A hydraulic actuator assembly is configured to receive a pressurized fluid from a pump. The hydraulic actuator assembly includes a housing and a piston arranged concentrically with respect to a longitudinal axis, wherein the housing is configured to receive a first portion of the pressurized fluid to displace the piston relative to the housing. The hydraulic actuator assembly also includes a sleeve arranged concentrically with respect to the housing and to the piston, and configured to restrain the piston relative to the housing and receive a second portion of the pressurized fluid from the pump to selectively release the piston. A vehicle including a suspension corner connecting the vehicle's road wheel to the vehicle's body, the fluid pump, and the subject hydraulic actuator assembly to change the vehicle's ride height at the suspension corner is also disclosed. The vehicle may also include a controller configured to control the actuator assembly.

A hydraulic actuator assembly is configured to receive a pressurized fluid from a pump. The hydraulic actuator assembly includes a housing and a piston arranged concentrically with respect to a longitudinal axis, wherein the housing is configured to receive a first portion of the pressurized fluid to displace the piston relative to the housing. The hydraulic actuator assembly also includes a sleeve arranged concentrically with respect to the housing and to the piston, and configured to restrain the piston relative to the housing and receive a second portion of the pressurized fluid from the pump to selectively release the piston. A vehicle including a suspension corner connecting the vehicle's road wheel to the vehicle's body, the fluid pump, and the subject hydraulic actuator assembly to change the vehicle's ride height at the suspension corner is also disclosed. The vehicle may also include a controller configured to control the actuator assembly.

An antivibration device capable of attaining damping performance in a comparatively broad frequency band range is provided. In the antivibration device, between an inner cylinder and an outer cylinder, formed are a first liquid chamber, a second liquid chamber, and a third liquid chamber. There are provided a first orifice passage that makes the first liquid chamber and the second liquid chamber communicate with each other, and a second orifice passage that makes one of the first liquid chamber and the second liquid chamber and the third liquid chamber communicate with each other.

An antivibration device capable of attaining damping performance in a comparatively broad frequency band range is provided. In the antivibration device, between an inner cylinder and an outer cylinder, formed are a first liquid chamber, a second liquid chamber, and a third liquid chamber. There are provided a first orifice passage that makes the first liquid chamber and the second liquid chamber communicate with each other, and a second orifice passage that makes one of the first liquid chamber and the second liquid chamber and the third liquid chamber communicate with each other.

A multi-section shock-linked vehicle suspension system is disclosed that transfers force from one point to another point in a system of interrelated shock absorbers. Force can be transmitted from one shock absorber to another using hydraulics or a gas such as air or nitrogen in a space-efficient form factor, without the use of levers and mechanical force transfer rods. The hydraulic or gas force can be tuned using valves to provide different suspension characteristics. The multi-section shock-linked system provides the ability to share wheel loads across the vehicle by using shock absorbers that are shared in addition to the individual shock absorber associated with each wheel.

A multi-section shock-linked vehicle suspension system is disclosed that transfers force from one point to another point in a system of interrelated shock absorbers. Force can be transmitted from one shock absorber to another using hydraulics or a gas such as air or nitrogen in a space-efficient form factor, without the use of levers and mechanical force transfer rods. The hydraulic or gas force can be tuned using valves to provide different suspension characteristics. The multi-section shock-linked system provides the ability to share wheel loads across the vehicle by using shock absorbers that are shared in addition to the individual shock absorber associated with each wheel.

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.

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.

Aspects of the present invention relate to a active roll bar damper assembly (1) suitable for an active roll bar (5). The active roll bar damper assembly (1) includes a first subassembly (15-1) and a second subassembly (15-2) for mounting to the active roll bar (5). The first subassembly (15-1) includes a rigid first mass (17) having a first aperture (27). At least one first spring (21-n) is disposed in the first aperture (27) for positioning between the active roll bar (5) and the first mass (17). The second subassembly (15-2) includes a rigid second mass (37) having a second aperture (47). At least one second spring (41-n) is disposed in the second aperture (47) for positioning between the active roll bar (5) and the first mass (17). The first and second masses (17, 37) are configured to engage each other to limit compression of the first and second springs (21-n, 41-n). Aspects of the present invention also relate to an active roll control system (3) including an active roll bar damper assembly (1); and a vehicle (V).

Aspects of the present invention relate to a active roll bar damper assembly (1) suitable for an active roll bar (5). The active roll bar damper assembly (1) includes a first subassembly (15-1) and a second subassembly (15-2) for mounting to the active roll bar (5). The first subassembly (15-1) includes a rigid first mass (17) having a first aperture (27). At least one first spring (21-n) is disposed in the first aperture (27) for positioning between the active roll bar (5) and the first mass (17). The second subassembly (15-2) includes a rigid second mass (37) having a second aperture (47). At least one second spring (41-n) is disposed in the second aperture (47) for positioning between the active roll bar (5) and the first mass (17). The first and second masses (17, 37) are configured to engage each other to limit compression of the first and second springs (21-n, 41-n). Aspects of the present invention also relate to an active roll control system (3) including an active roll bar damper assembly (1); and a vehicle (V).