763results about "Interconnection systems" patented technology

A damper link (14) for a sway bar system (100), the damper link for coupling a first end of a sway bar to a first location on a vehicle (152), which damper link comprises: a body (202) comprising a damping chamber (209) and a reservoir (222); a through shaft (204) coupled to a piston (208), wherein said piston divides said damping chamber into a first chamber (210) and a second chamber (216); a high-pressure line (218) fluidly coupled with said damping chamber (209) and said reservoir (222), to allow fluid to flow from said first chamber (210) and said second chamber (216) to said reservoir (222); and a low-pressure line (220) fluidly coupled with said damping chamber (209) and said reservoir (222), to allow fluid to flow from said reservoir to said first chamber (210) and said second chamber (216), wherein in use said high-pressure line (218) and said low-pressure line (220) assist in self-centering said sway bar.

A system comprising: a memory; at least one sensor (5); at least one processor, said at least one processor configured to: obtain vehicle information from said at least one sensor (5); determine a vehicle operation mode based on said vehicle information; format said vehicle operation mode in a computer readable format; and present said vehicle operation mode in a computer readable format.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A valve selectively controls flow of a damping fluid between an inner chamber of the body and a remote chamber. In the locked state, flow of the damping fluid is restricted at least in a direction from the inner chamber to the remote chamber, and movement of the arm is transferred through the link to the bar. In the unlocked state, flow of the damping fluid is permitted in this direction, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

The embodiment of the utility model provides a robot chassis and an autonomous mobile robot. According to the scheme, the two sides of the chassis body are each provided with one wheel set. The wheel set comprises a suspension swing arm, a rear auxiliary wheel and a rear universal wheel are arranged at the first end, in the length direction, of the suspension swing arm, and a driving wheel is arranged at the second end of the suspension swing arm. The rear auxiliary wheels and the rear universal wheels are arranged front and back. The suspension swing arm is similar to a lever, and the chassis can adapt to various grounds such as grounds made of different materials and uneven grounds (such as grooves, protruding obstacles and the like) due to the lever type suspension. In addition, the lever type suspension can automatically adjust the pressure of the driving wheels when the robot chassis crosses obstacles, so that the robot can better adapt to load changes. In addition, the two sides of the chassis body are each provided with a set of driving wheels, a set of rear auxiliary wheels and a set of rear universal wheels, and the bearing capacity and stability of the robot can be effectively improved.

A shock absorber used with an integrated roll control system is provided. Embodiments include a first shock absorber having a first main piston and a first rebound chamber. Embodiments include a second shock absorber having a second main piston; and a second rebound chamber. Embodiments further include a roll control circuit, wherein the first shock absorber and the second shock absorber are coupled to the roll control circuit in a cross-linked configuration. Compression of the first main piston of the first shock absorber pushes a volume of hydraulic fluid into the roll control circuit and increasing pressure in the roll control circuit. Rebound movement of the second main piston is damped in response to the increased pressure provided by the hydraulic fluid entering the roll circuit and coupled to the second rebound chamber.

Apparatus and methods are described where multiple linear and / or rotary actuators operate cooperatively in, for example, cross-linked arrangements to control the motion of sprung and unsprung masses in a vehicle. The actuators may include linear primary suspension actuators, spring perch actuators and / or rotary roll-bar actuators that, in some operating modes, are driven directly or indirectly by one or more hydraulic machines.

Disclosed herein is a system comprising a memory, at least one sensor, and at least one processor. The at least one processor is configured to obtain vehicle information from the at least one sensor, and determine a vehicle operation mode based on the vehicle information. The processor will further format the vehicle operation mode in a computer readable format and present the vehicle operation mode in a computer readable format.

A control method, control apparatus and control system for an active stabilizer bar of a vehicle, and an electronic device, a vehicle and a computer-readable storage medium. The control method for an active stabilizer bar of a vehicle comprises: acquiring a sensor signal and a vehicle CAN signal of a vehicle; on the basis of the acquired sensor signal and vehicle CAN signal of the vehicle, estimating vehicle kinematic-state parameters, so as to obtain physical parameters that reflect a vehicle kinematic state; on the basis of the physical parameters that reflect the vehicle kinematic state, performing anti-roll moment decision-making, so as to obtain a desired anti-roll moment for the vehicle in the current state; and on the basis of the desired anti-roll moment for the vehicle in the current state, generating a torque control instruction corresponding to an active stabilizer bar configured for the vehicle, such that the active stabilizer bar outputs, on the basis of the torque control instruction, a reverse torque for preventing the vehicle from rolling. The requirement for anti-roll control of an active stabilizer bar can be met, thereby improving the vehicle operation stability and safety.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; a cross-vehicle spring having a first attachment point coupled to the first suspension linkage and a second attachment point coupled to the second suspension linkage; an active link coupling the first attachment point to the first suspension linkage, the active link being configured to have: (i) a first mode in which the active link permits motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a first spring rate during common motion of the first and second suspension linkages; and (ii) a second mode in which the active link fixes the motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a second spring rate during common motion of the first and second suspension linkages; wherein the first spring rate is different to the second spring rate.

