In each of a first stabilizer device and a second stabilizer device, a stabilizer bar is supported by one or more cylinders, a communication passage via which two fluid chambers of each cylinder are connected is provided, and an opening-closing valve is disposed in the communication passage such that an inter-fluid-chamber communication state where the two fluid chambers communicate with each other and an inter-fluid-chamber shutoff state where the two fluid chambers are shut off from each other are selectively established. Hereby, a vehicle body roll restraining effect is achieved in the inter-fluid-chamber shutoff state while the vehicle body roll restraining effect is cancelled in the inter-fluid-chamber communication state. A linkage mechanism by which those two states of each of the stabilizer devices are changed in conjunction with each other is provided.

A system for controlling an active suspension of a vehicle may include a sensor device mounted on the vehicle to detect a state of the vehicle, and a vehicle controller that estimates a pitch angle of the vehicle using the state information related to the vehicle when pulling of the vehicle occurs in a pitch control situation based on a willingness of a driver to accelerate or decelerate the vehicle, determines a sum of a control force of a front wheel of the vehicle and a control force of a rear wheel of the vehicle for minimizing the pitch angle, and compares a steering intention of the driver with a yaw rate signal of the vehicle to determine control amounts of a left active suspension of the vehicle and a right active suspension of the vehicle based on a magnitude of pulling of the vehicle.

An assembly includes a leadscrew defining a central axis, a strut movable along the leadscrew upon rotation of the leadscrew, a camber angle of a wheel changeable according to movement of the strut along the leadscrew, and a motor drivably connected to the leadscrew, the motor defining a motor axis, wherein the central axis of the leadscrew is transverse to the motor axis.

A semi-active anti-yaw damper (100), a damping system and a vehicle are provided. When a piston (2) of the semi-active anti-yaw damper (100) reciprocates in the hydraulic cylinder (1), an interior of the hydraulic cylinder (1) is divided into two cylinder blocks (PA, PB). The semi-active anti-yaw damper (100) includes at least two parallel branches (B1, B2), the two ends of each of the parallel branches (B1, B2) are connected to the two cylinder blocks (PA, PB), respectively, and each of the parallel branches (B1, B2) is provided with an adjustable solenoid valve (PV), and the adjustable solenoid valve (PV) is configured to adjust a damping coefficient of the semi-active anti-yaw damper (100) when the semi-active anti-yaw damper (100) is in a semi-active mode.

An electrically powered suspension system includes: an electromagnetic actuator provided between a vehicle body and a wheel of a vehicle and configured to generate a damping force for damping vibration of the vehicle body; a wheel speed sensor that detects a wheel speed of the wheel; a wheel speed variation amount calculation part that calculates a wheel speed variation amount on the basis of wheel speed detection values detected by the wheel speed sensor; a 3D gyro sensor that detects sprung state amounts including a sprung pitching action of the vehicle; and a wheel speed variation amount correction part that estimates a variation component in the wheel speed variation amount on the basis of a sprung pitch amount and corrects the wheel speed variation amount so as to reduce the estimated variation component.

The four wheel steering vehicle utilizes a cage system that extends along the longitudinal axis to protect the driver coupled to a center rail chassis. Front and Back independent suspension links extend outward along the lateral axis pivotally connected to the wheel assemblies enabling four wheel independent suspension. A centrally located pivoting shock provides both steering control and suspension attachment for the shock and spring. The vehicle is controlled by the driver using a steering wheel, acceleration pedal, and a brake pedal. The invention provides a feeling of integration with the vehicle as the driver rolls into turns with the vehicle, while minimizing fatigue caused by the continuous resistance to centrifugal cornering forces.

A control device applies a target control force to a variable damping force damper in a suspension mechanism based on a damping coefficient of the variable damping force damper to eliminate unsprung tramp sensations and feelings of hardness when the stroke speed decreases in a conventional skyhook control. The control device includes a state estimation unit for calculating the sprung mass speed of the sprung mass based on a value detected by several of a plurality of sensors, an application control unit for calculating and outputting a damping coefficient of the variable damping force damper based on the calculated sprung mass speed, and a target control amount management unit for determining the target control force based on the damping coefficient output by the application control unit.

A shock assembly is disclosed. The assembly includes a damper chamber having an outer wall with a first inner diameter (ID). A secondary chamber within the damper chamber, the secondary chamber comprising an exterior wall with an external diameter (ED) less than the ID of the outer wall to form an annular region therebetween. A damping piston coupled to a piston rod, the damping piston disposed in the secondary chamber and axially movable relative to the secondary chamber, the damping piston to bifurcate the secondary chamber into a compression side and a rebound side. A valve to control a flow of a working fluid between the annular region and the secondary chamber.

An electric suspension device, includes: an electromagnetic actuator which is arranged in parallel to a spring member provided between an unsprung member and a sprung member and produces a drive force; an information acquisition section which acquires acceleration information of the unsprung member and sprung member along the expansion-contraction axis; a damping force calculation section which calculates a target damping force; and a drive controller which performs drive control for the electromagnetic actuator using a target drive force based on the target damping force. The information acquisition section acquires a road profile signal based on the acceleration information concerning the front-wheel side. The damping force calculation section calculates the target damping force of the electromagnetic actuator provided at least on the rear-wheel side, based on a signal component within a rear-wheel-side vibration damping target frequency range, of the road profile signal based on the acceleration information concerning the front-wheel side.

A suspension system for a vehicle that has a vehicle body, a first wheel assembly that includes a first wheel hub, and a second wheel assembly that includes a second wheel hub. The suspension system includes a crossbar that is pivotally connected to the first wheel hub of the first wheel assembly and is pivotally connected to the second wheel hub of the second wheel assembly. The suspension system also includes a first active suspension actuator that is located near the first wheel assembly, is connected to the vehicle body, is connected to the crossbar, and supports the vehicle body with respect to the crossbar. The suspension system also includes a second active suspension actuator that is located near the second wheel assembly, is connected to the vehicle body, is connected to the crossbar, and supports the vehicle body with respect to the crossbar.