AXIAL THRUST BEARING DEVICE WITH A SEALING RING

The axial thrust bearing device, in particular for the suspension strut of a motor vehicle, comprises a bottom support cover a top bearing cover a rolling bearing axially disposed between said covers, and at least a sealing ring freely movable in axial direction relative to the bottom support cover and to the support bearing cover. Said sealing ring is adapted to reduce any ingress of foreign matter between said covers. 1. Axial thrust bearing device , in particular for the suspension strut of a motor vehicle , comprising:a bottom support covera top bearing cover,a rolling bearing axially disposed between said covers, andat least a sealing ring freely movable in axial direction relative to the bottom support cover and to the support bearing cover, the sealing ring being adapted to reduce any ingress of foreign matter between said covers, and whereinthe sealing ring includes at least one friction lip bearing against the bottom support cover, the ring delimiting with the top bearing cover at least a labyrinth sealing zone.2. Device according to claim 1 , wherein the sealing ring delimits with the top bearing cover an annular radial labyrinth sealing zone.3. Device according to claim 2 , wherein an axial portion of the sealing ring from which is issued the friction lip delimits with a skirt of the top bearing cover the annular radial labyrinth sealing zone.4. Device according to claim 2 , wherein an additional labyrinth sealing zone extending the radial labyrinth sealing zone is delimited between the sealing ring and the top bearing cover.5. Device according to claim 4 , wherein the friction lip of the sealing ring delimits with a skirt of the top bearing cover the additional labyrinth sealing zone.6. Device according to claim 1 , wherein the sealing ring is resting axially on the bottom support cover.7. Device according to claim 1 , wherein the sealing ring is radially disposed between the bottom support cover and the top bearing cover.8. Device according to claim 1 , ...

VEHICLE TRACK ASSEMBLY

A vehicle wheel assembly is provided which includes a vehicle frame having a first axle, a wheel assembly having a housing with an aperture engaging the first axle and enabling the wheel assembly to pivot in a first plane about a first axis formed by the first axle. A cylindrical member is carried by the housing of the wheel assembly, the cylindrical member and housing are arranged perpendicular to the first axle. A first wheel is pivotably connected to a first portion of the cylindrical member and a second wheel is pivotably connected to a second portion of the cylindrical member. The first wheel and second wheel independently pivot in a second plane about a second axis formed by the cylindrical member. The first axis is arranged perpendicular to the second axis and the first plane is arranged perpendicular to the second plane. 113-. (canceled)14. A track assembly for a vehicle , the track assembly having a longitudinal axis and comprising: (i) first and second lateral edges and an outer ground engaging face extending between the first and second lateral edges, the outer ground engaging face defining a surface that is generally continuous over its extent;', (1) a belt guide projecting inwardly from the inner face, the belt guide being located between the first and second lateral edges;', '(2) a first support wheel engaging surface between the first lateral edge and the track guide, the first support wheel engaging surface being generally continuous along the longitudinal axis;', '(3) a second support wheel engaging surface extending between the second lateral edge and the belt guide, the second support wheel engaging surface being generally continuous along the longitudinal axis;', '(4) the belt guide having a tip portion vertically inwardly spaced apart from the first support wheel engaging surface and from the second support wheel engaging surface;, '(ii) an inner face including], '(a) a single piece endless belt defining a ground engaging run, the ground ...

FOLD-OUT TRAILER WITH RETRACTABLE WHEEL ASSEMBLY

A trailer includes a trailer frame having a hitch. A stationary support base is joined to the trailer frame. Two support plates are slidably guided on the support base toward and away from each other. A pair of wheel assemblies is provided, wherein a wheel assembly is mounted to an end of each of the support plates remote from the other support plate such that a distance between the wheel assemblies varies with movement of the support plates on the support base. A pair of drive links is provided wherein a drive link is joined to each of the support plates. A drive mechanism is joined to the drive links and configured to selectively move the support plates toward or away from each other. 1. A trailer , comprising:a trailer frame having a hitch;a stationary support base joined to the trailer frame;two support plates slidably guided on the support base toward and away from each other;a pair of wheel assemblies, wherein a wheel assembly is mounted to an end of each of the support plates remote from the other support plate such that a distance between the wheel assemblies varies with movement of the support plates on the support base;a pair of drive links wherein a drive link is joined to each of the support plates;a drive mechanism joined to the drive links and configured to selectively move the support plates toward or away from each other.2. The trailer of wherein the drive mechanism comprises rack and pinion mechanism claim 1 , the rack and pinion mechanism including a rack secured to each of the drive links and a pinion operably coupled to each of the racks wherein selective rotation of the pinion causes simultaneous movement of the racks toward or away from each other.3. The trailer of wherein the drive mechanism comprises a rotatable disc member having a diameter larger than the pinion gear operably coupled to the pinion gear and a further rotatable disc member operably coupled to the rotatable disc member having the larger diameter wherein multiple revolutions of ...

Device for controlling the angle of tilt of a frame mounted on a tiltable wheel set

The present invention relates to a device mounted on a wheel set that comprises: a rocker beam 14 connected firstly to a tiltable frame 10 by means of a shock absorber 17 and secondly to two oscillating arms 7, 8 via two connecting rods 13, 15; and blocking means 27 having a first anchor point on said rocker beam 14. Furthermore, the device comprises decoupling means constituted by a horizontal lever 21 and a vertical lever 22 that are connected together by a connection point 24 about which they are capable of pivoting, the free ends of said levers being connected respectively to said frame and to said rocker beam, the second anchor point of said blocking means 27 being on said decoupling means. The invention also provides a vehicle, in particular a quadricycle, provided with the device.

VEHICLE SUSPENSION SUPPORT STRUCTURE

A vehicle suspension support structure including a lower arm () formed by, for example, a lower arm rotatably supporting a knuckle for a front wheel, and a shock absorber attenuating vibration of the lower arm (), wherein a lower end of the shock absorber is rotatably supported by a support bracket that is welded to an upper face of the lower arm () formed by, for example, the lower arm , and wherein in the upper face of the lower arm (), a bulged portion is formed where a weld target portion to which an end of the support bracket is welded is formed to bulge upwards as compared to the periphery thereof. 17-. (canceled)8. A suspension support structure , comprising:a lower arm rotatably supporting a knuckle for a front wheel;a shock absorber attenuating vibration of the lower arm; anda support bracket welded to an upper face of the lower arm, whereinthe support bracket rotatably supports a lower end of the shock absorber, andin the upper face of the lower arm,a weld target portion is formed, to which an end of the support bracket is welded, anda bulged portion bulged upwards is formed in an area containing part of the weld target portion, and whereinthe support bracket includes a pair of upright plates formed with a pivotal support portion for the shock absorber, respective ends of both upright plates being welded to the bulged portion.9. The suspension support structure for a vehicle according to claim 8 , wherein a stabilizer is installed above the lower arm so as to extend in a vehicle width direction claim 8 , and wherein an interference avoidance portion is formed in the lower arm at a position away from the bulged portion so as to avoid interference with the stabilizer.10. The suspension support structure for a vehicle according to claim 8 , wherein an additional weld bead formed by welding beyond the end of the support bracket is formed in the upper face of the lower arm.11. The suspension support structure for a vehicle according to claim 9 , wherein an ...

AXLE SUPPORT, IN PARTICULAR FRONT AXLE SUPPORT FOR MOTOR VEHICLES

The invention relates to an axle support () for motor vehicles. The axle support comprises at least one receiving element () for the steering device, which preferably comprises a tubular hollow body () and is either produced in a single piece with the axle support or is bonded thereto. 1. Axle support for motor vehicles , wherein at least one steering device receiving element is provided which is manufactured completely or partly as well as in one piece with the axle support or which is joined completely or partly as well as by material fusion with the axle support.2. Axle support claim 1 , especially according to claim 1 , wherein two steering device receiving elements are provided.3. Axle support claim 1 , especially according to claim 1 , wherein at least two steering device receiving elements claim 1 , transverse to the longitudinal direction of the vehicle claim 1 , are integrated in a manner spaced apart from one another in the axle support.4. Axle support claim 1 , especially according to claim 1 , wherein a steering device receiving element has at least one tubular hollow body for the accommodation of a steering rod or toothed rack and/or track rod.5. Axle support claim 1 , especially according to claim 1 , wherein a further steering device receiving element has at least one tubular hollow body for the accommodation of a steering rod or toothed rack and/or track rod.6. Axle support claim 1 , especially according to claim 1 , wherein a steering device receiving element is formed for the bearing of a steering column.7. Axle support claim 1 , especially according to claim 1 , wherein a further steering device receiving element is formed for the accommodation of the gearbox stages of a servo motor.8. Axle support claim 1 , especially according to claim 1 , wherein a steering device receiving element manufactured separately from the casting of the axle support is cast in place and/or cast-on and/or over/cast completely or in parts in and/or on the axle support ...

HANGER ARRANGEMENT FOR HEAVY-DUTY VEHICLE AXLE/SUSPENSION SYSTEMS

A hanger arrangement for heavy-duty vehicle axle/suspension systems includes a pair of front hangers transversely spaced from one another and attached to the vehicle. A pair of transversely spaced rear hangers are spaced longitudinally rearwardly from the front hangers and are attached to the vehicle. A first axle/suspension system is mounted on the front pair of hangers and a second axle/suspension system is mounted on the rear pair of hangers. The pair of front hangers include a rear edge that extends generally downwardly frontwardly toward the front end of the vehicle. The pair of rear hangers include a front edge extending generally downwardly rearwardly toward the rear end of the vehicle. 1. An arrangement and structure of hangers for axle/suspension systems of a heavy-duty vehicle comprising:a) a front pair of hangers, each one of said front hangers attached to said heavy-duty vehicle and supporting a front axle/suspension system,b) a rear pair of hangers, each one of said rear hangers attached to said heavy-duty vehicle and supporting a rear axle/suspension system, said rear pair of hangers being longitudinally spaced rearwardly from said front pair of hangers, each one of said rear hangers extending generally downwardly rearwardly toward a rear end of said vehicle.2. The arrangement of hangers for axle/suspension systems of a heavy-duty vehicle of claim 1 , further comprising a rear edge of each one of said front hangers extending generally downwardly frontwardly toward a front end of said vehicle.3. The arrangement of hangers for axle/suspension systems of a heavy-duty vehicle of claim 1 , wherein each one of said front pair of hangers includes a pair of transverse spaced apart walls claim 1 , and wherein each one of said rear pair of hangers includes a pair of transverse spaced apart walls.4. The arrangement of hangers for axle/suspension systems of a heavy-duty vehicle of claim 1 , wherein said attachment of each one of said front pair of hangers to said ...

METHOD OF MANUFACTURING AN AUTOMOBILE SUSPENSION PART

For manufacturing an aluminum alloy automobile suspension part, an ingot material is heat treated and forged, a through-hole is formed therein and it is subjected to thermal refining. A minimum length between a rib end on a side of the through-hole and a through-hole end is made 6 mm or larger. 1. A manufacturing method of an aluminum alloy automobile suspension part having a through-hole , the automobile suspension part having a yield strength of a normal section as a region where a crystal grain is not coarsened being 270 MPa or larger , the method comprising:an ingot material preparing step of preparing an ingot material;a heat treatment step of performing heat treatment of the ingot material;a shaping step of shaping the heat-treated ingot material to form a shaped member having a rib;a forging step of forging the shaped member;a through-hole forming step of forming a through-hole on the forged shaped member; anda thermal refining step of performing thermal refining of the forged shaped member on which the through-hole is formed, whereina minimum length between a rib end on a side of the through-hole and a through-hole end is 6 mm or larger.2. The manufacturing method according to claim 1 , wherein the aluminum alloy is a 6000 series aluminum alloy. The present application is a divisional application of U.S. patent application Ser. No. 13/043,011, filed on Mar. 8, 2011, the entire content of which is incorporated herein by reference and claims the benefit of priority from Japanese Patent Application No. 2010-058167, filed on Mar. 15, 2010.1. Field of the InventionThe present invention relates to an automobile suspension part having a through-hole for weight saving and a manufacturing method thereof.2. Description of the Related ArtConventionally, 6000 series (JIS 6000 series) aluminum alloys such as 6106, 6111, 6003, 6151, 6061, 6N01 and 6063 aluminum alloys have been generally used for an automobile suspension part. Forging materials made of such 6000 series ...

UPPER SUPPORT FOR VEHICLE SUSPENSION

An upper support for vehicle suspension including: an inner cylindrical member; an outer cylindrical member spaced apart peripherally outward from the inner cylindrical member; a rubber elastic body interposed between the inner cylindrical member and the outer cylindrical member while elastically connecting the two members; and a flange portion extending radially outward from the outer cylindrical member while being adapted to be overlapped and fixed onto a mounting portion of a vehicle body. A fastening seat portion is provided to the flange portion over a prescribed area and has a contact face adapted to be in contact against the mounting portion of the vehicle body. A concave/convex portion is formed on the contact face of the fastening seat portion over a prescribed area thereof. 1. An upper support for vehicle suspension comprising:an inner cylindrical member;an outer cylindrical member spaced apart peripherally outward from the inner cylindrical member;a rubber elastic body interposed between radially opposed faces of the inner cylindrical member and the outer cylindrical member while elastically connecting the inner and outer cylindrical members;a flange portion extending radially outward from the outer cylindrical member and having mounting holes at several locations in a circumferential direction, the flange portion being adapted to be overlapped and fixed onto a mounting portion of a vehicle body by a fastening member via the mounting holes; anda fastening seat portion provided to the flange portion over a prescribed area around each of the mounting holes and having a contact face adapted to be in contact against the mounting portion of the vehicle body,wherein a concave/convex portion is formed on the contact face of the fastening seat portion over a prescribed area thereof.2. The upper support for vehicle suspension according to claim 1 , wherein an outside peripheral portion of the contact face of the fastening seat portion is a flat surface without the ...

SAFETY DEVICE DESIGNED TO WITHHOLD THE ELASTIC SUPPORT ASSOCIATED TO THE TOP END OF THE STEM OF A SHOCK ABSORBER IN THE CORRESPONDING SEAT OF THE BODY OF A MOTOR VEHICLE

A safety device withholds an elastic support associated to the top end of the stem of a motor vehicle shock absorber. The device includes a safety member configured for engaging a metal reinforcement of the elastic support. The safety member includes a metal structure provided with a coating of elastomeric material, so as to close completely and in a fluid-tight way the cavity in which the stem of the shock absorber is received, thus also reducing noise. 2. The safety device according to claim 1 , wherein the aforesaid notches are each defined between two teeth projecting axially from said annular end edge claim 1 , each of said axial teeth having an inclined side claim 1 , facing the respective notch claim 1 , constituting a lead-in for proper engagement of a respective radial tooth of the safety member following upon the aforesaid rotation claim 1 , the other side of each axial tooth being a substantially axial surface that delimits on one side a seat for withholding the respective radial tooth following upon the manoeuvre of rotation of the safety member.3. The safety device according to claim 1 , wherein the coating made of elastomeric material bears at least one reference for correct angular positioning of the safety member. The present invention relates to safety devices designed to withhold the elastic support associated to the top end of the stem of a shock absorber in the corresponding seat of the body of a motor vehicle, of the typein which said seat is in the form of a dome-shaped portion of sheet metal, with a top opening,in which said elastic support comprises a body made of elastomeric material set between an inner reinforcement connected to said stem and an outer reinforcement resting against the bottom surface of said dome-shaped portion of the body,in which said device comprises a cap-like safety member resting on the top surface of the dome-shaped portion of the body and designed to engage said outer reinforcement following upon a rotation about ...

