Abstract: Provided is an on-demand shock stiffening system. The on-demand shock stiffening system operates to immediately stiffen the shocks in response to a user activating the system. The system may include a main body with an oil flow aperture and a flow control system that operates to restrict the flow of oil between the reservoir and the shock. The on-demand shock stiffening system may be coupled between the reservoir and the bridge of the shock and operates to restrict flow of the oil in order to stiffen the shock immediately in an on-demand manner.

Abstract: A shock absorber includes a first end configured to be mechanically fastened to a first component, a second end configured to be mechanically fastened to a second component, a main body, a main shaft, and a primary piston. The primary piston configured to move within the main body and further configured to provide a first damping force by movement of a fluid through the primary piston while the main shaft moves a first distance. The shock absorber also includes a deformable solid material arranged in the main body. The primary piston configured to further move within the main body and further configured to provide a second damping force by deforming the deformable solid material after the main shaft moves the first distance.

Abstract: A tire removal apparatus has a base with a support for rotating a wheel. A frame having an upright with a longitudinal axis substantially parallel to an axis of rotation of the wheel is joined to the base. A support arm associated with the upright is movable by an actuator in a direction substantially parallel to the axis of rotation of the wheel. A tool for operating on the wheel is mounted on the support arm. A sensor for detecting a parameter representing contact between the tool and the wheel is associated with the actuator, and is operationally connected to a control unit to control the actuator and/or another actuator associated with the support arm to move the tool along a trajectory determined by the control unit depending on the parameter representing contact between the tool and the wheel.

Abstract: A control apparatus for a suspension apparatus includes: an acquisition section which acquires a stroke amount of the suspension apparatus disposed between a vehicle body and a wheel to damp vibration propagated from the wheel; a calculation section which calculates a stroke velocity based on the stroke amount; and a damping force control section which controls damping force of the suspension apparatus based on the stroke velocity. The calculation section includes a first calculation section which differentiates the stroke amount by use of a first time constant as a time constant, to thereby calculate a first stroke velocity, and a second calculation section which differentiates the stroke amount by use of a second time constant larger than the first time constant as a time constant, to thereby calculate a second stroke velocity, and calculates the stroke velocity based on the first stroke velocity and the second stroke velocity.

Abstract: A controller 10 as a generation mechanism control portion includes a base control portion 15 that determines a lower limit value on an instruction signal (i.e., a base instruction value) that serves as a lower limit on a force to be generated by a variable damper 6 (a force generation mechanism) according to at least a running speed of a vehicle. The base control portion 15 corrects the base instruction value by a base instruction value calculation portion 28 based on a result of a determination about a road surface output from a road surface determination portion 26 (i.e., a result of detection by a road surface state detection portion). A vehicle behavior control apparatus is configured to variably control a damping force characteristic of the variable damper 6 according to a road surface state with use of an instruction value output from the controller 10.

Abstract: A damper with a main damper assembly includes a damper tube with a damping fluid. A main working piston divides a main fluid chamber into a piston rod side and a non-piston rod side. The main fluid chamber has an upper zone, a lower zone and a mid-zone. A secondary damper assembly with a secondary working piston is in fluid communication with the main damper assembly. When the main working piston travels in the mid-zone, fluid is caused to pass through the main working piston and the secondary working piston to generate a first damping force and when the main working piston travels in either of the upper and lower zone, fluid is caused to pass only through the main working piston to generate a second damping force, wherein the first damping force is less than the second damping force.

Abstract: A vehicle travel control system includes: a sensor for detecting an acceleration or an angular velocity of a sprung mass structure of the vehicle; and a controller configured to: calculate a first sprung parameter being a velocity or a displacement of the sprung mass structure from the sensor detection value; apply a high pass filter to the first sprung parameter to acquire a second sprung parameter; and control travel of the vehicle based on the second sprung parameter. The controller changes strength of the high pass filter according to an offset level representing a magnitude of an offset component of the first sprung parameter. Regarding a first offset level and a second offset level higher than the first offset level, the high pass filter is stronger in a case of the second offset level than in a case of the first offset level.

Abstract: Seat-damping devices, systems, and methods for damping vibrations are disclosed. A fail-safe permanent magnet is used with an electromagnet to create damping of induced vibrations in a seat-damping device using magnetorheological, electrorheological, magnetically responsive powders and other magnetically responsive materials.