The utility model provides a vehicle body structure and an all-terrain vehicle, the vehicle body structure comprises a frame, two knuckles, a connecting rod assembly and a stabilizer bar, and one side of the frame close to the tail of the vehicle is provided with an installation space for accommodating a rear drive part; the two groups of steering knuckles are respectively connected with the rear wheels on the two sides of the frame; the two sets of connecting rod assemblies are located on the two sides of the vehicle frame in the width direction correspondingly and connected with the two sets of steering knuckles and the vehicle frame correspondingly. The stabilizer bar is connected with the two connecting rod assemblies; the stabilizer bar is arranged around the outer portion of the side, facing the vehicle tail, of the installation space. According to the all-terrain vehicle, the technical problem that due to the fact that the arrangement position of the rear stabilizer bar of an existing all-terrain vehicle is unreasonable, installation and arrangement of a rear drive component on a vehicle frame are affected can be solved.

A damper link associated with a sway bar system is disclosed. The damper link can include a damper chamber with a first fluid reservoir, a shaft configured to move in an out the damper chamber, and a piston. The damper link can further include a negative gas chamber housed in the damper chamber wherein a gas in the gas chamber is compressed or decompressed by a movement of the piston. The damper link can further include an additional reservoir with a positive gas chamber. The damper link can further include a hose fluidly connecting the negative gas chamber to the positive gas chamber to maintain a constant gas pressure between the negative gas chamber to the positive gas chamber.

The embodiment of the invention provides a preparation method of a stabilizer bar, the stabilizer bar and a vehicle. The preparation method of the stabilizer bar comprises the steps that parameters of the stabilizer bar are calculated; selecting a corresponding steel plate according to the parameters of the stabilizer bar; variable-thickness rolling is conducted on the steel plate, and a variable-thickness plate with a plurality of thickness areas arranged in the rolling direction is formed; the variable-thickness plate is curled and welded to form a pipe; and manufacturing the pipe into the stabilizer bar. According to the preparation method of the stabilizer bar, reasonable thickness distribution is formed in the length direction of the stabilizer bar according to the stress working condition of the stabilizer bar, on one hand, the stabilizer bar can adapt to bending and torsion loads of different areas, the rigidity and fatigue resistance of the stabilizer bar are met, on the other hand, the stabilizer bar can be lightened, and the cost and the weight are reduced.

The application discloses a vehicle suspension interconnection system and an off-road vehicle applying the same. The off-road vehicle applies the system. The system comprises a vehicle chassis, independent suspensions and non-independent suspensions installed on the vehicle chassis, a connecting shaft and a transverse rocker arm. The connecting shaft is vertically fixed on the vehicle chassis. The transverse rocker arm is provided with a connecting through hole in the middle portion. The connecting shaft penetrates through the connecting through hole. Two groups of longitudinal rockers are installed on the two ends of the transverse rocker arm through tension compression spring shock absorbers. One end of the longitudinal rocker is connected with the independent suspension or the non-independent suspension through a first joint bearing. The other end of the longitudinal rocker is connected with the tension compression spring shock absorber through a second joint bearing. The vertical lifting of the vehicle driving suspension and the wheels is realized through the arrangement of the transverse rocker arm, the longitudinal rocker arm and the tension compression spring shock absorber. The suspension and the wheels are passively cross-lifted. The vehicle bumping is reduced. The flexible and rapid passing capacity of the vehicle is improved.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; first and second dampers, each damper coupled to a respective suspension linkage to constrain the motion of the associated wheel assembly by applying a damper force to the suspension linkage; first and second springs, each spring coupled to a respective suspension linkage; and a cross-vehicle linkage coupled between the first and second springs, the cross-vehicle linkage being configured to have: (i) a first mode in which the cross vehicle linkage prohibits the first and second springs from constraining the motion of the associated wheel assembly, and (ii) a second mode in which the cross vehicle linkage permits the first and second springs to constrain the motion of the associated wheel assembly.

The present invention provides an automobile, a stabilizer bar connecting rod, and a method for adjusting the length of the stabilizer bar connecting rod, which belongs to the technical field of automobile parts, wherein the stabilizer bar connecting rod includes an intermediate shaft and two sets of sliding shafts; the intermediate shaft is a tubular structure, and an adjustment system is provided on the intermediate shaft; the two sets of sliding shafts are respectively slidably provided at the two ends of the intermediate shaft along the axis of the intermediate shaft, and the distance between the movable ends of the two sets of sliding shafts is automatically adjusted by the adjustment system. The stabilizer bar connecting rod provided by the present invention can adjust the distance between the movable ends of the two sets of sliding shafts through the adjustment system, thereby adjusting the length of the stabilizer bar connecting rod, thereby achieving dynamic adjustment of the influence of the lateral stabilizer bar on the vehicle's comfort and handling performance; and the stabilizer bar connecting rod has high platformization and universality, and can be combined with the vehicle's active detection system to achieve active adjustment of suspension comfort and handling performance.