Control Apparatus Applying Arbitration To Plurality Of Received Control Requests

A control apparatus for a vehicle can receive a plurality of control requests each expressing a requested position and requested attitude angle for the vehicle, the control requests originating from respective control request apparatuses such as driver assistance apparatuses. The control apparatus executes arbitration to select one of the control requests, which is then converted to a corresponding yaw rate control request. The converted yaw rate control request is supplied to a yaw rate control apparatus, which controls the vehicle motion accordingly. 1. A control apparatus for installation on a vehicle , comprising:an arbitration section coupled to receive a plurality of position/attitude control requests produced respectively from a plurality of control request apparatuses, and for selecting and outputting one of the position/attitude control requests, each of the position/attitude control requests expressing a position control request and an attitude angle control request;a first conversion section, configured for converting the selected position/attitude control request to a converted yaw rate control request; anda yaw rate control apparatus configured to receive the converted yaw rate control request and to effect yaw rate control of the vehicle in accordance with the received request.2. A control apparatus according to claim 1 , wherein:the yaw rate control apparatus is configured for outputting information expressing an achievable yaw rate control range as a range within which control can actually be effected by the yaw rate control apparatus; andwhen the first conversion section is configured for judging when the converted yaw rate control request is outside the achievable yaw rate control range, for adjusting the converted yaw rate control request to come within the achievable yaw rate control range, and outputting a resultant yaw rate control request to the yaw rate control apparatus.3. A control apparatus according to claim 2 , comprising a second ...

STEEL FOR VEHICLE SUSPENSION SPRING PART, VEHICLE SUSPENSION SPRING PART, AND METHOD OF FABRICATING THE SAME

Steel, excellent in corrosion resistance and low-temperature toughness, for a vehicle suspension spring part, includes 0.15 to 0.35% by mass of C, more than 0.6% by mass but 1.5% by mass or less of Si, 1 to 3% by mass of Mn, 0.3 to 0.8% by mass of Cr, 0.005 to 0.080% by mass of sol. Al, 0.005 to 0.060% by mass of Ti, 0.005 to 0.060% by mass of Nb, not more than 150 ppm of N, not more than 0.035% by mass of P, not more than 0.035% by mass of S, 0.01 to 1.00% by mass of Cu, and 0.01 to 1.00% by mass of Ni, the balance consisting of Fe and unavoidable impurities, with Ti+Nb≦0.07% by mass. The steel has a tensile strength of not less than 1,300 MPa. 1. Steel , excellent in corrosion resistance and low-temperature toughness , for a vehicle suspension spring part , the steel comprising 0.21 to 0.35% by mass of C , more than 0.6% by mass but 1.5% by mass or less of Si , 1 to 3% by mass of Mn , 0.3 to 0.8% by mass of Cr , 0.005 to 0.080% by mass of sol. Al , 0.005 to 0.060% by mass of Ti , 0.005 to 0.060% by mass of Nb , not more than 150 ppm of N , not more than 0.035% by mass of P , not more than 0.035% by mass of S , 0.01 to 1.00% by mass of Cu , and 0.01 to 1.00% by mass of Ni , the balance consisting of Fe and unavoidable impurities , with Ti+Nb≦0.07% by mass , and having a tensile strength of not less than 1 ,300 MPa.2. The steel according to claim 1 , wherein its crystal grains fall within a range of 7.5 to 10.5 as a prior austenite grain size number claim 1 , after hardening claim 1 , and has a tensile strength of not less than 1 claim 1 ,300 MPa.3. The steel according to claim 1 , further comprising not more than 1% of Mo claim 1 , not more than 1% of V claim 1 , not more than 0.010% of B claim 1 , not more than 0.010% of Ca claim 1 , and not more than 0.5% of Pb.4. A method of fabricating a vehicle suspension spring part claim 1 , comprising:hot-forming or cold-forming steel into a shape of a spring part, the steel comprising 0.21 to 0.35% by mass of C, more than ...

ROTATED SECTION STABILIZER

A product including a section stabilizer which may be inserted into a hollow section of a vehicle body and rotated into place which may add reinforcement to the area. 1. A product comprising:a section stabilizer;wherein the section stabilizer includes a base structure;wherein the base structure is attached to a vertical support; andwherein the vertical support is attached to a lateral support pin.2. The product of wherein the base structure includes a planar upper portion and a planar lower portion;wherein the planar upper portion is constructed and arranged to be inserted into a hole in a hollow section of a vehicle structure; andwherein the lower portion extends a distance greater than a diameter of the hole in the vehicle structure.3. The product of wherein the lower portion of the base structure is rectangular.4. The product of wherein the lower portion of the base structure is circular.5. The product of wherein the lower portion of the base structure is constructed and arranged to accommodate an underbody bracing attachment claim 2 , a jack claim 2 , or a hoist pad.6. The product of wherein the lateral support pin is cylindrical and includes a pair of opposing planar end surfaces; and wherein the opposing planar end surfaces include a chamfer.7. The product of wherein the lateral support pin is constructed and arranged to fit securely between a pair of opposing sides of a hollow structure of a vehicle.8. The product of wherein the section stabilizer is a single component.9. The product of wherein the section stabilizer is casted.10. The product of wherein the section stabilizer is constructed and arranged to provide reinforcement to a hollow structure of a vehicle body.11. The product of wherein the section stabilizer is constructed and arranged to be inserted into the hollow structure via a hole in the hollow structure and rotated so that it is secured between a pair of opposing walls of the hollow structure.12. The product of wherein the section stabilizer is ...

DRIVETRAIN

The following invention relates to smart material couplings, particularly to shape memory alloy drivetrain systems to mitigate against shock or blast. 1. An armoured land vehicle comprising:an armoured V-shaped hull;a powerplant located within said V-shaped hull;at least one wheel set with a hub; anda drivetrain comprising a shape memory material, wherein said drivetrain is located between and operably connected via drive couplings to said powerplant and a hub of a wheel included in the at least one wheel set, to provide drive to said wheel.2. The vehicle according to claim 1 , wherein the shape memory material is a shape memory alloy.3. The vehicle according to claim 1 , wherein the drive couplings are spring drive couplings.4. The vehicle according to claim 1 , wherein the drive couplings are shape memory alloy drive couplings.5. The vehicle according to claim 1 , wherein the drivetrain comprises a drive shaft which consists only of a shape memory alloy.6. The vehicle according to claim 1 , further comprising at least one suspension device claim 1 , said suspension device comprising a shape memory alloy operably connecting the V-shaped hull to a hub of a wheel included in the at least one wheel set.7. The vehicle according to claim 1 , wherein there are a plurality of wheel sets.8. The vehicle according to claim 1 , wherein skid steering is employed to control direction of travel of the vehicle.9. The vehicle according to claim 2 , wherein the shape memory alloy is selected from Cu—Al—Ni claim 2 , NiTi claim 2 , Fe—Mn—Si claim 2 , Cu—Zn—Al claim 2 , Cu—Al—Ni claim 2 , and alloys of zinc claim 2 , copper- claim 2 , gold and iron.10. The vehicle according to claim 1 , wherein the vehicle is a remotely controlled vehicle.11. A vehicle comprising:a powerplant;at least one wheel set with a hub; anda drivetrain comprising a shape memory material, wherein said drivetrain is located between and operably connected via drive couplings to said powerplant and a hub of a wheel ...

AIR SUSPENSION LEVELING BASED ON DATA AVAILABLE TO THE VEHICLE

An air suspension system which uses software logic and internal signals and/or external signals available to automatically adjust the ride height of the vehicle. The air suspension system also may respond to requests from other vehicle systems requesting a change in ride height. Signals available to the vehicle may be used to detect parking lot maneuvers (for example, a combination of low speed, high steering angle, and low lateral acceleration) and automatically begin to lower the ride height of the vehicle to a calibrated “entry/exit” ride height. Additionally, a camera, radar, and/or parking sensor signals are utilized to detect potential roof or undercarriage clearance issues, and automatically adjust the ride height of the vehicle. The air suspension system may also adjust the ride height of the vehicle when the electronic brake system (EBS) detects rough road, automatically increasing the ride height of the vehicle to increase ground clearance. 1. An apparatus , comprising: a control unit;', 'a compressor in electrical communication with the control unit;', 'a plurality of air spring assemblies in electrical communication with the control unit, and the plurality of air spring assemblies in fluid communication with the compressor; and', 'at least one detection device operable for detecting one or more objects in the environment around the vehicle;', 'wherein the control unit commands the compressor and the plurality of air spring assemblies to configure the ride height of the vehicle independently of driver input, and based on feedback from the at least one detection device., 'an air suspension system for a vehicle, including2. The apparatus of claim 1 , further comprising at least one input claim 1 , wherein the control unit commands the compressor and the plurality of air spring assemblies to adjust the ride height of the vehicle based on the at least one input.3. The apparatus of claim 2 , the at least one input further comprising one or more selected from ...

Method and device for performing open-loop control of a driver's cab mount

A method for performing open-loop or closed-loop control of a driver's cab mount of a motor vehicle, wherein the driver's cab mount has dampers whose damper force can be adjusted, wherein the motor vehicle can be operated a first driving mode in which the motor vehicle automatically carries out vehicle guidance comprising both a longitudinal guidance operation and a transverse guidance operation of the motor vehicle, and in a second driving mode where the motor vehicle can be controlled by the driver, in which driving mode a driver of the motor vehicle is intended to carry out at least part of the vehicle guidance himself, wherein when the motor vehicle is operated in the first driving mode, the adjustable dampers of the driver's cab mount are actuated or adjusted in such a way that pitching or rolling movements are reduced compared to the second driving mode.

Systems and Methods for Providing Predictive Vehicle Dynamics

Systems and methods for providing predictive vehicle dynamics are described herein. Accordingly, embodiments of a method may include predicting a route of a vehicle, determining a route feature along the route, and determining a user-desired speed for traversing the route. Some embodiments may include determining an adjustment to a vehicle performance characteristic to be made in anticipation of the route feature at the user-desired speed and implementing the adjustment on a vehicle system of the vehicle. 1. A method for providing predictive vehicle dynamics comprising:predicting, by a computing device, a route of a vehicle;determining, by the computing device, a route feature along the route;determining, by the computing device, a user-desired speed for traversing the route;determining, by the computing device, an adjustment to a vehicle performance characteristic to be made in anticipation of the route feature at the user-desired speed; andimplementing, by the computing device, the adjustment on a vehicle system of the vehicle.2. The method of claim 1 , wherein the route feature comprises at least one of the following: a road condition and a vehicle condition.3. The method of claim 1 , further comprising:determining, by the computing device, that the route feature has been passed by the vehicle; andreturning, by the computing device, the vehicle to a normal driving condition mode.4. The method of claim 1 , wherein determining the route feature along the route is performed at one of the following: prior to encountering the route feature and after encountering the route feature.5. The method of claim 1 , wherein the user-desired speed is determined from previously determined user driving habits.6. The method of claim 1 , wherein the adjustment to the vehicle performance characteristic comprises adjusting at least one of the following: a braking system claim 1 , a restraint system claim 1 , a transmission system claim 1 , an audio/video system claim 1 , an electronic ...

VEHICLE HAVING A CHASSIS AND A PENDULUM NACELLE

The vehicle includes: a chassis which includes a front cross-member and a rear cross-member; a nacelle receiving a person or a load, pivotally mounted relative to the central part of the cross-members about a substantially longitudinal hinge axis, the center of gravity of the nacelle being situated below said hinge axis; a front train and a rear train, each including two movement supports on the ground, each movement support being connected to the end part of the corresponding cross-member by a connecting system; the cross-members, situated in the upper part of the nacelle, being separate pieces linked together only by the nacelle, via the hinge axis, so as to be able to pivot about the hinge axis independently of one another. 1. A vehicle comprising:a chassis comprising a front cross-member and a rear cross-member;at least one front train and one rear train mounted on the chassis, each train including at least two movement supports on the ground;{'b': '1', 'a nacelle intended to receive at least one person or a load, pivotally mounted relative to the chassis about a hinge axis which is substantially longitudinal, substantially situated in the median longitudinal plane (P) of the vehicle, and arranged so that the center of gravity of the nacelle is situated under said hinge axis;'}wherein the front and rear cross-members are distinct pieces being linked together only by the nacelle, via the hinge axis, so as to be able to pivot about the hinge axis independently of one another;characterized in that the front and rear cross-members are situated in the upper part of the nacelle and in that each of the front and rear cross-members presents:a central part wherein passes the hinge axis, and on which the front portion, respectively the rear portion, of the nacelle is pivotally mounted about the hinge axis;and two end parts, each end part being connected to the corresponding movement support by a link system.2. The vehicle according to claim 1 , characterized in that the ...

AERODYNAMIC MECHANISM CONFIGURED TO SELECTIVELY GENERATE DOWNFORCE ONTO A VEHICLE

A vehicle includes an aerodynamic mechanism for a vehicle including a body and a wheel. The aerodynamic mechanism includes a wing and a coupling assembly. The wing is configured to be arranged to intersect and airflow such that the airflow circulates about the wing and generates downforce. The coupling assembly is operatively connected to the wing and configured to be operatively connected to the body. The coupling assembly is configured to be selectively coupled to the wheel such that downforce generated by the wing is transmitted through the coupling assembly, directly to the wheel. The coupling assembly is configured to be selectively decoupled from the wheel such that downforce generated by the wing is transmitted through the coupling assembly, directly to the body. 1. An aerodynamic mechanism for a vehicle including a body and a wheel , the aerodynamic mechanism comprising:a wing arranged to intersect an airflow such that the airflow circulates about the wing and generates downforce; anda coupling assembly operatively connected between the wing and the body;wherein the coupling assembly is configured to be selectively coupled to the wheel and decoupled from the wheel, such that when coupled to the wheel the downforce generated by the wing is applied through the coupling assembly, directly to the wheel, and when the coupling assembly is decoupled from the wheel, the downforce generated by the wing is transmitted through the coupling assembly, directly to the body.2. The aerodynamic mechanism claim 1 , as set forth in claim 1 , wherein the coupling assembly is configured to be selectively moved claim 1 , relative to the body claim 1 , such that the wing moves between an extended position and a retracted position;wherein when the wing is in the extended position and the coupling assembly is coupled to the wheel, downforce generated by the wing is transmitted through the coupling assembly, directly to the wheel, and wherein the body is configured to be displaced ...