Abstract: In one embodiment, a method comprising dampening movement of a cab supported by a chassis according to at least one dampening component; receiving plural inputs from at least one sensor and a seat suspension system; and based on the received plural inputs, causing an adjustment to the dampening movement of the cab according to the at least one dampening component.

Abstract: A replacement indicator for a shock absorber includes a pressure sensor which monitors pressure of operating fluid inside the shock absorber. The replacement indicator includes an indicative mechanism operatively coupled with the pressure sensor. The indicative mechanism includes an indicator component coupled to the shock absorber. The indicator component gets displaced relative to an outer surface of the shock absorber when the pressure of the operating fluid drops below a threshold pressure.

Abstract: A suspension control system includes: a suspension, a damping force of which fluctuates in accordance with a control amount; and a control unit controlling the damping force by determining the control amount. The control unit executes a control amount correction process of determining the control amount by combining a base control amount and a correction control amount. The control unit executes the control amount correction process such that the damping force becomes smaller than a base damping force regardless of a stroke speed in the case where a requested damping direction is an upward direction, and executes the control amount correction process such that the damping force becomes larger than the base damping force regardless of the stroke speed in the case where the requested damping direction is a downward direction.

Abstract: The present disclosure relates to a damper system for a vehicle. The damper system may have an electrically adjustable hydraulic shock absorber including a rod guide assembly, a pressure tube, a reserve tube and an electromechanical valve. The electromechanical valve may be disposed in a valve cavity within the shock absorber. An integrated electronic system may be included which has a power drive electronics. The power drive electronics is electrically coupled to the electromechanical valve. The integrated electronic system is disposed along an axis parallel to a longitudinal axis of the pressure tube, and at a location radially outwardly of the pressure tube adjacent the rod guide assembly.

Abstract: An improved shock absorber which is capable of absorbing higher pressures created by larger deflections in the roadway and absorbing lower pressures created by smaller deflections in the roadway. The second mechanism involves the use of a first and second chamber which may expand to absorb the force of roadway defections. Additional components such as a valve, pump, tilt control unit and CPU may be used to regulate the operation of the chambers. The mechanism for absorbing lower pressures and smaller deflections may be turned on or off depending on the desires of the user. In particular, where low profile tires are used, the user may desire a stiffer suspension, and a stiffer shock absorber in a curve. In such case, it may be desirable to turn off the portion designed to absorb smaller deflections so that the car will not “roll” when going around a curve.

Abstract: A linear valve drive for connection to a valve body having a valve seat and at least one flow passage with at least one inlet and at least one outlet, comprises a drive housing with a drive unit accommodated therein, an actuating element axially shiftable by the drive unit and coupled with a valve closing element to be pressed against the valve seat, and optionally closing the flow passage, and a supporting unit surrounding the actuating element, which is designed to be attached to the valve body. A spring system loaded by actuating the linear valve drive is provided at the supporting unit, which in dependence on the compression path has different spring rates. Furthermore, a correspondingly equipped valve is described.

Abstract: The present disclosure relates to a shock absorber having a pressure tube forming a pressure chamber. A piston rod is disposed within the pressure chamber. A reserve tube defines a reserve chamber adjacent the pressure tube. A rod guide assembly is concentrically disposed about the piston rod and the pressure chamber and houses a plurality of digital valves. Each one of the digital valves includes a component which is moveable between an open state and a closed state, and thus helps to control a fluid flow between the pressure chamber and the reserve chamber. An electronic control system is disposed on a printed circuit board assembly (PCBA) and controls actuation of the digital valves. At least one additional valve is associated with one of the digital valves for further controlling a flow of fluid between the pressure chamber and the reserve chamber.

Abstract: An electromagnetic damper is attached to a vehicle and causes oscillation damping force using a motor driven with energy from a power source. The electromagnetic damper includes an electrical circuit that causes a coil of the motor to be short-circuited in a state where the energy from the power source to the motor is interrupted.

Abstract: A shock absorber system, including: a hydraulic shock absorber configured to generate a damping force with respect to a relative movement of a sprung portion and an unsprung portion; a damping-force changer configured to change the damping force; and a controller configured to determine a damping-force index and to control the damping-force changer, wherein the controller is configured to determine, as the index, a required application force to be applied to the sprung portion for damping its movement in an up-down direction, according to a determination rule in which the required application force has the same direction as a direction of a speed of the sprung portion in the up-down direction when the sprung speed is relatively small and acceleration of the sprung portion in the up-down direction is relatively large in a situation in which the direction of the speed and a direction of the acceleration are mutually different.

