The simultaneous maneuvering system includes a base, a plurality of wheel assemblies including at least one wheel rotatably mounted to the base, a plurality of steering rotors rotatably mounted to the base and the wheel assemblies, and a drive assembly having a drive frame coupled to each of the rotors. Operation of the drive assembly causes simultaneous rotation of the rotors and, thereby, positions the wheel of each corresponding wheel assembly in a desired direction.

The four wheel vehicle uses an electric motor (142) for driving the vehicle and a battery unit (160) for supplying electric power to the electric motor. The lower chassis (5) of the vehicle includes a pair of front side frames (10) extending linearly in a fore and aft direction with an upward slant and a progressively increasing lateral mutual spacing from a front part thereof to a rear part thereof and a plurality of cross members (14, 16, 18) connecting the front side frames to each other. The battery unit is positioned between the two front side frames such that the battery unit overlaps with the front side frames in side view. Thereby, the battery unit can be effectively protected from side impacts.

The present application discloses a steering control system, a method and a crane. The steering control system includes: one or more first angle sensors, one or more second angle sensors, and a steering controller; each of the first angle sensors collects an actual steering angle of a wheel corresponding to a mechanical steering axle as a first steering angle; each of the second angle sensors an actual steering angle of a wheel corresponding to an electrically controlled steering axle as a second steering angle; the steering controller obtains a theoretical steering angle of the wheel corresponding to the electrically controlled steering axle in a corresponding travel mode according to the first steering angle, and compares the second steering angle with the theoretical steering angle, to control the wheel corresponding to the electrically controlled steering axle to steer according to a difference therebetween.

A suspension system for a work vehicle includes an axle bar, an inner control member, an outer control member, and a slide housing. The axle bar extends through the inner control member, the outer control member, and the slide housing. The axle bar is non-rotatably coupled to the slide housing and is configured to pivot with the slide housing and relative to the inner control member and the outer control member.

A method of controlling an active aerodynamic system of a vehicle includes calculating a first spring force estimated value from at least one sensed vehicle handling characteristic, and a second spring force estimated value from a nominal spring characteristic curve. When a difference between the first and second spring force estimated values is equal to or greater than a spring threshold value, a nominal spring characteristic curve is adjusted to define an adjusted spring characteristic curve, and the active aerodynamic system is controlled using the adjusted spring characteristic curve. When the difference between the first and second spring force estimated values is equal to or greater than the spring threshold value, a signal may also be engaged to provide a service recommendation.

A suspension system for a work vehicle includes an axle bar, an inner control member, an outer control member, and a slide housing. The axle bar extends through the inner control member, the outer control member, and the slide housing. The axle bar is non-rotatably coupled to the slide housing and is configured to pivot with the slide housing and relative to the inner control member and the outer control member.

A method of controlling an active aerodynamic system of a vehicle includes calculating a first spring force estimated value from at least one sensed vehicle handling characteristic, and a second spring force estimated value from a nominal spring characteristic curve. When a difference between the first and second spring force estimated values is equal to or greater than a spring threshold value, a nominal spring characteristic curve is adjusted to define an adjusted spring characteristic curve, and the active aerodynamic system is controlled using the adjusted spring characteristic curve. When the difference between the first and second spring force estimated values is equal to or greater than the spring threshold value, a signal may also be engaged to provide a service recommendation.

The present application discloses a steering control system, a method and a crane. The steering control system includes: one or more first angle sensors, one or more second angle sensors, and a steering controller; each of the first angle sensors collects an actual steering angle of a wheel corresponding to a mechanical steering axle as a first steering angle; each of the second angle sensors an actual steering angle of a wheel corresponding to an electrically controlled steering axle as a second steering angle; the steering controller obtains a theoretical steering angle of the wheel corresponding to the electrically controlled steering axle in a corresponding travel mode according to the first steering angle, and compares the second steering angle with the theoretical steering angle, to control the wheel corresponding to the electrically controlled steering axle to steer according to a difference therebetween.

An air bag based lifting apparatus can include a platform, a stabilizing mechanism for retaining the platform in a horizontal orientation, an air bag column connected with the platform and configured to retain a vertical rod passing through or adjacent the air bag column, and a rod lock connected with the platform and operable to secure the platform in a vertical position when locked. First and second valves can connect the air bag column and rod lock with a pressure source, and can be actuated in order to lift, lower, or support the platform. In the event of depressurization, the rod lock can lock to the vertical rod and support the platform.

A method for level control of a motor vehicle, in which a target value for a floor level of the motor vehicle is calculated from a driving speed and a longitudinal acceleration and/or a lateral acceleration of the motor vehicle. With the aid of an active chassis, a target value for a lower floor level is provided at a higher longitudinal acceleration and/or lateral acceleration and a target value for a higher floor level is provided at a lower longitudinal acceleration and/or lateral acceleration. Dynamically adjusting the floor level to different acceleration situations of the motor vehicle enables a motor vehicle with a high level of driving safety and good driving comfort.