Abstract: A suspension device has in- and out-configurations for use with a vehicle, including means for damping and/or spring action, the damping and/or spring action being controllable, wherein the controllability of the damping and/or spring action includes a locked or substantially locked state in the out-configuration. A method of using the suspension device with a vehicle is also provided.

Abstract: A damping adjusting/controlling system is provided for a vehicle having two front shock-absorbers and two rear shock-absorbers. Each shock-absorber includes a piston rod having a central rod mounted therein. The damping adjusting/controlling system includes two front motors and two rear motors for driving the central rods of the front and rear shock-absorbers, respectively. Front and rear motor controller are mounted to front and rear portions of the vehicle and electrically connected to the front and rear motors, respectively. A main controller is operable to proceed with bidirectional information transmission/reception between a programmed chip of the main controller and programmed chips of the front and rear motor controllers to drive at least one of the front and rear motors, thereby adjusting a height of the central rod and a damping state of at least one of the front and rear shock-absorbers.

Abstract: There is provided a vehicle suspension. More specifically, in one or more embodiments, there is provided an apparatus including an actuator system having a combination of actuators including a linear electromagnetic actuator and a rotary electromagnetic actuator, wherein the actuator system provides force between the sprung mass and an unsprung mass of a vehicle.

Abstract: A braking/driving control apparatus includes: a lateral acceleration acquisition unit that acquires a lateral acceleration of a vehicle; and a longitudinal acceleration acquisition unit that acquires a longitudinal acceleration of the vehicle, and the longitudinal acceleration control unit controls a braking/driving force of the vehicle so that the longitudinal acceleration of the vehicle is decreased when the absolute value of the lateral acceleration of the vehicle that has been acquired tends to increase, and so that the longitudinal acceleration of the vehicle is increased when the absolute value of the lateral acceleration of the vehicle that has been acquired tends to decrease.

Abstract: Disclosed is a pneumatic level control system equalizer of a motor vehicle equipped with a battery and a generator supplying the battery, as well as a compressor driven by an electric motor and associated with the level control system equalizer, the electric motor of the compressor being only supplied with electric current by the vehicle battery and/or generator in certain conditions. The power requirements of the level control system equalizer can be pre-evaluated for a change of level and/or a filling of the pressure tank to be performed.

Abstract: A roll control actuator for a stabilizer bar includes an outer housing that is fixed to a first bar portion and a shaft that is fixed to a second bar portion. The shaft is helically connected to a piston that is received within an interior chamber formed inside the outer housing. The piston separates the interior chamber into first and second fluid chambers. An anti-rotation mechanism is fixed to the outer housing and cooperates with the piston to restrict the piston to axial movement relative to the outer housing. The first and second fluid chambers are selectively pressurized to control roll stiffness by moving the piston within the outer housing.

Abstract: A vehicle comprises a semi-active suspension including controllably adjustable suspension dampers. Open loop and closed loop damper commands are determined for each damper and, depending upon turning direction and damper motion, each damper is controlled with one of the open loop and closed loop damper commands.

Abstract: A vehicle behavior judgment system comprising a rolling angular velocity detector adapted for detecting a rolling angular velocity of a vehicle, a rollover judgment device adapted for judging, based on at least a rolling angular velocity of a vehicle, whether the vehicle rolls over or not, and a noise-cutting filter adapted for removing a noise component from the rolling angular velocity.

Abstract: A vehicle hydraulic suspension system has front left (15), front right (16), rear left (18) and rear right (17) wheel ram. There is a mode decoupling device (100) with first (129), second (130), third (132) and fourth (131) balance chambers formed by a cylinder/piston rod assembly (124,125,126). The compression chamber (45) of the front left wheel ram (15) is in fluid communication with the first balance chamber (129), the compression chamber (46) of the front right wheel ram (16) is in fluid communication with the second balance chamber (130), the compression chamber (48) of the rear left wheel ram (18) is in fluid communication with the third balance chamber (132), and the compression chamber (47) of the rear right wheel ram (17) is in fluid communication with the fourth balance chamber (131). There are also front and rear resilient vehicle support means between vehicle body and the wheel assemblies.

Abstract: There are provided suspension assemblies (1) for mounting a wheel axle to a vehicle chassis. The assemblies (1) are operable between a transport configuration and a loading configuration. An assembly (1) comprises a gas spring unit (10); a frame (20) for mounting said gas spring unit to a vehicle chassis; a moveable suspension arm (30) connected or connectable to a wheel axle; and guide means arranged to restrict the gas spring unit (10) from twisting when inflated and deflated. Also provided are vehicles incorporating such assemblies.

