Abstract: A method and apparatus for a vehicle shock absorber comprising a main damper cylinder, a first reservoir and a second reservoir. One embodiment includes a first operational mode where both reservoirs are in fluid communication with the cylinder. In a second operational mode, only one reservoir communicates with the cylinder during fluid evacuation from the cylinder. In each mode, rebound from either or both reservoirs may travel through a single, user-adjustable metering device.

Abstract: Flexible spring members can include a flexible spring wall and at least one girdle hoop. The flexible spring wall can include a plurality of convoluted wall portions disposed in longitudinally-spaced relation to one another. The girdle hoop can take the form of an annular ring that is at least partially formed from a non-metallic material and can be positioned longitudinally between adjacent ones of the plurality of convoluted wall portions. The girdle hoop can be at least partially embedded within the flexible spring wall and can operate to substantially inhibit radially-outward expansion of the flexible spring wall during inflated conditions and/or use. Gas spring assemblies and methods of manufacture can include one or more of such flexible spring members.

Abstract: A vehicle includes a pair of front wheels; a pair of rear wheels; a cabin frame portion; a first support frame portion extending forward from the cabin frame portion; a second support frame portion extending rearward from the cabin frame portion; a first suspension system supported by the first support frame portion and suspending the front wheels; and a second suspension system supported by the second support frame portion and suspending the rear wheels. Each of the first suspension system and the second suspension system includes a damping unit. Each damping unit includes a pair of dampers generating damping forces via oil viscosity resistance; an adjuster that adjusts the damping forces generated by the dampers; and a pair of oil paths which connect the dampers with the adjuster.

Abstract: A vehicle suspension device includes a first fluid path through which a first upper port opening into a first hydraulic cylinder and a second lower port opening into a second hydraulic cylinder communicate with each other, a second fluid path through which a second upper port opening into the second hydraulic cylinder and a first lower port opening into the first hydraulic cylinder communicate with each other, a first hydraulic damping mechanism in the first fluid path, a second hydraulic damping mechanism in the second fluid path, a first accumulator connected to the first fluid path via a first branch fluid path having a first auxiliary hydraulic damping mechanism, a second accumulator connected to the second fluid path via a second branch fluid path having a second auxiliary hydraulic damping mechanism, and a bridge fluid path through which the first and second branch fluid paths are connected together.

Abstract: A hydraulic strut system that damps vehicle vibration and includes a compressible fluid, a strut, and a valve plate. The strut includes three concentric tubes defining an inner cavity, an intermediary cavity, and an outer reservoir cavity, the inner cavity and intermediary cavity being fluidly coupled, wherein the inner cavity receives a piston that divides the inner cavity into a first volume and a second volume, the piston having an aperture that allows one way flow from the first volume to the second volume. The valve plate is removably coupled to the strut, and includes a first fluid path that allows one-way fluid flow from the intermediary cavity to the reservoir cavity, the first fluid path including a damping valve that damps fluid flowing therethrough; and a second fluid path that allows one-way fluid flow from the reservoir cavity to the inner cavity, the second fluid path further including a replenishment valve.

Abstract: A compressed air supply assembly for operating a pneumatic assembly includes a compressed air supply; a compressed air connection to the pneumatic assembly; a purge connection to the environment; a pneumatic main line between the compressed air supply and the compressed air connection comprising an air dryer; a purge line between the compressed air connection and the purge connection; and a solenoid valve arrangement with a control valve to control a purge valve. The control valve is connected to a control valve connection in a pneumatic control line connected to a pressure control connection of the purge valve; and the purge valve is connected to a purge valve connection in the purge line. A pressure-maintaining device is connected to the pneumatic control line and maintains control pressure at the pressure control connection when the purge valve connection is open, independently of pressure in the purge line and/or the main line.

