4045 results about "Suspension (vehicle)" patented technology

The present invention features an all terrain, four-wheeled vehicle frame for carrying at least two passengers in a side-by-side riding configuration, comprising a rigid, tubular frame body which provides for a forward passenger compartment having structural support members for carrying a pair of seats for the side-by-side passengers and a rearward engine compartment configured for receiving an engine, power train, and transmission for driving wheels of the vehicle. The vehicle frame also includes a vertical, load-bearing truss member extending generally along a longitudinal, central axis of the vehicle within the passenger compartment, the truss member forming a load-bearing structural member between the pair of seats.

A two-wheel-drive sport all-terrain vehicle (ATV) has a front drive geometry in which the scrub radius is zero or negative combined with a low king pin axis angle, which desirably reduces both steering kickback and lateral pull during braking. The scrub radius less than or equal to zero can be achieved by outwardly displacing the king pin axis, which is defined by the upper and lower pivotal joints of the upper and lower A-arms of the front suspension. To displace the king pin axis outwardly, the disk brake and associated caliper are inverted. The disk brake is supported by support arms extending inwardly from the wheel hub. The disk brake includes an aperture to accommodate both the lower pivotal joint, which protrudes through the plane of the disk, and the inverted caliper. The front suspension further includes a knuckle pivotally connected to the A-arms and an integral aluminum spindle. For further compactness, the wheel hub includes angular-contact bearings.

A control system for an adjustable damping force damper of a suspension apparatus of a vehicle, includes a lateral acceleration detecting unit detecting a lateral acceleration of the vehicle at a gravity point thereof, a yaw rate detecting unit detecting a yaw rate of the vehicle and a control unit controlling a damping force of the damper. The control unit calculates a first target damping force based on an output of the lateral acceleration detecting unit, calculates a second target damping force based on a lateral acceleration at an axel position which is estimated by an output of the yaw rate detecting unit, compares an absolute value of the first target damping force with that of the second target damping force and sets a target controlling value of the damping force in accordance with the first or second target damping force which has a larger absolute value.

An all-terrain vehicle (ATV) equippable with a plurality of ground-engaging wheels or a plurality of ground-engaging track assemblies providing traction on the ground. The ATV is designed to facilitate its use whether it is equipped with the ground-engaging wheels or the ground-engaging track assemblies. A powertrain, a steering system, a suspension, a braking system, a body, and/or other components of the ATV have features which take into account that the ATV can be equipped with either the ground-engaging wheels or the ground-engaging track assemblies.

The invention provides an automobile tire burst safety and stability control method used for manned and unmanned vehicles and based on vehicle braking, driving, steering and suspension systems and belongs to the field of automobile tire burst safety. According to the automobile tire burst safety and stability control method, tire burst judgment using a tire pressure detection mode, a state tire pressure mode and a steering mechanical state mode are established; an automobile tire burst safety and stability control mode, an automobile tire burst safety and stability control mode model, an automobile tire burst safety and stability control mode algorithm, a control structure and a control process are adopted; through tire burst control entering and exiting as well as normal and tire burst control mode conversion, vehicle braking, driving, steering, steering wheel rotation force and suspension balancing control are carried out in a coordinated manner to realize real or unreal tire burst process overlapped tire burst control; and under a condition that a tire burst process state and a tire burst wheel and vehicle motion state are suddenly changed, important technical barriers that thewheel and the vehicle are seriously unstable due to tire burst, the tire burst extreme state is hard to control and so on are broken through to solve the important long-term problem which troubles theautomobile tire burst safety at present.

