An electronically controller external damper reservoir assembly (eRESI) can be connected to a passive damper and/or substituted for an existing external reservoir to provide semi-active damping control. The eRESI includes a reservoir and a variable base valve assembly actuated by an actuator. A controller is in communication with the actuator and a sensor providing input signal indicative of vehicle movement and is programmed to generate a damping control signal to the actuator based on the input signal, to dynamically control the damping force outputted by a passive damper hydraulically connected to the eRESI. A P/T sensor can be installed to a gas chamber of a vehicle damper to generate a P/T signal indicative of the pressure and temperature of the gas. The controller is programmed to determine a damper position of the damper based on the P/T signal.

To provide an electro-rheological fluid and a cylinder device, which each can achieve both high heat resistance and a high ER effect. The electro-rheological fluid (300) of the present invention includes a fluid (30) and polyurethane particles (31) containing metal ion. The polyurethane particles (31) are each composed of polyol and two or more types of isocyanates. A hard segment ratio of the polyurethane particle (31) is 13 to 34%.

A system for use in a vehicle, the system includes at least two hydraulic damper assemblies. The system includes a syringe pump in fluid communication with the hydraulic damper assemblies. The syringe pump includes a barrel having an opening. The syringe pump includes a plunger slidable within the barrel in a first direction that moves hydraulic fluid into the barrel via the opening and in a second direction that moves hydraulic out of the barrel via the opening. The system includes an actuator supported within the barrel and operatively coupled to the plunger.

A control method for hybrid electromagnetic suspension. The method provides four modes for hybrid electromagnetic suspension: a comfort mode, a sport mode, a combined mode, and an energy feedback mode. A driver can switch between the four modes as desired. For the comfort, sport, and combined modes, hybrid control is adopted, and two sub-modes are provided: an active control mode and a semi-active control mode. A switching condition between the two sub-modes is determined by using a novel parameter C.sub.act and comparing the same against a maximum equivalent electromagnetic damping coefficient C.sub.eqmax of a linear motor. The present invention solves the problem of achieving a balance between suspension comfort and tire traction, and meets the demands of different operating conditions and users by enabling manual mode switching. In addition, the hybrid control is employed to solve the problems of high energy consumption of active suspension and limited control performance of semi-active suspension, thus ensuring good kinematic performance of automobile suspension while reducing energy consumption. Furthermore, the energy feedback mode is designed to enable the suspension to perform energy recovery, meeting demands of energy conservation and emission reduction.

A vehicle control device includes an acquisition unit configured to acquire detection information in a current traveling state and position information indicating a current position of a vehicle, a transmission unit configured to transmit traveling information in which the detection information and the position information are associated with each other to an external management device, a reception unit configured to receive changed specification information of the vehicle transmitted when the management device determines that specifications of the vehicle need to be changed, and a control unit configured to change the specifications of the vehicle corresponding to the specification information and reflect the changed specifications in traveling control. The specification information includes specifications changed based on comparison between first traveling information that is current traveling information of the vehicle and second traveling information obtained when the vehicle has previously traveled at a same position.

An autonomous guided vehicle comprising a platform adapted to carry a load thereon in a working position; a plurality of suspension devices connected to the platform, each suspension device having a sensor and an actuator; and a plurality of wheels associated with the suspension devices; wherein a first wheel is associated with a first suspension device such that the sensor of the first suspension device is adapted to provide a signal when a relative position of the first wheel and the platform is altered.

A vehicle fluid spring system is adapted to absorb road shock imparted onto at least one road wheel of a vehicle. The vehicle fluid spring system includes a fluid spring and a variable volume unit. The fluid spring includes a fluid chamber adapted to change in volume. The variable volume unit including a rigid piston cylinder, a piston, a fluid cavity, and an actuator. The piston is adapted to reciprocate within, and is in sliding contact with, the rigid piston cylinder. The fluid cavity is defined by the piston cylinder and the piston. The actuator is adapted to drive the piston changing a volume of the fluid cavity. The fluid cavity is in fluid communication with the fluid chamber.

This invention pertains to sway bar systems, and a method of controlling their operation. Specifically, the present invention relates to provide a way of adjusting the response characteristics of a sway bar system by changing the structure of the typical sway bar links and regulating the modified structure by utilizing a hydraulic control unit. Said hydraulic control unit independently modifies the fluid path within each said sway bar links by use of one electronically controlled bi-directional valve allowing for closed or opened flow operation, determined by an electronic input being received.

An example vehicle frame disclosed herein includes end frames having wheels coupled thereto, and a central frame coupled between the end frames, the central frame positioned at an offset relative to the end frames, the vehicle frame rotatable about a longitudinal axis of the vehicle frame between a first position and a second position, the central frame at a first distance from the ground when the vehicle frame is in the first position, the central frame at a second distance from the ground when the vehicle frame is in the second position, the first distance greater than the second distance.

An example vehicle frame disclosed herein includes end frames having wheels coupled thereto, and a central frame coupled between the end frames, the central frame positioned at an offset relative to the end frames, the vehicle frame rotatable about a longitudinal axis of the vehicle frame between a first position and a second position, the central frame at a first distance from the ground when the vehicle frame is in the first position, the central frame at a second distance from the ground when the vehicle frame is in the second position, the first distance greater than the second distance.