of standard center of mass position approximations. The vehicle's center of mass can be approximately superimposed upon the occupant's center of mass in at least the longitudinal and vertical directions. 1. A method for assembling a vehicle having a chassis with a front chassis portion secured to front wheels , a rear chassis portion secured to rear wheels , and a mid-chassis portion supporting an occupant cabin , the method comprising:securing an engine rigidly to a transmission to form an engine and transmission assembly;moving the engine and transmission assembly through the mid chassis portion and through a front end of the rear chassis portion to within the rear chassis portion; andsecuring the engine and transmission assembly within the rear chassis portion.2. The method of assembling a vehicle of claim 1 , further comprising securing a CVT to the engine and transmission after securing the engine to the transmission and before moving the assembly to within the rear chassis portion.3. The method of assembling a vehicle of claim 2 , wherein the transmission comprises a transaxle.4. The method of assembling a vehicle of claim 3 , wherein a forward end of the engine is mounted to the rear chassis portion and a rearward end of the transaxle is mounted to the rear chassis portion.5. The method of claim 4 , wherein the rear chassis portion includes upper frame members spaced together a distance closer than the width or length of the engine.6. The method of claim 1 , wherein the vehicle includes at least one seat assembly claim 1 , said seat assembly being secured in front of the engine after moving the engine and transmission through the mid chassis portion.7. A ...

VEHICLE REINFORCING MEMBER AND VEHICLE

A vehicle reinforcing member includes first and second pistons movable in an axial direction in a cylinder. An inside of the cylinder is sectioned into a gas chamber and a main liquid chamber by the first piston, and the main liquid chamber is sectioned into a first sub-liquid chamber and a second sub-liquid chamber by the second piston. Gas is sealed in the gas chamber, and liquid is sealed in the first and second sub-liquid chambers. A piston rod is coupled to the second piston. The cylinder and the piston rod are respectively coupled to two locations of a vehicle body. A communication path connects the first sub-liquid chamber to the second sub-liquid chamber. A moving amount of the liquid in the communication path is adjusted by an adjuster such that a moving load through the second piston is adjusted. 1. A vehicle reinforcing member for a vehicle body of a vehicle , the vehicle reinforcing member comprising:a cylinder;a first piston that sections an inside of the cylinder into a gas chamber and a main liquid chamber and is movable in an axial direction in the cylinder;a second piston that sections the main liquid chamber into a first sub-liquid chamber and a second sub-liquid chamber and is movable in the axial direction in the cylinder;a piston rod coupled to the second piston and extending to an outside of the cylinder through the second sub-liquid chamber; andan adjuster that adjusts a moving load through the second piston in the main liquid chamber; whereingas is sealed in the gas chamber, and liquid is sealed in the first and second sub-liquid chambers;the piston rod is coupled to a first one of two locations on the vehicle body;the cylinder is coupled to a second one of the two locations on the vehicle body;at least one of the second piston and the piston rod includes a communication path that connects the first sub-liquid chamber to the second sub-liquid chamber; andthe adjuster adjusts the moving load by adjusting a moving amount of liquid in the ...

Energy Storing Suspension Components Having Retention Recesses

Energy storing suspension components for use in suspension systems for wheeled vehicles and trailers, and suspension systems incorporating such energy storing suspension components are disclosed. The energy storing suspension components include an axle seat portion, a first end, and a first limb extending between the axle seat portion and the first end. The axle seat portion includes first and second surfaces with at least one of the first and second surfaces having at least two spaced apart recesses that are spaced from a center of the axle seat portion, the recesses being configured to receive respective protrusions extending from at least one suspension component that is connected to the energy storing suspension component when coupled within an axle coupling assembly.

