A shock absorber for a wheel suspension of a vehicle may include an outer cylinder, an outer piston that is axially displaceably guided in the outer cylinder, an inner piston that is axially displaceably guided in the outer piston, and a piston rod that is connected to the inner piston and that is guided out of the outer piston. A surface, which is located remote from the piston rod, of a piston portion of the outer piston, which is axially displaceably guided on an inner lateral surface of the outer cylinder, is connected so as to communicate partially with surroundings of the shock absorber.

A pneumatic suspension system for a vehicle, in which the pneumatic suspension system includes a supply tank, a first set of air springs positioned on a first side of the vehicle; a second set of air springs positioned on a second side of the vehicle, and a dual-action dynamic valve positioned between the first set of air springs and the second set of air springs. The dual-action dynamic valve is connected to the supply tank, the first set of air springs, and the second set of air springs by a series of air hoses. The dual-action dynamic valve is adapted to supply air to either one of the first set of air springs or the second set of air springs while simultaneously exhausting air from the other one of the first set of air springs or the second set of air springs.

A vehicle height adjustment apparatus includes: vehicle height adjustment units respectively provided to correspond to wheels of a vehicle body, and changing a vehicle height according to supply and discharge of a working fluid; a supply source of the working fluid; opening and closing valves interposed between the vehicle height adjustment units and the supply source; a control unit configured to execute vehicle height adjustment such that the vehicle height of the vehicle height adjustment units reaches a target vehicle height; and a storage unit configured to store state information indicating a changed state of an actual vehicle height with respect to a current target vehicle height, wherein the control unit modifies a subsequent target vehicle height when subsequent control is executed, based on the state information stored in the storage unit, and executes vehicle height adjustment.

[Technical Field] The present invention relates to a wheel deformation mechanism and a structure of a vehicular shock-absorbing device using the mechanism. [Technical Problem] In the conventional suspension device, there are problems that a vibration damping effect for an in-wheel motor vehicle is too low to alleviate an impact on the wheel and that a mounting space is required on the vehicle body side. There is a problem that since the conventional tire is poor in ability to absorb distortion of a contact patch caused by turning, the contact patch of the wheel is subjected to horizontal friction at the time of direction change. [Solution] An expansion and contraction mechanism as shown in FIG. 1 that connects two rotors and a band-shaped tread by a movable arm is incorporated in a wheel, [Main Use of Invention] The vehicle wheel is expanded and contracted by a rotation speed difference between the two rotors so as to control the posture of the vehicle body.

Methods and systems are provided for controlling a suspension system of a vehicle. In one embodiment, the method includes: receiving, by a processor, sensor data indicative of conditions of a roadway in a path of the vehicle; determining, by a processor, a continuous road profile based on the sensor data; and selectively controlling, by a processor, at least one suspension element of the vehicle based on the continuous road profile.

An apparatus and a method for controlling vehicle suspension, which controls a variable damper in consideration of virtual tire damping, may include a variable damper which is installed between a vehicle body and a wheel, a first acceleration sensor which is installed at each corner of the vehicle body to measure a vehicle body corner vertical acceleration, a second acceleration sensor which is installed to each wheel to measure a wheel vertical acceleration, and a controller that estimates a road surface roughness based on the vehicle body corner vertical acceleration and the wheel vertical acceleration, determines a virtual tire damping required damping force based on the estimated road surface roughness, and adjusts a damping force of the variable damper based on the determined virtual tire damping required damping force.

An unmanned ground-based hygiene maintenance vehicle, UGV, includes a housing with a base plate, top plate and housing side wall substantially perpendicular to the base plate. Arranged in the housing is at least one wheel drive coupled to at least one wheel in a recess in the base plate. The UGV includes sensors for sensing the environment of the UGV, and a controller for autonomous location and navigation of the UGV based on sensing parameters of the sensors. The UGV includes an articulated robot arm on the top plate of the housing and to support a hygiene maintenance tool. The UGV includes at least one load-receiving element coupled to the housing side wall and extending outwards from the housing side wall, wherein the load-receiving element includes a load support surface for supporting a hygiene maintenance tool supply module with respect to a vertical direction extending transverse to the base plate.

A vehicle height adjustment device includes a changer, a vehicle speed obtainer, a vehicle height controller, and a malfunction detector. The changer is configured to change a relative position of a body of a vehicle, which includes a plurality of wheels, relative to an axle of each of the plurality of wheels of the vehicle. The vehicle speed obtainer is configured to obtain a vehicle speed, which is a traveling speed of the vehicle. The vehicle height controller is configured to control a vehicle height, which is a height of the body, based on the vehicle speed obtained by the vehicle speed obtainer. The malfunction detector is configured to detect a failure of the vehicle speed obtainer to obtain an accurate value of the vehicle speed.

A method for the automated control of the longitudinal movement of a motor vehicle having an automated positive acceleration process in a longitudinal direction of the vehicle and an automated deceleration in the longitudinal direction of the vehicle. An acceleration variable is determined based on a jerk value and limited in terms of absolute value. And the jerk value is in turn determined in a driving mode in which, starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration, the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration, a predeterminable maximum driving mode vehicle longitudinal deceleration and at least one predeterminable driving operating mode jerk absolute value which limits the jerk.

A plurality of traveling wheels are supported via expandable/contractible tubular support members to a vehicle body frame. A hydraulic operation type vehicle height adjustment mechanism provided for each one of the traveling wheels, the vehicle height adjustment mechanism being capable of switching a relative height of the traveling wheel relative to the vehicle body frame within a predetermined length range by expanding/contracting the support member by a hydraulic cylinder. There are provided a hydraulic control valve capable of controlling feeding state of work oil to each one of the plurality of hydraulic cylinders, a controlling section for controlling an operation of the hydraulic control valve to bring the vehicle body to a target state via vehicle height adjustment by the hydraulic cylinder in response to a change in the posture of the vehicle body and a plurality of accumulators connected oil chambers of the respective plurality of hydraulic cylinders.