An independent suspension comprises upper and lower fork arms, elastic elements, shock absorber and fork arm positioning pivots. The fork arms are A-shaped, front ends of the fork arms respectively connect to upper and lower suspension points of a wheel, and rear ends of the fork arms connect to a vehicle frame through the elastic elements. The shock absorber mounts on top of the front end of the upper fork arm. Vehicle frame bearing pivot points and transmission parts are constructed on peripheries of the upper and lower fork arms. The arrangement absorbs bearing elastic forces by changing directions of force and the arms of force, to form multiple points supporting multiple elastic elements, so force applied on the wheel is distributed by multiple points, increasing average running speed. Increasing the number and arrangement of the elastic elements reduces vehicle height, optimizes space utilization and improves stability and running smoothness.

An independent suspension comprises upper and lower fork arms, elastic elements, shock absorber and fork arm positioning pivots. The fork arms are A-shaped, front ends of the fork arms respectively connect to upper and lower suspension points of a wheel, and rear ends of the fork arms connect to a vehicle frame through the elastic elements. The shock absorber mounts on top of the front end of the upper fork arm. Vehicle frame bearing pivot points and transmission parts are constructed on peripheries of the upper and lower fork arms. The arrangement absorbs bearing elastic forces by changing directions of force and the arms of force, to form multiple points supporting multiple elastic elements, so force applied on the wheel is distributed by multiple points, increasing average running speed. Increasing the number and arrangement of the elastic elements reduces vehicle height, optimizes space utilization and improves stability and running smoothness.

An autonomous vehicle and a suspension for the autonomous vehicle are provided. The suspension may include first and second support legs pivotally coupled to a body of the autonomous vehicle at respective pivot points, and extending in opposing directions to contact a surface upon which the autonomous vehicle moves. A biasing element biases the support legs towards the surface. A coupler couples the support legs to cause pivotal movement of one of the support legs to be mirrored in the other support leg. The coupler may cause the support legs to maintain a centerline, which extends equidistantly between the pivot points and through a sensor mounted to an underside of the body, perpendicular to the surface as the support legs pivot during movement of the autonomous vehicle.

An autonomous vehicle and a suspension for the autonomous vehicle are provided. The suspension may include first and second support legs pivotally coupled to a body of the autonomous vehicle at respective pivot points, and extending in opposing directions to contact a surface upon which the autonomous vehicle moves. A biasing element biases the support legs towards the surface. A coupler couples the support legs to cause pivotal movement of one of the support legs to be mirrored in the other support leg. The coupler may cause the support legs to maintain a centerline, which extends equidistantly between the pivot points and through a sensor mounted to an underside of the body, perpendicular to the surface as the support legs pivot during movement of the autonomous vehicle.

Disclosed is a chassis for an unmanned guided carrier, wherein the chassis comprises a chassis body (100), two driving wheel set modules (200) and a torsion shaft caster module (300) mounted on the chassis body (100), the torsion shaft caster module (300) comprises a torsion shaft (310) rotatably mounted on the chassis body (100) and two supports (320), one end of each of the two supports (320) is fixed to one of both ends of the torsion shaft (310) respectively, an universal wheel (330) is mounted at the other end of each of the two supports (320), an elastic member (340) is provided between said other end of each of the two supports (320) mounted with the universal wheel (330) and the chassis body (100), the elastic member (340) applies an elastic force to the universal wheel (330) to make it cling to a ground. The embodiment of the application also discloses an unmanned guided carrier. The above solutions can solve the problem that the chassis of the current unguided carrier is easy to shake when traveling.

Disclosed is a chassis for an unmanned guided carrier, wherein the chassis comprises a chassis body (100), two driving wheel set modules (200) and a torsion shaft caster module (300) mounted on the chassis body (100), the torsion shaft caster module (300) comprises a torsion shaft (310) rotatably mounted on the chassis body (100) and two supports (320), one end of each of the two supports (320) is fixed to one of both ends of the torsion shaft (310) respectively, an universal wheel (330) is mounted at the other end of each of the two supports (320), an elastic member (340) is provided between said other end of each of the two supports (320) mounted with the universal wheel (330) and the chassis body (100), the elastic member (340) applies an elastic force to the universal wheel (330) to make it cling to a ground. The embodiment of the application also discloses an unmanned guided carrier. The above solutions can solve the problem that the chassis of the current unguided carrier is easy to shake when traveling.

The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road.

The present disclosure relates to a semi-active stabilizer device which may adjust the rigidity of a stabilizer bar according to a traveling state of a vehicle, and may include a first stabilizer bar, a second stabilizer bar, an outer housing which has a hollow portion formed therein, an inner housing which is inserted into the hollow portion of the outer housing to rotate relatively, an elastic member which applies an elastic force so that the outer housing and the inner housing return to original positions thereof upon relative rotation, and a stopper which limits the inner housing to rotate relatively only within a certain angular range upon the relative rotation, thereby improving riding comfort upon traveling on a straight road, and improving traveling stability upon traveling on a curved road.

A suspension system for a vehicle includes at least two torsion bars, each of which are connected on their first end to respective wheel suspensions that are arranged on opposite lateral sides of the vehicle. Movement of the wheel suspensions produces torque in the respective torsion bars. Each of the torsion bars are connected on their second ends to a frame of the vehicle through a damper system. Movement of the wheel suspensions produces torque in the respective torsion bar. The damper system selectively applies resistance to the torque in the torsion bars to selectively provide active variable spring rates to the wheel suspension, which application of resistance may be coordinated amongst the various torsion bars to inhibit roll of the vehicle during a turning maneuver or to increase occupant comfort when the vehicle encounters a bump or hole.

A transaxle of a rail vehicle includes: a power assembly; an axle body; a running wheel; a guiding frame; a horizontal wheel; and a connecting rod component, including a first transverse pull rod and a second transverse pull rod, where when the rail vehicle turns left, the horizontal wheel cooperates with a rail beam to drive the guiding frame to swing and drive the first transverse pull rod to move together, and the second transverse pull rod is driven by the first transverse pull rod to drive the running wheel to swing to the left, and when the rail vehicle turns right, the horizontal wheel cooperates with the rail beam to drive the guiding frame to swing and drive the first transverse pull rod to move together, and the second transverse pull rod is driven by the first transverse pull rod to drive the running wheel to swing to the right.