VEHICLE

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle. 1. (canceled)2. A front suspension for a utility vehicle , comprising:an upper control arm comprising a front leg and a rear leg;a lower control arm positioned vertically lower than the upper control arm and comprising a front leg and a rear leg; anda linear force element operably coupled to the lower control arm and positioned longitudinally rearward of at least one of the front and rear legs of the upper control arm.3. The front suspension of claim 2 , wherein the linear force element is positioned longitudinally rearward of both the front and rear legs of the upper control arm.4. The front suspension of claim 2 , wherein an upper extent of the linear force element includes a shock mount configured to be coupled to a frame assembly of the utility vehicle claim 2 , and the shock mount is vertically above the upper control arm.5. The front suspension of claim 2 , wherein the lower control arm includes a first mount configured to operably couple with a lower extent of the linear force element at a position longitudinally intermediate the front and rear legs.6. The front suspension of claim 5 , wherein the lower control arm includes a second mount for operably coupling to a front ground-engaging member of the utility vehicle claim 5 , and the first mount of the lower control arm is positioned longitudinally rearward of the second mount.7. The front suspension of claim 2 , wherein the front and rear legs of the upper control arm are positioned longitudinally forward of the rear leg of the lower control arm.8. A utility vehicle claim 2 , comprising:at least one front ground-engaging member configured to rotate about a front axis of rotation;at least one rear ground-engaging member configured to rotate about a rear axis of rotation;a frame assembly supported by ...

Vehicle

A utility vehicle with ergonomic, safety, and maintenance features is disclosed. A vehicle is also disclosed with improved cooling, suspension and drive systems. These features enhance the utility of the vehicle.

SEMI-TRAILING ARM SUSPENSION FOR A MOTOR VEHICLE

An independent rear suspension of a motor vehicle with an electrical drivetrain. The independent rear suspension including a left semi-trailing arm and a right semi-trailing arm, each of which can be articulated with an end on the body side to a chassis of the motor vehicle and are fixedly connectable to a wheel carrier on an end on the wheel carrier side, and also a transverse leaf spring for the suspension of the rear wheels. The transverse leaf spring is attached on the end side to the ends of the semi-trailing arms on the wheel carrier side, so that between the semi-trailing arms and the transverse leaf spring is formed an open installation space for receiving at least part of the electrical drivetrain. 1. A motor vehicle , comprisinga left and a right semi-trailing arm, each pivotingly attached to a chassis of the vehicle and extending rearwardly therefrom;a left and a right wheel carrier mounted to the left and right semi-trailing arms respectively, the wheel carriers defining respective wheel rotational axes;a transverse leaf spring attached to/between the respective first and second semi-trailing arms at respective points rearward of the respective wheel rotational axes; andan electric drivetrain component located forward of the leaf spring between the left and right wheel carriers and in alignment with the wheel rotational axes.2. The motor vehicle of claim 1 , wherein the electric drivetrain component is fastened to the chassis of the motor vehicle.3. The motor vehicle of claim 1 , wherein the electric drivetrain component is an electric motor.4. The motor vehicle of claim 3 , wherein left and right stub shafts extend from left and right sides of the electric motor and are coaxial with the respective wheel rotational axes.5. The motor vehicle of claim 1 , further comprising a left and a right shock absorber attached to the respective semi-trailing arm.6. The motor vehicle of claim 5 , wherein the shock absorbers act on the respective semi-tailing arms at ...

Swingarms And Wheel Support Legs With Weldments Incorporating Castings At Joints

A swingarm includes a first swingarm leg oriented along a first horizontal plane, a main body extending upward and outward from a second end of the first swingarm leg, and a second swingarm leg extending from a second end of the main body along a second horizontal plane. The swingarm also includes a first bearing holder coupled to a first end of the first swingarm leg and a second bearing holder coupled to a second end of the second swingarm leg. The first bearing holder includes a cavity oriented horizontally to form a first pivot axis. The second bearing holder includes a cavity oriented vertically to form a second pivot axis. The first and second bearing holders are of the same construction. 1. A swingarm of an agricultural sprayer comprising:a first swingarm leg having a first end and a second end, the first swingarm leg oriented along a first horizontal plane;a main body extending at an angle from the second end of the first swingarm leg at an angle, the main body having a first end and a second end, wherein the first end is aligned with the second end of the first swingarm leg;a second swingarm leg extending from the second end of the main body along a second horizontal plane, the second swingarm leg having a first end and a second end, wherein the first end is aligned with the second end of the main body;a first bearing holder coupled to the first end of the first swingarm leg, the first bearing holder having a cavity oriented horizontally to form a first pivot axis;a second bearing holder coupled to the second end of the second swingarm leg, the second bearing holder having a cavity oriented vertically to form a second pivot axis; andwherein the first and second bearing holders are of the same construction.2. The swingarm of wherein the first bearing holder receives a rod to pivotably couple the swingarm to a chassis frame of the sprayer along the first pivot axis.3. The swingarm of wherein a shock absorber is coupled to and disposed between the main body of ...

