An active damping system for a driveline includes a prop shaft configured to transmit engine power from an engine to a load, a sealed damper housing, and an active damping fluid contained within the sealed damper housing. A viscosity of the active damping fluid is changeable based on a torsional vibration of the prop shaft. The active damping system further includes a piston fixed to a side of the prop shaft and in communication with the active damping fluid. The piston is configured to rotate about an axis of the prop shaft. The system further includes a viscosity changing unit in communication with the active damping fluid, and a controller operatively connected to the viscosity changing unit. The controller is configured to cause the viscosity changing unit to change a viscosity of the active damping fluid. The viscosity of the active damping fluid changes the torsional vibration.

The disclosure concerns a spring assembly with a leaf spring. The leaf spring extends in a vehicle longitudinal axis, supports a vehicle axle and is connected at least indirectly to a vehicle superstructure at a front end and at a rear end. In order to provide a wheel suspension with advantageous springing and damping behavior that is optimized with regard to weight and complexity, according to the disclosure it is provided that at least one damping region, which is at least partially fluid-filled, is integrated in the leaf spring.

A cylinder device that enables both prevention of leakage from a flow channel and improvement of assemblability. A shock absorber is filled with an electrorheological fluid as a hydraulic fluid. The shock absorber generates a potential difference within an electrode path and controls viscosity of the electrorheological fluid passing through the electrode path, thus controlling a generated damping force. A plurality of partition walls are disposed between an inner cylinder and an electrode tube. A plurality of spiral flow channels are formed between the inner cylinder and the electrode tube. The partition walls are attached to the outer peripheral surface of the inner cylinder. The partition walls have a sectional shape in which an electrode tube side is smaller in wall thickness than an inner cylinder side. The partition walls include a pointed tip on the non-attached side, which is oriented to a high pressure side of the flow channels.

The invention relates to a vibration damper arrangement, in particular for damping compression and rebound forces on motor vehicles, which comprises a pressure medium cylinder (1), in which a piston (2) with a piston rod (3) is guided axially displaceably, which piston (2) divides the pressure medium cylinder (1) into a compression chamber (4) and a rebound chamber (5), a gas pressure accumulator (8) also being provided for volume compensation of the piston rod (3), which gas pressure accumulator (8) is connected to the compression chamber (4) by way of at least one first check valve (6) which can open toward the compression chamber (4), and a second check valve (7) which can open toward the rebound chamber (5) and, parallel thereto, at least one first controllable operating valve (12) being provided between the compression chamber (4) and the rebound chamber (5).

An active damping system for a driveline includes a prop shaft configured to transmit engine power from an engine to a load, a sealed damper housing, and an active damping fluid contained within the sealed damper housing. A viscosity of the active damping fluid is changeable based on a torsional vibration of the prop shaft. The active damping system further includes a piston fixed to a side of the prop shaft and in communication with the active damping fluid. The piston is configured to rotate about an axis of the prop shaft. The system further includes a viscosity changing unit in communication with the active damping fluid, and a controller operatively connected to the viscosity changing unit. The controller is configured to cause the viscosity changing unit to change a viscosity of the active damping fluid. The viscosity of the active damping fluid changes the torsional vibration.

No numbers found in figures. An example vehicular shock absorbing apparatus includes a shock absorber, a hydraulic mount operatively coupled with the shock absorber, a first decoupler movably disposed in a first portion of the hydraulic mount, and a second decoupler movably disposed in a second portion of the hydraulic mount.

A hydraulic shock absorber having an inner housing portion slidably coupled to an outer housing portion to define a variable size chamber for containing shock absorber fluid. The region where the inner and outer housing portions overlap defines an annulus between adjacent surfaces of the inner and outer housing portions which varies in size in accordance with the extension state of the shock absorber. A dynamic seal is coupled to a surface of the shock absorber within the annulus for confining shock absorber fluid to the chamber. The shock absorber fluid is an electro-rheological or magneto-rheological fluid and the shock absorber includes a device for generating a magnetic or electric control field within the chamber at a region adjacent dynamic seal in order to increase the viscosity of the shock absorber fluid adjacent to the dynamic seal to inhibit passage of the shock absorber fluid beyond the dynamic seal.

Provided is a cylinder device whereby it is possible to easily change and distinguish (identify) damping force characteristics. This cylinder device is equipped with: an inner cylinder in which a function fluid, which is changed in fluid properties by an electrical field or a magnetic field, is sealed, and into which a rod is inserted; a cylindrical member which is provided outside of the inner cylinder, and serves as an electrode or a magnetic pole; and a flow path forming member which is provided between the inner cylinder and the cylindrical member, and forms one or more flow paths through which the functional fluid flows from one end to the other end in the axial direction of the cylinder device in response to the forward and backward movement of the rod. The flow paths are spiral or meander flow paths having circumferentially-extending portions. The flow path forming member is formed with notches which cause axially adjacent portions among the flow paths to communicate with each other.

Provided is an electro-rheological fluid, including: a fluid having an insulating property; and a polyether-based polyurethane particle containing a metal ion, wherein the polyurethane particle contains a chain extender, wherein the metal ion includes at least a Li ion, and wherein a ratio ([Li]/[O]) of a molar concentration ([Li]) of the Li ion to a molar concentration ([O]) of oxygen atoms of ether groups in the polyurethane particles satisfies the following condition: [Ratio of molar concentration ([Li]) of Li ion to molar concentration ([O]) of oxygen of ether groups] [Li]/[O]9.010.sup.5.

A method and vehicle control system for controlling stiffness of at least one support structure of a vehicle includes at least one of an acceleration sensor, a braking sensor and a corner sensor for providing a driving condition of the vehicle. A controller obtains information from the sensors to determine the driving condition and control the stiffness of a support structure of the vehicle. A magnetic field generator provides a magnetic field to control the stiffness of the support structure having a magnetorheological fluid or elastomer. An electrical source provides electrical current to a support structure including an electrorheological fluid or a support structure including a meta-material. When a vehicle collision is predicted no energy is provided to the support structure to minimize the stiffness and maximize energy absorbance by the support structure in a collision.