Abstract: A piston assembly for a monotube shock absorber includes a piston body with a non-symmetrical outer band that provides a bearing surface against a shock tube wall. The outer band defines a first diameter that is a maximum outer diameter of the piston assembly. The piston body also includes an outer surface portion that is defined by a second diameter less than the first diameter, and which comprises a non-contact surface. The outer band extends in a serpentine manner about an outer circumference of the piston body such that recesses are formed between the shock tube wall and the non-contact surface. Side ports are located within these recesses to allow a blow-off area to be increased by incorporating annular lands into the piston assembly.

Abstract: A tandem axle suspension assembly includes a pair of walking beams disposed substantially parallel to a vehicle longitudinal axis supporting first and second axles. A link plate is pivotally attached to each of the walking beams and is pivotal about an axis transverse to the longitudinal axis. A first and a second link include pivotal connections between the link plate and a vehicle frame member. Vertical movement of the walking beams causes a corresponding rotation of the link plate to compensate for longitudinal displacement of the pivotal links with the first and second links and minimize longitudinal displacement of the walking beams.

Abstract: A laminated bushing is formed from a metal sheet having resilient material disposed on one side by spirally winding the metal sheet about a longitudinal axis to form a spirally shaped cavity. The resilient material is disposed within the spirally shaped cavity and the metal sheet forming the spiral shaped cavity either mechanically compresses the resilient material disposed within the cavities, or the resilient material is vulcanized once the laminated bushing is formed. The spirally wound laminated bushing includes inner and outer sleeves concentric about the longitudinal axis that are movable relative to one another in direct proportion to the material deformation properties of the resilient material.

Abstract: A strut for a vehicle suspension includes a hydraulic cylinder housing defining a hydraulic fluid chamber. The hydraulic cylinder includes an air passage adjacent to the chamber and separated therefrom by a first common wall. An air spring is supported on an upper portion of the cylinder housing in fluid communication with the air passage. An air reservoir extends from a portion of the cylinder housing and is in fluid communication with and fluidly connected to the air spring by the air passage. The air reservoir and the chamber are separated by a second common wall. The air reservoir preferably forms at least a portion of the knuckle, which supports the wheel end. In this manner, the knuckle and hydraulic cylinder are preferably integrated into one structure, preferably by a single cast unit. The integrated air reservoir and air passage reduces the size of the air spring and eliminates the need for a remote air chamber and associated hoses and fittings.

Abstract: A vehicle suspension is provided that includes a frame supporting a pair of laterally spaced apart suspension members pivotally supported on the frame and movable in a vertical direction. A pair of wheel ends is each supported respectively on one of the suspension members. A stabilizer bar is supported on the frame laterally between the suspension members. The stabilizer bar includes opposing ends each respectively proximate to one of the suspension members. A pair of resilient stabilizer bar links each respectively interconnect one of the ends and one of the suspension members and transmit torsional force to the stabilizer bar in response to movement of the suspension members in the vertical direction during roll conditions. The links have first and second deflection rates during the roll condition with the first rate being less than the second deflection rate.

Abstract: A variable rate bushing passively controls the stiffness of a stabilizer bar. During normal vehicle operation, the stabilizer bar is compliant. As twist increase, the resistance increases. In one embodiment, the variable rate bushing includes at least one void which compresses as the vehicle turns. As the stabilizer bar axially twists, the void compresses and the rate of the bushing increases, reducing axial twist and increasing stiffness of the stabilizer bar. In one embodiment, the voids are teardrop shaped, arc shaped, or bone shaped. Alternatively, the bushing includes an inner layer of softer material and an outer layer of harder material to control stabilizer bar stiffness. Also, the bushing may include a molded insert made of a hard material inserted into a softer material to control the stiffness of the stabilizer bar.

Abstract: An adaptive suspension system for a motor vehicle varies suspension parameters in response to steering input. The system includes a sensor to measure changes in the power assist steering mechanism that indicate a change in vehicle direction and a shock variable suspension member changed in response to a change in vehicle direction. The sensor measures pressure changes in the power assist steering system such that the suspension system is optimized to accommodate specific vehicle maneuvering. In another embodiment, the variable suspension member is in hydraulic communication with the hydraulic circuit of the power assist steering mechanism such that pressure changes caused by steering input triggers changes in the suspension system to accommodate vehicle maneuvering.

