A suspension element includes a housing, a first joint, and a second joint. The housing is configured to couple a tractive element assembly to a vehicle. The housing has a first end configured to engage a portion of the vehicle and a second end configured to interface with the tractive element assembly. The first joint includes a first actuator and a first resilient member. The first actuator is configured to facilitate linear extension and retraction of the suspension element. The second joint includes a second actuator and a second resilient member. The second actuator is configured to facilitate rotational movement of the suspension element. The first resilient member and the second resilient member are configured to support a static load of the vehicle.

A robot according to an embodiment of the present disclosure may comprise: a base; a driving wheel protruding downward from the base; a plate spaced upward from the base; a through hole formed at the plate; a suspension bar including a shaft part rotatably connected to the base and vertically extending upward, and a screw part vertically extending from an upper end of the shaft part toward the through hole; a slider sliding along the shaft part and connected to the driving wheel; a bushing top configured to move up and down along the screw part when the suspension bar rotates; a spring located on an outer circumference of the suspension bar and located between the bushing top and the slider; and a motor disposed above the plate and connected to the screw part through the through hole to rotate the suspension bar.

An electric suspension apparatus includes a return prevention circuit and a discharge controller. The return prevention circuit is configured to operate in one of operation modes including a return prevention mode of preventing a current from flowing from power storage to a power supply and a return allowance mode of allowing a current to flow from the power storage to the power supply. The discharge controller is configured to determine whether an electric motor is in regenerative operation. In response to determining that the electric motor is in regenerative operation, the discharge controller is configured to set the return prevention circuit to operate in the return prevention mode. In response to determining that the electric motor is not in regenerative operation, the discharge controller is configured to set the return prevention circuit to operate in the return allowance mode.

Disclosed herein a suspension system includes a damper in which a piston valve is movably provided in a chamber inside a cylinder; and an actuator coupled to a side portion of the cylinder to communicate with the chamber inside the cylinder; wherein the actuator comprises a rotating body in which a rotational drive shaft coupled to a center thereof, the rotating body configured to be rotated by working fluid transmitted from the chamber during a stroke of the piston valve; a centrifugal valve coupled to the rotational drive shaft in front of the rotating body, the centrifugal valve rotating together with the rotating body and varying an area of a flow path hole through which the working fluid passes according to a rotational speed of the rotating body; and a generator combined motor in which the rotational drive shaft is rotatably arranged at a rear of the rotating body, the generator combined motor configured to charge by generating electric energy through the rotation of the rotational drive shaft.

A method of on-demand energy delivery to an active suspension system is disclosed. The suspension system includes an actuator body, a hydraulic pump, an electric motor, a plurality of sensors, an energy storage facility, and a controller. The method includes disposing an active suspension system in a vehicle between a wheel mount and a vehicle body, detecting a wheel event requiring control of the active suspension; and sourcing energy from the energy storage facility and delivering it to the electric motor in response to the wheel event.

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 suspension element includes a housing, a first joint, and a second joint. The housing is configured to couple a tractive element assembly to a vehicle. The housing has a first end configured to engage a portion of the vehicle and a second end configured to interface with the tractive element assembly. The first joint includes a first actuator and a first resilient member. The first actuator is configured to facilitate linear extension and retraction of the suspension element. The second joint includes a second actuator and a second resilient member. The second actuator is configured to facilitate rotational movement of the suspension element. The first resilient member and the second resilient member are configured to support a static load of the vehicle.

The present disclosure generally relates to an omni-direction wheel system and methods for controlling the omni-direction wheel system. The omni-direction wheel system includes a plurality of suspension systems that operate independently of one another. Each suspension system may include an electromagnetic steering hub configured to rotate a wheel 360 degrees about a vertical axis based on a polarity of an electromagnetic signal applied to the electromagnetic steering hub. The suspension system may further include an in-wheel motor configured to rotate with the wheel and drive the wheel about a horizontal axis.

A suspension device has an upper shell having a stepped section around an inner circumferential surface; a lower shell; a ball screw shaft rotatably supported by the upper shell; a bearing unit arranged between a part of the ball screw shaft and the upper shell, and having an outer side part in a radial direction including a side surface that comes in contact with a side surface on the other side in the axial direction of the stepped section; a ball nut screwed on the ball screw shaft; an inner tube joined to the lower shell and the ball nut; an electric motor; and a coil spring, and a circumscribed circle diameter of the ball nut and the inner tube is less than an inner diameter dimension of the stepped section.