STABILISER BAR FOR VEHICLE CAB

A stabiliser bar () to counteract pitching movements in a vehicle cab () includes a suspension device () with a bushing () on each side of which lateral stops () are arranged, made from an essentially elastic material, and bearings () arranged on the outside of these. A washer-shaped unit () is arranged between the bearings () and the lateral stops () and that unit has a diameter which essentially corresponds to the lateral stops' diameter. The washer-shaped unit () is arranged to support the lateral stops () in an axial direction and absorb any axial forces exerted by the lateral stops and to form an air gap () between the stabiliser bar's supporting surfaces () and the washer-shaped unit (), eliminating direct contact between the stabiliser bar's supporting surfaces () and the lateral stops (). 1. A stabiliser bar for counteracting pitching movements of a vehicle cab comprising:a suspension device between a cab and a chassis of the vehicle;the stabiliser bar includes an axle, a bushing fixing the axle to the chassis;the bushing has lateral sides;lateral stops arranged on each side of the bushing, the stops are comprised of an essentially elastic material, and have lateral outsides;bearings arranged on the outsides of the lateral stops;a respective washer-shaped unit arranged between each bearing and the respective lateral stop and the washer shaped unit being configured with a diameter which essentially corresponds to the lateral stops' diameter; andeach washer-shaped unit is arranged to support a respective lateral stop in an axial direction and to absorb axial forces exerted by the lateral stop and each washer shaped unit is shaped and configured to form an air gap between the stabiliser bar's supporting surfaces and the washer-shaped units, for eliminating direct contact between the stabiliser bar's supporting surfaces and the lateral stops.2. The stabiliser bar according to claim 1 , further comprising:each bearing comprising an inner bearing ring section and ...

LIGHT-WEIGHT BODY MOUNT ASSEMBLY

A vehicle body mount assembly includes an inner metal sleeve, a polymer mounting bracket with a damper opening oriented coaxially with the inner metal sleeve, an elastomeric damper disposed within the damper opening between the inner metal sleeve and the polymer mounting bracket, at least one fastening element embedded in and extending from the polymer mounting bracket, and a ferrule disposed at least partially within the inner metal sleeve. A polymer outer sleeve can be included and disposed between elastomeric damper and the polymer mounting bracket. Also, the at least one fastening element can be a stud bolt with a head embedded in the polymer mounting bracket, a nut embedded in the polymer mounting bracket, or a metal sleeve configured for a bolt to extend therethrough embedded in the polymer mounting bracket.

LIGHTWEIGHT SUSPENSION UPRIGHT OR KNUCKLE

A lightweight suspension upright or knuckle for a vehicle including a bearing connection interface arranged coaxial with the rolling bearing and including a first sleeve element and a second sleeve element arranged radially outside the first sleeve element and including a BMC/LFT/DLFT annular body that is sandwiched between a first and second shell elements, which are coupled together in a radially superimposed manner and which are preferably obtained in a semi-cured state as self-supporting elements, to be chemically and mechanically bonded together and with the BMC/LFT/DLFT annular body in a later stage during a step of forming a core () to fill either completely or partially an empty space () delimited between the first and second shell elements (). 1. A lightweight suspension upright or knuckle for a vehicle , comprising:a bearing connection interface for receiving a wheel bearing, the bearing connection interface including a first sleeve element; whereini)—the bearing connection interface also comprises a second sleeve element arranged radially outside the first sleeve element and comprising an annular body having a radially outer lateral surface and a radially inner lateral surface and made of a composite material including reinforcing fibers dispersed in a polymer matrix, the radially inner lateral surface being mechanically coupled to the first sleeve element;ii)—the lightweight suspension upright or knuckle further comprising a first and a second shell elements, both generally cup-shaped and both made of high-performance fiber reinforced composite material;iii)—the first shell element being provided integrally with the bearing connection interface and the second shell element being fitted upon the first shell element, radially outside or inside thereof and radially and peripherally mating therewith, with the annular body of the bearing interface sandwiched between the first and second shell element;iv)—the lightweight suspension upright or knuckle further ...

FASTENING STRUCTURE FOR VEHICLE

In a suspension member having a closed cross section, insertion holes are respectively formed in an upper member and a lower member that are two opposing walls. A collar includes a cylindrical portion and a flange. The cylindrical portion is inserted through the insertion holes. On the upper member side, the cylindrical portion and the upper member are welded together, forming a weld bead. On the lower member side, the outer circumferential edge of the flange and the lower member are welded, forming a weld bead. The welding is applied so that the length of the welding line on the lower member side is longer. 1. A fastening structure for a vehicle using a collar as a reinforcing member to fasten a closed section member , the fastening structure comprising:two insertion holes respectively formed in opposing first and second walls of the closed section member; andthe collar comprising a cylindrical portion inserted through the two insertion holes,wherein the cylindrical portion of the collar and the first wall are welded together,the collar comprises a flange that extends on an outer circumferential side of the cylindrical portion and is disposed on an outer surface side of the second wall, and the flange and the second wall are welded together, andthe welding is applied such that a welded area on the second wall is larger than a welded area on the first wall.2. The fastening structure for a vehicle according to claim 1 , whereinthe flange has a circular outer circumference, andon a second wall side, a circular outer circumferential edge of the flange and the second wall are welded.3. The fastening structure for a vehicle according to claim 1 , whereinthe insertion hole in the second wall is larger than the insertion hole in the first wall but smaller than the flange, andon a second wall side, the flange and the second wall are in surface contact and a circular outer circumferential edge of the flange and the second wall are welded together. This application claims ...

Assisted Direct Start And Active Suspension Integration Control

A system for controlling an internal combustion engine. The system includes engine shutdown/restart means and energy storage means configured for supplying power to an associated active vehicle suspension system when the engine is shut down. A controller is configured for controlling the shutdown/restart means responsive to an energy state of the energy storage means. 1. A system for controlling an internal combustion engine , the system comprising:engine shutdown/restart means;energy storage means configured for supplying power to an associated active vehicle suspension system when the engine is shut down; anda controller configured for controlling the shutdown restart means responsive to an energy state of the energy storage means.2. The system of wherein the energy storage means comprises at least one hydraulic accumulator.3. The system of further comprising an accumulator charging means operatively coupled to the accumulator for pressurizing the hydraulic fluid stored in the accumulator.4. The system of wherein the accumulator charging means comprises an electrically powered pump.5. The system of wherein the accumulator charging means comprises a mechanically powered pump.6. The system of wherein the energy storage means comprises at least one battery.7. The system of wherein the energy storage means comprises at least one ultracapacitor.8. The system of wherein the shutdown/restart means is configured to shut down the engine responsive to detection of at least one first predetermined condition claim 1 , and is also configured to restart the engine responsive to detection of at least one second predetermined condition following the at least one first predetermined condition.9. The system of wherein the energy storage means is operatively coupled to the engine so as to be chargeable by running of the engine.10. A system for controlling a vehicle active suspension system during engine shutdown claim 1 , comprising:an energy storage means structured for powering ...

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.

METHODS AND SYSTEMS FOR CONTROLLING VEHICLE BODY MOTION AND OCCUPANT EXPERIENCE

In one embodiment, one or more suspension systems of a vehicle may be used to mitigate motion sickness by limiting motion in one or more frequency ranges. In another embodiment, an active suspension may be integrated with an autonomous vehicle architecture. In yet another embodiment, the active suspension system of a vehicle may be used to induce motion in a vehicle. The vehicle may be used as a testbed for technical investigations and/or as a platform to enhance the enjoyment of video and/or audio by vehicle occupants. In some embodiments, the active suspensions system may be used to perform gestures as a means of communication with persons inside or outside the vehicle. In some embodiments, the active suspensions system may be used to generate haptic warnings to a vehicle operator or other persons in response to certain road situations. 1. A method of mitigating motion sickness in a vehicle , the method comprising:mitigating motion of at least a portion of the vehicle within a first frequency range by a first degree during a first mode of operation;detecting an event indicating an increased likelihood of motion sickness of at least one occupant of the vehicle;mitigating motion of the portion of the vehicle within the first frequency range by a second degree, different than the first degree, during a second mode of operation.2126-. (canceled) This application is a continuation of U.S. application Ser. No. 15/833,738, filed on Dec. 6, 2017, which is a continuation of U.S. application Ser. No. 15/303,395, filed on Oct. 11, 2016, which is a national stage filing under 35 U.S.C. § 371 of International Application Number PCT/US2016/035926 filed Jun. 3, 2016, which claims the benefit of priority under U.S.C. § 119(e) of U.S. Provisional Application 62/170,674, filed Jun. 3, 2015, U.S. Provisional Application 62/182,420, filed Jun. 19, 2015, U.S. Provisional Application 62/192,051, filed Jul. 13, 2015, U.S. Provisional Application 62/296,325, filed Feb. 17, 2016, and U.S. ...

ACTIVE VEHICLE SUSPENSION

A method of on-demand energy delivery to an active suspension system is disclosed. The suspension system includes an actuator body, a hydraulic pump, an electric motor, a plurality of sensors, an energy storage facility, and a controller. The method includes disposing an active suspension system in a vehicle between a wheel mount and a vehicle body, detecting a wheel event requiring control of the active suspension; and sourcing energy from the energy storage facility and delivering it to the electric motor in response to the wheel event. 1. (canceled)2. A method of energy delivery to an active suspension system , comprising:providing an active suspension system in a vehicle, the active suspension system comprising a hydraulic pump and an electric motor, the hydraulic pump and electric motor being operatively coupled, one or more sensors, an energy storage facility, one or more bypass valves, a controller, and one or more active suspension actuators, each actuator comprising an actuator body, a compression volume, an extension volume, and a piston;detecting a road induced movement of a wheel of the vehicle with at least one of the one or more sensors;sending data representing the movement from the at least one of the one or more sensors to the controller;determining, at the controller, based on the data representing the movement, a first torque command to be applied to a shaft of the hydraulic pump;receiving a required amount of energy at the electric motor from the energy storage device;applying a first torque corresponding to the first torque command to the shaft of the hydraulic pump using at least a portion of the required amount of energy received thereby altering a pressure in at least one of the compression volume or the extension volume; andmodifying flow of hydraulic fluid to the hydraulic pump from at least one of the compression volume or the extension volume with at least one of the one or more bypass valves.3. The method of claim 2 , further comprising ...

SUSPENSION DEVICE FOR A VEHICLE

1. Objective: 1a shock absorber disposed between a wheel and a vehicle body,a coil spring disposed between a top spring seat in a shape of a ring and a bottom spring seat in a shape of a ring, said top spring seat is disposed on the side of a structure which supports said vehicle body and said bottom spring seat is disposed on the cylinder sheath side of said shock absorber, anda dust cover disposed between said shock absorber and said coil spring, said dust cover is elastically deformable and is in a shape of bellows tube,wherein:said top spring seat is formed so that a supporting surface which supports an upper end of said coil spring through an insulator is inclined to an axis of said shock absorber and said top spring seat is disposed rotatably about a top seat axis inclined to said axis of said shock absorber,a lower end of said dust cover is attached to a sheath side member rotatably about an axis of said shock absorber, by being fitted into said sheath side member fixed and disposed on said cylinder sheath side,an upper end of said dust cover is attached to said top spring seat by being fitted into a radially inner circumference portion of said top spring seat and comprises a cover side rotation prevention portion forming cover side rotation prevention surfaces which are surfaces enable to contact with said top spring seat in both rotational directions about said top seat axis so that said upper end of said dust cover does not relatively rotate about said top seat axis over said top spring seat in a status that said upper end of said dust cover is fitted into said radially inner circumference portion of said top spring seat, andsaid top spring seat comprises a seat side rotation prevention portion forming seat side rotation prevention surfaces which are surfaces enable to contact with said cover side rotation prevention surfaces.. A suspension device for a vehicle comprising: 1. Field of the InventionThe present invention relates to a suspension device for a ...

ELECTRONIC CONTROL SUSPENSION SYSTEM FOR VEHICLES

Disclosed herein is an electronic control suspension (ECS) system for vehicles. The ECS system includes a strut assembly which is coupled to a vehicle body and a lower portion of which is inserted through the housing to absorb the rocking from the wheel. The system further includes a vehicle height control module at a lower portion of the strut assembly, wherein the control module includes a spiral guide groove formed in the strut assembly and a guide member fitted into the guide groove. The guide member is rotated using a motor to move the guide member along the guide groove to cause the strut assembly to be moved vertically to control the height of a vehicle. 1. An electronic control suspension (ECS) system for vehicles , comprising:a housing having an open upper end and a lower end coupled to a wheel;a strut assembly coupled to a vehicle body at an upper end and a lower portion of which is inserted through the upper end of the housing to absorb rocking transmitted from the wheel; and a spiral guide groove in the lower portion of the stmt assembly; and', 'a guide member fitted into the guide groove, wherein the guide member is rotated using a rotating force from a motor to move the guide member along the guide groove to cause the strut assembly to be moved vertically to control the height of a vehicle., 'a vehicle height control module disposed at a lower portion of the strut assembly, wherein the vehicle height control module includes2. The ECS system according to claim 1 , wherein the vehicle height control module further includes:a guide pipe fixed to the lower portion of the strut assembly with the spiral guide groove formed in a circumference thereof; anda rotary shaft configured to fix the guide member to an upper end thereof to fit the guide member into the guide groove.3. The ECS system according to claim 1 , wherein the guide groove includes at an end portion thereof claim 1 , a horizontal linear section in which the guide member is disposed when a ...

VEHICULAR DUST COVER ASSEMBLY AND MANUFACTURING METHOD THEREOF

A vehicular dust cover assembly including: an upper support; a bound stopper and a dust cover assembled to the upper support; and an engaging step provided on an outer circumferential surface of the bound stopper. A top end part of the dust cover is externally fit to a top end part of the bound stopper. The upper support includes an outer metal fitting having a fitting recess within which the top end part of the bound stopper is fit and assembled. An engaging projection is provided projecting on an inner surface of the fitting recess to be engaged with the engaging step with the dust cover interposed therebetween. The bound stopper includes an axial pushing operation surface exposed facing axially downward which is provided at a lower side than the engaging step and at a position inside the fitting recess. 1. A vehicular dust cover assembly comprising:an upper support configured to mount a shock absorber to a vehicle body;a bound stopper and a dust cover assembled to the upper support; andan engaging step provided on an outer circumferential surface of the bound stopper, whereina top end part of the dust cover is externally fit to a top end part of the bound stopper while being overlapped on the engaging step,the upper support includes an outer metal fitting configured to be fixed to the vehicle body, and having a fitting recess within which the top end part of the bound stopper is fit and assembled,an engaging projection is provided projecting on an inner surface of the fitting recess and the engaging projection is engaged with the engaging step with the dust cover interposed therebetween so that the bound stopper and the dust cover are retained and held in relation to the outer metal fitting, andthe bound stopper includes an axial pushing operation surface exposed facing downward in an axial direction of the dust cover, the pushing operation surface being provided at a lower side than the engaging step of the bound stopper and at a position inside the fitting ...

Slider Suspension Assembly with Compliant Hold-Down Arrangement

A vehicle suspension assembly includes a vehicle frame rail, a slide rail extending longitudinally along the vehicle frame rail and slidably adjustable thereto, a support bracket extending downwardly from the slide rail, a trailing arm pivotably coupled to the support bracket, a spring member positioned between the trailing arm and the slide rail, and an elastically resilient coupling arrangement coupling the slide rail to the vehicle frame rail, wherein the coupling member is configured to elastically deform during vertical displacement of the vehicle frame rail with respect to the slide rail.