The present invention is a system and method for recovering the kinetic energy created by movement of a vehicle frame relative to a vehicle suspension to generate electrical energy that may be utilized on-the-fly or stored in order to provide power to an electric vehicle, wherein an embodiment for a regenerative energy system uses a hydraulic system coupled to the shock absorbers of a vehicle or trailer, wherein the captured kinetic energy is transferred to a plurality of gear assemblies to convert movement of the vehicle or trailer to rotary motion that is then amplified in rotational speed by a gear reduction system to cause rotational movement of a shaft of one or more generators in a single rotational direction to thereby generate electricity that may be utilized directly by electrical motors or stored in batteries or supercapacitors.

A single shaft suspension system includes right and left dampers, first and second hydraulic circuits, a first pressurization mechanism in fluid communication with the first and second hydraulic circuits, and a second pressurization mechanism connected in series with the first pressurization mechanism. The first pressurization mechanism is a cycloid pump and provides roll control by generating a pressure difference between the first hydraulic circuit and the second hydraulic circuit, which raises the fluid pressure in the first working chamber of the right damper and the second working chamber of the left damper. Or hydraulic pressure within the first working chamber of the left damper and the second working chamber of the right damper to provide stiffness against roll of the vehicle while turning. The second pressurization mechanism regulates static pressure within the first hydraulic circuit and the second hydraulic circuit by adding hydraulic fluid to and removing hydraulic fluid from the first hydraulic circuit and the second hydraulic circuit.

A bearing (20) comprising a flange part (30) comprising at least one holding portion (31) and a cavity lined with an elastomer coating (60), the cavity being designed to at least partially accommodate a suspended member, the bearing (20) being characterized in that the elastomer coating (60) has a variable radial hardness such that it has a variable torsional and radial stiffness.

The utility model belongs to the technical field of vehicle equipment, and particularly relates to an improved remote control type multi-terrain transport vehicle which comprises a carriage body, a wheel carrier box and a transmission shaft, two walking wheels are installed on the outer side of the wheel carrier box, a chain wheel transmission mechanism is arranged in the wheel carrier box, and a connecting cylinder is arranged in the middle of the outer wall of the side, facing the carriage body, of the wheel carrier box. Limiting devices are arranged on the front portion and the rear portion of the wheel carrier box, the center of the connecting cylinder is parallel to a walking wheel rotating shaft, the connecting cylinder is rotatably installed on the carriage body, the transmission shaft is rotatably installed in the connecting cylinder, the chain wheel transmission mechanism comprises a driving gear and two driven gears, the driving wheel is connected with the output end of the transmission shaft, and the two driven gears are connected with the chain wheel. The driven gears are arranged in front of and behind the driving gear respectively, and the two walking wheels are connected with rotating shafts of the two driven gears respectively. The amplitude of the transmission mechanism is reduced, the strength of the transmission mechanism is improved, and the multi-terrain transport vehicle has the advantages of being simple in structure and reliable in work.

This invention discloses an intelligent variable stiffness stabilizer bar system for vehicles. The system includes a stabilizer bar body made of shape memory alloy, a heating assembly, an electronic control unit, a vehicle attitude sensor, a temperature sensor, a power supply, and a relay. The stabilizer bar body is formed of a shape memory alloy with reversible phase transition properties, exhibiting different elastic moduli depending on the phase transition state. The heating assembly heats the stabilizer bar body to trigger the phase transition. The electronic control unit controls the heating assembly's start and stop based on the roll angle signal from the vehicle attitude sensor and implements temperature protection control based on the temperature sensor signal. The system can adjust the stabilizer bar stiffness according to changes in the vehicle's roll angle, thereby controlling the vehicle's roll response and improving the vehicle's anti-roll capability and driving comfort. This invention also discloses a vehicle.

The invention provides an output force control method of an active stabilizer bar, a force transmission assembly and a vehicle, and relates to the technical field of active stabilizer bars. According to the output force control method of the active stabilizer bar, the mode that in the prior art, a torque sensor is used for measuring force from an output flange of the active stabilizer bar is changed, and the force measuring position is arranged outside the active stabilizer bar and located between the active stabilizer bar and a suspension mechanism; and the first force generated by the movement of the suspension mechanism is measured at the force measurement position, so that the force generated by the movement of the suspension mechanism is obtained from the position closer to the suspension mechanism, and the response speed of force measurement is improved.