Abstract: An exemplary embodiment suggested in the present disclosure relates to an apparatus and a method of controlling a work machine of a work vehicle. The apparatus for controlling a work machine of a work vehicle suggested in the present disclosure measures a speed of a work vehicle, converts an input signal of a joystick into an output current for controlling a proportional valve (P/V) for operating a work machine (for example, a boom and a bucket), compares the speed of the work vehicle with a reference speed, and advances or delays an end time point or an operation time point of the work machine, thereby controlling an impact applied to the work vehicle.

Abstract: A magnetic viscous fluid damper includes: a cylinder; a piston that is slidably interposed within the cylinder; two fluid chambers that are partitioned by the piston; a hollow rod that is coupled to the piston; an electromagnetic coil that is formed with a magnet wire wound around the piston; two lead wires that extend from both ends of the magnet wire; and a coil assembly in which the electromagnetic coil and the two lead wires are embedded in a mold resin. The piston includes a hollow first core coupled to the rod and a second core that sandwiches the coil assembly with the first core. The two lead wires are passed through the inside of the first core and are electrically continuous with an electric wire passed through the inside of the rod.

Abstract: A cylinder with a shock absorbing function which can detect a position of a piston rod reciprocating in a cylinder tube and has a function of absorbing shock produced by the piston rod at its stroke end includes: a pair of piston valve sheets provided in a piston unit; a piston valve configured to reciprocate within a range between the piston valve sheets; a slider made of a nonmagnetic material slidably fitted onto the piston rod; a valve piston provided in the piston unit; a magnet holder ring attached to the piston rod so as to be positioned between the piston unit and the slider; and a magnetism detector provided on an outer periphery of the cylinder tube and configured to detect a position of the piston rod by detecting magnetism generated by the magnet.

Abstract: An actively controlled colloidal damper having controllable damping characteristics. The damper has a cylinder (2); a piston (4) reciprocatably guided and supported by the cylinder (2) and forming a closed space (3) in cooperation with the cylinder (2); a porous body (8) having a large number of fine holes and received in the closed space (3); operation liquid (7) received in the closed space (3) together with the porous body (8), flowing into the fine holes in the porous body (8) when the pressure in the closed space (3) is increased, and flowing out of the fine holes when the pressure in the closed space (3) is decreased, and pressure regulation means, such as a servo value (6) and a pump device (10), for regulating the pressure in the closed space (3).

Abstract: A self-compensating tube assembly is disclosed for use in a doctor blade holder. The self-compensating tube assembly includes a tube including a membrane that encloses a liquid with a substantially invariable bulk modulus of elasticity, density and viscosity; and chatter responsive for providing any of monitoring means of blade chatter through pressure, damping of blade chatter, and minimizing blade chatter.

Abstract: A damping arrangement comprises a drive member arranged to be driven for angular movement relative to a housing by a motor, and a damping device independent of the motor and operable to damp oscillating motion of the drive member relative to the housing.

Abstract: The invention concerns in general the technical field of robotics and automation. Especially the invention concerns a structure for improving a shock tolerance of a robot or other positioning system. More specifically, the invention discloses a mounting element structure for increasing shock tolerance in a robot. The mounting element structure includes a first surface (201) and a second surface (202) towards a robot tool element, wherein the first and second surfaces (201; 202) are configured to be connected with a string assembly (203). The string assembly is configured to, under exposure of external force exceeding a predetermined level, to reduce the damage caused by the force by deforming the shape of the string assembly (203).

Abstract: A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs.

Abstract: Methods and apparatus are provided for attenuating vibrations in the header of a vehicle to reduce acoustic noise. The apparatus includes a fluid damper configured to be coupled to a header of a vehicle and an accelerometer for sensing vibrations in the header and providing a signal to adjust the fluid damper thereby attenuating the vibrations. A method is provided which includes receiving a signal indicating a vibration in a header of a vehicle and adjusting a fluid damper coupled to the header in response to the signal thereby attenuating the vibration.

Abstract: A vibration damping method on a vehicle wheel suspension is provided in which, in a hydraulic vibration damper, the damping force increases highly progressively as a function of the piston speed, especially in the range of a piston speed of essentially 0 to 2 m/s, increasing at first slowly and essentially linearly and then especially beyond a piston speed of essentially 2 m/s increasing highly progressively.

