640 results about "Suspension spring" patented technology

A self-pressurized damper, for example, a pressure-sensitive damper is described. At least one suspension spring is used to pressurize the damping fluid, a task typically carried out by a sealed moveable barrier, such as an internal floating piston (IFP) and a pressurized gas. Thus, stroke length may be maximized. Furthermore, the amount of compression damping force produced by the damper may be a function of the force generated by the at least one suspension spring.

A bicycle suspension assembly may be in the form of a bicycle front suspension fork. The suspension fork may include a pair of telescoping fork legs. In one arrangement, a suspension spring and a damper are provided in only one of the pair of fork legs. The suspension spring assembly may include a negative spring. In one arrangement, the negative spring is a dual stage negative gas spring in which a negative spring gas chamber includes a first chamber section and a second chamber section. The first chamber section and the second chamber section are uncoupled in a first position of the suspension spring and the first chamber section and the second chamber section are coupled in a second position of the suspension spring.

A foldable scooter has a head tube pivot assembly having a seat with two wings, a head tube with a push bar, a lever and a rocker. The head tube is able to be pivotally received between the wings. The lever, the push bar and the rocker are simultaneously moveable relative to the head tube, such that a hook on the push bar is able to detachably engage with one end of a limit pin to release or secure the head tube. A front wheel suspension spring is provided on both sides of the front wheel to function as a damper to smooth the ride. A brake assembly is provided on the rear wheel. The brake assembly has a fender with a brake pad securely attached thereto such that the friction between the brake pad and the rear wheel enhances the braking effect to the scooter.

A vibration model storage unit stores a vibration model which is made up of an unsprung part, a sprung part, a damper, a tire and a suspension spring, an actual relative distance detection unit detects an actual relative distance of the unsprung part to the sprung part, and a deviation calculation unit calculates a deviation between an estimated relative distance of the unsprung part to the sprung part that is estimated by the vibration model and the actual relative distance. An input parameter calculation unit calculates an input parameter that is inputted into the vibration model from a road surface based on the deviation calculated by the deviation calculation unit, and a vehicle state quantity calculation unit calculates a quantity of state of a vehicle by applying the input parameter to the vibration model.

A vehicle suspension spring system for a vehicle wheel station includes a hydraulic cylinder or strut having a piston which divides the cylinder volume into a main oil volume and an annular oil volume. The main oil volume communicates via a first oil passage with a first accumulator having a main gas volume. The annular oil volume communicates via a second oil passage with a second accumulator having an auxiliary gas volume. The oil in each accumulator is separated from the gas by a separator piston or diaphragm. A third oil passage with an isolating valve interconnects said first and second oil passages. Operation of the isolating valve is regulated by a controller. At least one sensor for sensing a parameter associated with vehicle attitude is connected to the controller. The controller is operable for switching the isolating valve between open and closed positions for altering spring stiffness of the strut in response to said sensed vehicle attitude parameter when the vehicle is in motion.

A vehicle suspension system including: (a) a suspension spring interconnecting a vehicle body and a wheel; (b) an actuator having an electric motor, such that the actuator is capable of generating, based on a force of the electric motor, an actuator force forcing the body and the wheel toward and away from each other, and causing the generated actuator force to act as a damping force against displacement of the body and the wheel; and (c) a control device for controlling the actuator force generated by the actuator, by controlling operation of the electric motor. The control device is capable of establishing a constant-force generating state in which the actuator force is constantly generated as a constant actuator force by the actuator with supply of an electric power thereto from a battery as an electric power source of the electric motor such that the generated constant actuator force acts in a rebound direction or a bound direction. The control device controls the constant-force generating state, based on a charge state of the battery.

The invention relates a spring strut arrangement for wheel suspensions of motor vehicles, which is formed from a telescoping shock absorber, a suspension spring element which is preferably made as a helical compression spring, and a preloaded spring element which is preferably made as a helical compression spring, the spring elements being supported by way of spring caps on the body of the motor vehicle and on a wheel suspension element and a third spring cap located in between being movably guided along the longitudinal axis of the shock absorber relative to the body by way of an electrically driven positioning drive which is located within the spring elements, the positioning drive having a positioning spindle which is pivoted around the shock absorber and an adjusting nut which is connected to the movable spring cap. According to the invention, the shock absorber with the shock absorber tube is located at the top on the body of the motor vehicle and the positioning spindle is pivoted on the shock absorber tube.

A three-axis inertial sensor and a process for its fabrication using an silicon-on-oxide (SOI) wafer as a starting material. The SOI wafer has a first conductive layer separated from a second conductive layer by an insulative buried oxide (BOX) layer. The SOI wafer is fabricated to partially define in its first conductive layer at least portions of proof masses for z, x, and y-axis sensing devices of the sensor. After a conductive deposited layer is deposited and patterned to form a suspension spring for the proof mass of the z-axis sensing device, the SOI wafer is bonded to a substrate that preferably carries interface circuitry for the z, x, and y-axis devices, with the SOI wafer being oriented so that its first conductive layer faces the substrate. Portions of the BOX layer are then etched to fully release the proof masses.

