An electronic suspension control apparatus of the invention is an apparatus that controls an electronic suspension having an electric motor, and under a predetermined operation condition, gradually decreases a thrust force command for the electronic suspension and performs short circuit control on the electric motor once the thrust force command falls to or below a predetermined value. The operation condition is either detection of a command giving a prior notice of stopping power supply to the electronic suspension, a short circuit command as a measure against a collision, detection of a predetermined decelerating vehicle speed, or detection, by a preview sensor, of a change in a road surface which is equal to or above a predetermined value.

A hydraulic shock absorber includes a piston, a damper tube, a suspension spring, a plunger, a jack chamber, a pump case, a pump piston, a screw shaft, and a drive unit. Both end surfaces of the pump piston in a reciprocating direction are a first end surface demarcating the pump chamber, and a second end surface demarcating the gas chamber, the second end surface having a screw hole into which the screw shaft is screwed. The pump piston includes a space portion between a bottom plate defining the first end surface and the screw hole. The screw shaft has a through-hole connecting the gas chamber with the space portion.

A suspension and steering mechanism for a vehicle including at least one suspension arm, a steering arm, and a steering actuator. The suspension arm includes a wheel mounting end and a base end rotatably coupled with a reference frame via a base axis. The steering arm is coupled with the suspension arm at a rotation point of the steering arm. An actuated end of the steering arm extends toward a first direction from the rotation point. The steering actuator includes an actuating end and a fixed end, and is rotatably coupled at the fixed end with the suspension arm and rotatably coupled at the actuating end with the actuated end of the steering arm. A horizontal location of the fixed end is within at least one of a horizontal cross-section of the suspension arm and a triangle defined by the rotation point and the largest width of the base axis.

The invention relates to a stabilizer assembly of a two-track vehicle for stabilizing a rolling movement, the stabilizer assembly being operable on at least two different spring characteristics, comprising a first and a second stabilizer half, each coupled to a wheel of the vehicle, wherein the first and the second stabilizer halves are coupled such that they can rotate relative to each other about their longitudinal axis by means of a spring element, whereby the stabilizer is operable with a first spring characteristic, and wherein the first and the second stabilizer halves can be hydraulically coupled such that they can rotate relative to each other about their longitudinal axis by means of a hydraulic actuator, whereby the stabilizer is operable using at least one second spring characteristic. The actuator comprises at least two work chambers which are filled with a hydraulic medium and coupled to each other by a fluid-conducting connection, and the actuator comprises a transmission unit which is designed such that a rotational movement of the stabilizer halves can be converted into a translational movement of an intermediate element arranged between the two work chambers, and a volume flow of the hydraulic medium from the one work chamber into the other work chamber can thus be produced.

An anti-roll device comprises a bar coupled to two links, a hydraulic control circuit (CC) and actuating means (MAC) comprising a casing (CR) defining the chamber (CH) subdivided into a first (P1) and a second (P2) part by a piston (PI), and comprising first (ES1) and second (ES2) inlets-outlets communicating with the first (P1) and second (P2) parts and an intermediate inlet-outlet (ES1) communicating with the first part (P1) or with the second part (P2) depending on the position of the piston (PI). These actuating means (MAC) adopt a disengaged state or block state in whatever position of the piston (PI), according to the accessibility status of the first (ES1) and second (ES2) inlets-outlets and of the intermediate inlet-outlet (ES1). The control circuit (CC) controls the accessibility statuses according to the commands received.

A rotating latch assembly includes a lift housing extending between a first opened end and a second opened end and defining a chamber extending therebetween. A support tube is slidably disposed in the chamber and extends between a first end and a second end. The lift housing is movable along the support tube between an extended position and a lowered position in response to a movement provided by an actuator wherein the extended position is the lift housing being adjacent to the first end and the lowered position is the lowered position being adjacent to the second end. A retaining member is disposed between the lift housing and the support tube and attached to the support tube and the lift housing for maintaining the lift housing in the extended position as the lift housing moving from the lowered position to the extended position.

A latching assembly includes a lift housing extending along a center axis between a first and a second opened ends and defining a chamber extending therebetween. A support tube is disposed in the chamber and extends between a first and a second end. A moving member is disposed between the support tube and the lift housing for moving the lift housing between an extended position and a lowered position. The moving member includes an inner ring and an outer ring. The inner ring extends about the support tube. The outer ring is attached to the lift housing for translating an axial movement of the support tube into a rotational movement. A plurality of engagement members located between the inner ring and the outer ring for moving the inner ring and said outer ring axially along the center axis from the extended position to the lowered position.

A torsion spring assembly for a wheel suspension of a motor vehicle, including two torsion bars arranged coaxially one inside another and also a spring element, which is arranged axially-parallel to the two coaxial torsion bars, and can be mounted on the motor vehicle body via a bearing position, wherein the radial outer hollow-cylindrical torsion bar can be mounted on the motor vehicle body side and is connected in a rotationally-fixed manner to an output lever fastenable on a wheel guiding element and the radial inner torsion bar is connected in a rotationally-fixed manner to the outer torsion bar and is connected in a rotationally-fixed manner via a coupling to the spring element.

The electromagnetic suspension apparatus includes: an electromagnetic actuator provided in parallel with a spring member between a vehicle body and a wheel of a vehicle and configured to generate driving force involving vibration damping of the vehicle body; an information acquisition unit configured to acquire, through a high-pass filter, time-series information about a stroke position of the electromagnetic actuator; and an ECU configured to calculate target driving force of the electromagnetic actuator and use the calculated target driving force to execute driving force control of the electromagnetic actuator. The ECU corrects the target driving force such that when the stroke position on the basis of the high-pass-filter-processed time-series information, from which low-frequency components (steady state deviation) have been removed, is present in a neutral region including a neutral position, spring force of the spring member is made weaker than when the stroke position is present in a non-neutral region.

An electromechanical chassis actuator includes a single electric motor and two screw drives. The two screw drives use a common threaded spindle. A spindle nut of the first screw drive is rotationally fixed to the electric motor's rotor and engages the threaded spindle in a back-driveable manner. A spindle nut of the second screw drive is selectively coupled to the electric motor's rotor by a coupler and engages the threaded spindle in a self-locking (not back-driveable) manner. When the coupler is in an engaged position, the actuator operates in a level-adjustment mode. When the coupler is in a released position, the actuator operates in a damping mode.