Abstract: A method and apparatus for determining likelihood of rollover of a vehicle and/or mitigating rollover of the vehicle is responsive to measured vehicle lateral acceleration and a measured one of vehicle roll rate and vehicle suspension displacements to derive estimates of roll angle and roll rate. First, preliminary, estimates of roll angle and roll rate are derived and used as pseudo-measurements in a dynamic, closed loop observer equation which represents a model of the vehicle in a first roll mode for roll angles small compared to a reference value indicating two wheel lift-off and a second roll mode for roll angles at least near a reference value indicating two wheel lift-off. The observer equation has parameters and gains with values for each mode stored as a function of roll angle index derived from measurements and pseudo-measured values. The observer equation produces second, improved values or roll angle and roll rate together indicating the likelihood of vehicle rollover.

Abstract: A system for adjusting a height of an automotive vehicle having four wheels, the system comprising: four height adjusters provided for the respective wheels; and a controller controlling an operation of each height adjuster so as to adjust the vehicle height at each of four positions corresponding to the wheels, the controller including: an initial control portion controlling the operation of at least one of the height adjusters such that the vehicle height is initially changed at at least two of the four positions, in a first direction which is one of an upward direction and a downward direction, and then in a second direction which is the other direction; and a final control portion controlling the operation of all the height adjusters after the control by the initial control portion, such that the vehicle height is changed at all the four positions to respective target levels.

Abstract: An active roll control system includes a stabilizer bar, a stabilizer link having a screw gear formed therein, a rack movably connected to the outside of the stabilizer link, and an electric motor connected to the stabilizer link. The rack has a mating screw gear formed in the inner surface thereof to correspond to a screw gear of the stabilizer link.

Abstract: Impending rollover events are detected by recognizing a plow phase increase in lateral acceleration, coupled with a significant trip phase roll rate. The plow phase increase is recognized by modeling a typical soil trip lateral acceleration characteristic and computing a cross-correlation between the measured lateral acceleration and the modeled acceleration. The correlation is compared to a threshold that varies with the measured roll rate to reliably discriminate rollover events from near-rollover events while enabling timely deployment of suitable occupant restraints.

Abstract: In a suspension system (20) for use in a vehicle including a body, left and right front wheels (10), and left and right rear wheels (12), a front-wheel-associated cylinder device (52) which controls a relative displacement of the left and right front wheels, and a rear-wheel-associated cylinder device (62) which controls a relative displacement of the left and right rear wheels are associated with each other with a working fluid. A first-chamber-associated valve (190) is provided in a first-chamber-associated passage (90) which connects between respective first chambers (74) of the front-wheel-associated cylinder device and the rear-wheel-associated cylinder device, such that the first-chamber-associated valve is located between the first chamber of the front-wheel-associated cylinder device and a first fluid accommodating device (200).

Abstract: A roll control system for a vehicle suspension system and a method for controlling said control system, the suspension system including support means, the roll control system including: wheel cylinders each including first and second chambers; and first and second fluid circuits, each said fluid circuit providing fluid communication between the said first chambers on one side of the vehicle and the second chambers on the opposite side of the vehicle by fluid conduits to thereby provide roll support decoupled from a warp mode of the vehicle suspension system by providing a roll stiffness about a level roll attitude whilst simultaneously providing substantially zero warp stiffness; and the method including bypassing fluid flow from at least a substantial portion of the conduits during predetermined wheel inputs to the control system to thereby minimize line damping and/or fluid inertia effects on the damping of the control system.

Abstract: A device includes a first movable member having at least a slot on an inner wall thereof; a second movable member provided in the first movable member; a sliding sleeve, which has at least a recess, provided between the first movable member and the second movable member; and at least a rolling member received in the recess of the sliding sleeve and contacting an inner wall of the slot of the first movable member and an outer wall of the second movable member. Whereby, the second movable can not rotate relative to the first movable member and only can move relative to the first movable member.

Abstract: A suspension system for a vehicle (50c) having a body (52c) and a plurality of wheel support assemblies (56c, 58c) includes a tie structure (60c) interposed between the body and the wheel support assemblies. A first interconnection system (68c) interconnects the tie structure to the wheel support assemblies, and the second interconnection system (302) interconnects the tie structure and the body. The second interconnection system includes a plurality of link structures (304, 320) pivotally connected at one end to the tie structure, and pivotally connected at the opposite end to the body. Such link structures are oriented relative to the tie structure to extend towards a common point along a longitudinal axis (33B) of the tie structure.

