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.

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.

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.

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.

Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio .sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller

A vehicle includes a vehicle body, at least one wheel includes an annular tire that rotates to drive the vehicle body along a main driving direction, a wheel gear disposed on an inner surface of the tire, and an in-wheel actuator that is connected to the wheel gear and that rotates to rotate the tire, and positioning devices that are fixed to the vehicle body and that rotate the at least one wheel relative to the vehicle body to change positions of the at least one wheel relative to the vehicle body, the at least one wheel being coupled to at least one positioning device so as to be rotatable.

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.

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.

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.

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.