An electric or hybrid electric vehicle comprises a vehicle chassis extending along a longitudinal axis and a rotatable vehicle drive axle disposed along a transverse axis and having opposed ends that are configured for attachment to a pair of opposed drive wheels. The electric vehicle also comprises a selectively movable electric propulsion motor comprising a rotatable motor shaft rotatable about a motor axis, the electric propulsion motor configured to be mounted within the vehicle chassis and operatively coupled to the rotatable vehicle drive axle and opposed drive wheels, the motor axis configured to be oriented in a substantially vertical direction, a selectively movable differential disposed on the drive axle and configured to operatively couple motive power of the electric propulsion motor that is transmitted to the rotatable motor shaft to the drive axle, and a motor actuator operatively coupled to the electric propulsion motor and the vehicle chassis.

A vehicle suspension system includes a damper top mount including a top mount body defining an interior cavity, a damper coupled to the top mount and including a damping member and a damper rod coupled to the damping member, and a jounce shock assembly including a jounce shock body coupled with the damper top mount and encircling the top mount body. The jounce shock body includes an exterior wall and a dividing wall generally parallel to and interior of the exterior wall, a first chamber defined by the top mount body and the dividing wall, a second chamber fluidly coupled with and parallel to the first chamber and defined by the dividing wall and the exterior wall, a floating piston movably disposed within the second chamber, and a piston configured to translate within the first chamber between an extended position and a compressed position.

A vehicle suspension system includes a damper top mount including a top mount body defining an interior cavity, a damper coupled to the top mount and including a damping member and a damper rod coupled to the damping member, and a jounce shock assembly including a jounce shock body coupled with the damper top mount and encircling the top mount body. The jounce shock body includes an exterior wall and a dividing wall generally parallel to and interior of the exterior wall, a first chamber defined by the top mount body and the dividing wall, a second chamber fluidly coupled with and parallel to the first chamber and defined by the dividing wall and the exterior wall, a floating piston movably disposed within the second chamber, and a piston configured to translate within the first chamber between an extended position and a compressed position.

A tuned mass damper includes a damper mass having a first mass portion and a second mass portion connected by a third mass portion. The first mass portion, the second mass portion, and the third mass portion form a U-shaped configuration of the damper mass. The damper mass is configured to separate within the third mass portion in response to a force transferred to the damper mass of the tuned mass damper to allow relative motion between the first mass portion and the second mass portion. The damper mass may include geometric features that promote rotation of the tuned mass damper relative to an axis, when subjected to impact loads.

A tuned mass damper includes a damper mass having a first mass portion and a second mass portion connected by a third mass portion. The first mass portion, the second mass portion, and the third mass portion form a U-shaped configuration of the damper mass. The damper mass is configured to separate within the third mass portion in response to a force transferred to the damper mass of the tuned mass damper to allow relative motion between the first mass portion and the second mass portion. The damper mass may include geometric features that promote rotation of the tuned mass damper relative to an axis, when subjected to impact loads.

The present invention discloses a method for calculating a pressure loss of a parallel R-type automobile vibration damper. The automobile vibration damper includes a frame, a spring, an axle, a hydraulic cylinder, an upper oil tank, a piston, a lower oil tank, and a resistance adjustment section. The resistance adjustment section is composed of 4 capillaries connected in parallel and solenoid valves. The four capillaries are all coiled into an M shape. The 4 capillaries are R8, R4, R2, and R1 and are connected in series with solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, V.sub.R1, respectively. Due to the viscous effect of oily liquid in the cylinder, when the oily liquid flows through the resistance adjustment section, damping can be adjusted by adjusting the configurations SR, of the solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, and V.sub.R1. The present invention provides a method for calculating a pressure loss of an R-type automobile vibration damper, and achieves the purpose of reducing uncertainties of a control model, which provides a theoretical basis for improving the control quality of the vibration damper.

The present invention discloses a method for calculating a pressure loss of a series R-type automobile vibration damper. The automobile vibration damper includes a frame, a spring, an axle, a hydraulic cylinder, an upper oil tank, a piston, a lower oil tank, and a resistance adjustment section. The resistance adjustment section is composed of 4 capillaries connected in series and solenoid valves. The four capillaries are all coiled into an M shape. The 4 capillaries are R8, R4, R2, and R1 and are connected in parallel with solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, V.sub.R1, respectively. Due to the viscous effect of oily liquid in the cylinder, when the oily liquid flows through the resistance adjustment section, the damping can be adjusted by adjusting the configurations SR, of the solenoid valves V.sub.R8, V.sub.R4, V.sub.R2, and V.sub.R1. The present invention provides a method for calculating a pressure loss of an R-type automobile vibration damper, and achieves the purpose of reducing uncertainties of a control model, which provides a theoretical basis for improving the control quality of the vibration damper.

Hydraulic damper with load regulation as a function of frequency by means of hydraulic inertia composed of a cylinder, comprising an inner chamber, a rod, a main piston and an inertia piston, immersed in a hydraulic fluid, so that the inner chamber is divided into 3 sub-chambers, the main piston comprises a flow path controlled by valves to allow bidirectional flow of fluid between the sub-chambers and the inertia piston comprises a flow path called the inertia channel configured to allow fluid flow between sub-cameras at both sides of the inertia piston.

Hydraulic damper with load regulation as a function of frequency by means of hydraulic inertia composed of a cylinder, comprising an inner chamber, a rod, a main piston and an inertia piston, immersed in a hydraulic fluid, so that the inner chamber is divided into 3 sub-chambers, the main piston comprises a flow path controlled by valves to allow bidirectional flow of fluid between the sub-chambers and the inertia piston comprises a flow path called the inertia channel configured to allow fluid flow between sub-cameras at both sides of the inertia piston.

Disclosed herein is a manufacturing method of a spring pad interposed among a spring used in an automobile suspension system and an upper sheet and a lower sheet for supporting the spring, wherein the spring pad includes an insulator getting in contact with the spring to absorb shock and forming a body of the spring pad, and is manufactured through foam injection molding of the insulator to be lightweight.