A rotation damper for a motor vehicle. A flywheel driven via a drive with angular velocity and rotating about an axis of rotation is cardanically mounted via a first bearing element and a second bearing element. The flywheel is rotatably mounted on the first bearing element at the rotational angle and the first bearing element is rotatably mounted on the second bearing element at a first rotational angle of a first axis of the flywheel oriented orthogonally to the axis of rotation, and the second bearing element is rotatably mounted at a second rotational angle of a second axis oriented orthogonally to the first axis. The first bearing element is operationally connected to a shaft drive and the second bearing element can be connected by a means to a wheel carrier of the motor vehicle.

A rotary damper that is to be fastened to a first mass via a fastening part (10) comprises a damper housing (2) surrounding an electromagnetic damper motor (4) which is disposed along a central axis of the rotary damper, a hinged lever 14) connected to a second mass, and a gearing (14) for transmitting and/or converting a relative rotation between the masses to the damper motor (4) such that vibrations are dampened. The fastening part (10) is connected to a bearing part (38) via an elastomer bearing (44), the damper motor (4) being disposed on said bearing part (38), and the damper housing (2) is connected to the hinged lever (14), which is mounted so as to be able to rotate relative to the bearing part (38).

A rotary damper that is to be fastened to a first mass via a fastening part (10) comprises a damper housing (2) surrounding an electromagnetic damper motor (4) which is disposed along a central axis of the rotary damper, a hinged lever 14) connected to a second mass, and a gearing (14) for transmitting and/or converting a relative rotation between the masses to the damper motor (4) such that vibrations are dampened. The fastening part (10) is connected to a bearing part (38) via an elastomer bearing (44), the damper motor (4) being disposed on said bearing part (38), and the damper housing (2) is connected to the hinged lever (14), which is mounted so as to be able to rotate relative to the bearing part (38).

A foldable non-highway electric vehicle (EV) for recreational use. The non-highway EV may include a chassis and a foldable battery module coupled to the chassis. The foldable battery module may fold to a position to allow portable transport of the non-highway EV. Suspension may control movement of the wheels relative to the chassis. The suspension may also be set in a plurality of different configurations, including a configuration where the suspension is set in a transport position. With the battery folded and the suspension set in the transport position, the footprint of the non-highway EV may be significantly reduced, to allow for convenient transportation of the non-highway EV.

A foldable non-highway electric vehicle (EV) for recreational use. The non-highway EV may include a chassis and a foldable battery module coupled to the chassis. The foldable battery module may fold to a position to allow portable transport of the non-highway EV. Suspension may control movement of the wheels relative to the chassis. The suspension may also be set in a plurality of different configurations, including a configuration where the suspension is set in a transport position. With the battery folded and the suspension set in the transport position, the footprint of the non-highway EV may be significantly reduced, to allow for convenient transportation of the non-highway EV.

A combined spring compensation suspension device for a vehicle includes a free spring, a compensation spring, a compensation spring pre-tightening device, a vibration isolation block, a light damping shock absorber and a guide mechanism. The compensation spring pre-tightening device is installed at an upper end of the compensation spring. The guide mechanism is used to connect a wheel with a vehicle body. An elastic element on the suspension device of the vehicle is composed of the free spring and the compensation spring. A suspension load has a compensation interval nearby a static deflection stroke of a suspension. When the suspension load is changed in the compensation interval, the stroke is not changed or is slightly changed. Only when the suspension load exceeds the compensation interval, the suspension stroke can be changed. Controllability and comfort of the vehicle adopting the design can be simultaneously improved.

A combined spring compensation suspension device for a vehicle includes a free spring, a compensation spring, a compensation spring pre-tightening device, a vibration isolation block, a light damping shock absorber and a guide mechanism. The compensation spring pre-tightening device is installed at an upper end of the compensation spring. The guide mechanism is used to connect a wheel with a vehicle body. An elastic element on the suspension device of the vehicle is composed of the free spring and the compensation spring. A suspension load has a compensation interval nearby a static deflection stroke of a suspension. When the suspension load is changed in the compensation interval, the stroke is not changed or is slightly changed. Only when the suspension load exceeds the compensation interval, the suspension stroke can be changed. Controllability and comfort of the vehicle adopting the design can be simultaneously improved.

A suspension includes inner magnets coupled to an inner cylindrical member and outer magnets coupled to an outer cylindrical member that circumscribes the inner cylindrical member. The inner magnets are stacked on top of one another in an axial direction and include a first set having a first polarity alternately arrayed with a second set having a second polarity. The outer magnets are stacked on top of one another in the axial direction and include a first set having the first polarity alternately arrayed with a second set having the second polarity. Each inner magnet in the first set is radially aligned with an outer magnet in the second set and each inner magnet in the second set is radially aligned with an outer magnet in the first set to provide an attractive electromagnetic field between the magnets that passively absorbs axial displacement between the inner and outer cylindrical members.

A suspension includes inner magnets coupled to an inner cylindrical member and outer magnets coupled to an outer cylindrical member that circumscribes the inner cylindrical member. The inner magnets are stacked on top of one another in an axial direction and include a first set having a first polarity alternately arrayed with a second set having a second polarity. The outer magnets are stacked on top of one another in the axial direction and include a first set having the first polarity alternately arrayed with a second set having the second polarity. Each inner magnet in the first set is radially aligned with an outer magnet in the second set and each inner magnet in the second set is radially aligned with an outer magnet in the first set to provide an attractive electromagnetic field between the magnets that passively absorbs axial displacement between the inner and outer cylindrical members.

A motion control system includes an absorber fixed relative to an axis, a spring fixed relative to the axis, and a mass coupled to the absorber and the spring and configured to move relative to the axis. The spring is configured to bias the mass toward a neutral position and with the absorber configured to dampen movement of the mass. The mass includes an internal surface and an external surface spaced from the internal surface. The external surface extends between a first end and a second end, with the first end closer to the axis than the second end. At least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis.