Provided are: a linear-motion damper which can avoid an increase in the size of a device configuration of an attachment target and broaden the type of attachment target to which the linear-motion damper is attachable; and a steering device including the linear-motion damper. A steering device (100) includes a linear-motion damper (120) between a rack bar (103) and a rack end (106). In the linear-motion damper (120), an inner chamber (121) is formed between an inner chamber forming body (130) and a socket main body (107) therein. The socket main body (107) is a shaft-shaped component forming the rack end (106) in the steering device (100). The socket main body (107) is slidably fitted in the inner chamber forming body (130). The inner chamber forming body (130) is formed in a tubular shape, and at an inner peripheral portion thereof, is formed with a circular ring-shaped flow control valve (140). The flow control valve (140) includes a first flow control valve (150), a second flow control valve (160), and a third flow control valve (170).

An air reservoir for a steering axle is mounted on a trailer, the steering axle comprising a pair of rotation pivoting wheel assemblies. Each wheel assembly has a rotation plate and a steering arm connected thereto. A rod pivotally connects the steering arms, each wheel assembly being rotatably connected to either end of the axle. An air stabilizer assembly is mounted on the axle and is connected to the rod, the air stabilizer assembly having an inflatable damper assembly thereon. An air supply is fluidly connected to an air inlet on the axle, the air inlet being fluidly connected to the damper assembly. The air stabilizer assembly dampens pivotal movement of the wheel assemblies when compressed air from the air reservoir fills the damper assembly. The air stabilizer assembly allows the wheel assemblies to rotate more freely when pressure of the compressed air within the damper assembly is reduced.

An actuator (10) of a steer-by-wire steering device of a motor vehicle comprises a housing (46, 146), a spindle (42, 142) and a positionally fixed spindle nut (43, 143) mounted so that it can rotate, which within the housing (46, 146) form a spindle drive (41, 141) for the axial displacement of the spindle (42, 142) relative to the spindle nut. An inertial mass (100, 300, 400, 400a, 500, 600) is at least indirectly coupled to the spindle (142), taking into account the oscillation behavior of at least one component of the actuator (10), in particular the spindle (142).

A power steering assembly for an electro-mechanical power steering system of motor vehicles, in particular utility vehicles, includes a steering gear. The steering gear is designed to transmit a rotational movement introduced by a steering element, in particular by a steering wheel, via an input side of the steering gear, in particular via an input shaft of the steering gear, to an output side of the steering gear. The power steering assembly is designed to convert a movement derived from the output side of the steering gear into a rotational movement of at least one wheel of the motor vehicle about a steering axis. The power steering assembly is characterized in that the power steering assembly has an absorption unit for at least partial absorption of roadside shocks from the wheel of the motor vehicle.

A vehicle with a base frame to which at least two sprung suspensions, in particular sprung wheel suspensions, for driven, non-driven, steerable or non-steerable contact elements, for example wheels, are attached which can be steered by means of a steering knuckle and are located on both sides of the longitudinal direction of travel, in each case transversely to the direction of travel, a tilt frame, tiltable in a tilt axis with respect to the base frame. A steering tube is rotatably attached to the tilt frame in the steering axis and automatically tilts with the tilt frame, at least one track rod connected to the track rod actuating element, and a linear or rotary track rod actuating element rotatable over a guide element. The track rod actuating element is displaced by tilting the tilt frame about the tilt axis and independently thereof by rotating the steering tube about the steering axis in such a way that the steerable contact element is given a steering movement by the track rod actuating element by means of the at least one track rod and no substantial change in the camber of the contact elements takes place during cornering, wherein the vehicle comprises at least one spring damper system which is suitable and provided for reducing a pendulum tilt of a tilt frame about the vertical zero position.

A multilink suspension assembly for a motor vehicle includes a steering knuckle rotatably mounting thereon a wheel unit, and a tie bar mounted to a respective swivel joint of the steering knuckle. Two lower control links are located aft of the tie bar and have inboard ends mounted to respective mounting junctions on the vehicle chassis and outboard ends mounted to respective swivel joints at a lower end of the steering knuckle. Two upper control links, which are located aft of the tie bar and vertically spaced from the lower control links, have inboard ends mounted to respective mounting junctions on the vehicle chassis and outboard ends mounted to respective swivel joints at an upper end of the steering knuckle. The swivel joints mount the upper and lower control links to the steering knuckle inboard from the wheel unit and below an upper extent of the wheel unit's tire.

A number of variations may include a method including using at least one of brakes or propulsion energy to steer an autonomous or semi-autonomous vehicle if a primary, secondary or other redundant steering system for an autonomous or semi-autonomous vehicle has failed or is insufficiently unhealthy to perform a desired function, the method including determining if a primary, secondary or other redundant steering system of an autonomous or semi-autonomous vehicle has failed or is not sufficiently healthy to perform a desired function, and if so, converting a steer request into a desired yaw rate, curvature, curvature over time, radius, radius or time or yaw rate acceleration, calculating a brake pressure sufficient to produce the desired yaw rate, curvature, curvature over time, radius, radius or time or yaw rate acceleration, delivering brake pressures signals via a lateral control module to an actuator for at least one brake connected to a wheel of the vehicle so that the brake pressure causes the vehicle yaw at the desired yaw rate, curvature, curvature over time, radius, radius or time or yaw rate acceleration.

A steering and suspension assembly for the rear wheels of an off-road vehicle that is effective to turn the rear wheels of the vehicle at least 2° in either direction.

A wheel suspension (1), for a motor vehicle, having a hub carrier (2) for holding a wheel (3), a wheel-guiding link (4) for an articulated connection of the hub carrier (2) to a body (6), and a steering rod (8) for steering the wheel (3). The hub carrier (2) and the wheel-guiding link (4), for steering the wheel (3), are pivotally connected to each other such that the hub carrier (2) can be swiveled about a steering axis relative to the wheel-guiding link (4). The hub carrier (2) is directly connected to the wheel-guiding link (4), in a first connection area (20), and the hub carrier (2) is indirectly coupled to the wheel-guiding link (4), in a second connecting area (21), via an integral link (5) connected to a chassis element (12).

An autonomous vehicle for passengers includes four steerable wheels where each steerable wheel is steered by a steering system having a set of two actuators. One actuator of each set of actuators is powered by a first power source while the other actuator of the set of powered by a second power source. Four controllers each control one actuator of each set of actuators and one actuator from another set of actuators.