It is an object of the invention to improve utility in a suspension apparatus for a vehicle having an electromagnetic actuator and a hydraulic damper. In the suspension apparatus, a hydraulic damper is disposed between an electromagnetic actuator and a wheel-holding portion, and a cover tube is provided for accommodating a seal provided between a piston rod and a housing of the hydraulic damper. In the suspension apparatus according to the present invention wherein the hydraulic damper is disposed between the wheel-holding portion and the electromagnetic actuator, it is possible to effectively mitigate not only transmission of vibrations to the vehicle body from the wheel via the electromagnetic actuator but also transmission of vibrations to the electromagnetic actuator. Further, owing to the presence of the cover tube, entry of dust and the like into the hydraulic damper through the seal can be effectively prevented.

Controllable dampers are used to improve vehicle responses and stability during severe vehicle handling maneuvers. A total handling damping value for the vehicle is derived, preferably from the greatest of a yaw rate error value, a lateral acceleration value and a time derivative of lateral acceleration value. In addition, a control ratio of front axle roll damping to total roll damping is derived, preferably from the yaw rate error value, an oversteer/understeer indication and possibly vehicle speed. From these values, handling damping values are derived for each wheel of the vehicle and blended with damping values for the same wheels derived from suspension component movement to determine a corner damping command for each controllable damper. Preferably, the damping values derived from suspension component movement are shifted away from damping control of the vehicle body toward handling damping control when yaw rate error is large in magnitude.

A vehicle body inclination angle regulating unit (17) includes a balancing oil cylinder (10). One chamber of the balancing oil cylinder (10) is connected with an oil tank (5) and an oil source for leveling operation via a first one-way damper valve (8) and an electric controlled switch valve (7), and the other chamber of the balancing oil cylinder (10) is connected with a non-rod chamber of a suspension oil cylinder via an electric controlled shutoff valve (14) and a second one-way damper valve (9). In addition, an automatically-leveling hydropneumatic suspension mechanism includes at least two pairs of suspension oil cylinders (12), vehicle body inclination angle regulating units (17), a vehicle body transverse inclination angle sensor (1) and a control unit (3). Each suspension oil cylinder (12) is correspondingly provided with the vehicle body inclination angle regulating unit (17) including the balancing oil cylinder (10). The present invention realizes effectively dynamic leveling function of different road conditions, especially transverse slopes, of the mobile crane. The mobile crane is provided with simple operation that are all automatically performed by the control unit, which improves driving safety remarkably and prevents an accident of vehicle overturning.

A bolster spring assembly is adapted for securement to a vehicle having a primary suspension system for securing an axle to the vehicle. The bolster spring assembly is located and secured between the leaf spring over the axle and the undercarriage of the vehicle as a supplement to the primary suspension system.

The invention discloses a hydro-pneumatic suspension control loop. The design key point of the invention comprises that: a communication relationship between a suspension oil cylinder rodless cavity and an energy accumulator at the same side is controlled by a two position two-way valve to realize rigid and flexible conversion of a suspension system; each suspension oil cylinder rod cavity is communicated with an energy accumulator at the opposite side so as to obtain relatively strong side tilting rigidity; and communication relationships between a pressure oil line and the suspension oil cylinder rodless cavity and between an oil return oil line and the suspension oil cylinder rodless cavity are controlled by a two position two-way valve, respectively so as to control the lifting of a vehicle body. In the multi-axle vehicle hydro-pneumatic suspension system provided by the invention, all the middle axle hydro-pneumatic suspension control loops and rear axle hydro-pneumatic suspension control loops form a lifting control group so as to level the vehicle body. The hydro-pneumatic suspension control loop provided by the invention has reasonable and reliable design and higher comprehensive performance of the suspension system, and is suitable for a multi-axle vehicle, particularly for a multi-axle construction crane. The invention also provides a crane using the hydro-pneumatic suspension control loop.