Abstract: The device for stabilizing a single-track vehicle comprises a supporting device (4) and an adjusting device (14) which is intended for selective lowering and raising of support elements and which can be actuated by way of a control device (10). The control device (10) can be influenced as a function of a combination of control signals from a speedometer which senses the speed of the vehicle and of a transverse acceleration meter. The adjusting device (14) comprises at least one supporting and actuating element (15) which can be influenced in combination by way of the control device (10) and/or by signals from the driver and is intended for extending and retracting the supporting device (4), as well as means for selective locking, unlocking, tensioning and extending of the supporting and actuating element (15). This device makes possible automatic lowering or raising of the supporting device (14) without additional operating requirements.

Abstract: Rear axle suspension system for motor vehicles, in which the wheel carriers on both sides are coupled to the body of the vehicle by at least one longitudinal link (9, 10), one transverse link (12) and a further transverse link (15, 16). In order to ensure that the axle kinematics distinguish between spring compression in the same direction and spring compression in opposite directions and a side force steering effect occurs, the transverse link (12) is a single connecting link which is connected to the two wheel carriers (3, 4) via first joints (5, 6) and connects both wheel carriers (3, 4), and the center of which (19) is guided, with respect to the body of the vehicle, in the longitudinal center plane of the vehicle, by a straight-guide (20 to 24). The straight-guide (20 to 24) is a Watt linkage (23, 24, 20).

Abstract: A suspension system dampens motion between two components of a vehicle, such as the wheels and the chassis. An assembly of a cylinder and a piston is connected to both components. The piston defines first and second chambers in the cylinder and has a shaft with an end surface exposed to pressure within a third chamber of the cylinder. A first accumulator is connected to the first chamber by a first accumulator valve and a second accumulator valve connects a second accumulator to the second chamber. A damping valve alternately connects the third chamber to either the second chamber or a fluid tank wherein that connection defines the stiffness of the suspension system and is made in response to force acting on the suspension system. A load leveling circuit also is described.

Abstract: The invention relates to an anti-roll/pitch system for use in a vehicle, in which a first mass, for instance a cabin, is suspended to a second mass, for instance a chassis, by means of a bearing arm, which is pivotally connected to the second mass around a pivot axis, via spring means. The anti-roll/pitch system comprises means to adjust a point of application of a spring force acting on the bearing arm, so as to adjust a moment exerted by said spring force on said bearing arm to counteract a load exerted on the bearing arm by the first mass. The spring force is exerted on the bearing arm through a flexible, elongated member, such as a string or cable, which takes up little space when adjusting the point of application. The invention furthermore relates to a built-in unit and a vehicle, equipped with an anti-roll/pitch system according to the invention.

Abstract: A control system is operatively associated with a suspension system of a vehicle. The associated suspension system includes an associated fluid spring operating at an associated fluid pressure and an associated variable-rate damper having an associated electronically-variable damping rate. The control system includes a pressure sensor operative to generate a pressure sensor signal indicative of the associated fluid pressure of the associated fluid spring, and a controller in communication with the pressure sensor and the associated variable-rate damper. The controller is operative to receive the pressure sensor signal and generate a damper adjustment signal based at least partially on the pressure sensor signal for adjusting the associated electronically-variable damping rate of the associated variable-rate damper. A vehicle suspension system includes such a control system, and a method of controlling a suspension system of a vehicle is also included.

Abstract: A roll stability control system for an automotive vehicle includes an external environment sensing system, such as a camera-based vision system, or a radar, lidar or sonar-based sensing system that generates image, radar, lidar, and/or sonar-based signals. A controller is coupled to the sensing system and generates dynamic vehicle characteristic signals in response to the image, radar, lidar, or sonar-based signals. The controller controls the rollover control system in response to the dynamic vehicle control signal. The dynamic vehicle characteristics may include roll related angles, angular rates, and various vehicle velocities.

Abstract: A hydro-pneumatic suspension system for a vehicle includes hydraulic struts selectively interconnected, in on-road and off-road configurations, to obviate the need for conventional shocks and springs. In the on-road configuration, the hydraulic struts are linked cross-vehicle with multiple accumulators in the circuit for increased on-road roll stiffness. In the off-road configuration, the hydraulic struts are self-linked, with fewer accumulators, to maximize flexibility and articulation of the system. The system also includes a hydraulic supply to selectively raise and lower the vehicle for the off-road and on-road configurations, respectively. In a further configuration, the roll stiffness and articulation of the suspension system is configured solely by the selective connection of accumulators to the hydraulic suspension circuit.