SYSTEM AND METHOD FOR ADJUSTING A WHEELCHAIR SEAT

A wheelchair including a base assembly that has a first side and a second side. At least one caster and a drive wheel are mounted to each of the first and second sides. The wheelchair includes a seat assembly having a seat and a backrest and an actuator assembly having a plurality of actuators. Each actuator can expand and retract and includes a first end pivotably connected to the base assembly and a second end pivotably connected to the seat assembly. The actuator assembly allows for at least four degrees of movement of the seat assembly with respect to the base assembly. The wheelchair includes a computer that is connected to the actuators and that controls the movement of the actuators. The computer moves the actuators to vary the position of the seat assembly with respect to the base assembly. 1. A method for adjusting the position of a wheelchair seat assembly , comprising: a base assembly including a first side and a second side, wherein on each of said first and second sides is mounted a caster and a drive wheel;', 'a seat assembly;', 'a plurality of actuators connected to said base assembly and said seat assembly, wherein said actuators provide said seat assembly with at least four degrees of movement with respect to said base assembly;', 'a computer that is connected to said actuators; and', 'a detector that measures the orientation of said base assembly;, 'providing a wheelchair includingmoving said actuators at the command of said computer such that said seat assembly moves linearly forward with respect to said base assembly;measuring a first change in the orientation of said base assembly due to the forward movement with said detector;moving said actuators at the command of said computer such that said seat assembly moves linearly backward with respect to said base assembly;measuring a second change in the orientation of said base assembly due to the backward movement with said detector;sending the measurements of the first and second changes in ...

AXLE/SUSPENSION SYSTEM TOWER MOUNT

An axle/suspension system tower mount for a heavy-duty vehicle which mounts a force reacting suspension component attached to the vehicle frame members to the axle of the axle/suspension system. The tower mount includes an axle wrap system which attaches the tower mount to the axle of the axle/suspension system at a location inboard of the axle/suspension system suspension assemblies. The axle/suspension system tower mount provides mounting support for components of an air brake system, including cam shaft assemblies, brake air chambers, and mounting brackets thereof. 1. A mounting structure for a heavy-duty vehicle axle/suspension system and brake system comprising:a) at least one axle wrap disposed about and rigidly attached to an axle of said vehicle axle/suspension system;b) a mount assembly rigidly attached to said at least one axle wrap and being operatively connected to a force reacting suspension component of said axle/suspension system, said mount assembly providing a support structure for mounting at least one component of an air brake system.2. The mounting structure for a heavy-duty vehicle axle/suspension system and brake system of claim 1 , wherein said axle is a round axle.3. The mounting structure for a heavy-duty vehicle axle/suspension system and brake system of claim 2 , wherein said axle is formed of a material selected from the group consisting of aluminum and steel.4. The mounting structure for a heavy-duty vehicle axle/suspension system and brake system of claim 2 , wherein said axle preferably has a diameter of about 4 inches to 7 inches.5. The mounting structure for a heavy-duty vehicle axle/suspension system and brake system of claim 2 , wherein said axle more preferably has a diameter of about 5 inches to about 6 inches.6. The mounting structure for a heavy-duty vehicle axle/suspension system and brake system of claim 1 , wherein said force reacting suspension component is a torque box assembly claim 1 , said torque box assembly being ...

DAMPER BEARING FOR SUPPORTING A CHASSIS COMPONENT ON A MOTOR VEHICLE BODY

The invention relates to a damper bearing () for supporting a chassis component on a motor vehicle body, including a first bearing element () for attachment to the motor vehicle body, a second bearing element () for attachment to the chassis component, and a damping element () which is active between the first and the second bearing elements () and which is made of a shock-absorbing material. The invention is characterized in that a coupling element () is arranged between the first and the second bearing elements (), with the second bearing element () interacting via the coupling element with at least one active spring element () which is arranged on the coupling element () and effective in series with the damping element (). 17-. (canceled)8. A damper bearing for supporting a chassis component on a motor vehicle body , comprising:a first bearing element configured for attachment to the motor vehicle body;a second bearing element configured for attachment to a chassis component;a damping element made of a shock-absorbing material and acting between the first and second bearing elements;a coupling element arranged between the first and second bearing elements; andat least one controllable active spring element arranged on the coupling element and effective in series with the damping element, said second bearing element interacting with the spring element via the coupling element.9. The damper bearing of claim 8 , wherein the damping element is arranged between the first bearing element and the coupling element claim 8 , said second bearing element being supported via the at least one active spring element on the coupling element.10. The damper bearing of claim 9 , further comprising a bump stop arranged between the second bearing element and the coupling element.11. The damper bearing of claim 9 , wherein the bump stop is made of an elastomeric material.12. The damper bearing of claim 8 , wherein the damping element is arranged between the coupling element and the ...

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 ...

SPACE FRAME FRONT UPPER BODY SUPPORT AND FRAME CONNECTION

A front upper frame connection for a space frame can comprise a top surface; a bottom surface opposite the top surface; a right-side surface; a left-side surface opposite the right-side surface; a front surface; a rear surface opposite the front surface; a pair of forward support plates provided on the front surface; a pair of forward flat mounting surfaces; and a pair of rocker attachment interfaces located on the top surface adjacent to the rear surface and respectively the right-side surface and the left-side surface. The front surface and the forward support plates can define a cutout section. Each of the forward support plates is curved and runs outward from a transverse centerline of the top surface and then forward. 1. A front upper body support and frame connection fabrication for a space frame of a rear haul truck , the front upper body support and frame connection fabrication comprising:a top surface;a bottom surface opposite the top surface;a right-side surface;a left-side surface opposite the right-side surface;a pair of forward support plates configured to support a pair of front upper suspension connection fabrications;a pair of forward flat mounting surfaces configured to respectively fixedly attach to the front upper suspension connection fabrications;a cutout section positioned between and integral to the pair of forward support plates;a rear left-side mounting surface located at a rear of the left-side surface and configured to weldably attach a cab support frame tube;a rear right-side mounting surface located at a rear of the right-side surface and configured to weldably attach a horizontal frame support fabrication;a pair of outer bottom mounting surfaces located at a rear of the bottom surface and orientated toward the left-side surface and right-side surface, respectively, and configured to weldably attach a pair of front upper frame connection castings;a pair of inner bottom mounting surfaces located at the rear of the bottom surface and ...

SPACE FRAME FRONT UPPER SUSPENSION CONNECTION

A front upper suspension connection for a space frame comprises a bottom surface fixedly attachable to a front lower suspension connection; a top rear mounting surface fixedly attachable to a front upper frame connection; a top front mounting surface fixedly attachable to a first elongate support member; a front strut attachment point located below the top rear mounting surface and the top front mounting surface to pivotably attach a front strut; and a lower rear mounting surface located below the top rear mounting surface fixedly attachable to a second elongate support member. The front strut attachment point can include a hole passing through the top rear mounting surface, a coaxial hole passing through the top front mounting surface, and a front strut attachment pin configured to pass through the top rear mounting surface, the top front mounting surface, and a top mounting hole integral to the front strut. 1. A front upper suspension connection fabrication for a space frame of a haul truck comprising:a bottom surface configured to weldably attach to a front lower suspension connection fabrication;a top rear mounting surface configured to weldably attach to a front upper frame connection fabrication;a top front mounting surface configured to weldably attach to a horizontal front frame tube; a hole passing through the top rear mounting surface,', 'a coaxial hole passing through the top front mounting surface, and', 'a front strut attachment pin configured to pass through the top rear mounting surface, the top front mounting surface, and a top mounting hole integral to the front strut; and, 'a front strut attachment point located below the top rear mounting surface and the top front mounting surface configured to pivotably attach a front strut of a front suspension system, wherein the front strut attachment point includesa lower rear mounting surface located below the top rear mounting surface configured to weldably attach an angled front frame tube that connects ...

SPACE FRAME FRONT LOWER SUSPENSION CONNECTION

A front lower suspension connection for a space frame comprises a U-shaped base and upper suspension control arm support sections on the U-shaped base. The U-shaped base can have a cross-beam section and suspension column support beam sections positioned at opposite ends of the cross-beam section, where each suspension column support beam section may include lower suspension control arm pivot joint supports located at opposite ends of the suspension column support beam sections. Each upper suspension control arm support section can have a first support column and a second support column spaced from the first support column, where the first support column may include a first upper suspension control arm pivot joint support, and the second support column may include a second upper suspension control arm pivot joint support and a front mounting surface. A rear mounting may be provided on a rear surface of the front lower suspension connection. 1. A front lower suspension connection fabrication for a space frame of a haul truck comprising: [ a first upper suspension control arm pivot joint support, and', 'a top surface configured to weldably attach a front upper suspension connection fabrication, and, 'wherein the first support column includes, a second upper suspension control arm pivot joint support, and', 'a front mounting surface configured to weldably attach one or more of a horizontal frame tube and an angular frame tube;, 'wherein the second support column includes], 'a pair of upper suspension control arm support sections each having a first support column and a second support column and configured to support a pair of upper suspension control arms,'}a U-shaped base having a cross-beam section and a pair of suspension column support beam sections oriented perpendicular to the cross-beam section and positioned at opposite ends of the cross-beam section, wherein each suspension column support beam section includes a pair of lower suspension control arm pivot joint ...

SPACE FRAME DUMP BODY PIVOT, SUSPENSION NODE, AND REAR FRAME CONNECTION

A dump body pivot pin, suspension node, and rear frame connection comprises a dump body pivot pin boss, a rear suspension connection boss, outer and inner upper rear frame tube connection bosses, outer and inner lower rear frame tube connection bosses, upper and lower beams, a beam connection web, and a support tube connection boss. The dump pivot pin boss has a pivot bore, a pin bore center axis, and inner and outer flat surfaces. The rear suspension connection boss includes a suspension connection center axis and inner and outer flat surfaces. The upper beam connects the outer and inner upper rear frame tube connection bosses to the dump body pivot pin boss. The lower beam connects the outer lower rear frame connection boss to the rear suspension connection boss and the dump body pivot pin boss and the inner lower rear frame tube connection boss to the dump body pivot pin boss. 1. A space frame dump body pivot pin , suspension node , and rear frame connection system for a space frame of a rear haul truck , comprising:a first seven-point dump body pivot pin, suspension node, and rear frame connection casting; anda second seven-point dump body pivot pin, suspension node, and rear frame connection casting spaced from the first seven-point truck body pivot pin, suspension node, and rear frame connection casting in a width direction of the space frame, a dump body pivot pin boss, wherein the dump pivot pin boss has a pivot pin bore, a pin bore center axis, a pin bore vertical centerline perpendicular to the pin bore center axis, an inner flat surface perpendicular to the pin bore center axis, and an outer flat surface perpendicular to the pin bore center axis,', 'a rear suspension connection boss, wherein the rear suspension connection boss includes a suspension connection center axis, an inner flat surface perpendicular to the suspension connection center axis, and an outer flat surface perpendicular to the suspension connection center axis,', 'an outer upper rear ...

SPACE FRAME CENTER LOWER FRAME CONNECTION

A center lower frame connection for a space frame comprising an outer lift cylinder connection boss, an inner drop tube connection boss, a center cylinder between the outer lift cylinder connection boss and the inner drop tube connection boss, a suspension connection boss, an outer rearward angular center lower frame tube connection boss, an inner rearward angular center lower frame tube connection boss, a vertical center lower frame tube connection boss, a forward angular center lower frame tube connection boss, an outer forward horizontal center lower frame tube connection boss, and an inner forward horizontal center lower frame tube connection boss. The outer lift cylinder connection boss, the inner drop tube connection boss, and the center cylinder can have a common center axis. The center lower frame connection can also have a rearward angular beam and a forward horizontal beam. 1. A space frame for an off-highway rear haul truck comprising:a first center lower frame connection casting; anda second center lower frame connection casting spaced from the first center lower frame connection casting in a width direction of the space frame, an outer lift cylinder connection boss,', 'an inner drop tube connection boss,', 'a center cylinder between the outer lift cylinder connection boss and the inner drop tube connection boss, the outer lift cylinder connection boss and the inner drop tube connection boss being integrally attached to the center cylinder, and the outer lift cylinder connection boss, the inner drop tube connection boss, and the center cylinder sharing a common center axis,', 'a suspension connection boss, the suspension connection boss being integrally attached to the center cylinder,', 'an outer rearward angular center lower frame tube connection boss,', 'an inner rearward angular center lower frame tube connection boss,', 'a vertical center lower frame tube connection boss,', 'a forward angular center lower frame tube connection boss,', 'an outer ...

MAP-BASED VEHICLE RIDE HEIGHT CONTROL

A ride height adjustment of a vehicle traveling along a roadway is controlled by a controller which uses data about overpass clearances and the height of the highest point on the vehicle to lower vehicle height when the height can be lowered sufficiently to avoid collision with an overpass. 1. A vehicle comprising:a chassis frame;road wheels on which the vehicle travels along an underlying roadway surface;suspensions which suspend the road wheels from the chassis frame;a ride height adjustment system for setting vertical distance from the chassis frame to an underlying roadway surface to a setting within a range of settings extending from a minimum limit to a maximum limit;a controller for operating the ride height adjustment system to a setting within the range; anda processor which evaluates: 1) data representing a setting to which the ride height adjustment system was set while the vehicle was stationary, 2) data representing vertical distance from the highest point anywhere on the vehicle to an underlying roadway surface for the setting to which the ride height adjustment system was set, and 3) data in a database representing vertical clearance of features and structures overlying an underlying roadway surface at multiple geographic locations along a travel route, to identify any feature or structure along the travel route whose vertical clearance to an underlying roadway surface is insufficient to assure passage of the vehicle underneath the feature or structure without collision of the vehicle with the feature or structure but which would enable sufficient clearance to be obtained if the ride height adjustment system were reset to a setting closer to the minimum limit of the range.2. The vehicle as set forth in in which the vehicle comprises a tractor having a rear drive axle group which contains some of the road wheels for propelling the tractor and which is suspended from the chassis frame by a suspension which contains the ride height adjustment system.3. ...

MECHANICAL STOP FOR AXLE/SUSPENSION SYSTEMS

An axle/suspension system for heavy-duty vehicles having a frame and at least one suspension assembly operatively connected to the frame, the axle/suspension system including a mechanical stop having a plurality of links and a first end and a second end, the second end rigidly attached to the suspension assembly and the first end rigidly attached to the vehicle frame, wherein the first end and the second end control a distance between the first end and the second end, and control the plurality of links to attain a movement tolerance range of said mechanical stop from about 0.0 inches to about 2.0 inches. 1. An axle/suspension system for a heavy-duty vehicle having a frame and at least one suspension assembly operatively connected to said frame , said axle/suspension system including:a mechanical stop having a plurality of links and a first end and a second end, said second end rigidly attached to said suspension assembly and said first end rigidly attached to the vehicle frame, wherein the first end and the second end control a distance between said first end and said second end, and control said plurality of links to attain a movement tolerance range of said mechanical stop from about 0.0 inches to about 2.0 inches.2. The axle/suspension system for heavy-duty vehicles of claim 1 , said first end and said second end control said plurality of links to attain a movement tolerance range of from about 0.0 inches to about 1.25 inches.3. The axle/suspension system for heavy-duty vehicles of said first end and said second end control said plurality of links to attain a movement tolerance range of from about 0.0 inches to about 0.5 inches.4. The axle/suspension system for heavy-duty vehicles of claim 1 , said first end and said second end control said plurality of links to attain a movement tolerance range of from about 0.0 inches to about 0.15 inches.5. The axle/suspension system for heavy-duty vehicles of further including a sleeve surrounding said mechanical stop.6. The ...

