402results about "Interconnection systems" patented technology

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.

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 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.

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 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.

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 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 relates to the technical field of suspensions, in particular to an integrated rear suspension air suspension device for a passenger car, which comprises C-shaped beams which are symmetrically arranged and connected through reinforcing components, each C-shaped beam is composed of a straight middle section and an arc transition section connected with the middle section, and the arc transition sections are connected with the middle section. The reinforcing assembly is connected with the arc transition section, and the reinforcing assembly is a supporting part composed of reinforcing beams which are symmetrically arranged; the damping part is arranged above the supporting part and comprises a damper arranged at the end part of the C-shaped beam and an air spring arranged between the damper and the reinforcing assembly; the stabilizing part is arranged at the middle section of the C-shaped beam and comprises longitudinal thrust rods which are symmetrically arranged on the side surface of the middle section of the C-shaped beam, inclined thrust rods which are arranged between the longitudinal thrust rods and are arranged in a V shape, and a U-shaped stabilizing rod of which the end part is arranged at the top of the middle section of the C-shaped beam, so that the stability of the rear suspension air suspension is improved.

The invention relates to a mechatronic chassis device (6) for a motor vehicle, which comprises a housing (7) and at least one functional element (11) located in the housing (7) and is characterized by means (14) for detecting the ingress of a liquid medium into the housing (7).

Actuator device (1) for an adjustable roll stabilizer (2) for a motor vehicle with a housing (3) having an outer surface (4) that is at least partially curved, and an actuator (5) arranged in the housing (3), characterized in that a receiving element (6) for attaching a heat protection device (7) for the actuator (5) is welded to the housing (3) on at least one section of the curved outer surface (4) of the housing (3).

The utility model discloses an axle floating control valve group which comprises two groups of driving rollers, a floating bridge frame arranged between the driving rollers, two groups of swing frames arranged at the bottom of the floating bridge frame and a turnover frame connected with the driving rollers through the swing frames, and hydraulic cylinders are arranged at the tops of the swing frames in a turnover mode. The end of the hydraulic cylinder and the overturning frame are connected and installed through a connecting frame, a balance valve is fixedly installed on the hydraulic cylinder, and two sets of flow guide holes are formed in the balance valve. According to the hydraulic cylinder, the flowing flow between the connecting opening and the mounting through opening can be controlled by controlling the oil pressure guided into the flow guide hole, so that the pushing force of the hydraulic cylinder is controlled while the oil pressure in the whole oil injection process of the hydraulic cylinder is balanced, and the stability of the hydraulic cylinder in the pushing process under the controllable condition is guaranteed.

The invention discloses an angle module for a vehicle, a chassis vehicle body and the vehicle, the angle module for the vehicle comprises wheels, a steering knuckle, a hub motor, a brake mechanism, a sliding column, an upper control arm, a lower control arm, a torsion rod spring assembly and a split type steering gear, the angle module adopting the hub motor and traditional split type steering is adopted, and a full-active suspension configuration is integrated. Parts such as a driving part, a braking part, a steering part and a suspension part are highly integrated, and the functions of driving, steering, braking, bearing, vibration reduction and the like can be achieved through a single angle module; an active suspension is arranged, acting force is actively provided, and maneuverability and smoothness are both considered; the shock absorber is arranged on the upper control arm, and when a large wheel turns, the wheel does not interfere with the sliding column; the transverse torsion bar is used for replacing a traditional spring and an air spring, and the occupied space of the wheel edge is reduced.

The invention relates to an actuator (2) for a roll stabilizer (1) of a motor vehicle, wherein the actuator (2) has a drive train (34, 35) which extends within a housing (30), an output element (36) which is drivingly connected thereto and is mounted rotatably about an axis of rotation (6) with respect to the housing (30) by means of a bearing device (61) and to which a stabilizer portion (3b) of the roll stabilizer (1) can be connected, and a sealing system (58), which acts between the housing (30) and the output element (36), for sealing the housing (30). The actuator is characterized in that the sealing system (58) and the bearing device (61) of the output element (36) are supported against one another in the axial direction and are axially secured with respect to the housing (30) by means of a shaped housing portion (57).