SUSPENSION WITH NON-ROTATING SHOCK ABSORBAR

A RevoKnuckle-type suspension for a wheeled vehicle has a hub mounted to a bearing carrier for rotation relative thereto about a steering axis, and a shock absorber connected non-rotatably to the bearing carrier. The shock absorber has an outer cylinder having an axially-extending guide hole defined therein, and a piston and attached piston rod retained for axial reciprocation in the guide hole. The guide hole and at least one of the piston and the piston rod retained therein have respective complementary-shaped, non-circular cross-sectional shapes which engage one another to resist axial rotation of the piston and/or the piston rod within the guide hole. The carrier is therefore restrained against rotation relative to the vehicle sprung structure without the need for any additional component(s) such as a control arm or stabilizer, as required in a traditional RevoKnuckle-type suspension. 1. A suspension for a wheeled vehicle comprising:a hub bearing for rotatably supporting a wheel and mounted to a bearing carrier for rotation relative thereto about a steering axis;a shock absorber having a cylinder connected non-rotatably to the bearing carrier and having an axially-extending guide hole defined therein, and a piston and attached piston rod retained axially movably in the guide hole, the guide hole and at least one of the piston and the piston rod retained therein having respective complementary-shaped, non-circular cross-sectional shapes which engage one another to resist axial rotation of the piston and/or the piston rod within the guide hole; anda top-mount bearing securing the piston rod non-rotatably to vehicle sprung structure.2. The suspension of claim 1 , wherein the respective cross-sectional shapes of the guide hole and the at least one of the piston and the piston rod are oval.3. The suspension of claim 1 , wherein the piston and/or the piston rod defines at least one guide groove running axially therealong claim 1 , and at least one guide element ...

Vehicle Suspension Device

A vehicle suspension device includes a wheel body on which a wheel and tire unit is mounted, a steering drive unit configured to transmit a driving force to rotate the wheel body in a lateral direction of a vehicle body, so that the wheel and tire unit rotates together with the wheel body, and a wheel moving unit disposed on the vehicle body to be movable in a front-back direction, configured such that a position thereof changes in a top-bottom direction, and connected to the wheel body to support the wheel body, so that a position of the wheel body is changed in response to the wheel moving unit moving in the front-back direction and changing the position in the top-bottom direction. 1. A vehicle suspension device comprising:a wheel body on which a wheel and tire unit is to be mounted;a steering drive unit configured to transmit a driving force to rotate the wheel body in a lateral direction of a vehicle body, so that the wheel and tire unit will rotate together with the wheel body; anda wheel moving unit disposed on the vehicle body to be movable in a front-back direction, configured such that a position thereof changes in a top-bottom direction, and connected to the wheel body to support the wheel body, so that a position of the wheel body is changed in response to the wheel moving unit moving in the front-back direction and changing the position in the top-bottom direction.2. The vehicle suspension device according to claim 1 , wherein the wheel body includes:a housing on which the steering drive unit and the wheel moving unit are disposed; anda wheel mount rotatably disposed on the housing, a tire wheel of the wheel and tire unit mountable on the wheel mount.3. The vehicle suspension device according to claim 1 , further comprising a shock absorber connected to the wheel body and the wheel moving unit claim 1 , wherein the shock absorber is configured to absorb shock in response to the wheel body moving in the top-bottom direction.4. The vehicle suspension ...

Valve switching controls for adjustable damper

A damper system and method for a vehicle includes a shock absorber and a damper module. The shock absorber includes a plurality of digital valves. The shock absorber is operable at one of multiple damping states based on a valve state of the digital valves. The damper module is coupled to each of the digital valves and controls each of the digital valves to a desired state based on a damper setting. The damper module determines a target damping state, where the target state is one of the multiple damping states. The damper module performs a switch operation to control the valve state of the plurality of digital valves to a given desired state when the target damping state is different from a present damping state.