Abstract: A clutch device for use with a vehicle suspension system to vary the stiffness of a stabilizer bar. A plurality of dampers connected to the clutch body alternate with a plurality of dampers connected to the stabilizer bar. The dampers are coated with a friction material and surrounded by a fluid. When a load is applied on the walls of clutch body, the friction material comes into contact, dampening the rotation action of the stabilizer bar. A sensor senses the parameters of the ride and generates a signal based on these parameters. The signal activates a power source controller which applies the load to the walls.

Abstract: An intervehicle network provides for communicating information regarding driving conditions experienced by one vehicle to another remotely located vehicle. By receiving information regarding oncoming driving conditions, the vehicle driver may take action to anticipate the driving condition and avoid potential hazards or inconveniences. Additionally, for vehicles having onboard dynamically adjustable systems, an electronic controller may adjust the performance of the adjustable system responsive to the driving condition information received before the vehicle reaches the location of the driving condition. Another feature of a system designed according to this invention is to have onboard diagnostics where the controller monitors one or more variables to detect when one or more vehicle components are showing signs of aging or wear. Communications between vehicles in a system designed according to this invention may be directly between the vehicles or through a central information communication module.

Abstract: A steering system comprises a steering wheel and a feedback mechanism in communication with the steering wheel. A control unit communicates with a sensor and controls the feedback mechanism based on the signal from the sensor. The feedback mechanism may cause tactile feedback in the steering wheel. The feedback mechanism is most preferably incorporated by controlling a solenoid valve in a power steering circuit for the vehicle. By repeatedly actuating the solenoid valve, vibration can be caused in the steering wheel.

Abstract: An accumulator is provided for a vehicle air system including a vehicle frame. A wheel end is spaced from the frame for supporting the vehicle frame on a roadway. A suspension assembly includes a suspension structure. The suspension structure may be a portion of an axle, a stabilizer bar, a control arm, or other suspension components. The suspension structure is interposed between the frame and the wheel end and is movable relative to the vehicle frame in response to the wheel end receiving inputs from the roadway. A fluid chamber forms the accumulator and is defined by a portion of the suspension structure for storing pressurized air. Preferably a valve is disposed within the fluid chamber to protect the valve from the environment. For light vehicle applications where a conventional air pump may be cost prohibitive, a mechanical pump may be connected between the vehicle frame and the suspension assembly.

Abstract: A pair of tension cables are positioned around cams attached to the lower control arms of a vehicle suspension. Each tension cable includes a tension damper responsive to tension in the tension cables. Each tension damper includes a cylinder containing a fluid and a piston including at least one orifice attached to a rod. The piston divides the cylinder into a first and second compartment. The rod in connected to the tension cable. When the tension cable pulls on one end of the rod, the piston is pulled towards the tension cable. The fluid creates resistance in the tension damper as the fluid moves through the orifice from one compartment to the other compartment, damping vehicle roll. Control of the tension dampers can be passive, semi-active, or active.

Abstract: A suspension assembly for a motor vehicle includes upper and lower control arms pivotally attached to a frame member of the vehicle. A knuckle arm pivotally attaches to the upper and lower control arms moves along a substantially vertical axis in response to wheel movement caused by an uneven road surface. An actuation link is attached to one of the control arms at one end and to a damper assembly at another end. The damper assembly is disposed substantially within the frame member along a second axis transverse to vertical movement of the wheel and is actuated along the transverse axis in response movement of the control arm along the substantially vertical axis.

Abstract: A connecting component connecting two members, such as a suspension component and a vehicle component, dampens vibrations and produces springing forces. The connecting component is formed by a steel strip including a plurality of holes. A sealing strip is secured to the upper surface of the steel strip to contain fluid for damping, and springing strips are secured to the upper surface of the steel strip to provide for springing forces. The steel strip is rolled to form the connecting component, trapping the fluid between the sealing strips. As the connecting component is a linking element with several degrees of freedom, different springing and damping rates are possible at each degree of freedom.

