A damper interface device (DID) includes a microcontroller including a memory and a processor, at least one algorithm stored to the memory, and a DID connector configured to connect the microcontroller to a vehicle network without having to modify the wiring system of the vehicle. The algorithm is configured to receive network messages from the vehicle network via the DID connector, where the network messages include an input message directed to a suspension controller. The algorithm is executed by the processor to identify the input message as directed to the suspension controller, parse the input message for response requirements, determine contents of a response to the input message, where the contents of the response emulate a response of the suspension controller, and generate a response message including the contents of the response. The microcontroller is configured to output the response message to the vehicle network via the DID connector.

A decoupling bearing for a suspension strut or a pneumatic suspension strut may include a suspension strut cup and a connecting element that can be connected to a vehicle body. A damping element may be arranged between the suspension strut cup and the connecting element. The suspension strut cup may be connected to the connecting element by the damping element. Further, the damping element may be adhesively bonded to the connecting element and the suspension strut cup in a force-transmitting manner, and/or the damping element may be adhesively bonded to the connecting element and an intermediate element in a force-transmitting manner. The intermediate element may be connected to the suspension strut cup.

A damper includes a damper tube (a pressure tube or a reserve tube for a mono-tube or a double tube damper respectively) including a first end and a second end opposite to the first end. The damper includes a base member. The base member includes a cup portion at least partially enclosing the first end of the damper tube, and a sleeve portion extending from and integral with the cup portion. The sleeve portion surrounds a length of the damper tube. The sleeve portion is attached to the damper tube. Further, the damper includes a knuckle engaged with the sleeve portion such that the sleeve portion is disposed between the knuckle and the damper tube.

A control method for hybrid electromagnetic suspension. The method provides four modes for hybrid electromagnetic suspension: a comfort mode, a sport mode, a combined mode, and an energy feedback mode. A driver can switch between the four modes as desired. For the comfort, sport, and combined modes, hybrid control is adopted, and two sub-modes are provided: an active control mode and a semi-active control mode. A switching condition between the two sub-modes is determined by using a novel parameter C.sub.act and comparing the same against a maximum equivalent electromagnetic damping coefficient C.sub.eqmax of a linear motor. The present invention solves the problem of achieving a balance between suspension comfort and tire traction, and meets the demands of different operating conditions and users by enabling manual mode switching. In addition, the hybrid control is employed to solve the problems of high energy consumption of active suspension and limited control performance of semi-active suspension, thus ensuring good kinematic performance of automobile suspension while reducing energy consumption. Furthermore, the energy feedback mode is designed to enable the suspension to perform energy recovery, meeting demands of energy conservation and emission reduction.

A vehicle control device includes an acquisition unit configured to acquire detection information in a current traveling state and position information indicating a current position of a vehicle, a transmission unit configured to transmit traveling information in which the detection information and the position information are associated with each other to an external management device, a reception unit configured to receive changed specification information of the vehicle transmitted when the management device determines that specifications of the vehicle need to be changed, and a control unit configured to change the specifications of the vehicle corresponding to the specification information and reflect the changed specifications in traveling control. The specification information includes specifications changed based on comparison between first traveling information that is current traveling information of the vehicle and second traveling information obtained when the vehicle has previously traveled at a same position.

A work vehicle includes: a wheel support member configured to support a pair of left and right traveling wheels; a link mechanism configured to support the wheel support member such that the wheel support member can be raised and lowered, the link mechanism being provided spanning between a vehicle body and the wheel support member; a suspension mechanism configured to elastically support the wheel support member, the suspension mechanism being provided spanning between a suspension support portion, which is formed on the vehicle body, and the wheel support member; and a lateral link configured to restrict leftward and rightward movement of the wheel support member, the lateral link being joined to a vehicle body-side support portion, which is formed on the vehicle body, and to a wheel-side support portion, which is formed on the wheel support member, wherein the link mechanism has: an upper link with an front end portion supported so as to be able to pivot up and down around an upper pivot axis by a link support portion, which is formed on the vehicle body, and with a rear end portion joined so as to be able to relatively pivot around an upper joint axis by the wheel support member; and a lower link with a front end portion supported so as to be able to pivot up and down around a lower pivot axis by the link support portion, and with a rear end portion joined to the wheel support member so as to be able to relatively pivot around a lower joint axis, a distance between the upper pivot axis and the upper joint axis is set shorter than a distance between the lower pivot axis and the lower joint axis, a gap width between the upper joint axis and the lower joint axis is set larger than a gap width between the upper pivot axis and the lower pivot axis, and when the vehicle body is in an unloaded state, the lower joint axis is located lower than the lower pivot axis.

A vehicle suspension link device including a link element with a first and a second connection locus, for connection of the link element to a vehicle support structure and to a vehicle axle respectively, and a sensor element for detecting a movement of the link element, the sensor element being attached to the link element at an attachment point located on a virtual straight axis joining the first connection locus and the second connection locus.

A suspension device includes a damper. The damper includes: a ball screw; a ball screw nut screwed with the ball screw; a bearing that rotatably supports a nut unit (nut assembly) provided with the ball screw nut; and a housing that houses the bearing inside. A part between the housing and the bearing in an axial direction is provided with an elastic body.

A linear actuator comprising a housing with first and second ends, and defining a central cavity extending axially therethrough; a tube having first and second portions, the first portion arranged to slide within the central cavity of the housing, and the second portion extending outwardly from the second end of the housing; a first elongated rotatable screw positioned axially within the central cavity and coaxial with the tube; a first nut mounted about the first elongated rotatable screw and configured to move axially as the first elongated rotatable screw rotates; a second elongated rotatable screw positioned axially within the central cavity; a second nut mounted about the second elongated rotatable screw and configured to move axially within the central cavity as the second elongated rotatable screw rotates; and a spring positioned around the second elongated rotatable screw between the second nut and the second end of the housing.

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.