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.

This application describes systems and techniques for adjusting one or more setting(s) of a vehicle based on detected condition(s) to avoid damage due to contact of the tires with a body, chassis, or other components of the vehicle. In some instances, the vehicle may determine a ride height of the vehicle, determine a limited range of steering angles based at least in part on the ride height, and control operation of the steering system of the vehicle based at least in part on the limited range of steering angles. In some instances, the vehicle may determine a steering angle of the vehicle, determine a limited range of ride heights based at least in part on the steering angle, and control operation of the suspension system of the vehicle based at least in part on the limited range of ride heights.

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.

An embodiment independent corner module includes a knuckle unit positioned on an inner side surface of a wheel, a steering unit disposed to face a strut coupled to the knuckle unit, the steering unit having a center shaft configured to be fixed to a vehicle body and configured to rotate about the center shaft, a guide rail configured to define a movement path through which the steering unit rotates and moves, and a rack steering unit positioned in the steering unit, fastened to the knuckle unit, and configured to apply rotating force to the knuckle unit in response to a movement in a longitudinal direction.

In one aspect of the present disclosure, a combined suspension and steering module is disclosed that is positionable between an in-hub motor and a body of a vehicle. The module includes a housing, an actuator connected to the housing and including first and second components, and a steering system that is in mechanical cooperation with the actuator to rotate at least one of the first and second components in relation to the housing. The second component is axially movable in relation to the first component and is configured for connection to the in-hub motor to transmit rotational force from the actuator to the in-hub motor to cause angular displacement of the in-hub motor to thereby steer the vehicle.

A suspension system and associated control methods for improving the effectiveness of driver assistance systems is disclosed where the driver assistance systems can generate and send requests to a suspension control unit (SCU) of the suspension system to actuate (e.g., close) one or more comfort valves in the suspension system to increase the roll stiffness and/or pitch stiffness of the suspension system when the driver assistance systems are taking corrective action. As part of a two-way communication between the suspension control unit (SCU) and the driver assistance systems, the suspension control unit (SCU) communicates target stiffnesses and/or calculated effective stiffnesses to the driver assistance systems, which is used to update the vehicle stability models used by the driver assistance systems.

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 method for operating a motor vehicle which includes an active chassis system with which it is possible to change a wheel load distribution between two rear wheels and two front wheels which are deflected relative to a supporting structure of the motor vehicle by a steering system during a maneuvering process, wherein friction occurs at the front wheels owing to ground contact. In order to prevent the occurrence of undesired noise during the maneuvering, during the maneuvering process with the large wheel deflection, the wheel load at a first wheel pair, which comprises a left/right front wheel and a right/left rear wheel arranged diagonally with respect thereto, is reduced selectively compared to a second wheel pair, which comprises a right/left front wheel and a left/right rear wheel arranged diagonally with respect thereto, in order to reduce the friction at one of the two front wheels during the maneuvering.

A vehicle of the present disclosure may include at least one pair of opposing wheels coupled to a tiltable central chassis by a four-bar linkage or the like, such that the wheels are configured to tilt in unison with the central chassis. A steering actuator and/or a tilting actuator may be discretely controllable by an electronic controller of the vehicle. The controller may include processing logic configured to maintain alignment between a median plane of the chassis and a net force vector caused by gravity and any induced centrifugal forces. Various control algorithms may be utilized to steer the vehicle along a desired path, either autonomously or semi-autonomously.

A vehicle of the present disclosure may include at least one pair of opposing wheels coupled to a tiltable central chassis by a four-bar linkage or the like, such that the wheels are configured to tilt in unison with the central chassis. A steering actuator and/or a tilting actuator may be discretely controllable by an electronic controller of the vehicle. The controller may include processing logic configured to maintain alignment between a median plane of the chassis and a net force vector caused by gravity and any induced centrifugal forces. Various control algorithms may be utilized to steer the vehicle along a desired path, either autonomously or semi-autonomously.