A system for providing an interactive inspection map of an inspection surface inspected by an inspection robot includes an inspection circuit structured to interpret inspection data of the inspection surface from the inspection robot and a user interaction circuit structured to interpret a user focus value from a user device. The user focus value includes an activation state value. The system further includes an inspection visualization circuit structured to provide the interactive inspection map to the user device in response to the user focus value. The interactive inspection map is based on the inspection data. Also, the system includes an inspection data validation circuit that determines an inspection data validity description of the inspection data. The inspection data validity description is provided as a display layer on the interactive inspection map to indicate whether the inspection data is valid.

The invention belongs to the technical field of transport vehicles, and discloses a through-bridge integrated hydraulic suspension device for a large-tonnage transport vehicle, which comprises a suspension bracket, four swing arms are rotatably arranged at the bottom of the suspension bracket, and a suspension oil cylinder is arranged between the top of the suspension bracket and the swing arms; the ends of cylinder bodies of the suspension oil cylinders are hinged to the tops of the suspension supports, the ends of piston rods of the suspension oil cylinders are hinged to the middles of the swing arms, the ends, away from the suspension supports, of the swing arms are rotationally provided with axle seats, the two axle seats on the same side are jointly provided with a steering drive axle, and hubs are arranged at the two ends of the steering drive axle. A hydraulic motor is arranged at the input end of the speed reducer, a base frame is arranged on the top face of the middle of the steering drive axle, a ball cup is arranged on the base frame, two torsion bars arranged in a V shape are arranged on the ball cup, and the ends, away from the ball cup, of the torsion bars are hinged to the middle of the suspension support. The hydraulic suspension is arranged in the transport vehicle, vibration can be effectively resisted, and the comfort level of a driver is improved.

The invention discloses an integrated high-trafficability rear suspension bent pipe beam assembly which comprises a bent pipe beam body, the middle of the bent pipe beam body arches upwards to directly provide a ground clearance, and the bent pipe beam body is divided into a steel plate spring bent pipe beam when a steel plate spring is used or a spiral spring bent pipe beam when a spiral spring is used. The two installation supports are installed on the two sides of the bent pipe beam body respectively, so that integration and light weight are extremely achieved, the metal plate type installation supports replace a plurality of parts such as a traditional cast half shaft sleeve, an independent spring seat and a brake flange, the weight is reduced by 15%-30%, meanwhile, connecting points are reduced, and reliability is improved. The bent pipe beam has the advantages that the bent pipe beam main body and the mounting bracket can be manufactured by adopting a high-efficiency forming process, then the assembly is completed through welding or bolts, the process route is simple, the quality is controllable, and the bent pipe beam is suitable for automatic production.

An actuator with a detachable stabilizer bar and a detachable stabilizer bar device are disclosed. The actuator includes an outer cylinder, first and second rod sleeves, an electromagnetic drive assembly, a movable magnetic shaft, and a locking assembly. The first and second rod sleeves, the electromagnetic drive assembly, the movable magnetic shaft, and the locking assembly are respectively disposed within the outer cylinder. The first rod sleeve is rotatably disposed at a first end of the outer cylinder, and the second rod sleeve is fixedly disposed at a second end of the outer cylinder. The electromagnetic drive assembly, the movable magnetic shaft, and the locking assembly are located between the first and second rod sleeves. The electromagnetic drive assembly includes an electromagnetic bushing; the electromagnetic bushing is fixedly connected to the outer cylinder and sleeved over the movable magnetic shaft, and is keyed to the movable magnetic shaft. The electromagnetic drive assembly drives the movable magnetic shaft to move axially to selectively connect or disconnect from the first rod sleeve. The locking assembly locks the movable magnetic shaft in a position disconnected from the first rod sleeve. This invention has a simple structure, rapid response, and high reliability.

