Abstract: A torsion beam of a coupled torsion beam axle may include an external beam having a first cross-section in which an external protrusion of a middle end portion of the external beam is formed to protrude toward upward in a longitudinal direction of the external beam, and external skirt portions are vertically extended along the longitudinal direction at both end portions of the external protrusion; and an internal beam having a second cross-section in which an internal protrusion of a middle end portion in the internal beam is inserted into the external beam to face the external protrusion of the external beam, and internal skirt portions are extended in a vertical direction at both end portions of the internal protrusion, and each external surface of the internal skirt portions and each internal surface of the external skirt portions are surface-bonded in a mutually matched state.

Abstract: The thickness of one of a pair of panels (an inner panel (20) and an outer panel (30)) of each trailing arm (12) is greater than the thickness of the other panel, and a rear wheel support unit (an axle unit (51)) configured to support each rear wheel is coupled to one of the pair of panels (the inner panel (20) and the outer panel (30)).

Abstract: A vehicle includes a frame, a first mounting bracket, a second mounting bracket, and a sway bar assembly. The frame includes a first member including a first opening and a second member including a second opening. The first mounting bracket is disposed proximal the first member and includes a first panel and a second panel. The first panel is substantially parallel to a surface of the first member and defines a bar opening that is substantially aligned with the first opening. The second panel extends substantially perpendicular to the first panel and includes an aperture that is substantially aligned with the bar opening. The sway bar assembly includes a bar having a first end and a second end. The bar extends through the first opening and the second opening and is rotatably coupled to the first mounting bracket and the second mounting bracket.

Abstract: A vehicle includes a frame, first and second mounting brackets, and a suspension system. The frame includes a first member and a second member. Each of the first and second member have an opening. A bracket is disposed proximal each of the first and second member. The suspension system includes first and second swing arms coupled to the first and second members, and a bar extending through the first and second openings that is rotatably coupled to the first and second mounting brackets with a first bushing and a second bushing. The ends of the bar extend outward of the first and second frame members. The ends are coupled to bending portions that extend from the ends towards the first and second swing arms, which are further coupled to links that connect the bending portions to the swing arms.

Abstract: The present invention is a torsion beam suspension 100 including an upper member 10 and a lower member 20, and including right and left trailing arms 50 configured to include a pair of trailing arm configuration members 11 and the pair of lower members and configured to extend in a longitudinal direction of a vehicle body and to be swingable in a vertical direction and a torsion beam 16 which is disposed between the right and left trailing arm configuration members of the upper member 10. The lower member includes an upper connection 21 and a beam joint portion 22 inclined from the upper connection 21 to a bottom portion of the U-shaped cross section of the torsion beam and joined with the torsion beam.

Abstract: An independent suspension system includes two suspension oil cylinders, respectively arranged between wheels at two sides and a frame: and a steering mechanism, configured to be driven by a steering booster oil cylinder to drive the wheels at two sides to turn. The independent system also includes two swing links arranged corresponding to the wheels at two sides, an end at one side of each of the swing links is hinged to a wheel hub of the wheel at the corresponding side via a spherical hinge, and an end at another side of each of the swing links is hinged to a fixing member fixed below a main speed reducer via two spherical hinges respectively along a fore-and-aft direction. A crane having the independent suspension system is further provided.

Abstract: It is an object to effectively enhance rigidity of a subframe installed to couple a pair of right and left wheel suspension members, with a simple structure, and allow a stabilizer to be adequately installed. A subframe (3) installed to couple a pair of right and left wheel suspension members (2) together comprises a cross member (31) provided with a lateral-link support portion (14, 18) supporting an end of the lateral link (5, 6), a pair of right and left side members (33) each extending from a respective one of opposite vehicle-widthwise outer ends of the cross member (31), in a vehicle longitudinal direction; and a pair of right and left reinforcing members (35) each reinforcing a coupling section between the lateral-link support portion (14, 18) of the cross member (31) or a vicinity thereof, and a respective one of the side members (33).

Abstract: A support block at a trailing arm and a stabilizer link that varies in contact state to the support block form a large toe-in during out-of phase movement of both wheels and form a small toe-in during in-phase movement of the wheels, thereby embodying an appropriate toe-in displacement according to the vehicle turn and forward motion, thus improving the vehicle driving characteristics.

Abstract: A stabilizer bar (D) for controlling the roll of an automotive vehicle has left and right sections (16, 18) joined together at a coupling (20) including a housing (36) on one of the sections and on a rotor (38) on the other section, with the rotor being in the housing. The coupling also includes a piston (40) which displaces axially in the housing in response to relative rotation between the sections, and this varies the volume in a housing cavity (80) behind it. That cavity is connected to a valve (22) having a restrictor (98) that carries an electrical coil (104). Both the valve and housing cavity contain a rheological fluid (82). The cease with which the piston displaces in the housing controls the stiffness of bar, and that depends on the viscosity of the fluid in the valve. The magnetic field produced by the coil controls the viscosity of the fluid.