Abstract: A suspension device (S) comprises: an actuator (A) including a motion conversion mechanism (T) for converting rotational motion of a screw nut (1) to linear motion of a threaded shaft (2), and a motor (M) connected to the screw nut (1); and a fluid pressure damper (D) connected to the threaded shaft (2), wherein the threaded shaft (2) is formed in a cylindrical shape, a connecting shaft (30) for connecting a rod (31) or a cylinder (32) of the fluid pressure damper (D) to the threaded shaft (2) is inserted into the threaded shaft (2), and the connecting shaft (30) is connected to an end, opposite to the fluid pressure damper, of the threaded shaft (2). Accordingly, the connection between the actuator and the hydraulic damper is facilitated.

Abstract: A saddle riding type vehicle that reduces steering pull of a handle caused by a disturbance and also prevents degradation in a steering feeling includes a detector that detects a steering angle of a steering shaft, a steering damper, and a control device. The steering damper is arranged around the steering shaft and includes an electromagnet, a magnetic member, and a magnetic fluid stored in a gap between the electromagnet and the magnetic member. The control device includes a steering angular velocity determiner adapted to determine a steering angular velocity based on a steering angle detected by the detector, an instructor adapted to instruct a supply of current to the electromagnet for a first reference time when the determined steering angular velocity exceeds a first reference velocity and to instruct a stopping or reduction of the current supply after the first reference time elapses, and a driver that supplies the electromagnet with current in response to an instruction from the instructor.

Abstract: A method for damping relative movements occurring between a first and a second part of a work vehicle during advance of the vehicle, which parts are interconnected by means of at least one hydraulic actuator, includes detecting at least one operation parameter of the vehicle, determining whether a damping condition is present based on the detected operation parameter and if the determined damping condition is present, controlling a displacement of a variable displacement hydraulic motor arranged downstream of the actuator in such a way that energy from a hydraulic fluid transmitted from the actuator is converted to a rotational energy in the motor, and transmitting the recovered energy from the motor to a power source.

Abstract: A damper (D1) comprising an actuator A connected to a sprung member (B) side of a vehicle, the actuator having a motion converting mechanism (T) for converting a linear motion into a rotational motion and a motor (M) to which the rotational motion resulting from the conversion by the motion converting mechanism (T) is transmitted; a hydraulic damper (E), the hydraulic damper (E) having a cylinder (C), a piston (P) inserted slidably into the cylinder (C) and defining two pressure chambers within the cylinder (C), and a rod (R) connected at one end thereof to the piston (P), the linear motion of the actuator (A) being transmitted to one of the rod (R) and the cylinder (C), the other of the rod (R) and the cylinder (C) being connected to an unsprung member (W) side of the vehicle; a spring (1) accommodated within one of the two pressure chambers and biasing the hydraulic damper (E) in a damper compressing direction; and a spring (2) accommodated within the other pressure chamber and biasing the hydraulic damper

Abstract: A piston with a piston rod coupled thereto is inserted in a cylinder, which sealingly contains oil. An oil flow generated by movement of the piston is controlled by a damping force generation mechanism, thereby generating a damping force. A separator tube is disposed around the cylinder, and the oil is transmitted to the damping force generation mechanism through a branch tube integrally formed on a cylindrical sidewall of the separator tube. The branch tube is tapered at the outer circumferential portion thereof with the outer diameter thereof reducing toward the distal end of the branch tube.

Abstract: An analytical methodology for the specification of progressive optimal compression damping of a suspension system to negotiate severe events, yet provides very acceptable ride quality and handling during routine events. In a broad aspect, the method provides a progressive optimal unconstrained damping response of the wheel assembly with respect to the body. In a preferred aspect, the method provides a progressive optimal constrained damping response of the wheel assembly with respect to the body, wherein below a predetermined velocity a conventional damper force is retained.

Abstract: A suspension system for a vehicle, including: an electromagnetic actuator configured to generate an actuator force and including a sprung-side unit supported by a sprung portion, an unsprung-side unit supported by an unsprung portion, a screw mechanism, and an electromagnetic motor; a connecting mechanism including a support spring for permitting one of the sprung-side and unsprung-side units to be floatingly supported as a floating unit by a unit-floatingly support portion that is one of the sprung and unsprung portions by which the floating unit is supported; and a controller including a sprung-vibration-damping control portion and a relative-vibration-damping control portion that is configured to execute a relative-vibration damping control for damping a vibration of the floating unit caused by the structure in which the floating unit is floatingly supported by the support spring.