The invention relates to the technical field of stabilizer bars, in particular to a stabilizer bar, a suspension system and a vehicle, and the vehicle can be provided with an automatic driving system. The stabilizer bar comprises a first assembly and a second assembly, and the first assembly and the second assembly define a first cavity, a second cavity and a throttling channel communicating with the first cavity and the second cavity. The first assembly and the second assembly are suitable for being connected with the two wheels correspondingly and can generate relative movement when the two wheels have the height difference so as to adjust the flow area of the throttling channel, and the radial runout of the wheels serves as a power source to drive the first assembly and the second assembly to generate relative movement; and the flow area of the throttling channel is directly changed through the relative movement, so that the rigidity adjustment of the stabilizer bar is realized under the condition that an additional power source is not introduced, the arrangement cost and the structural complexity of the stabilizer bar are effectively reduced, and the utilization rate of the stabilizer bar to the vehicle space is improved.

The utility model discloses an air suspension system which comprises a vehicle frame used for installing a vehicle body, an axle housing used for installing wheels, and an air spring, a shock absorber, a connecting rod frame and a thrust module which are connected between the vehicle frame and the axle housing, and due to the fact that the thrust module is standardized, the appropriate thrust module can be matched according to different working condition requirements, and the air suspension system has the advantages of being simple in structure and convenient to use. And therefore, the light weight of the complex suspension adjustment work is realized.

The present application relates to the front suspension device of the site car. Including the frame and the left rocker arm and the right rocker arm which are movably connected with the frame, the left horn assembly movably connected with the left rocker arm and the right horn assembly movably connected with the right rocker arm, the left damper with one end fixedly connected with the frame and the other end movably connected with the left horn assembly or the left rocker arm, the right damper with one end fixedly connected with the frame and the other end movably connected with the right horn assembly or the right rocker arm; further comprising the shock absorbing spring, the left end of the shock absorbing spring is movably connected with the left rocker arm, the right end of the shock absorbing spring is movably connected with the right rocker arm, and the shock absorbing spring is transversely arranged between the left rocker arm and the right rocker arm relative to the ground. The technical scheme of the present application can significantly increase the available stroke of the damper, and when the vehicle leans, the tire can be tightly attached to the ground to prevent the occurrence of head lifting.

The utility model relates to the torsion sensor field, and especially relates to a rear axle balance rod torsion sensor comprising a rear axle balance rod main body; the rear axle balance rod structure further comprises connector bodies and a connecting frame, the connector bodies are installed at the ends of the two sides of the rear axle balance rod body, and the balance rod connecting rod body is installed at the end of one side of each connector body. The rear axle balance rod main body is installed through the balance rod connecting rod main body, stress and balance between the balance rod connecting rod main body and the rear axle balance rod main body are assisted through the connector main body, the connector main body and the balance rod connecting rod main body are positioned through the connecting frame, and the first fixing holes are matched with bolts for fixing. A torsion strain gauge is mounted through the first device frame, the second device frame and the first mounting groove, and a line is mounted and accommodated through the threading groove and the threading hole; the connecting frame is installed through the first fixing hole, and the torsion strain gauge is installed through the first device frame, the second device frame and the first installation groove so as to sense torsion between the balance rod connecting rod body and the connector body.

To provide a highly reliable vehicle having an improved traveling device assembly.SOLUTION: The running gear assembly has at least one vibration damping unit 10 which is penetrated by a longitudinal axis LA and which comprises a damper 12, a spring 22 which surrounds at least part of the damper, and a counter mount 18 which is arranged directly or indirectly on the vehicle frame 66 and against which the spring bears. The running gear assembly has a stabilizer device provided with a stabilizer member 46 rotatably attached to a vehicle frame around a stabilizer rotation axis, and at least one coupling member 48 attached to the stabilizer member in an articulated manner by a first end 62 at a position away from the stabilizer rotation axis and attached to the vibration damping unit in an articulated manner by a second end 64. The coupling member is attached to an adjusting device 24 for moving the coupling member at least partially in an axial adjusting direction VR with respect to the damper.SELECTED DRAWING: Figure 1