Abstract: A vehicular suspension system for a vehicle includes at least one pair of transversely adjacent front surface engaging members and at least one pair of transversely adjacent back surface engaging members for supporting a body of the vehicle. The suspension system further includes a first force transmitting device interconnecting the at least one pair of transversely adjacent front surface engaging members, and a second force transmitting device interconnecting the at least one pair of transversely adjacent back surface engaging members. The force transmitting devices transfer forces between the interconnected surface engaging members. Each force transmitting device includes an adjustment device for progressively varying the magnitude and direction of the force transferred between the associated surface engaging members by the force transmitting devices as a function of the relative positions of and the load applied to at least two pairs of the interconnected surface engaging members.

Abstract: A vibration damper with variable damping force, including a cylinder, in which a piston with a piston rod is arranged in axially movable fashion, whereby an adjustable damping valve is activated in dependence on the deflection distance and the activation of the adjustable damping valve is carried out via a stabilizer. The vibration damper has further damping valves, whose damping effects are independent of activation by the stabilizer. The adjustable damping valve, during equilateral deflection and rebound travel of the piston rod on a vehicle axle or unilateral rebound travel, has a damping force setting that is smaller than the damping force of the further damping valves of the vibration damper.

Abstract: A vehicle suspension apparatus operating between the sprung and unsprung masses of a vehicle includes a pendular anti-roll bar connected to the vehicle and a pair of links which connect the bar to the wheels. The anti-roll bar includes a pair of selectively activated anti-roll bar restrictors mechanically communicating with the central rod of the anti-roll bar. In response to the roll above a predetermined threshold, at least one of the restrictors is actuated in order to clamp the roll bar and prevent axial twist of the central rod beyond the actuated restrictor, thereby varying the torsional length of the roll bar central rod. The change in the torsional length of the central rod correspondingly changes the stiffness of the roll bar.

Abstract: An apparatus (12) for use in a vehicle suspension (10) comprises an anti-roll bar (30) having opposite first and second ends (32 and 34) for connecting with respective first and second control arms (20 and 22) of the vehicle. The anti-roll bar (30) includes a portion (40) between the ends (32, 34) which is subjected to torsional forces. The anti-roll bar (30) has an actuatable device (70) for varying the torsional stiffness of the portion (40) of the anti-roll bar (30). At least one sensor (110) senses a vehicle characteristic and generates a signal indicative of the sensed vehicle characteristic. An electronic control unit (112) actuates the actuatable device (70) to vary the torsional stiffness of the portion (40) of the anti-roll bar (30). The electronic control unit (112) is responsive to the signal from the at least one sensor (110).

Abstract: A vibration damper with variable damping force, including a cylinder, a piston and a piston rod arranged in the cylinder so as to be axially movable, an adjustable damping valve connected between the piston rod and the cylinder, and controlled as a function of a spring deflection path, a device for controlling the adjustable damping valve, and additional damping valves arranged to have a damping effect on the piston independent of the controlling device.

Abstract: A vehicle suspension apparatus operating between the sprung and unsprung masses of a vehicle includes a pendular anti-roll bar connected to the vehicle and a pair of links which connect the bar to the wheels. The anti-roll bar includes a pair of selectively activated anti-roll bar restrictors mechanically communicating with the central a rod of the anti-roll bar. In response to the roll above a predetermined threshold, at least one of the restrictors is actuated in order to clamp the roll bar and prevent axial twist of the central section beyond the actuated restrictor, thereby varying the torsional length of the roll bar central rod. The change in the torsional length of the central rod correspondingly changes the stiffness of the roll bar.

Abstract: A tilt control apparatus (16) interconnected between the chassis (12) and the suspension (14) includes a tilt damper (30) and a tilt spring (32) for controlling the tilt of the chassis relative to the suspension. A torque member (16) is utilized to transfer torsional reactions proportionate chassis tilt rate and angles. The torque member (16) has an effective stiffness substantially greater than that of the tilt spring (32).

Abstract: A P-type/intrinsic/N-type (P-I-N) gamma ray detector (10) includes a semiconductor detector layer (12) of intrinsic cadmium telluride (CdTe) or cadmium zinc telluride (CdZnTe). P- and N-doped semiconductor layers (14,16) of mercury cadmium telluride (HgCdTe) are formed on the opposite surfaces (12a,12b) of the detector layer (12), and ohmic metal contacts (18,20) are formed on the doped layers (14,16). The composition of the doped layers (14,16) is Hg.sub.1-x Cd.sub.x Te, and is graded such that x progressively decreases with distance from the detector layer (12) toward the ohmic contacts (18,20). This causes the bandgap of the doped layers (14,16) to also decrease from the detector layer (12) toward the ohmic contacts (18,20), forming potential barriers (E1,E2) which block leakage currents constituted by injection of minority carriers from the ohmic contacts (18,20) into the detector layer (12) and provide low resistance between the doped layers (14,16) and ohmic contacts (18,20).