Abstract: A strut for a vehicle suspension includes a hydraulic cylinder housing defining a hydraulic fluid chamber. The hydraulic cylinder includes an air passage adjacent to the chamber and separated therefrom by a first common wall. An air spring is supported on an upper portion of the cylinder housing in fluid communication with the air passage. An air reservoir extends from a portion of the cylinder housing and is in fluid communication with and fluidly connected to the air spring by the air passage. The air reservoir and the chamber are separated by a second common wall. The air reservoir preferably forms at least a portion of the knuckle, which supports the wheel end. In this manner, the knuckle and hydraulic cylinder are preferably integrated into one structure, preferably by a single cast unit. The integrated air reservoir and air passage reduces the size of the air spring and eliminates the need for a remote air chamber and associated hoses and fittings.

Abstract: A suspension assembly is provided for a vehicle including a frame. A lower control arm having first and second opposing portions is pivotally connected to the frame at the first portion. A knuckle is supported on the second portion of the lower control arm with a wheel supported on the knuckle. A strut having a lower end is connected to the knuckle and an upper end of the strut is connected to the frame at an upper connection. The upper connection generally constrains the upper end of the strut against vertical movement while permitting limited lateral movement of the upper end relative to the frame. In one embodiment, a linkage assembly including a first link is operatively connected between the lower control arm and the frame. A second link interconnects the upper end of the strut and the first link portion for moving the upper end laterally in the upper connection in response to vertical movement of the lower control arm.

Abstract: A steering assembly is provided for a vehicle including an upper connection, typically provided by an upper control arm. A knuckle includes an upper and lower portions with the upper portion supported by the upper connection. A lower assembly of the present invention includes a control arm with legs extending from a spring portion at spaced apart ends. The legs extend from its ends and converge to a lower connection for supporting the lower portion of the knuckle with the upper and lower connections defining a wheel camber and a wheel caster. Preferably, each of the legs of the control arm has a different spring rate to provide a change in wheel camber under the deflection of the control arm during wheel travel. The different spring rates of the legs permits the lower connection to twist thereby enabling the wheel caster to change slightly during the upward and downward motion of the wheel.

Abstract: A housing attaches a stabilizer bar to the body of a vehicle and includes pin stops which actively control the stiffness of the stabilizer bar. A spring positioned about each of the pins provide a retaining spring force on the head of the pin, preventing the pins from moving into an aperture in the housing. When a sensor detects that lateral acceleration or yaw rate exceeds a threshold value, an actuator drives pins to overcome the spring force, pushing the pins into the aperture. When the pins are actuated, a protrusion on the stabilizer bar is trapped between the pins. When the vehicle turns and the stabilizer bar axially twists, the protrusion eventually contacts one the pins, preventing further rotation and stiffening the stabilizer bar.

Abstract: A vehicle suspension is provided that includes a frame supporting a pair of laterally spaced apart suspension members pivotally supported on the frame and movable in a vertical direction. A pair of wheel ends is each supported respectively on one of the suspension members. A stabilizer bar is supported on the frame laterally between the suspension members. The stabilizer bar includes opposing ends each respectively proximate to one of the suspension members. A pair of resilient stabilizer bar links each respectively interconnect one of the ends and one of the suspension members and transmit torsional force to the stabilizer bar in response to movement of the suspension members in the vertical direction during roll conditions. The links have first and second deflection rates during the roll condition with the first rate being less than the second deflection rate.

Abstract: A damping structure for providing damping and vibration attenuation includes an intermediate steel sheet positioned between an upper steel sheet and a lower steel sheet. The structure is incorporated as a part of a suspension component. The intermediate sheet is perforated with a plurality of holes, and a plurality of elastic strips are positioned between each of the sheets when assembled. The edges of the sheets are welded, sealing viscous fluid within the structure. Alternatively, the structure can be secured by rivets. Compression on the damping structure moves the fluid through the holes, providing a damping effect.