SUSPENSION LINKAGE COVER

A vehicle comprising: a vehicle body having an underside and defining a wheel arch, the wheel arch forming an opening in the underside of the vehicle body; a wheel assembly having a rotation axis and being positioned in the wheel arch and extending through the opening to the underside of the vehicle; a suspension linkage running within the wheel arch, the suspension linkage coupling the wheel assembly to the vehicle body to permit motion of the rotation axis of the wheel assembly relative to the vehicle body, the suspension linkage comprising a first suspension link coupled between the vehicle body and the wheel assembly; and a cover panel coupled to the first suspension link so that the cover panel moves with the first suspension link, the cover panel extending across part of the opening so that in forward motion the cover panel directs a rearward moving airflow across the opening. 1. A vehicle having an underside comprising:a vehicle body having an underside, the vehicle body defining a wheel arch, the wheel arch forming an opening in the underside of the vehicle body;a wheel assembly having a rotation axis, the wheel assembly being positioned in the wheel arch and extending through the opening to the underside of the vehicle;a suspension linkage running within the wheel arch, the suspension linkage coupling the wheel assembly to the vehicle body to permit motion of the rotation axis of the wheel assembly relative to the vehicle body, the suspension linkage comprising a first suspension link coupled between the vehicle body and the wheel assembly; anda cover panel coupled to the first suspension link so that the cover panel moves with the first suspension link, the cover panel extending across at least part of the opening so that when the vehicle is in forward motion the cover panel directs a rearward moving airflow across the opening.2. The vehicle according to claim 1 , wherein:the suspension linkage comprises a second suspension link coupled between the vehicle ...

Adjustment device for a vehicle chassis, comprising a sliding pad

An adjustment device ( 1 ) for a chassis of a vehicle. The adjustment device includes at least one spindle ( 2 ), at least one slide-block ( 3 ), an axial guide ( 5 ) for the slide-block ( 3 ) and at least one connecting element ( 4, 17 ). The connecting element ( 4 ) is arranged, on the one hand, in a rotationally fixed manner on the spindle ( 2 ), and, on the other hand, is connected to the slide-block ( 3 ). The adjustment device ( 1 ) has an articulated joint ( 21 ) provided between the connecting element ( 4 ) and the slide-block ( 3 ).

Energy Absorbent Slider Stop and Rear Underride Protection System

A vehicle impact energy absorption arrangement includes a vehicle frame, a slider suspension arrangement coupled to the vehicle frame and including an axle member, and a spring member biasing the axle member, and an impact force absorbing arrangement that includes a mounting member coupled to the vehicle frame, first and second pivot members each pivotably coupled to the mounting member, and an elastically deformable biasing member positioned between each of the pivot members and the mounting member, wherein each of the pivot members is configured to pivot and elastically deform the at least one biasing member when impacted. 1. A vehicle impact energy absorption arrangement , comprising:a vehicle frame; an axle member; and', 'a spring member operably positioned between the axle member and the vehicle frame; and, 'a slider suspension arrangement coupled to the vehicle frame, the slider suspension arrangement comprising a mounting member coupled to the vehicle frame;', 'a first pivot member pivotably coupled to the mounting member;', 'a second pivot member pivotably coupled to the mounting member; and', 'at least one elastically deformable biasing member positioned between the first pivot member and the mounting member and between the second pivot member and the mounting member;', 'wherein the first pivot member is configured to pivot and elastically deform the at least one biasing member when impacted by the slider suspension arrangement; and', 'wherein the second pivot member is configured to pivot and elastically deform the at least biasing member when the second pivot member receives a forwardly directed force., 'an impact force absorbing arrangement comprising2. The vehicle impact energy absorption arrangement of claim 1 , wherein the slider suspension arrangement further comprises at least one trailing arm member having a first end and a second end claim 1 , and a support bracket coupled to the vehicle frame and pivotably supporting the first end of the at least ...

APPARATUS AND METHOD FOR CONTROLLING DAMPING OF VEHICLE

The present invention relates to the control of a suspension system of vehicles, and more particularly, to a driver-customized damping control apparatus on the basis of the user's disposition information, and a method thereof. In particular, the present invention provides a damping control apparatus comprising: a mode determining unit that determines a damping mode of the vehicle according to a damping mode configuration signal; a receiving unit that receives a vehicle manipulation signal that is generated according to the vehicle manipulation of a driver; a driver-disposition analyzing unit that analyzes the vehicle manipulation signal and calculates a correction index for the correction of the damping force; and a damping force range determining unit that determines a final damping force range by correcting a damping force range predetermined for each damping mode on the basis of the correction index, and a method thereof. 1. A damping control apparatus comprising:a mode determining unit that determines a damping mode of the vehicle according to a damping mode configuration signal;a receiving unit that receives a vehicle manipulation signal that is generated according to the vehicle manipulation of a driver;a driver-disposition analyzing unit that analyzes the vehicle manipulation signal and calculates a correction index for the correction of the damping force; anda damping force range determining unit that determines a final damping force range by correcting a damping force range predetermined for each damping mode on the basis of the correction index.2. The apparatus of claim 1 , wherein the vehicle manipulation signal includes one or more of an accelerating-manipulation signal claim 1 , a decelerating-manipulation signal claim 1 , a steering angle signal claim 1 , or a road-barrier-passing speed signal.3. The apparatus of claim 2 , wherein the road-barrier-passing speed information includes the vehicle speed information when the vehicle passes a barrier on the ...

PET MODE DOOR AND SUSPENSION CONTROL SYSTEM AND METHOD

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

FOLD-OUT TRAILER WITH RETRACTABLE WHEEL ASSEMBLY

A trailer includes a trailer frame having a hitch. A stationary support base is joined to the trailer frame. Two support plates are slidably guided on the support base toward and away from each other. A pair of wheel assemblies is provided, wherein a wheel assembly is mounted to an end of each of the support plates remote from the other support plate such that a distance between the wheel assemblies varies with movement of the support plates on the support base. A pair of drive links is provided wherein a drive link is joined to each of the support plates. A drive mechanism is joined to the drive links and configured to selectively move the support plates toward or away from each other. 1. A trailer , comprising:a trailer frame having a hitch;a stationary support base joined to the trailer frame;two support plates slidably guided on the support base toward and away from each other;a pair of wheel assemblies, wherein a wheel assembly is mounted to an end of each of the support plates remote from the other support plate such that a distance between the wheel assemblies varies with movement of the support plates on the support base;a pair of drive links wherein a drive link is joined to each of the support plates;a drive mechanism joined to the drive links and configured to selectively move the support plates toward or away from each other.2. The trailer of wherein the drive mechanism comprises rack and pinion mechanism claim 1 , the rack and pinion mechanism including a rack secured to each of the drive links and a pinion operably coupled to each of the racks wherein selective rotation of the pinion causes simultaneous movement of the racks toward or away from each other.34. The trailer of wherein the drive mechanism comprises a rotatable disc member having a diameter larger than the pinion gear operably coupled to the pinion gear and a further rotatable disc member operably coupled to the rotatable disc member having the larger diameter wherein multiple revolutions ...

SYSTEM AND METHOD FOR MONITORING VIBRATION ISOLATORS

A system may monitor a vibration isolating connection between a first part and a second part. The system may include a light source, an optical sensor mounted to receive light from the light source, and a processing unit for providing an output indicative of the deformation of the vibration isolating connection based on the output of the optical sensor. 130-. (canceled)31. A method for monitoring a vibration isolating connection , the method comprising:transmitting light from a light source along an optical path to be received by a single photon avalanche diode (SPAD) optical sensor, a length of the optical path being varied by deformation of the vibration isolating connection; anddetermining from received light a value indicative of the length of the optical path.32. The method of further comprising operating the light source at a plurality of different modulation frequencies.33. The method of further comprising determining the deformation of the vibration isolating connection based upon a plurality of values indicative of the length of the optical path.34. The method of further comprising performing a calibration to provide a first set of readings for the vibration isolating connection.35. The method of wherein the first set of readings comprises data for a composition of the vibration isolating connection and tolerances of the vibration isolating connection.36. The method of further comprising comparing the value indicative of the length of the optical path with the first set of readings.37. The method of further comprising determining if a range of motion of the vibration isolating connection while in use is within a range based upon the comparing between the value indicative of the length of the optical path and the first set of readings.38. The method of further comprising generating a warning signal if the range of motion of the vibration isolating connection while in use exceeds a threshold.39. The method of further comprising recording information based ...

VEHICLE DRIVING SUPPORT DEVICE

A vehicle driving support device capable of performing vehicle support with consideration given to the current behavior of a suspension mechanism includes a vehicle behavior calculation module configured to calculate a current behavior value of each wheel suspended by the suspension mechanism, a driving support image generation unit configured to generate a driving support image in which a behavior image made by imaging the behavior value obtained for each wheel is disposed at a corresponding position in a vehicle image, and a monitor configured to display the driving support image. 1. A vehicle driving support device comprising:a vehicle behavior calculation module configured to calculate a current behavior value of each wheel suspended by a suspension mechanism;a driving support image generation unit configured to generate a driving support image in which a behavior image made by imaging the behavior value obtained for each wheel is disposed at a corresponding position in a vehicle image; anda monitor configured to display the driving support image.2. The vehicle driving support device according to claim 1 ,wherein the behavior value is imaged as a wheel image in the vehicle image, and the behavior value is expressed by a visual difference in the wheel image.3. The vehicle driving support device according to claim 1 ,wherein the vehicle behavior calculation module is provided with an idling ratio calculation unit configured to find an idling ratio of the wheel as one kind of the behavior value.4. The vehicle driving support device according to claim 3 ,wherein the behavior image includes a wheel image that expresses the idling ratio of the wheel.5. The vehicle driving support device according to claim 4 ,wherein the idling ratio of the wheel is expressed using a color.6. The vehicle driving support device according to claim 1 ,wherein the vehicle behavior calculation module is provided with a stroke length calculation unit configured to find a suspension stroke ...

WHEEL LOAD ADJUSTING APPARATUS OF RAILCAR

A wheel load adjusting apparatus used in a railcar, and the railcar includes: first and second air springs arranged between a carbody and a first bogie so as to be spaced apart from each other in a car width direction; third and fourth air springs arranged between the carbody and a second bogie so as to be spaced apart from each other in the car width direction; and first to fourth automatic level controlling valves provided upstream of the first four air springs and configured to adjust heights of the four air springs to maintain constant height of the air springs, wherein when the railcar passes through a curve, the wheel load adjusting apparatus limits an air supply/air discharge operation of at least one of the four automatic level controlling valves to suppress an increase in a pressure difference between at least two of the four air springs. 1. A wheel load adjusting apparatus for use in a railcar ,the railcar comprising:first and second air springs arranged between a carbody and a first bogie so as to be spaced apart from each other in a car width direction;third and fourth air springs arranged between the carbody and a second bogie so as to be spaced apart from each other in the car width direction; andfirst to fourth automatic level controlling valves provided upstream of the first to fourth air springs, respectively, and configured to adjust heights of the first to fourth air springs, respectively, to maintain the heights of the air springs constant, whereinwhen the railcar passes through a curve, the wheel load adjusting apparatus limits an air supply/air discharge operation of at least one of the first to fourth automatic level controlling valves so as to suppress an increase in a pressure difference between at least two of the first to fourth air springs.2. The wheel load adjusting apparatus according to claim 1 , comprising first to fourth wheel load adjusting valves provided at first to fourth channels claim 1 , respectively claim 1 , the first to ...

Cab suspension system for a machine adapted to surface excavate rock or like materials

A system for providing suspension to a cab of an excavation machine such as a trencher or a surface mining machine. The system includes air cushions and elastomeric dampeners positioned between a platform and the cab. The air cushions allow for a larger displacement than the elastomeric dampeners. The air cushions have a lower natural frequency than the elastomeric dampeners. The elastomeric dampeners stabilize and support the cab in various degrees of freedom that are not supported by the air cushions.

Suspension to compress gas cooler

The car suspension system of current invention comprises a damper for the absorption of the forces which is exerted on a vehicle's cabin. In this model, there is no need for a compressor, belt and a power output of an engine to produce coolness, however the force of the car suspension system is utilized; that is to say, damper and compressor juxtapose in parallel to the side of the spring system which aids to damp the vibration in order to maintain stability and provides a comfortable temperature in the car cabin on hot days at no cost and drawbacks which will be discussed later. 1- A compression cooling system for vehicles comprising , an evaporator , a condenser , an expansion valve and a compressor raising a pressure of a refrigerant gas , therefore a temperature of said gas increases (hot gas); said hot gas will be cooled off (cooled gas) by passing through said condenser; wherein said cooled gas then passes through a tube of said expansion valve and enters inside said evaporator , therefore said pressure will further decreases and therefore said temperature of said cooled gas further decreases; wherein said refrigerant gas evaporates by moving through said evaporator and is guided to said compressor repeating a cooling cycle explained above.2- The compression cooling system of claim 1 , wherein said compressor system further comprises two front springs and two back springs; each one of said set of front and back springs having a cylinder claim 1 , a piston claim 1 , an inlet valve and an outlet valve; wherein when said vehicle accelerates said two front springs are stretched and therefore a front spring length increases while said two back springs are compressed and therefore a back spring length decreases; and wherein during break of said vehicle front length decreases where said back spring length increases; during turning said vehicle or passing over road holes and bumps claim 1 , at least one and/or some of said two front springs and/or back springs are ...

Energy Management Jounce Bumper Assembly

An energy management jounce bumper assembly absorbs energy between a first component and a second component of a vehicle. The energy management jounce bumper assembly includes a bumper axially compressible between the first and second components. A plate is connected to the bumper. The plate has a body portion having a first surface and a second surface opposite the first surface. A first plurality of ribs is disposed on the first surface and a second plurality of ribs is disposed on the second surface. The body portion of the plate has a standard position wherein the body portion is either one of planar and non-planar and has a first height. The plate is adaptable between the standard position and a compressed position wherein the body portion is either one of non-planar and planar, respectively, and has a second height that is less than the first height. 1. An energy management jounce bumper assembly adapted to absorb energy from a first component and a second component of a suspension system of a vehicle , said energy management jounce bumper assembly comprising:a bumper having a first end configured to be coupled to the first component, with said bumper also having a second end spaced from said first end with said second end configured to contact the second component, wherein said bumper is configured to be axially compressible along the jounce axis between the first and second components;a plate connected to said bumper proximate said first end of said bumper, wherein said plate has a body portion having a first surface configured to face the first component and a second surface opposite said first surface, with said plate including a first plurality of ribs disposed on said first surface and a second plurality of ribs disposed on said second surface; andwherein said body portion of said plate is adaptable between a standard position, wherein said body portion is either one of a planar shape and non-planar shape and has a first height defined between ends of ...

Modular Low Floor Transport System

A modular low-floor transport system comprises at least one drive module and at least one carrier module. The drive module includes a drive base and a drive chassis connected to the drive base. The drive chassis includes at least one driven wheel coupled to a drive. The carrier module includes a carrier base and a carrier chassis connected to the carrier base. The carrier chassis includes at least one non-driven carrier wheel. The drive base and the carrier base are rigidly connected to each other with respect to a stroke direction, and the drive chassis is movably mounted in the stroke direction to the drive base.

