A coupling structure of suspension may include an assist knuckle, a RevoKnuckle rotatably engaged with the assist knuckle, rotated independently from the assist knuckle, and performing steering of a wheel located at an outermost periphery, a steering input portion fixed to a vehicle body and applying a steering force to the RevoKnuckle during steering, a rotation transfer unit located between and coupled between the RevoKnuckle and the steering input portion and absorbing angular displacement formed between the steering input portion and the RevoKnuckle, a first link unit having one end located on one side surface of the assist knuckle and the other end located at a lower end of the RevoKnuckle, and a second link unit having one end located on the other side surface of the assist knuckle and the other end located adjacent to the other end of the first link unit at the lower end of the RevoKnuckle.

A vehicle is provided which has a vehicle body, at least one hub of a wheel, and a suspension connecting the hub to the vehicle body. The suspension has a suspension arm hinged to the vehicle body and to the hub, a spring, and an electromechanical rotary actuator operable between an active adjustment condition and a damping condition of the motion of the suspension, via a leverage.

A spring device (100) for a wheel suspension (200) for a vehicle (300) is described. The spring device (100) comprises an elongated elastic torsion device (102) configured to rotate about a central longitudinal axis (R) at a load (L). The torsion device (102) comprises elongated elastic elements (130) that comprise an internal cavity (132).

An actuator whose total length can be reduced is provided. An actuator (2) includes: a casing (7); a hollow shaft (8) rotatably supported by the casing (7) via a bearing (9a, 9b), the hollow shaft (8) including a bottom portion (8b); a screw shaft (14) coupled to the bottom portion (8b) of the hollow shaft (8), the screw shaft (14) sharing a common center line with the hollow shaft (8); and a nut (15) threadedly connected to the screw shaft (14). The nut (15) is capable of moving in an axial direction of the screw shaft (14) to enter between the hollow shaft (8) and the screw shaft (14).

An electromechanical chassis actuator, for example an actuator of a roll stabilizer, for a motor vehicle has a torque measuring arrangement based on the inverse magnetostrictive principle. At least one electronic unit has a printed circuit board which is connected at least indirectly to an actuator housing through a rivet connection.

An electric suspension apparatus includes electric actuators provided for a plurality of wheels, respectively, an acceleration sensor disposed in each of the electric actuators, the acceleration sensor detecting a first acceleration, and an electric suspension control ECU controlling each of the electric actuators based on the first acceleration, and the electric suspension control ECU decreases a control amount to the electric actuator, in a case where a first speed based on the first acceleration in an up-down direction is equal to or less than a predetermined speed.

A vehicle (1) having: a chassis portion (2) and a tilting suspension arrangement (10) such that the chassis portion can tilt relative to ground; a tilt control arrangement (50) including at least a tilt controller and a tilt motor (48) to selectively apply a torque between the chassis portion (2) and at least one member (12) of the tilting suspension arrangement (10). The tilt controller has an active, tilt-controlled first mode (200) which adjusts a tilt angle (a) of the chassis towards an unstable equilibrium position using the tilt motor (48). The tilt controller has a primarily passive, free-tilt second mode (220) in which the tilt angle of the chassis is not adjusted for at least fifty percent of time. The tilt controller selectively permits a transition between the first mode and the second mode in dependence on at least one operating parameter of the vehicle.

An embodiment suspension structure includes a rail housing configured to be installed in a vehicle body along a height direction of the vehicle body, a rail attached to the rail housing toward an outer side of the vehicle body, a plurality of variable position links configured to be moved in the height direction of the vehicle body by engaging with the rail, a link transfer screw threaded to the plurality of variable position links and disposed in parallel with the rail to allow the plurality of variable position links to move by rotation, and a screw motor fixed to an upper inner side of the rail housing and coupled to one end of the link transfer screw, the screw motor being configured to provide a driving force to rotate the link transfer screw.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. An electronically controlled connector to provide a remotely controllable physical connection and disconnection capability between a first location on a vehicle and the first end of the sway bar; and the second end of the sway bar coupled to a second location on the vehicle.

An embodiment suspension structure includes a rail housing configured to be installed in a vehicle body along a height direction of the vehicle body, a rail attached to the rail housing toward an outer side of the vehicle body, a plurality of variable position links configured to be moved in the height direction of the vehicle body by engaging with the rail, a link transfer screw threaded to the plurality of variable position links and disposed in parallel with the rail to allow the plurality of variable position links to move by rotation, and a screw motor fixed to an upper inner side of the rail housing and coupled to one end of the link transfer screw, the screw motor being configured to provide a driving force to rotate the link transfer screw.