Abstract: A suspension system having a frame, a cab having a front portion pivotally mounted to the frame and at least one actuator mounted between a rear portion of the cab and the frame. A position sensor is mounted adjacent the rear portion of the cab for generating a first signal indicating a position of the cab relative to the frame, an accelerometer is mounted to the frame for generating a second signal indicating an acceleration of the frame relative to gravity and an electronic control receives the first and second signals from the position sensor and the accelerometer and generates a control signal for controlling the actuator in response to the first and second signals.

Abstract: A vehicle suspension system of a motor vehicle includes a plurality of suspension devices mounted on the vehicle with respect to right and left wheels of the vehicle, respectively, a first behavior controller that controls the motion of each of the suspension devices when a vehicle body undergoes a first behavior, and a second behavior controller that controls the motion of each of the suspension devices when the vehicle body undergoes a second behavior, independently of the first behavior controller.

Abstract: A method controls the level of a pneumatic level-control system of a motor vehicle including at least two axles, at least one pneumatic spring (2a, 2b) per axle, optionally one or more pressure accumulators (3), at least one pressure sensor (24), elements (16, 18, 20, 22) for determining the distance between at least one wheel and/or an axle and the vehicle body, a control unit (10) and a compressor (12). The axle levels are controlled in sequence and adjusted from a starting level to a target level. During a positive adjustment operation the compressor (12) is at least operated temporarily and/or a connection of at least one pneumatic spring (2a, 2b) to the pressure accumulator (3) is established.

Abstract: A series arranged air compressors system includes a first air compressor and a second air compressor pneumatically connected in series in an open, closed or partially closed state of operation. The output of the second air compressor is used as a source of compressed air for an air suspension system of a motor vehicle and/or to pressurize air inflatable articles. Flow of compressed air is selectively controlled by an electronic control circuit via at least one air flow control block, and the system may further include one or more air reservoirs.

Abstract: A method and system for controlling a vehicle suspension system switchable between two modes of operation, including a first mode for when the vehicle is experiencing an on-road driving condition and a second mode for when the vehicle is experiencing an off-road driving condition, includes a vehicle speed sensor for sensing a speed of the vehicle and generating a vehicle speed signal, which may be an inherent part of the vehicle required for other vehicle functions, such as ABS, speed, or other control. The system also includes a controller for detecting an off-road driving condition and comparing the vehicle speed signal to a predetermined speed threshold. The controller then controls the suspension system to switch to the second mode of operation upon detecting the off-road driving condition and the vehicle speed signal being less than the predetermined speed threshold.

Abstract: A suspension system for a vehicle for use on any terrain. The suspension system (70) includes a plurality of fluid-operated cylinders (6, 7, 8, 9) which are each configured to interconnect wheels (1, 2, 3, 4) of the vehicle to the chassis (5). Fluid flow communication between the fluid-operated cylinders (6, 7, 8, 9) is achieved via tubes (15, 16, 17, 19) which extend between operative upper or lower chambers of fluid-operated cylinders (6, 7, 8, 9).

Abstract: A method of positioning a vehicle chassis of a stationary vehicle in approximate alignment with a predetermined datum is provided. The vehicle has an axle and a fluid suspension system. The fluid suspension system includes a control device, a pressurized fluid source and an exhaust passage. The pressurized fluid source and the exhaust passage are in fluid communication with the plurality of fluid suspension members through the control device. The vehicle also includes an electronic control unit operatively associated with the control device. The method including steps of providing an alignment sensor supported on the chassis for outputting a signal indicative of the orientation of the chassis to the electronic control unit and acquiring a signal output by the alignment sensor. Another step includes comparing the signal from the alignment sensor to alignment data stored in the electronic control unit.

Abstract: A method for controlling roll/yaw motions of a vehicle includes the steps of deciding whether an anti-roll control is required or not by comparing a roll rate of the vehicle with a predetermined threshold roll rate, executing the anti-roll control if the roll rate is larger than the predetermined threshold roll rate, deciding whether an anti-yaw control is required or not by comparing a difference between an actual yaw rate of a vehicle and a desired yaw rate with a predetermined threshold yaw rate and executing the anti-yaw control if the difference between the actual yaw rate and the desired yaw rate is larger than the predetermined threshold yaw rate. During the anti-roll control, both right and left front wheel dampers and both right and left rear wheel dampers are hard-controlled at the same time. Further, during the anti-yaw control, both right and left front wheel dampers are hard-controlled and both right and left rear wheel dampers are soft-controlled.