AUTONOMOUS VEHICLE WITH BUMPER DEVICE

An autonomous vehicle includes a frame with a motor, a bumper connected to the frame via a connecting device, and a sensor detecting displacement of the bumper upon a collision. The sensor is connected with a propulsion system that interrupts displacing the vehicle upon detecting a displacement. The connecting device includes a ring, a first ball part, a second ball part, a shaft, and a spring. The ring is fixedly connected to the frame, and the first and second ball part rotatably tilt in the ring. The shaft extends through the ring and the first ball part, and through and beyond the second ball part to a second end, at which the shaft is connected to the bumper by a joint. At least one ball part is displaceable along the shaft. The spring extends around the shaft between the second ball part and a spring connector, and pretensionedly presses the first and second ball parts against the ring. Upon a collision with an obstacle, the bumpers shifts, and the shaft tilts with respect to the frame. This tilting pushes the two ball parts away from each other. The spring also tilts, as a whole, preventing plastic deformation. The spring now exerts a larger spring force on the ball parts, and, after taking away the obstacle, will move back and realign. This will also realign the sensor, ensuring a longer effective lifetime of the sensor and thus of the safety of the vehicle. 1. An autonomous vehicle comprising: a propulsion system for displacing said vehicle;', 'a bumper connected to said frame via at least one connecting device, and being elastically displaceable around a rest position; and', 'a sensor for detecting displacement of said bumper with respect to the frame upon collision with an object,, 'a frame, said frame comprisingwherein the sensor is operably connected with said propulsion system,wherein said propulsion system is arranged to interrupt displacing said vehicle if the sensor detects a displacement, and a ring;', 'a first ball part;', 'a second ball part;', ' ...

Carbody support device and railway vehicle

A carbody support device of a railway vehicle, including support mechanisms installed between a front bogie and a carbody and between a rear bogie and the carbody in a traveling direction, and supporting the carbody against the respective bogies. The support mechanisms regulate both the front bogie and the rear bogie inclining in the same vehicle width direction with respect to the carbody when the railway vehicle travels through a curve, while the support mechanisms permit the front bogie and the rear bogie inclining in different vehicle width directions.

Boat

A boat includes: a hull; a float that supports the hull; a suspension that is disposed between the hull and the float and absorbs vibration transmitted from the float to the hull; a sensor that detects an interval between the hull and the float in a vertical direction; a control unit that generates a control signal in accordance with the interval; a battery that is charged or discharged in accordance with the control signal; and a motor that generates electric power by utilizing relative movement between the hull and the float in the vertical direction, charges the battery with the generated electric power in accordance with the control signal, and drives the suspension using the electric power discharged from the battery in accordance with the control signal.

VEHICLE FRONT SUSPENSION

A vehicle front suspension includes a lower suspension support structure, a transverse link, a steering knuckle and a lower knuckle breakaway structure. The transverse link has an inboard side and an outboard side, with the inboard side being attached to the lower suspension support structure. The steering knuckle is pivotally coupled to the outboard side of the transverse link. The lower knuckle breakaway structure is formed on one of the transverse link and the steering knuckle to release the steering knuckle from the transverse link upon application of a prescribed rearward directed force on the vehicle front suspension outboard of the lower suspension support structure.

STABILIZING STRUCTURE FOR A RECREATIONAL VEHICLE

A transportable fold-out structure includes a support frame. First and second primary platforms are pivotally supported by the support frame and each is disposed in an upright position wherein the platform extends upwardly. Two wall assemblies are disposed opposite each other. Each wall assembly includes a plurality of wall segments joined together. Each wall segment is pivotally joined to the support frame or one of the primary platforms. Each wall assembly is movable from a first position wherein the wall assembly is lying above the first and second primary platforms to a second position wherein the two wall assemblies face each other. First and second extensions are configured to be selectively positionable wherein a first portion of the extension is connected to the support frame and a second portion of the extension is remote from the corresponding first portion and extends laterally from the support frame. 1. (canceled)2. (canceled)3. (canceled)4. (canceled)5. (canceled)6. (canceled)7. (canceled)8. (canceled)9. (canceled)10. (canceled)11. A transportable fold-out structure comprising:a support frame;a first primary platform having a first major surface defining a first primary plane, a first inside edge and a first outside edge, the first primary platform being pivotally supported by the support frame, the first primary platform being disposed in a first upright position wherein the first primary platform extends upwardly from the first inside edge with the first outside edge being elevated above the first inside edge; anda second primary platform having a second major surface defining a secondary primary plane, a second inside edge and a second outside edge, the second primary platform being pivotally supported by the support frame on a side opposite the first primary platform, the second primary platform being disposed in a second upright position wherein the second primary platform extends upwardly from the second inside edge with the second outside edge ...

Systems and Methods for Dampening Dynamic Loading

Systems and methods for dampening dynamic loading between two bodies are described. An example dampening system includes a non-ferrous metal body attached to a second body and a stack of magnets attached to a third body. The stack of magnets is movably disposed within or around the non-ferrous metal body, and adjacent magnets are arranged in an opposed polar relationship, whereby relative movement of said second and third bodies is damped. An example method of dampening dynamic loading includes arranging a plurality of magnets along an axis to form at least one pair of magnets having an opposed polar relationship along the axis. The method further includes axially moving the at least one pair of magnets relative to a non-ferrous metal body, so as to dampen dynamic loading of a payload attached to a vehicle. 1. A dampening system comprising:a non-ferrous metal body attached to a second body;a flexible porous material; anda stack of magnets attached to a third body, wherein the stack of magnets is movably disposed within or around the non-ferrous metal body, wherein the flexible porous material is disposed between the stack of magnets and the non-ferrous metal body, and wherein adjacent magnets are arranged in an opposed polar relationship, whereby relative movement of said second and third bodies is damped.2. The dampening system of claim 1 , wherein the non-ferrous metal body radially surrounds the stack of magnets.3. The dampening system of claim 2 , wherein the non-ferrous metal body comprises a copper tube or aluminum tube surrounding the stack of magnets.4. The dampening system of claim 1 , wherein the stack of magnets radially surrounds the non-ferrous metal body.5. The dampening system of claim 1 , further comprising:a spring coupled to the stack of magnets and the non-ferrous metal body, wherein the spring radially surrounds the stack of magnets and the non-ferrous metal body.6. The dampening system of claim 5 , wherein the stack of magnets is connected to a ...

AUTONOMOUS VEHICLE CONTROL WITH WHEEL DEPTH WATER CAPACITIVE FENDER MOLDING

This disclosure is generally directed to systems and methods for detecting a water depth level using capacitive sensors. The systems and methods disclosed herein receive a first capacitive signal from a first capacitive sensor in a wheel well of an autonomous vehicle (AV) and determine that the first capacitive signal exceeds a threshold value. The AV controller may be configured to determine water levels using a capacitive sensor system, and perform mitigating actions that cause the vehicle to either clean soiled capacitive sensors, or move the vehicle to a location that mitigates the risk of vehicle damage. Other mitigating actions may be performed as well, including disabling or powering down critical vehicle components when the vehicle cannot be moved to another location, providing means for emergency vehicle exit, and sending warning messages to the fleet control server, to occupants of the AV, or to other emergency personnel. 1. A method comprising:receiving, by one or more processors, a first capacitive signal from a first capacitive sensor in a wheel well of an autonomous vehicle (AV);determining that the first capacitive signal exceeds a threshold value;receiving a second capacitive signal from a second capacitive sensor corresponding to a water level;sending, to an AV controller, first water depth information comprising a water depth level associated with the first capacitive signal;receiving, from the AV controller, a vehicle control instruction for performing a mitigating action; andperforming the mitigating action based on the vehicle control instruction.2. The method of claim 1 , further comprising:determining that a highest level capacitive signal is received from the highest mounted capacitive sensor, corresponding to a highest water level; andsending, to the AV controller, second water depth information comprising an operative water depth associated with the highest mounted capacitive sensor capacitive signal.3. The method of claim 1 , wherein ...

Suspension system for vehicle

A suspension system for a vehicle may include a knuckle configured of rotatably supporting a wheel, and a lower control arm mounted along a vehicle's width direction and connecting the knuckle and a vehicle body, wherein the lower control arm may include a wheel-side end portion connected to a lower portion of the knuckle through a lower external joint, a vehicle body-side front end portion connected to the vehicle body through a front lower inner joint, and a vehicle body-side rear end portion connected to the vehicle body through a rear lower inner joint, wherein one of the vehicle body-side front and rear end portions is connected to a portion of the vehicle body through a compliance control arm.

DYNAMIC MOTION CONTROL SYSTEM USING MAGNETORHEOLOGICAL FLUID CLUTCH APPARATUSES

An active suspension system comprises at least one biasing device configured to support a body from a structure, and at least one motor. A magnetorheological (MR) fluid clutch apparatus(es) is coupled to the at least one motor to receive torque from the motor, the MR fluid clutch apparatus controllable to transmit a variable amount of torque. A mechanism is between the at least one MR fluid clutch apparatus and the body to convert the torque received from the at least one MR fluid clutch apparatus into a force on the body. Sensor(s) provide information indicative of a state of the body or structure. A controller receives the information indicative of the state of the body or structure and for outputting a signal to control the at least one MR fluid clutch apparatus in exerting a desired force on the body to control movement of the body according to a desired movement behavior. 1. A vehicle comprising:a chassis;wheel assemblies;an active steering system connecting at least a pair of said wheel assemblies to the chassis by steering members, the active steering system includingat least one motor,at least one magnetorheological (MR) fluid clutch apparatus coupled to the at least one motor to receive torque from the motor, the MR fluid clutch apparatus controllable to transmit a variable amount of torque,a mechanism between the at least one MR fluid clutch apparatus and one of the steering members to convert the torque received from the at least one MR fluid clutch apparatus into a force on the steering member,at least one sensor for providing information indicative of a state of the vehicle, anda controller for receiving the information indicative of the state of the vehicle and for outputting a signal to control the at least one MR fluid clutch apparatus in exerting a desired force on the steering member to adjust the wheel position or orientation independently of a steering input.2. The vehicle according to claim 1 , wherein the steering members are displaceable in ...

Vehicle front suspension

A vehicle front suspension includes a lower suspension support structure, a transverse link, a steering knuckle and a lower knuckle breakaway structure. The transverse link has an inboard side and an outboard side, the inboard side being attached to the lower suspension support structure. The steering knuckle has an upper end, a lower end, and a wheel supporting section between the upper end and the lower end. The lower end is pivotally coupled to the outboard side of the transverse link. The lower knuckle breakaway structure is formed on the steering knuckle to release the steering knuckle from the transverse link upon application of a prescribed rearward directed force on the vehicle front suspension outboard of the lower suspension support structure.

CAB SUPPORT ARRANGEMENT FOR A UTILITY VEHICLE

A cabin suspension arrangement for a utility vehicle, having a plurality of trailing arms that extend in a longitudinal direction, by which a driver's cabin is mounted and can pivoted relative to a vehicle frame. Two of the trailing arms are arranged spaced apart from one another in a transverse direction that extends perpendicularly to the longitudinal direction, are connected to one another by a torsion bar spring that extends in the transverse direction, and are arranged at the same height in a vertical direction perpendicular to the longitudinal direction and to the transverse direction, thereby forming a first trailing arm pair. Two other trailing arms are arranged spaced apart from one another in the transverse direction, are arranged at the same height in the vertical direction, and thereby form a second trailing arm pair, which is spaced apart, in the vertical direction, from the first trailing arm pair. 112-. (canceled)13. A cabin suspension arrangement , for a utility vehicle , comprising:{'b': 11', '12', '2', '6', '4, 'claim-text': [{'b': 11', '13, 'two of the trailing arms () being arranged spaced apart from one another in a transverse direction (y) that extends perpendicularly to the longitudinal direction (x), being connected to one another by a torsion bar spring () that extends in the transverse direction (y), being arranged at a same height in a vertical direction (z) perpendicular to the longitudinal direction (x) and to the transverse direction (y), and forming a first trailing arm pair, and'}, {'b': '12', 'two other trailing arms () being arranged spaced apart from one another in the transverse direction (y), being arranged at a same height in the vertical direction (z), and forming a second trailing arm pair, which is spaced away from the first trailing arm pair in the vertical direction (z).'}], "a plurality of trailing arms (, ) that extend in, or essentially in a longitudinal direction (x), by which a driver's cabin (, ) being mounted and ...

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.

Dynamically adjustable airfoil system for road vehicles

The dynamically adjustable airfoil system for road vehicles includes a pair of airfoils having their respective inner ends pivotally mounted to a central, vertical base on the rear of a road vehicle. An airfoil lift assembly is coupled to an outer end of each airfoil and to a rear wheel suspension system to facilitate dynamic adjustable positioning of the airfoils in response to movements of the suspension system. A split flap is pivotally mounted to each airfoil. A split flap actuator assembly is mounted inside each airfoil and coupled to a corresponding split flap to selectively and independently open or close the respective split flap. Opening of the split flap to various angles increases downforce exerted on the rear suspension system for improved performance. A controller controls deployment and angular disposition of the split flaps, depending on driving conditions.

Suspension system for a driver's compartment of a vehicle

A pneumatic suspension system for a vehicle is provided comprising a mounting arrangement for mounting a portion of the vehicle on a chassis; the mounting arrangement including at least one pneumatic spring to be arranged and coupled between the portion of the vehicle and the vehicle chassis. A vehicle state control system is provided that provides a pressure set value in the pneumatic spring and a pressure controller is arranged to a valve device alternatively for pressurizing or depressurizing the each pneumatic spring. The valve device comprises at least a first valve having a valve outlet coupled to the spring terminal and a valve inlet communicatively coupled to the pressure terminal. A support structure ( 102 ) distinct from the sealing edge ( 104 ) is provided arranged to providing supporting contact to the sealing face to counteract deformations of the sealing face.

Axle for Wheels of a Double-Tracked Motor Vehicle, and Double-Tracked Motor Vehicle Having an Axle of This Type

The invention provides an axle for wheels of a two-track motor vehicle. The axle has, on each vehicle side, a wheel carrier, a damper strut, a transverse link and a transverse leaf spring which controls the wheel at least partially laterally and/or in the vehicle longitudinal direction. The damper strut has a damper tube and a damper piston which can be moved in the damper tube along a damper longitudinal axis. The damper strut is attached by the damper tube to the wheel carrier. The transverse link is attached by a wheel-carrier-side end region to the wheel carrier. The transverse leaf spring extends substantially in the vehicle transverse direction and has at least one wheel-carrier-side end region. The transverse leaf spring is attached by the wheel-carrier-side end region thereof to the damper strut and is supported on the damper strut.

