Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio ζ.sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller.

Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio ζ.sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller.

A tandem wheel assembly for a work vehicle includes a tandem wheel housing having a center opening extending along a pivot axis and wheel end openings extending along associated wheel end axes. The tandem wheel housing is pivotally mounted to a chassis of the work vehicle about the pivot axis. A center sprocket is rotatably disposed within the tandem wheel housing. Wheel end assemblies are disposed at the wheel end openings and each includes a wheel end sprocket, a wheel end gear train, and a wheel end hub. A pair of reaction bars are being pivotally coupled at first ends to the chassis and at second ends to a component of the respective wheel end assembly. A pivot dampening system is positioned, at least in part, axially between the tandem wheel housing and either the chassis or the component of at least one of the wheel end assemblies. The pivot dampening system is configured to dampen the pivoting of the tandem wheel housing tandem wheel housing relative to the chassis.

A tandem wheel assembly for a work vehicle includes a tandem wheel housing having a center opening extending along a pivot axis and wheel end openings extending along associated wheel end axes. The tandem wheel housing is pivotally mounted to a chassis of the work vehicle about the pivot axis. A center sprocket is rotatably disposed within the tandem wheel housing. Wheel end assemblies are disposed at the wheel end openings and each includes a wheel end sprocket, a wheel end gear train, and a wheel end hub. A pair of reaction bars are being pivotally coupled at first ends to the chassis and at second ends to a component of the respective wheel end assembly. A pivot dampening system is positioned, at least in part, axially between the tandem wheel housing and either the chassis or the component of at least one of the wheel end assemblies. The pivot dampening system is configured to dampen the pivoting of the tandem wheel housing tandem wheel housing relative to the chassis.

A vehicle suspension system includes a frame, a damper and a rocker arm. The frame is connected with the rocker arm through the damper, the swing part of swing arm limits the swing arm's rotation angle by matching the limit structure on the frame; the bottom of damper is provided with the universal structure, the damper is connected with the rocker arm through the universal structure, and the universal structure controls the damper in free deflection. A deviation motion of vehicle wheels on both ends by coordinating the swing arm, vibration damper, etc. to avoid the slipping and rollover due to great sides way upon vehicle steering and the lateral wheels disengagement from ground and to enhance the safety of cornering driving of vehicles.

Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio .sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller

Provided is a vehicle suspension device capable of obtaining excellent steering stability and good riding comfort in conformity to a tire longitudinal spring constant. The suspension device (1) comprises: an upper arm (2); a lower arm (4); a wheel support (8); and a shock absorber (12) having an upper end attached to a vehicle body (B) of a vehicle and a lower end attached to the lower arm, wherein the upper arm and the lower arm are arranged such that a ratio .sub.scuff of a scuff change-based apparent damping coefficient C.sub.scuff to a critical damping coefficient C.sub.C of the suspension device becomes equal to or greater than a lower limit, under the condition that the vehicle is traveling straight ahead on a flat road at a given vehicle speed, wherein the scuff change-based apparent damping coefficient C.sub.scuff is obtained by dividing, by a stroke speed of a wheel, an up-down directional component of a vehicle width-directional force arising on a ground contact surface of the wheel due to a vehicle width-directional displacement of the wheel occurring along with a stroke of the wheel, and the lower limit is set such that it becomes larger as a tire longitudinal spring constant of the wheel becomes smaller

In some examples, a vehicle suspension for supporting, at least in part, a sprung mass, includes a damper connected to the sprung mass, the damper including a movable piston. The vehicle suspension further includes an actuator and a controller. The controller may be configured to determine a frequency of motion associated with the sprung mass. When the frequency of motion is below a first frequency threshold, the controller may send a control signal to cause the actuator to apply a deceleration force to the sprung mass. Further, when the frequency of motion associated with the sprung mass exceeds the first frequency threshold, the controller may send a control signal to cause the actuator to apply a compensatory force to the sprung mass. For instance, a magnitude of the compensatory force may be based on a friction force determined for the damper.

A method for a vehicle comprising at least one wheel suspension with at least one damper, wherein the at least one damper is such that it can adjust its damping resistance between a first damping mode and at least a second damping mode, wherein the second damping mode presents a larger damping resistance than a damping resistance of the first damping mode. The method comprises the steps: S1) identifying if the vehicle is in a first situation during driving of said vehicle which may lead to a subsequent impact force (F) on the at least one wheel suspension which is of a magnitude such that the at least one damper, when in its first damping mode, will reach a position where no further damping can be performed; and, if this is the case, S2) adjusting the damping resistance from the first damping mode to the at least second damping mode.

A method for a vehicle comprising at least one wheel suspension with at least one damper, wherein the at least one damper is such that it can adjust its damping resistance between a first damping mode and at least a second damping mode, wherein the second damping mode presents a larger damping resistance than a damping resistance of the first damping mode. The method comprises the steps: S1) identifying if the vehicle is in a first situation during driving of said vehicle which may lead to a subsequent impact force (F) on the at least one wheel suspension which is of a magnitude such that the at least one damper, when in its first damping mode, will reach a position where no further damping can be performed; and, if this is the case, S2) adjusting the damping resistance from the first damping mode to the at least second damping mode.