Abstract: A valve (1) comprises a spring arrangement comprising a stiff (5) and a weak spring (6). The weak spring (6) has the form of a thin, circular disc having a first spring surface (6?) and a second spring surface (6?), and an inner spring part (6a) and an outer spring part (6b) substantially separated from each other with cavities (6c), yet at two points, at least, connected with legs (6d). The effect of the connection is that the outer spring part (6b) and the inner spring part (6a) can deflect in relation to each other.

Abstract: The present invention relates to a suspension system for a bicycle of the type that comprises: a frame (1); a front fork (6) comprising a front damper (8); a swing arm (16) hinged to the frame (1) and a rear damper (25); and at least one shock sensor (30), said sensor (30) being connected to a monitoring unit (28) controlling the front damper (8) and/or rear damper (25) on the basis of the signal sent by said sensor (30); said system is noteworthy in that the front damper (8) and/or rear damper (25) is a variable-compression damper that has at least three positions, an open position in which compression is greatest, a closed position in which compression is zero, and a so-called medium position; and in that it has, as a minimum, means for detecting pedaling called pedaling sensors (29) connected to the monitoring unit (28) which, when pedaling is not detected by the pedaling sensor (29), sets the damper (8, 25) compression command to the open position and, when pedaling is detected by the pedaling sensor (29)

Abstract: Shock absorbers of left and right front wheel suspensions and shock absorbers of left and right rear wheel suspensions each are constituted by a damping force adjustable hydraulic shock absorber provided with a frequency response unit. An actuator of a damping force variable mechanism provided to the shock absorber is driven and controlled by a controller. The controller variably adjusts the damping force between the soft side and the hard side by the damping force variable mechanism according to a vertical vibration when a vehicle body vertically vibrates at a low frequency. The controller does not adjust the damping force when the vehicle body vibrates at a higher frequency than the low frequency.

Abstract: Disclosed herein is a strut assembly 10 comprising a piston 3 in slideable communication with the housing 2; an actuator 16 in operative communication with the piston 3, wherein the actuator 16 comprises a shape memory material and is adapted to control the displacement of the piston. Disclosed herein too is a method of operating a strut assembly 10 comprising displacing a suspended body 60 in operative communication with a piston; and activating an actuator 16 in operative communication with the piston, wherein the actuator 16 comprises a shape memory material.

Abstract: An electrical shock absorber 20 of the present embodiment includes a motor 21, which is rotated by approaching and separating motions between sprung and unsprung members which approach and separate from each other; and an electric circuit 50, which connects the electric terminals of the motor 21 so as to cause current to flow through the motor 21. The electric circuit 50 includes P-channel JFETs 56, 60. The gate of the P-channel JFET 56, 60 is connected to one electric terminal of the motor 21, and the source of the P-channel JFET 56, 60 is connected to the other electric terminal of the motor 21. Therefore, the induced voltage is applied to the gate. The induced voltage represents the stroke speed of the electrical shock absorber 20. Therefore, the gate voltage VGS is changed on the basis of the above-mentioned relative speed such that the gate voltage VGS increases with the stroke speed of the electrical shock absorber 20.

Abstract: An electromagnetic shock absorber including: (a) a wheel-side member; (b) a body-side member movable relative to the wheel-side member; and (c) a damping force generator with an electromagnetic motor including stationary and movable elements movable relative to each other. The damping force generator can generate, based on a force generated by the motor, a damping force acting against a relative movement of the wheel-side member and the body-side member. The motor has an axis extending in a both-members-relative-movement direction as a direction of the above-described relative movement. The stationary element is supported by the wheel-side member via an elastic body, to be movable relative to the wheel-side member in the both-members-relative-movement direction. The electromagnetic motor allows relative movement of the stationary element and the movable element upon movement of the stationary element relative to the wheel-side member.

Abstract: A control apparatus of a variable damping force damper comprises first and second low-pass filters for cutting off high frequency components of a target current of the damper, where the first and second low-pass filters have different response characteristics. The control apparatus further comprises a low-pass filter selection unit for selecting one of the first and second low-pass filters based on at least one of the dynamic state of the vehicle body and the road surface condition.