VEHICLE CONTROL SYSTEM AND METHOD FOR CONTROLLING A VEHICLE

A vehicle control system for at least one vehicle subsystem of a vehicle; the vehicle control system comprising a subsystem controller for initiating control of the or each of the vehicle subsystems in a selected one of a plurality of different subsystem control modes, each of which corresponds to one or more different driving conditions for the vehicle. Evaluation means are provided for evaluating one or more driving condition indicators to determine the extent to which each of the subsystem control modes is appropriate and for providing an output to the subsystem controller that is indicative of the control mode which is most appropriate. This may be an evaluation means for calculating the probability that the or each of the subsystem control modes is appropriate. Automatic control means may be operable in an automatic response mode to select an appropriate one of the subsystem control modes in dependence on the output. 1. A vehicle control system for at least one vehicle subsystem of a vehicle; the vehicle control system comprising:a subsystem controller for initiating control of one or more vehicle subsystems in a selected one of a plurality of subsystem control modes, each of which corresponds to one or more different terrain types for the vehicle, anda processor configured to: receive and evaluate at least one terrain indicator signal indicative of the terrain in which the vehicle is travelling; determine the extent to which each of the subsystem control modes is appropriate for the terrain in which the vehicle is travelling; and provide an output indicative of the subsystem control mode that is most appropriate.2. A vehicle control system as claimed in claim 1 , wherein the subsystem controller is configured to claim 1 , in an automatic response mode claim 1 , select the most appropriate one of the subsystem control modes in dependence on the output.3. A vehicle control system as claimed in claim 2 , wherein the processor is configured to determine the ...

Cab suspension systems and associated methods of manufacture and use

Vehicle cab suspension control systems are disclosed herein. In some embodiments, the cab suspension control systems can include front cab-to-frame mounts that include controllable elastomer-based isolators that can provide real time variable damping to improve ride quality and/or road holding and reduce cab roll in response to, for example, input from one or more cab and/or frame mounted accelerometers, position sensors, etc. Embodiments of the control systems described herein can utilize a single vehicle controller (e.g., an ECU) to control all of the cab suspension components (e.g., semi-active damping technologies, air spring technologies, etc.) employed on a vehicle to provide a single suspension control solution that can provide improved ride performance, road holding, etc.

TOWING SYSTEMS AND METHODS USING MAGNETIC FIELD SENSING

A magneto-elastically-based active force sensor, used with a tow coupling between a towed and a towing vehicle or a coupling between a vehicle body and a suspension of the vehicle, which outputs a signal useful for determining forces acting on the coupling. The outputted force information may be provided by processor-enabled embedded software algorithms that take inputs from the force sensor and other sensors, may be used by one or more vehicle systems during operating of the vehicle, such as engine, braking, stability, safety, and informational systems. The force sensor includes directionally-sensitive magnetic field sensing elements inside the sensor, and shielding may be used around the sensors to reduce the influence of external magnetic fields on the sensing elements. The force sensor may be used with different tow and vehicle weight sensing coupling devices installed on different types of automobile cars and trucks. 1. A force sensing apparatus for outputting a signal containing information useful for determining an amount and direction of force acting on a coupling comprising:a first member adapted to being connected or interconnected to a portion or part of a vehicle body;a second member movable relative to the first member and adapted to being connected or interconnected to a portion or part of a suspension of the vehicle; andat least one load sensor pin connected or interconnected between the first and second members thereby forming a mechanical force transmitting connection between the first and the second members and the at least one load sensor pin, an elongated generally cylindrically hollow and elastically deformable shaft having at least one magneto-elastically active region directly or indirectly attached to or forming a part of the shaft at an axial location spaced from one end of the shaft, wherein the at least one active region possesses a remanent magnetic polarization; and', 'at least one support member supporting a printed circuit board ...

REAR SUBFRAME STRUCTURE

A rear subframe structure is provided with a rear subframe configured such that a front cross member, a rear cross member, a pair of left and right upper side members, and a pair of left and right lower side members are connected; and a vehicle-body mounting portion formed on each of both ends of the front cross member, and on each of rear ends of the upper side members. The rear subframe further includes a vertical-wall-shaped pillar portion held and fixed between a lateral portion of the front cross member in the vehicle width direction and the upper side member, and extending in the vehicle width direction. A lower portion of the pillar portion is connected to the lower side member, an upper-arm support portion is formed on an upper portion of the pillar portion, and a lower-arm support portion is formed on a lower portion of the pillar portion. 1. A rear subframe structure , comprising:a rear subframe configured such that a front cross member extending in a vehicle width direction, a rear cross member extending in the vehicle width direction on a rear side of the front cross member, a pair of left and right upper side members extending in a vehicle front-rear direction, and a pair of left and right lower side members extending in the vehicle front-rear direction are connected in a substantially grid pattern in a plan view of a vehicle;a vehicle-body mounting portion formed on each of both ends of the front cross member in the vehicle width direction, and on each of rear ends of the upper side members; anda vertical-wall-shaped pillar portion held and fixed between a lateral portion of the front cross member in the vehicle width direction and the upper side member, and extending in the vehicle width direction, whereina lower portion of the pillar portion is connected to the lower side member, andan upper-arm support portion is formed on an upper portion of the pillar portion, and a lower-arm support portion is formed on a lower portion of the pillar portion.2. ...

Collision Avoidance System

The present invention relates to a collision system in a vehicle that uses a three dimensional imaging device to map a three dimensional object external to the vehicle. A positioning module will superimpose the position of the body of the vehicle onto the mapped object in dependence of the potential impact location. The positioning module will communicate the impact location to a collision avoidance aid such as an audio or visual warning. 1. A collision avoidance system for a vehicle , comprising:a three-dimensional-imaging-device arranged to map a three dimensional object located within a surrounding environment of a vehicle;a positioning module arranged to superimpose a potential position of a body of the vehicle on to the mapped object;an impact detection module arranged to distinguish between an impact location on the mapped object above a ride height of the body of the vehicle and a clearance location on the mapped object below a ride height of the body of the vehicle based on the potential position of the body of the vehicle on the mapped object; anda communication module for communicating the impact location to a collision avoidance aid.2. The collision avoidance system of claim 1 , wherein the three-dimensional-imaging-device is located at a front end of the vehicle for observing an environment in front of the vehicle.3. The collision avoidance system of claim 1 , wherein the is located at a rear end of the vehicle for observing an environment behind the vehicle.4. The collision avoidance system of claim 1 , wherein the positioning module comprises a detector for detecting a vehicle state and a geometric model of the vehicle claim 1 , the positioning module arranged to determine the potential position of the body of the vehicle based on the vehicle state and the geometric model of the vehicle.5. The collision avoidance system of claim 4 , wherein the vehicle state is selected from a list including suspension setting claim 4 , vehicle velocity claim 4 , and ...

Self-adjusting, self-damping air spring system

A self-adjusting, self-damping air spring having a first air spring disposed between a cab and a frame of a vehicle and a second air spring in fluid communication with the first air spring. The second air spring positioned relative to the first to provide an opposition force in response to a change in height of the first air spring. This change in height corresponds to a change in displacement between the cab and the frame. The opposition force provided by the second air spring acting to dampen the changes in displacement.

SYSTEMS FOR HYDRAULIC ENERGY DELIVERY

An exemplary energy delivery system includes a housing. The housing includes a linear motor including a translational member and an electromagnetic field generating member. Energization of the electromagnetic field generating member induces translation of the translational member along a longitudinal axis of the linear motor. The housing further includes a first cylinder including a first chamber and a movable first piston and a second cylinder including a second chamber and a movable second piston. The first and second cylinders are coupled in-line with the linear motor within the housing and translation of the translational member along the longitudinal axis translates the first piston within the first chamber in a first direction and translates the second piston within the second chamber in a second direction opposite the first direction.

SENSOR LINKED SUSPENSION

Systems and method are provided for adjusting a sensor of a vehicle having a suspension. In one example, a method for adjusting a sensor of a vehicle having a suspension system includes obtaining sensor data pertaining to a sensor of the vehicle; determining, via a processor, when the sensor is out of alignment, using the sensor data; and adjusting the suspension system, resulting in an adjustment of the alignment of the sensor, when the sensor is determined to be out of alignment. 1. A method for adjusting a sensor of a vehicle having a suspension system , the method comprising:obtaining sensor data pertaining to a sensor of the vehicle;determining, via a processor, when the sensor is out of alignment, using the sensor data; andadjusting the suspension system, resulting in an adjustment of the alignment of the sensor, when the sensor is determined to be out of alignment.2. The method of claim 1 , wherein the step of adjusting the suspension system comprises claim 1 , when the sensor is determined to be out of alignment:providing instructions to an actuator that is coupled to a component of the suspension system; andadjusting the component of the suspension system via the actuator in accordance with the instructions.3. The method of claim 2 , wherein the step of adjusting the component of the suspension system comprises adjusting a length of a shock absorber of the suspension system using an airbag.4. The method of claim 2 , wherein the step of adjusting the component of the suspension system comprises changing air pressure in an airbag utilized as a spring of the suspension system.5. The method of claim 2 , wherein the step of adjusting the component of the suspension system comprises utilizing electromagnetic suspension control for the suspension system.6. The method of claim 2 , wherein the step of adjusting the component of the suspension system comprises adjusting a ride height of a wheel of the vehicle using an electromechanical device.7. The method of claim 1 ...

Construction Vehicle Having a Tippable Chassis

A construction vehicle has a slewing ring on which a superstructure is rotatably mounted, and an undercarriage supporting the slewing ring. The undercarriage includes an upper chassis, having an upper propulsion device, that is rigidly connected to the slewing ring, and & lower chassis having a lower propulsion device that is mounted in a. pivotable manner with respect to the upper chassis. Furthermore, a pivoting apparatus is provided m order to pivot the lower chassis relative to the upper chassis. 1. A construction vehicle having:a slewing ring on which a superstructure is rotatably mounted; and the undercarriage has an upper chassis having an upper propulsion device that is rigidly connected to the slewing ring;', 'the undercarriage has a lower chassis having a lower propulsion device that is mounted in a pivotable manner with respect to the upper chassis; and wherein', 'a pivoting apparatus is provided in order to pivot the lower chassis relative to the upper chassis., 'an undercarriage supporting the slewing ring; wherein'}2. The construction vehicle as claimed in claim 1 , whereinat least one pivot axle, about which the lower chassis is pivotable relative to the upper chassis, is formed between the upper chassis and the lower chassis; and whereinthe pivoting apparatus has at least one of a hydraulic actuating device and an electrical actuating device.3. The construction vehicle as claimed in claim 1 , wherein a dozer blade is fastened to the lower chassis.4. The construction vehicle as claimed in claim 1 , wherein the lower propulsion device is movable linearly relative to the pivot axle.5. The construction vehicle as claimed in claim 1 , whereinthe lower chassis has a telescoping device; and whereinthe telescoping device is configured to change a distance between the lower propulsion device and the pivot axle.6. The construction vehicle as claimed in claim 5 , wherein a coupling device is provided between the upper chassis and the lower chassis in order to ...

DEVICE FOR DECOUPLING VIBRATIONS BETWEEN TWO SYSTEMS AND THE WORKING MACHINE

1. A device for decoupling vibrations between two systems and a working machine 12424484. A device for decoupling vibrations between two systems ( , ) in the form of spring-mass oscillators , of which one system () is assigned to a motion machine and the other system () is assigned to an operator operating the motion machine , which other system () at least partially performs motions about a transverse axis (Q) during driving motions of the motion machine and in doing so is subject to vertical motions in the direction of a vertical axis (z) at an absolute vertical speed (ν) , which serves as an input variable of control devices and/or regulating devices , which actuate a damping system () of the one (2) and/or the other (4) system to compensate for the vibrations , characterized in that the respective pitch motion of the other system () is detected by at least one rotation rate sensor , the respective measured value (ω) of which , preferably amplified by only a predeterminable factor (L) , results in the absolute vertical speed (ν) as input variable.24. The device according to claim 1 , characterized in that the other system () can perform rolling motions around its longitudinal axis when the motion machine is moving and in doing so be subject to further vertical motions in the direction of the vertical axis (z) at a further absolute vertical speed (ν) claim 1 , which serves as a further input variable for the control and/or regulating devices.344. The device according to claim 1 , characterized in that the predeterminable factor can be derived from the minimum distance (L) of the transverse axis (Q) to a point (P) of the other system () claim 1 , the absolute vertical speed (ν) of which is determined claim 1 , and/or from the minimum distance (L) of the longitudinal axis to a further point (P) of the other system () claim 1 , the further absolute vertical speed (ν) of which is determined.4444. The device according to claim 1 , characterized in that the point (P) of ...

VEHICLE SUSPENSION POSITION ADJUSTMENT ARRANGEMENT

A vehicle suspension position adjustment arrangement including a frame member having a plurality of apertures, and a trailing arm having a first end pivotally coupled to a slide member and a second end biased away from the frame member. A locking pin movable between an unlocked position where the locking pin is withdrawn from one of the apertures and the slide member is free to slide along the frame member, and a locked position where the locking pin engages one of the apertures preventing the slide member from sliding along the frame member, and a plurality of sensors spaced along the frame member, wherein a single sensor of the plurality of sensors is configured to sense both the locking condition of the locking pin and the location of the locking pin along the frame member. 1. A vehicle suspension position adjustment arrangement , comprising:a frame member;a slide assembly including a slide member slidably coupled to the frame member and movable along a longitudinal extent of the frame member, the frame member having a plurality of apertures spaced along the length thereof;a trailing arm having a first end pivotally coupled to the slide member and an opposing second end biased away from the frame member, the trailing arm configured to support a wheel assembly with a tire for contacting the ground surface;a lock assembly including at least one locking pin movable between an unlocked position where the at least one locking pin is withdrawn from the plurality of apertures and the slide member is free to slide along the longitudinal extent of the frame member, and a locked position where the at least one locking pin engages one of apertures of the plurality of apertures thereby preventing the slide member from sliding along the longitudinal extent of the frame member; anda sensor arrangement including a plurality of sensors spaced along the slide support member, wherein a single sensor of the plurality of sensors is configured to sense whether the at least one ...

Vehicle including a first axle beam and a second axle beam coupled together via a link

A vehicle includes a platform, a first axle beam attached to a front end of the platform at a first pivot, and a second axle beam attached to a rear end of the platform at a second pivot. The first axle beam is rotatable independently of the platform. The second axle beam is rotatable independently of the platform. The vehicle includes a plurality of first wheels fixed to the first axle beam and configured to move the platform. The vehicle includes a plurality of second wheels fixed to the second axle beam and configured to move the platform. The vehicle includes a link attached to one side of the platform at a third pivot. The link is movable about the third pivot independently of the beams to constrain movement of the platform in response to articulation of the first axle beam and/or the second axle beam.

SUSPENSION SYSTEM FOR A CABIN OF A LAND VEHICLE

A suspension system () comprising two flanges (A, B), defining respective absolute reference positions, the second flange (B) defining a relative reference position relative to the first flange (A); and a core member (), which is mobile only along a two degrees of freedom (M, R), a damper () applying an elastic return for bringing back the core member () to two degree reference positions; wherein the positions of the flanges (A, B) and of the core member () are mechanically linked so that: when the flanges (A, B) are in the absolute reference positions, the core member () is in the two degree reference positions; when the second flange (B) is away from the relative reference position, the core member is away from the first degree reference position; and when the flanges (A, B) are away from the absolute reference positions, the core member is away from the second degree reference position. 2. The suspension system of claim 1 , wherein the core joint is configured so that:the first degree of freedom is a translation parallel to a reference axis of the suspension system, said reference axis being perpendicular to a medial plane of the suspension system and fixed relative to the frame, the first transversal side and the second transversal side being respectively located at either sides of the medial plane; andthe second degree of freedom is a rotation around the reference axis.3. The suspension system of claim 2 , wherein the suspension system comprises:a first rod-core hinge, rotatably connecting the first rod to the core member, around only a first core axis perpendicular to the reference axis; anda second rod-core hinge, rotatably connecting the second rod to the core member, around only a second core axis perpendicular to the reference axis.4. The suspension system of claim 2 , wherein the suspension system comprises:a first rod-flange hinge, rotatably connecting the first rod to the first flange around only a first flange axis, said first flange axis being ...