Abstract: The present invention pertains to a chassis part for connection and force transmission between a vehicle chassis of at least one wheel, consisting of fiber-reinforced plastics or plastic composite systems, preferably for a passenger car or utility vehicle. The present invention is characterized in that at least one means for measuring forces acting on the chassis parts is integrated in the plastic portions of the chassis parts.

Abstract: A vehicle stability control system is provided, which includes an electrical triggering device and a one-way mechanism. The electrical triggering device is adapted to be electrically coupled to a signal generating device. The one-way mechanism includes an electromechanical actuator. The one-way mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of a vehicle. The triggering device is adapted to activate the electro mechanical actuator based, at least in part, on an output signal received from the signal generating device. The one-way mechanism is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the electromechanical actuator is activated. The system does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the electromechanical actuator is not activated.

Abstract: In a method for influencing the roll behavior of a motor vehicle having at least one axle with wheels at opposite sides of the motor vehicle, vehicle body movements caused by transverse forces acting at the center of gravity are reduced in that for each vehicle axle wheel, a stabilizer with a hydraulic actuator generating a controllable force is provided and the stabilizer force is transmitted to the respective wheels and vehicle body for counteracting the vehicle body roll movements so as to improve the roll behavior of the vehicle with respect to accuracy and reaction speed.

Abstract: The present invention relates to a method of controlling a variable damper in a vehicle wherein a rear-wheel variable damper can be controlled by estimating a vertical acceleration value of a rear wheel based on the fact that there is a certain time delay in a wheel motion between front and rear wheels due to the wheelbase and vehicle speed.

Abstract: A suspension system for a vehicle includes a roll control device, which includes an actuator, for controlling roll, and a control device including a target control value determining portion determining target control value of the actuator and an operation control portion controlling the actuator on the basis of the target control value.

Abstract: A method and apparatus for controlling frame rise on a heavy duty truck having a frame, a drive axle connected to the frame, and a selectively lockable suspension component disposed therebetween for maintaining the relative position therebetween. Signals indicative of at least one of the following vehicle operating parameters: engine speed, brake pressure, vehicle speed, air bag pressure, steering wheel angle, vehicle height, or throttle position are monitored and a predicted thrust is calculated that will be applied to the drive axle based on the monitored signals. The selectively lockable suspension component is locked if the predicted thrust exceeds a predetermined threshold and is also controlled with respect to other operating parameters such as whether vehicle brakes are applied, any instantaneous change in torque, vehicle operating speed, and the length of time the selectively lockable suspension component has been locked.

Abstract: A suspension system for a vehicle having at least one pair of forward and one pair of rearward wheels, including: a suspension arm (7–10) for each wheel providing at least partial location of the associated wheel, the suspension arm (7–8) of the forward wheel being pivotally mounted to a vehicle body at a pivot position (11, 15, 12, 16) rearward to an axle line of the forward wheel, the suspension arm (9–10) of the rearward wheel being pivotally mounted to the vehicle body at a pivot position (13, 17; 14, 18) forward to an axle line of the rearward wheel; at least one lever arm (19–22) moving in conjunction with and extending radially from the pivot position (11–18) of each suspension arm (7–10); wherein at each respective side of the vehicle, a ram assembly (23, 24) is located between the lever arms (19–22) of the forward and rearward wheel, the ram assembly (23, 24) including at least a first (25, 27) and second (26, 28) variable volume fluid chamber, each fluid chamber (25–28) being in fluid communication

Abstract: A system and method protects against rollover in a vehicle by employing an array of linear acceleration sensors. A control module includes, among other things, a model of the vehicle dynamics and a model of the array of sensors. A state vector is estimated based on the detected accelerations, the model of the vehicle dynamics and the model of the sensors. A control signal is generated based on the state vector, and the roll moment of the vehicle is reduced based on the control signal.

Abstract: A system for adjusting a height of an automotive vehicle having four wheels, the system comprising: four height adjusters provided for the respective wheels; and a controller controlling an operation of each height adjuster so as to adjust the vehicle height at each of four positions corresponding to the wheels, the controller including: an initial control portion controlling the operation of at least one of the height adjusters such that the vehicle height is initially changed at at least two of the four positions, in a first direction which is one of an upward direction and a downward direction, and then in a second direction which is the other direction; and a final control portion controlling the operation of all the height adjusters after the control by the initial control portion, such that the vehicle height is changed at all the four positions to respective target levels.