SINGLE-TUBE VIBRATION DAMPER AND DOME BEARING FOR MOTOR VEHICLES

A single-tube oscillation damper for a motor vehicle may include a damper tube that is at least partially filled with damping fluid and in which a piston rod is movable back and forth, an operating piston that can be moved with the piston rod, and an end remote from the piston rod for bearing in a dome bearing. The end may include a transition region from an outer diameter of the damper tube to an outer diameter of the single-tube end remote from the piston rod. The end may also comprise a support region arranged in the transition region. The single-tube oscillation damper may further include a stop plate and at least one damping element. The stop plate may be arranged on the support region, and the at least one damping element may be arranged on the stop plate at a side facing the end. 110.-. (canceled)11. A single-tube oscillation damper for a motor vehicle , the single-tube oscillation damper comprising:a damper tube that is at least partially filled with damping fluid, wherein a piston rod is movable back and forth in the damper tube, wherein an operating piston is movable with the piston rod; a transition region from an outer diameter of the damper tube to an outer diameter of the end, and', 'a support region disposed in the transition region;, 'an end remote from the piston rod for bearing in a dome bearing, wherein the end comprisesa stop plate disposed on the support region; anda damping element disposed on the stop plate at a side facing the end.12. The single-tube oscillation damper of wherein the outer diameter of the end is smaller than the outer diameter of the damper tube.13. The single-tube oscillation damper of wherein the end comprises a fixing element.14. The single-tube oscillation damper of wherein the end comprises an O-ring.15. The single-tube oscillation damper of wherein the stop plate comprises a geometric surface structure for receiving and positive-locking positioning the damping element on the stop plate.16. The single-tube oscillation ...

Frame Structure For Off Road Vehicle

A frame for an off road vehicle includes main beams establishing a base plane. Mounting beams, which can be used to support forces from the swing arm of a rear suspension, are spaced outside the main beams and within the base plane, running longitudinally in line with the swing arms of the rear suspension. Right and left longitudinal beams start within the base plane, but rise to their trailing ends so as to not interfere with the suspension travel of the swing arms as they extend back inward over the swing arms. Front and rear support columns can further attach into, secure and support the mounting beams and the longitudinal beams. All of the beams and columns can be formed by cutting cylindrical tubing to length and then curving the cylindrical tubing, each piece within a single plane.

AIR SUSPENSION STRUT HAVING A SEALED CLOSURE CAP

An air suspension strut for a motor vehicle, comprising an air spring having a shock, wherein the air spring comprises an air spring cover and a rolling piston, wherein a rolling bellows of elastomer material is clamped in an airtight manner between the air spring cover and the rolling piston, wherein the rolling bellows, together with the air spring cover and the rolling piston, delimit a working chamber filled with compressed air, wherein the shock damper is supported via a damper bearing arranged on a piston rod in a pot-shaped bearing holder of the air spring cover. The closure cap seal comprises an inner sleeve and a closure part radially enclosing the inner sleeve, wherein the inner sleeve is pushed onto an end section of the piston rod, and the closure part is pushed sealingly into the bearing holder. 1. An air suspension strut for a motor vehicle , comprising:an air spring having a shock damper for cushioning and damping vibrations of a motor vehicle chassis;wherein the air spring comprises an air spring cover and a rolling piston, wherein a rolling bellows of elastomer material is clamped in an airtight manner between the air spring cover and the rolling piston, wherein the rolling bellows, together with the air spring cover and the rolling piston, delimit a working chamber filled with compressed air;wherein the shock damper is supported via a damper bearing arranged on a piston rod in a pot-shaped bearing holder of the air spring cover;wherein the bearing holder is pressure-tightly closed above the damper bearing by a closure cap seal;wherein the closure cap seal comprises an inner sleeve and a closure part radially enclosing the inner sleeve; wherein the inner sleeve is pushed onto an end section of the piston rod, and the closure part is pushed sealingly into the bearing holder; anda rubber strip is provided between the inner sleeve and the closure part.2. The air suspension strut as claimed in claim 1 , wherein the rubber strip is formed from a solid ...

Automobile Having a Suspension with a Highly Progressive Linkage and Method for Configuring Thereof

An Automobile having a Suspension with a highly Progressive linkage is disclosed. Method for configuring such a linkage to achieve desired performance is provided.

Damper with integrated electronics

A damper system for a vehicle comprises an electrically adjustable hydraulic shock absorber and a printed circuit board assembly. The printed circuit board assembly includes power drive electronics, and is electrically coupled to the shock absorber. The printed circuit board assembly is disposed with the shock absorber.

Improved Suspension Mounts for a Vehicle

A suspension mount comprising a carrier with a first portion and a second portion, an activatable material selectively disposed on the carrier, one or more bridges connecting the first portion and the second portion of the carrier, wherein the first portion and the second portion of the carrier each include one or more damper mounts, and wherein the first portion corresponds to a left side and the second portion corresponds to the right side so that the suspension mount is attachable to a vehicle in one direction.