LOWER VEHICLE-BODY STRUCTURE OF VEHICLE

The support stiffness of a suspension supporting portion can be improved to reduce floor vibration. Arm front-end supporting portions, each supporting a front end portion of a trailing of a rear suspension, are formed on lower portions of rear frames extending in a vehicle longitudinal direction, and each include a squared U-shape portion including outer, inner and front wall portions, with a rear side being open when viewed from the bottom, and an extending outer wall portion extending from the outer wall portion to in front of the front wall portion. The outer wall portion and extending outer wall portion are formed by a side sill inner portion joined to each rear side frame. Also, each arm front-end supporting portion includes an extending inner wall portion extending from the inner wall portion to in front of the front wall portion and joined to each of the rear side frames. 1. A lower vehicle-body structure of a vehicle , the lower vehicle-body structure comprising:left and right rear frames forming a closed cross section extending in a vehicle longitudinal direction; andarm front-end supporting portions that are on lower portions of the rear frames and support left and right trailing arm front ends of a rear suspension, the arm front-end supporting portions each having a squared U-shape portion including an outer wall portion on an outer side in a vehicle width direction, an inner wall portion on an inner side in the vehicle width direction, and a front wall portion with a rear side being open when viewed from bottom,each of the arm front-end supporting portions including:an extending outer wall portion extending from the outer wall portion to a place in front of the front wall portion, the outer wall portion and the extending outer wall portion being formed by a side sill inner portion joined to each of the rear frames; andan extending inner wall portion extending from the inner wall portion to a place in front of the front wall portion, the extending inner ...

FOLD-OUT TRAILER WITH RETRACTABLE WHEEL ASSEMBLY

A trailer includes a trailer frame having a hitch. A stationary support base is joined to the trailer frame. Two supports are slidably guided on the support base toward and away from each other. A wheel assembly is mounted to an end of each of the supports remote from the other support such that a distance between the wheel assemblies varies with movement of the supports on the support base. A locking device selectively locks each support to the support base in a first position where the wheel assemblies are furthest from each other and a second position where the wheel assemblies are closer to each other. 1. A trailer , comprisinga trailer frame having a hitch;a first primary platform having a first major surface defining a first primary plane, a first inside edge and a first outside edge, the first primary platform being pivotally supported by the trailer frame, the first primary platform being disposed in a first upright position wherein the first primary platform extends upwardly from the first inside edge with the first outside edge being elevated above the first inside edge; anda second primary platform having a second major surface defining a secondary primary plane, a second inside edge and a second outside edge, the second primary platform being pivotally supported by the support frame on a side opposite the first primary platform, the second primary platform being disposed in a second upright position wherein the second primary platform extends upwardly from the second inside edge with the second outside edge being elevated above the second inside edge; and a stationary support base joined to the trailer frame;', 'two supports slidably guided on the support base toward and away from each other; and', 'a pair of wheel assemblies, wherein a wheel assembly is mounted to an end of each of the supports remote from the other support such that a distance between the wheel assemblies varies from an extended position to a retracted position with movement of the ...

Suspension device with Watt linkage

Die Erfindung betrifft eine Aufhängungseinrichtung zur federnden Aufhängung eines Massekörpers (3) relativ zu einem Unterbau (1), beispielsweise einer Fahrerkabine (3) eines Lastkraftwagens relativ zum Fahrzeugchassis (1). Die Aufhängungseinrichtung weist eine zwischen Massekörper (3) und Unterbau (1) angeordnete Feder-/Dämpfer-Anordnung (2) zur Dämpfung von Stößen bzw. Schwingungen auf. DOLLAR A Die Aufhängungseinrichtung zeichnet sich erfindungsgemäß dadurch aus, dass sie zumindest eine den Massekörper und den Unterbau relativbeweglich verbindende Wattgestängeanordnung (6) zur Reduktion der Bewegungsfreiheitsgrade des Massekörpers (3) umfasst. DOLLAR A Die erfindungsgemäße Aufhängungseinrichtung ist gleichzeitig wartungsarm und spielfrei und eignet sich zur Festlegung der Bewegungsfreiheitsgrade des Massekörpers sowie zur Dämpfung bzw. Unterbindung der unerwünschten Bewegungen des Massekörpers entlang anderer Raumrichtungen. Die Erfindung ermöglicht damit eine kostengünstige und betriebssichere federnde Aufhängung insbesondere von LKW-Fahrzeugkabinen. The invention relates to a suspension device for the resilient suspension of a mass body (3) relative to a substructure (1), for example a driver's cab (3) of a truck relative to the vehicle chassis (1). The suspension device has a spring / damper arrangement (2) arranged between the mass body (3) and the substructure (1) for damping impacts or vibrations. DOLLAR A The suspension device is characterized according to the invention in that it comprises at least one Watt linkage arrangement (6) which connects the mass body and the substructure in a relatively moveable manner in order to reduce the degrees of freedom of movement of the mass body (3). DOLLAR A The suspension device according to the invention is at the same time low-maintenance and play-free and is suitable for establishing the degrees of freedom of movement of the mass body and for damping or preventing the undesired movements of the mass body along ...

Vehicle control system that evaluates driving condition indicators

A vehicle control system 10 for at least one vehicle subsystem 12 of a vehicle. The vehicle control system 10 comprising a subsystem controller for controlling the or each of the vehicle subsystems 12 in a plurality of different subsystem control modes. Each control mode corresponds to one or more different driving conditions for the vehicle, evaluation means for evaluating one or more driving condition indicators 16, 17 to determine the probability that each of the subsystem control modes is appropriate and for providing an output 30 indicative of the control mode with the highest probability of being appropriate and an automatic control means operable in an automatic response mode to select an appropriate one of the subsystem control modes in dependence on the output 30. Also claimed is a method involving evaluating one or more driving condition indicators 16, 17 to determine the probability that each of the subsystem control modes is appropriate.

Vehicle control system and method for controlling a vehicle

Suspension mechanism

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

High shear damping mount for vehicle body

带摆振补偿的悬架装置

本发明涉及一种悬架装置(1)，所述悬架装置用于相对于下部结构(2)弹性地悬挂质量体，例如相对于车辆底盘(2)弹性地悬挂载重货车的驾驶室。所述悬架装置(1)具有设置在质量体和下部结构(2)之间的用于缓冲以及减振的弹簧/减振器装置(4、5)，还包括具有至少一个瓦特连杆的(A、B、C、D、E)的瓦特连杆装置。依据本发明，所述悬架装置(1)的特征在于，瓦特连杆(A、B、C、D、E)的铰接点(A、B、C、D、E、G)中的至少一个以可相对运动的方式与质量体或者下部结构(2)相连接。在此，能够借助于至少一个基本线性作用的致动器(11)对铰接点与质量体或者下部结构(2)之间的相对位置进行调节。所述依据本发明的悬架装置是鲁棒的，并且适用于确定例如载重货车驾驶室的垂直运动自由度，以及适用于衰减或者防止所述驾驶室的不希望的运动。同时，在来自下部结构或者说底盘的摆振激励的情况下或者在驾驶室的处于倾斜位置的情况下能主动地通过致动器调整或阻碍不希望的摆振运动。

Suspension structure with compensation of lateral vibrations around longitudinal axis

FIELD: transport. SUBSTANCE: invention relates to a suspension structure for a spring suspension of a material body relative to a base and chassis of a car. The suspension structure has a spring-shock absorbing device located between the material body and the base to absorb shocks or vibrations and contains a structure of systems with articulated arms with at least one system (A, B, C, D, E) of the articulated arms to decrease degrees of freedom. At least one of the points (A, B, C, D, E, G) of the articulated connection of at least one system (A, B, C, D, E) of the articulated arms is relatively moveably connected to the material body or the base. Herewith, relative position between the point of the articulated connection and the material body or base is adjustable by means of at least one actuator acting in principle in a linear fashion. EFFECT: reliability in operation, as well as decrease or prevention of unwanted cabin motions; simultaneously, unwanted vibrations can be prevented or compensated. 14 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК B62D 33/06 (13) 2 516 948 C2 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2011129552/11, 17.12.2009 (24) Дата начала отсчета срока действия патента: 17.12.2009 Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 27.01.2013 Бюл. № 3 (45) Опубликовано: 20.05.2014 Бюл. № 14 (73) Патентообладатель(и): ЦФ ФРИДРИХСХАФЕН АГ (DE) 2005274557 A1, 15.12.2005. SU 503495 A3, 15.02.1976. RU 2149106 C1, 20.05.2000 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 19.07.2011 (86) Заявка PCT: 2 5 1 6 9 4 8 (56) Список документов, цитированных в отчете о поиске: DE 102005043998 A1, 05.04.2007. US R U 19.12.2008 DE 102008063812.9 (72) Автор(ы): Йенс АЙСМАНН (DE), Маттиас КВАИНГ (DE), Манфред БУЛЬ (DE), Фридхельм ЛАНГХОРСТ (DE), Керстин ЛАМАНН (DE), Карл ЛОРЕНЦ (DE) 2 5 1 6 9 4 8 R U (87) Публикация заявки PCT: WO 2010/069305 (24. ...

后副车架结构

本发明的后副车架结构具备后副车架，该后副车架由前横梁、后横梁、沿车辆前后方向延伸的左右一对上侧侧梁及左右一对下侧侧梁连结而成，在前横梁的车宽方向两端及上侧侧梁的后端分别设置有车身安装部。后副车架还包括：呈纵壁状的柱状部，被夹持固定在前横梁的车宽方向侧部和上侧侧梁之间，且沿车宽方向延伸。柱状部的下部连结于下侧侧梁，在柱状部的上部形成有上臂支撑部，而在该柱状部的下部形成有下臂支撑部。

Suspension device with watt linkage with integrated cushioning/damping

FIELD: transport. SUBSTANCE: invention relates to transport engineering. Suspension device for resilient/damping hanging truck driver's cabin relative to truck's chassis includes resilient/damping structure with damping component and/or with resilient component to damp shocks and vibrations. The device also contains Watt linkage structure with Watt lever movably connecting cabin with Watt lever. Watt lever rotatably rests on mount socket of cabin or chassis. Damping component and/or resilient component are fitted in the area of Watt lever between Watt lever and mount socket matched with Watt lever. EFFECT: simplification of design and increased cabin suspension device reliability. 13 cl, 7 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 526 542 C2 (51) МПК B62D 24/04 (2006.01) B62D 33/06 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2011153013/11, 20.05.2010 (24) Дата начала отсчета срока действия патента: 20.05.2010 Приоритет(ы): (30) Конвенционный приоритет: (72) Автор(ы): Йенс АЙСМАНН (DE), Фридхельм ЛАНГХОРСТ (DE), Карл ЛОРЕНЦ (DE) 27.05.2009 DE 102009026503.1 (43) Дата публикации заявки: 10.07.2013 Бюл. № 19 R U (73) Патентообладатель(и): ЦФ ФРИДРИХСХАФЕН АГ (DE) (45) Опубликовано: 27.08.2014 Бюл. № 24 0882641 A2, 09.12.1998. RU 2240248 C2, 20.11.2004. RU 2280565 C1, 27.07.2006 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 27.12.2011 (86) Заявка PCT: 2 5 2 6 5 4 2 (56) Список документов, цитированных в отчете о поиске: DE 102005043998 A1, 05.04.2007. EP 2 5 2 6 5 4 2 R U (87) Публикация заявки PCT: WO 2010/136028 (02.12.2010) Адрес для переписки: 105082, Москва, Спартаковский пер., д. 2, стр. 1, секция 1, этаж 3, "ЕВРОМАРКПАТ" (54) УСТРОЙСТВО ПОДВЕСКИ С РЫЧАЖНЫМ МЕХАНИЗМОМ УАТТА С ИНТЕГРИРОВАННЫМ ПОДРЕССОРИВАНИЕМ/ДЕМПФИРОВАНИЕМ (57) Реферат: Изобретение относится к области Уатта с подвижно соединяющим кабину и шасси транспортного машиностроения. Устройство рычагом Уатта. ...

Suspension device with Watt linkage

Aufhängungseinrichtung zur federnden Aufhängung eines Massekörpers (3), insbesondere einer Fahrerkabine eines Lastkraftwagens, relativ zu einem Unterbau (1), insbesondere relativ zu einem Fahrzeugchassis, die Aufhängungseinrichtung aufweisend eine zwischen Massekörper (3) und Unterbau (1) angeordnete Feder-/Dämpfer-Anordnung (2) zur Dämpfung von Stößen bzw. Schwingungen, wobei die Aufhängungseinrichtung zumindest eine den Massekörper (3) und den Unterbau (1) eingeschränkt relativbeweglich verbindende, aus zumindest zwei Querschubstreben (7, 8) und zumindest einem zentralen Watt'schen Lenker (9) sowie zumindest 5 Gelenken (A, B, C, D, E) gebildeten Wattgestängeanordnung zur Reduktion der Bewegungsfreiheitsgrade des Massekörpers (3) gegenüber dem Unterbau (1) umfasst dadurch gekennzeichnet, dass die den Querschubstreben (7, 8) zugeordneten äußeren Anlenkpunkte (A, E) an dem Unterbau (1) angelenkt sind und dass der zentrale Watt'sche Lenker (9) über einen Drehpunkt (C) am Massekörper (3) angelenkt ist. Suspension device for the resilient suspension of a mass body (3), in particular a driver's cab of a truck, relative to a substructure (1), in particular relative to a vehicle chassis, the suspension device comprising a spring / damper arranged between mass body (3) and substructure (1). Arrangement (2) for damping shocks or vibrations, wherein the suspension device comprises at least one of the at least two transverse thrust struts (7, 8) and at least one central Watt's handlebar (9) and at least 5 joints (A, B, C) in a restrictedly movable manner relative to the mass body (3) and the substructure (1) D, E) formed Wattgestängeanrangement for reducing the degrees of freedom of movement of the mass body (3) relative to the substructure (1) characterized in that the transverse thrust struts (7, 8) associated outer articulation points (A, E) are hinged to the substructure (1) and that the central Watt'sche handlebar (9) via a pivot point (C) on the mass ...

Suspension device with Watt linkage

Suspension device with Watt linkage

Suspension device with Watt-linkage

Suspension device with Watt-linkage

Suspension device with Watt's linkage

A suspension device is provided for the spring-loaded suspension of a weight body ( 3 ) relative to a substructure ( 1 ) such as a vehicle body, a cab ( 3 ) of a truck relative to the vehicle chassis ( 1 ). The suspension device has a spring/absorber device ( 2 ) arranged between the weight body ( 3 ) and the substructure ( 1 ) for absorbing shocks and vibrations. The suspension device includes at least one Watt's linkage arrangement ( 6 ) connecting the weight body and the substructure for reducing the degrees of freedom of motion of the weight body ( 3 ). The suspension device requires little maintenance and has little clearance and is suitable for setting the degrees of freedom of motion of the weight body as well as for absorbing and preventing the undesired motions of the weight body along other directions in space. The suspension device thus makes possible an inexpensive and reliably operating suspension especially of truck cabs.