Abstract: An electric damper which does not transmit unbalance wheel vibration to a vehicle body is provided. A low-pass cutoff frequency setting unit and a high-pass cutoff frequency setting unit respectively set the cutoff frequencies for band-stop filters to a frequency band corresponding to unbalance wheel vibration based on a signal indicating a vehicle speed from a vehicle speed sensor, and a function as a band-stop filter comprising a low-pass filter computation unit, a high-pass filter computation unit and an adder is computed for a displacement rate of the vertical motion of a wheel calculated by a differentiating unit in a damper control unit. A damper control amount computation unit calculates a control amount of controlling an electric motor for a motor-driven damper based on the calculated filtered displacement rate, and outputs a control signal to a motor driving unit through a driving circuit output unit.

Abstract: A zero-turn mower comprising a zero-turn mower frame, a front axle coupled to the zero-turn mower frame, first and second caster wheel assemblies, and first and second front shock assemblies. The front shock assemblies rotatably and telescopically couple the caster wheel assemblies to the front axle, thereby providing vertical shock absorption. The front axle may be a floating axle that is pivotably coupled to the mower frame and/or the shock assemblies may define an internal spring-receiving chamber that is substantially isolated from the external environment. Such a zero-turn mower may provide a smoother ride and may require less maintenance and repair than conventional zero-turn mowers.

Abstract: A motion restriction device is provided for selectively preventing movement of a structural member. The motion restriction device includes a container abutting against the structural member. The container is at least partially filled with a velocity-dependent material that transitions between a fluid-like state when the structural member moves at a velocity below a predetermined threshold to permit movement thereof and a solid-like state when the structural member moves at a velocity above a predetermined threshold to block movement thereof.

Abstract: The present invention relates to a cylinder which has hollow portion therein; a piston rod which is inserted through an upper side of the cylinder and has a groove pattern having plurality of convex portions and concave portions which are alternately formed; a piston valve which is connected with a lower end of the piston rod so as to be reciprocated in the cylinder and has a fluid passing hole which is formed in an up and down direction; a rod guide which closes up an upper end of the cylinder tightly and guides an up-down movement of the piston rod and which has a through-hole at a side portion thereof; and a sensor module which is installed to the rod guide so as to detect a movement of the piston rod by using a variation in magnetic field generated when the piston rod is moved.

Abstract: A stabilizer control apparatus includes a stabilizer bar including both ends supported by right and left wheels of a vehicle, respectively, and an intermediate portion supported to a vehicle body by first and second supporting members, and a switching device arranged between one of the first and second supporting members and the vehicle body and including a cylinder member, a tubular piston member, a spring member, and an engaging/disengaging mechanism. The switching device switches over the spring member from an extendable/retractable position to a neutral position and vice versa. The engaging/disengaging mechanism allows the piston member to axially move relative to the cylinder member when the spring member is in the extendable/retractable position and prevents the piston member from axially moving relative to the cylinder member when the spring member is retained in the neutral position.

Abstract: A shock assembly includes a first tube having a cylindrical wall with an inner surface and an outer surface. A second tube is received within the first tube and includes a cylindrical wall having an inner surface and an outer surface. A piston assembly is received within the second tube and includes a piston rod and a piston that is selectively movable relative to the first tube and the second tube. A height-sensing device is disposed within the first tube between the inner surface of the first tube and the outer surface of the second tube.

Abstract: The invention provides a rotating tub washer with an on-off binary damper system for damping a problematic movement between the washer frame and the rotating tub. The on-off binary damper system has a friction pad and a housing friction damper surface, with the friction pad in contact with said housing friction damper surface.

Abstract: A suspension system for a vehicle includes a damping assembly operatively connected to an actuator; a controller for controlling movement of said actuator whereby a damping rate of said damping assembly is adjusted by movement of the actuator; and a signal generating device remote from said damping assembly, which device, in use, provides an output electric signal representing a desired user adjustment to the damping rate of said damping assembly, said controller adapted to receive said electric signal and control said actuator to adjust said damping rate according to said electric signal, whereby said damping rate may be remotely altered during use of said vehicle.

Abstract: The present invention relates to an energy absorber device (1) for damping the movements of a load support (2) relative to a stationary base (3), said load support being connected to the stationary base (3) via a hydromechanical connection. The device comprises automatic and self-contained setting means serving firstly to adapt under static conditions to the weight of the loads supported by the support (2), and secondly under dynamic conditions, e.g. in the event of a sudden movement of the crash type, to subject the subassembly comprising the support (2) and the loads to acceleration or deceleration values that are below a threshold value.