The present application provides a vehicle behavior control system with high practicality. In a vehicle behavior control system having an electric actuator (28) mounted on a vehicle and used to change the attitude of the vehicle, such as a steering system, an active stability system, an active suspension system, etc., a target value (θ * ) of a control object of the electric actuator is determined based on at least one of an attitude (δ) that the vehicle should assume and a factor that changes the attitude of the vehicle, a current (I S ) is supplied to the electric actuator based on the target value, and in a specific condition, a current reduction process is performed to reduce the current supplied to the electric actuator. In the current reduction process, a low-pass filter process (404) performed on the target value, a gain reduction process that reduces the proportional term gain (K P ) and the differential term gain (K D ) in a PID feedback control, etc. can be adopted. Energy saving and power saving of the system are sought.​​​​​​​​

A mechanical leg and a wheeled mobile device, pertaining to the field of smart wheeled mobile devices. The mechanical leg comprises a frame (1), a retractable member (2), wheels (3), an extension / retraction driving member (4), a travel driving member (5), an auxiliary leg (6), and an auxiliary wheel (7). The extension / retraction driving member (4) is located on a side portion of the frame (1). The retractable member (2) is connected to the extension / retraction driving member (4). The wheel (3) is connected to the retractable member (2). The wheel (3) is further connected to the travel driving member (5). A first end of the auxiliary leg (6) is connected to the auxiliary wheel (7). A second end of the auxiliary leg (6) is located on the frame (1). The retractable member (2) extends or retracts under a driving action of the extension / retraction driving member (4) so as to drive the wheel (3) to jump. The wheel (3) moves under a driving action of the travel driving member (5). When the auxiliary wheel (7) contacts the ground, the mechanical leg moves under a rolling action of the wheels (3) and the auxiliary wheel (7). The mechanical leg can move quickly on flat ground, and when encountering an obstacle, the mechanical leg can also jump passed the obstacle, thereby improving the traveling performance of the mechanical leg.

A fluid suspension system for a land vehicle is provided with a fluid biasing member with a first fluid port and a second fluid port. The fluid biasing member is adapted to be connected to a chassis and a first axle of a land vehicle spaced apart from a pivotal connection of the first axle to pivot the first axle relative to the chassis upon movement to a first position and a second position. A proportional valve is in fluid cooperation with the first fluid port of the fluid biasing member to permit fluid to flow to the fluid biasing member to bias the fluid biasing member to the first position, and to permit the fluid to flow from the fluid biasing member to the proportional valve, and to the second fluid port of the fluid biasing member to bias the fluid biasing member to the second position.

The invention discloses a hybrid four-wheel drive rear suspension structure, which belongs to the technical field of automobiles and comprises a rear floor assembly, a rear auxiliary frame assembly, a rear suspension tire assembly, a rear drive motor assembly, a rear suspension assembly, a rear silencer assembly and a rear anti-collision beam assembly. A rear auxiliary frame assembly is installed below the rear floor assembly through bolts. The rear suspension tire assemblies are fixedly installed on the two sides of the rear auxiliary frame assembly through bolts. A rear driving motor assembly is arranged in a frame of the rear auxiliary frame assembly through a rear suspension assembly, and the rear driving motor assembly is located in an inner groove of the rear floor assembly. A rear silencer assembly is arranged in a placing groove below the rear floor assembly, and an exhaust pipe of the rear silencer assembly is communicated with the rear driving motor assembly; a rear anti-collision beam assembly is arranged at the end part of the tail part of the rear floor assembly; by means of the hybrid electric four-wheel-drive short rear suspension structure and the arrangement design, the influence on the modeling axial length ratio, the whole vehicle room yield and the whole vehicle trafficability (departure angle) is reduced.