Abstract: A control system 20 for an automotive vehicle 22, such as an adaptive cruise control (ACC) system, is provided including a controller 24. The controller 24 is electrically coupled to a radar system and a navigation system. The detection system 28 detects an object and generates an object profile. The navigation system 34 generates a navigation signal. The controller 24 in response to the object profile and the navigation signal, generates a predicted future path profile and inhibits resume speed of the vehicle 22 in response to the predicted future path profile. An additional feature of the invention is that the controller 24 may also be electrically coupled to a yaw rate sensor 30. The yaw rate sensor 30 senses the yaw rate of the vehicle 22 and generates a yaw rate signal. The controller 24 in response to the yaw rate signal inhibits resume speed of the vehicle 22.

Abstract: A method of positioning a vehicle chassis of a stationary vehicle in approximate alignment with a predetermined datum is provided. The vehicle has an axle and a fluid suspension system. The fluid suspension system includes a control device, a pressurized fluid source and an exhaust passage. The pressurized fluid source and the exhaust passage are in fluid communication with the plurality of fluid suspension members through the control device. The vehicle also includes an electronic control unit operatively associated with the control device. The method including steps of providing an alignment sensor supported on the chassis for outputting a signal indicative of the orientation of the chassis to the electronic control unit and acquiring a signal output by the alignment sensor. Another step includes comparing the signal from the alignment sensor to alignment data stored in the electronic control unit.

Abstract: The present invention provides a system and method for actively controlling the suspension of a vehicle. The system includes struts for providing an adjustable suspension to the vehicle, sensors to measure the strut relative displacement, and a controller configured to determine the frequency amplitude for the heave, pitch, or roll of the vehicle based on the strut relative displacement and manipulate the struts in response thereto.

Abstract: An active suspension for a wheeled vehicle is configured for improved occupant comfort, with an advantageously low maximum horizontal kinetic displacement of the wheel assembly, and particularly low horizontal inertial and tire loads, as the suspension moves through jounce and rebound under active control. The front suspension is a strut configuration, with an active actuator in place of the strut, and the rear suspension is a double wishbone configuration.

Abstract: A vehicle stability control system includes a basic request driving force computing unit, a front and rear wheel load computing unit, a virtual turning radius estimating unit, a target value computing unit, and a vibration damping correction controlling unit. The basic request driving force computing unit computes a physical quantity so as to generate the basic request driving force requested by a driver. The front and rear wheel load computing unit detect a load applied to the wheels. The virtual turning radius estimating unit estimates a virtual turning radius. The target value computing unit computes a target value of a stability factor. The vibration damping correction controlling unit corrects the physical quantity so as to follow the target value. The system generates the driving force for the driving wheel.

Abstract: In a method of controlling an active wheel suspension for a vehicle having a vehicle body that is supported by four vehicle wheels and a controllable suspension system, which includes displacement elements that can be set by a control unit, with sensors assigned to the control unit for determining spring travels and plunger positions, the control unit determines torsion constellations of the suspension system in which diagonally opposite vehicle wheels—in a compression stage—are on average at a shorter distance from the vehicle body than the wheels on the other diagonal—the rebound diagonal—and compensates for these torsion constellations by at least one of retracting the displacement elements on the compression diagonal and extending the displacement elements on the rebound diagonal.

Abstract: An electromechanical actuator in a vehicle suspension system includes a housing having a first section adapted to affix to a vehicle body and a second section adapted to affix to a vehicle wheel assembly suspended to the vehicle body, the first and second sections coupled to form a motor, electronics including a power-switching devices disposed within a chamber of the housing and adapted to receive electrical power and to direct power to the motor, and a filter board including capacitors and inductors disposed within the chamber to suppress noise generated by the power-switching devices to an external DC power source.

Abstract: In the operation of work machines of the type required to carry heavy loads over uneven ground conditions, it is oftentimes desirable to provide the work machine with a way to automatically maintain the chassis in a substantially horizontal condition. The present invention provides a work machine having a chassis and at least one elongate member having a first end rotatably coupled with the chassis. Also provided is a controller and a position sensor coupled to at least one of the elongate members which generates a position signal indicative of an orientation of the elongate member relative to the chassis and relays the position signal to the controller. The controller, in response to the position signal, determines an actual height of the chassis from the position signal and adjusts the actual chassis height to conform to a controller-inputted desired chassis height.