The invention relates to an urban rail operation vehicle and in particular relates to a straddle type monorail operation vehicle with a structure comprising two pairs of wheels. The straddle type monorail operation vehicle comprises a carriage, a steering frame, an engine, a transfer case and a walking pump, wherein the steering frame is connected with an underframe of the carriage through a central pin dragging device; the steering frame comprises a framework, a secondary suspension device and a dragging device; the overall framework is of an II-shaped full-steel installed and welded plate type box structure and comprises a side beam, end beams connected to two ends of the upper part of the side beam and two vertical beams which are connected between the end beams; a motor bracket is fixed between the upper part of the side beam and the corresponding vertical beam; two independently-driven walking wheel assemblies are mounted on two motor brackets; four guide wheel assemblies are mounted on two sides of the middle part of the side beam; two stabilizing wheel assemblies are mounted on two sides of the lower part; the secondary suspension device adopts a secondary steel coil spring assembly. The straddle type monorail operation vehicle can reasonably meet the circuit requirements of monorail PC beams and is high in safety coefficient, excellent in dragging performance, simple and compact in structure, easy to maintain, stable in running and excellent in brake performance.

The invention discloses a front cabin steel-frame structure of an electric vehicle and a front cabin. The front cabin steel-frame structure of the electric vehicle consists of main components: a front cabin left longitudinal beam, a front cabin right longitudinal beam, a transverse connecting beam framework and the like. Moreover, the front cabin steel-frame structure and a subframe are combined to further form upper and lower layer structures of the front cabin of the electric vehicle. An upper layer structure is used for installing various modules: a motor controller, a high and low voltage converter, a direct current-alternating current converter, a charger and the like, and thus, the condition that the modules are arranged in front of or at the rear of a power assembly is avoided, and therefore, an energy absorption space when forward collision of the vehicle occurs is increased, and the safety performance of the vehicle is improved. A lower layer structure is used for installing a motor and a gearbox, and therefore, the danger that the strength is excessively low due to the fact that a suspension device of the power assembly has to be installed on the longitudinal beams to form a cantilever beam structure is avoided, and a flexible space is provided to the arrangement position of the suspension device.

An endless track assembly that mounts to a wheeled vehicle. The assembly provides 1) a track suspension having fixed or adjustable, independently biased sets of idler wheels to vary the track contour without affecting track tension, 2) an eccentric bearing housing at a drive sprocket controls track tension, 3) a contoured peripheral edge at the drive sprocket prevents ice and mud buildup, 4) rubber-coated, plastic idler wheels facilitate track movement, 5) a multi-vehicle compatible adapter mounting plate accommodates a variety of vehicles, 6) a rotation limited torsion coupler and/or rotation limiting coupler arms prevent track contact with the vehicle, 7) a locking steering arm coupler prevents loss of steering control, 8) shaped track lugs and channels clear and direct debris away from the track suspension and drive assembly, and 9) a center, spring biased coupling suspension stabilizes and enhances the contour following and load handling capabilities in the center region of the track. The improved suspension particularly supports sets of idler wheels in pivotal relation to the track support frame and resiliently biases a pre-tensioned rocker arm that links adjacent suspension arms mounted to the adjoining idler wheels. Suspension arm movement induces expansion and contraction of tension springs coupled to the rocker arms to augments shape changes at the track contact surface to optimize traction and steering control.

The invention provides a hub motor driving automobile integrative design and cooperative control test platform and an implementation method. The platform comprises a whole vehicle control system, an active distributed driving system, an EMB electronic mechanical braking system, an active steering system, a power battery pack, a battery management system, a whole vehicle frame structure and a suspension module; the whole vehicle control system comprises a whole vehicle controller, a control mechanism sensor and a communication system; the active distributed driving system comprises four motor controllers, four hub motors, four wheels, an accelerator pedal and a hub motor sensor; the EMB electronic mechanical braking system comprises an EMB controller, four EMB brakes, a brake pedal sensor,a wheel cylinder pressure sensor and an EMMB brake angle and displacement sensor; the active steering system comprises a steering system control mechanism, a steering execution structure, a steering controller, and a steering knuckle angle and torque sensor. The whole vehicle frame is simple in structure, simple in process and high in expansibility.