A shock absorber includes a first passage (92) through which a working fluid flows out from a chamber that is an upstream side to a chamber (23) that is a downstream side due to movement of a piston (21), a first damping force generating mechanism (41) provided in the first passage (92) to generate a damping force, a second passage (182) provided separately from the first passage (92), a second damping force generating mechanism (183) provided in the second passage (182) and opened to generate a damping force when a piston speed is lower than that of the first damping force generating mechanism (41), a third passage (512) provided separately from the second passage (182), a volume variable mechanism (186) provided in the third passage (512), a fourth passage (521) provided separately from the third passage (512), and a relief mechanism (522) provided in the fourth passage (521) and opened after the second damping force generating mechanism (183) is opened.

A vehicle, variable spring system and method of operating a corner actuator coupled to wheel of the vehicle. The vehicle includes the corner actuator and the variable spring system. The variable spring system includes a control chamber coupled to the corner actuator, a first spring, a second spring, and a valve. An applied resistance for the corner actuator is selected by selecting an amount of fluid coupling between the control chamber and each of the first spring and the second spring. A force is absorbed at the wheel using the applied resistance.

A three-wheeled vehicle having a front wheel assembly attached to a chassis. The chassis includes a rotational control shaft having a rotational axis that is generally directed in a longitudinal direction of the vehicle. The rotational control shaft is integrated with or secured to the chassis in a non-rotational manner and passes through the front wheel assembly in a rotationally-free manner, such that the rotational control shaft can rotate about its rotational axis. The front wheel assembly includes one or more lean control motors, which are operably configured to rotate the rotational control shaft about its rotational axis thereby causing the chassis to lean from side to side to improve the handling ability of the vehicle. Some embodiments include a lean control system configured to automatically control the degree of rotation of the chassis.

The present disclosure includes a knuckle unit coupled to a strut, positioned inside a wheel, and moving in upward and downward directions along a pair of sliding pillars supported by a fixing frame, a stopper unit configured to selectively move in a downward direction on the sliding pillar and limit a range that the knuckle unit moves in the upward and downward directions, a power transmission unit connected to the sliding pillar and configured to transmit power for moving the stopper unit in the downward direction, a clutch unit connected to the power transmission unit and transmitting a rotational force to the power transmission unit as a control motor is driven, and a control unit electrically connected to the control motor and transmitting a power transmission signal to the control motor to control the stopper unit to selectively move in the upward and downward directions.

A low suspension arm strut coupling is provided for a suspension of an off-road vehicle. The suspension comprises a lower suspension arm that is hingedly coupled between a chassis of the off-road vehicle and a spindle assembly that is coupled with a front wheel. An upper suspension arm is hingedly coupled between the chassis and the spindle assembly. A strut is coupled between the lower suspension arm and the chassis. A lower pivot couples the strut to the lower suspension, and an upper pivot couples the strut to the chassis. The upper and lower pivots provide a lower center of gravity of the off-road vehicle and a relatively smaller shock angle. The lower suspension arm is reinforced to withstand forces due to movement of the front wheel and operation of the strut in response to travel over terrain.

A damper assembly includes a pressure tube defining a first chamber and a piston movable within the first chamber. The damper assembly includes a reserve tube defining a second chamber. The damper assembly includes a cylinder end attached to the pressure tube, the cylinder end defining a passage in fluid communication with the first chamber and the second chamber. The damper assembly includes an orifice disc attached to the cylinder end and defining an opening in fluid communication with the passage. The damper assembly includes a check disc attached to the cylinder end, the check disc movable from a first position spaced from orifice disc to a second position abutting the orifice disc. Movement of the piston within the first chamber causes fluid flow between the first chamber and the second chamber via the passage of the cylinder end. The check disc and the orifice disc limit a rate of such fluid flow.

A valve assembly for a shock assembly is described. The valve assembly includes a first valve disposed along a compression bypass flow path extending between a compression side and a rebound side of the damping housing, the first valve configured to control flow of fluid from at least one bypass valve of the compression side of the damping housing into the rebound side of the damping housing.

A vehicle, variable spring system and method of operating a corner actuator coupled to wheel of the vehicle. The vehicle includes the corner actuator and the variable spring system. The variable spring system includes a control chamber coupled to the corner actuator, a first spring, a second spring, and a valve. An applied resistance for the corner actuator is selected by selecting an amount of fluid coupling between the control chamber and each of the first spring and the second spring. A force is absorbed at the wheel using the applied resistance.

A vehicle vibration control system includes: a buffer mechanism that is disposed between a wheel and a vehicle body and capable of adjusting buffer performance as a function of reducing vibration input to the vehicle body from the wheel; a weight detection unit that detects the weight of the vehicle body; a traveling position detection unit that detects the traveling position of the vehicle body; and a control device that controls the buffer performance of the buffer mechanism. The control device acquires a driving pattern in which the traveling position of the vehicle body and the buffer performance were set, on the basis of the weight of the vehicle body, and controls the buffer performance of the buffer mechanism on the basis of the acquired driving pattern and a result detected in the traveling position detection unit.

The present invention discloses an adaptive damping nonlinear spring-variable damping system and a mobile platform system, with the nonlinear spring-variable damping system applied to the mobile platform. The nonlinear spring-variable damping system is characterized in that the system comprises: an oil cylinder accommodating damping oil; a piston, accommodated in the oil cylinder and movable along the oil cylinder to make the damping oil flow; at least one connecting rod, connected to the piston; at least one spring, whose deformation process is constrained by the connecting rod; and a damping adaptive adjustment device, configured to be able to adaptively change the flow resistance of the damping oil according to the vibration of the mobile platform, so as to control the system damping; wherein, when the mobile platform vibrates, the connecting rod and the spring can subject the piston to a nonlinear spring force. The amplitude of the nonlinear spring-variable damping system, compared with the linear spring-damping system, is greatly suppressed.