An electric mobility vehicle at least including a pair of wheels and a vehicle body frame, including a pair of swing portions, wherein a base end side of each swing portion is supported on the vehicle body frame so as to be swingable in an up-down direction about a swing axis extending in a vehicle front-to-rear direction, and each wheel is supported on each swing portion so as to move in the up-down direction together with a leading end side of each swing portion, a biasing member that applies a downward force to each swing portion when the leading end side moves upward, and a swing control portion that restrains a different-direction swing in which one of the base end sides of the pair of swing portions swings in a direction different from the other in the up-down direction or limits the different-direction swing to a predetermined range.

The present application relates to a kind of wheelbase adjustable double wheel suspensions and vehicle applying the suspension, belong to vehicle chassis technical field, especially relate to the balanced suspension control technical category;Double wheel suspension is connected two wheels by multiple connecting rod mechanism according to the wheelbase set, double wheel bearing, suspension mechanism linkage, double shock absorber coordinated deformation, provide a kind of longitudinal double wheel balanced suspension, with the characteristics of good ground adaptability and longitudinal stability, applied to the balanced suspension system of various multipurpose vehicles;On this basis, a kind of two-wheeled electric vehicle is proposed, vehicle wheelbase dynamic adjustable, front and rear shock absorber coordinated deformation, provide a new method for electric motorcycle design.

The present invention provides a vehicle equipped with a suspension-controlled motion resistance member. [Solution] The vehicle includes a body and a chassis coupled to the base of the body. The vehicle further includes a motion resistance member coupled to the base surface of the chassis, a wheel assembly coupled to the chassis, and a suspension unit coupled to the wheel assembly and the chassis. In operation, the suspension unit is configured to move the chassis in a first direction until at least a portion of the motion resistance member contacts the ground below the base surface of the chassis.

The utility model relates to the technical field of suspension stabilizer bars, and discloses a suspension stabilizer bar quick dismounting and connecting device which comprises a lining movably connected to the outer portion of a suspension stabilizer bar, a fixing mechanism is arranged on the outer portion of the lining, and butt joint mechanisms are arranged on the front side and the rear side of the upper end of the fixing mechanism. According to the utility model, the butt joint mechanism is arranged, and the rack and the butt joint seat in the butt joint mechanism are respectively fixed on the fixing mechanism and the frame in advance; during each later installation, the suspension stabilizer bar only needs to be moved upwards, so that the rack extends into the butt joint seat and is meshed with the gear, the pawl is attached to the ratchet wheel, so that the rack cannot be separated from the interior of the butt joint seat, and the suspension stabilizer bar can be well installed; during each later disassembly, the rack can be moved out of the butt joint seat only by pulling the pawl to be far away from the ratchet wheel, so that the suspension stabilizer bar is disassembled; and the butt joint mechanism is only used for mounting for the first time, so that the mounting and dismounting are very convenient and fast in each time.

Aspects and embodiments of the invention relate to a control system for controlling an electronic active roll control power supply, a vehicle comprising the control system, a corresponding method of controlling an electronic active roll control power supply, and corresponding computer readable instructions. The control system comprises one or more processors which are collectively configured to: output at least one control signal to control charging of the electronic active roll control power supply from a vehicle power supply; receive a signal indicative of a vehicle operating temperature; determine whether the vehicle operating temperature is below a threshold; and in dependence on determining that the vehicle operating temperature is below a threshold, cause a charging of the electronic active roll control power supply to be delayed until engine cranking, powered by the vehicle power supply, is complete.

The utility model discloses a high-strength vehicle stabilizer bar structure and belongs to the technical field of suspension systems. The bearing is characterized in that the two auxiliary check rings are respectively sleeved at two ends of the pin shaft of the inner ring, and an annular mounting cavity is formed among the neck of the inner ring, the end face of the outer ring and the end faces of the auxiliary check rings on the same side and is used for mounting the O-shaped ring. After assembly is in place, the O-shaped ring deforms and is tightly attached to the auxiliary check ring and the outer ring to confirm the sealing performance of a product, the situation that the service life is affected due to collision of steel to a steel structure is prevented, the swing torque of the product in the swing process is effectively improved, the obvious blocking feeling is achieved in the operation process, and controllability and comfort of a machine are improved. The angle change of the inner ring is limited through the limiting boss additionally arranged on the outer ring, and the situation that the service life is affected due to the fact that external dust and foreign matter enter an internal friction pair due to the fact that a swing angle is too large and the dustproof cover is torn is avoided. A limiting step is additionally arranged on the auxiliary check ring, so that the opening of the dust cover is prevented from slipping and falling off during swinging, and external dust and sewage are prevented from entering the bearing to influence the performance of a product.