The invention is a suspension spring apparatus for a vehicle wherein the suspension spring maintains a linear alignment irrespective of the position of the articulating strut, where the articulating strut is selected from the group consisting of: control arms, axle arms, solid axles, adjustable spring tensioning devices, and longitudinal struts. The apparatus is comprised of a compression spring mounted between a pivoting lower seat and a pivoting upper seat, where the pivoting lower seat is coupled to the articulating strut and the pivoting upper seat is coupled to a support element. The support element is static, and serves to support the suspension system, and to distribute the forces generated by the suspension system. The pivoting lower seat and the pivoting upper seat can, in combination, pivot through substantially the same plane as the articulating strut, such that when there is a change in angle of the articulating strut with respect to the support element there is a commensurate change in the pivoting lower seat and the pivoting upper seat. The compensation maintains the compression spring aligned linearly between the pivoting lower seat and the pivoting upper seat. Compression and expansion occurs along the centerline of the spring, and there is no transverse curvature, or other deformation of the spring.

A first rotor (24; 124) and a second rotor (25; 125) are arranged in a coaxial and mutually rotatable relationship and are provided with a first driven gear (41; 141) and a second driven gear (42; 142), respectively. A drive shaft (31; 131) is also provided with a first drive gear (43; 143) and a second drive gear (44; 144) which are commonly connected to an output shaft of an electric motor (32; 132), and mesh with the first and second driven gears, respectively, at slightly different gear ratios. The first and second rotors are connected via a thread feed mechanism (36; 136) that converts a relative rotation between the first and second rotors into an axial linear movement between the first and second rotors that is used for changing a distance between a vehicle body part and a corresponding end of a suspension spring in a vehicle height adjusting system (9; 109). Owing to a differential rotation of a high gear ratio between the first and second rotors, a significant torque amplification is possible with a compact arrangement. The use of spur gears instead of a worm gear mechanism minimizes torque loss.

A method for manufacturing a coiled spring having a high fatigue strength to be used for example as a suspension spring of a car using a rod of tensile strength 1910 to 2020 N / mm2 and diameter 8 to 17 mm. In a cold coiling step, the rod is formed into a coil. Annealing is then carried out to remove strains having arisen inside the coil during the coiling step. A hot setting step of utilizing surplus heat from the annealing step and applying a predetermined load to the coil to compress it for a predetermined time is then carried out. After that, multi-stage shot peening is carried out on the coil.

A spring is to be supported on an axle with a housing. The housing surrounds a portion of the spring and has a housing inner portion positioned between first and second housing end portions. A lining secures the spring to the housing. A portion of the lining at the first and second housing end portions is thicker than a portion of the lining at the housing inner portion.

A suspension device (S) of the present invention comprises: an actuator (A) including a motion conversion mechanism (T) for converting a linear motion to a rotational motion, and a motor (M) connected to a rotational member (1) which performs the rotational motion in the motion conversion mechanism (T); a fluid pressure damper (D) connected to a linear motion member (2) which performs the linear motion in the motion conversion mechanism (T); a mount (22) connected to a sprung member of a vehicle; and suspension springs (38) and (38) interposed between the mount (22) and an unsprung member, the actuator (A) being elastically supported by the mount (22) through a rubber vibration isolator (21).

A vehicle suspension system including: (a) a suspension spring interconnecting a vehicle body and a wheel; (b) an actuator having an electric motor, such that the actuator is capable of generating, based on a force of the electric motor, an actuator force forcing the body and the wheel toward and away from each other, and causing the generated actuator force to act as a damping force against displacement of the body and the wheel; and (c) a control device for controlling the actuator force generated by the actuator, by controlling operation of the electric motor. The control device is capable of establishing a constant-force generating state in which the actuator force is constantly generated as a constant actuator force by the actuator with supply of an electric power thereto from a battery as an electric power source of the electric motor such that the generated constant actuator force acts in a rebound direction or a bound direction. The control device controls the constant-force generating state, based on a charge state of the battery.

A shock absorber interposed in parallel with a suspension spring between a vehicle wheel and a vehicle body of a vehicle comprises a main piston (2) partitioning a cylinder (1) into a first operating chamber (R1) and a second operating chamber (R2), and connected to a piston rod (8). The first operating chamber (R1) and the second operating chamber (R2) are connected by a laminated leaf valve (V1, V2) under a first flow resistance. A passage (4a) connects one of the pressure chambers (R3A, R3B) partitioned by a free piston (5) and the first operating chamber (R1) under a second flow resistance. A passage (4b) connects the other of the pressure chambers (R3A, R3B) and the second operating chamber (R2) under a third flow resistance. The shock absorber displays stable damping force characteristics as a result of a spring (S) supporting the free piston (5) in a predetermined neutral position.

A vehicular suspension device comprises a wheel carrier which is articulated relative to the suspension elements. This connection is provided by rigid connection rods. This additional degree of freedom permits variation of the camber angle independently of the suspension spring movement and of the deformations of its elements. The variation of the camber is preferably controlled by the forces sustained by the wheel in the ground contact area of the tire. This is obtained by a configuration in which the movements of the wheel relative to the body of the vehicle allow an instantaneous center of rotation which is situated beneath the plane of the ground.