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: A gas spring for a vehicle suspension system includes a cylinder, a rod, and an accumulator. The rod is disposed within the cylinder, and relative movement between the rod and the cylinder changes the volume of a chamber formed between the rod and the cylinder. The accumulator is in gaseous communication with the chamber such that a continuous body of gas extends between the chamber and the accumulator.

Abstract: An air suspension system of a tandem axle assembly for a trailer includes a front axle air spring configured to be coupled to a front axle assembly of the tandem axle assembly and a rear axle air spring configured to be coupled to a rear axle assembly of the tandem axle assembly. The air suspension system further includes an air reservoir in fluid communication with the front axle air spring and the rear axle air spring and a ratio valve in fluid communication with the air reservoir, the front axle air spring, and the rear axle air spring. The ratio valve is positioned between the air reservoir and the front axle air spring. Further, the ratio valve is selectively operable to send a lesser amount of air from the air reservoir to the front axle air spring than to the rear axle air spring.

Abstract: A multi-point hydraulic suspension system for a land vehicle has two or more individual hydraulic actuators. These two or more actuators are each operatively arranged between a suspended structure and a wheeled base of the land vehicle for relative positioning one another. A common supply of pressurized fluid has a given pressure and a selectively operable pump with an inlet and an outlet, for increasing the given pressure of the common supply of pressurized fluid. A fluid reservoir is in selective fluid communication with the inlet of the pump. Controllable valve means are interposed between each of the two or more actuators and the common supply of pressurized fluid for selectively bringing each of the two or more actuators into fluid communication with the common supply of pressurized fluid in response to a control unit for controlling the valve means and the pump.

Abstract: A vehicle suspension system and a method of control. The system may include an air cylinder, an air spring piston, and an air spring. The air spring piston may be positioned with respect to the air spring with the air cylinder.

Abstract: The invention relates to a level control arrangement for vehicles with at least one air spring by which a vehicle body is cushioned with regard to at least one vehicle axle, having the following characteristics: a compressed air generator, which can be connected to the air spring by means of an air dryer, the compressed air generator can be connected to the atmosphere by a check valve, which opens in the intake direction of the compressed air generator, the air spring, which can be connected to the atmosphere for discharge purposes via the air dryer or a pneumatically controllable directional valve, wherein the pressure of the air spring is applied to a pneumatic control input of the first directional valve via a second controllable directional valve against the force of a reset force that acts on the pneumatic control input, the pneumatic control input of the first directional valve can be connected to the atmosphere, for the purpose of ending a discharge process of the spring, a line with a compressed air a

Abstract: An air suspension device for vehicles, in particular for commercial vehicles, including a valve block for aerating a plurality of air-spring bellows with compressed air from a compressed-air supply or for venting the air-spring bellows through an air vent, the valve block including at least one air-bellows valve assigned to an air-spring bellows or a group of air-spring bellows of the plurality of air-spring bellows, for individually aerating and venting this air-spring bellows or group of air-spring bellows. The present system provides for the valve block to additionally include a valve device, by which the at least one air-bellows valve may be simultaneously decoupled from the compressed-air supply and the air vent, and for a pressure sensor for measuring the air pressure in the flow path between the valve device and the at least one air-bellows valve to be provided on the other side of the corresponding air-spring bellows.

Abstract: An active suspension system for a vehicle including at least one fluid operated ram having a cylinder and a main piston mounted therein for reciprocating movement, control means for controlling an equilibrium position of the piston in the ram in response to lateral acceleration of the vehicle in order to counter the effects of body roll of the vehicle, and wherein the ram includes shock absorbing means for permitting rapid movement of the piston from the equilibrium position when operating fluid in the ram is subjected to transient increases in pressure.

Abstract: A damping and stiffness system for a vehicle suspension system including at least two forward and two rearward wheel assemblies each associated with vehicle resilient support means (27-30) between a vehicle body and the wheel assemblies. The damping and stiffness system including: a wheel ram (11-14) with at least a compression chamber (45-48) between each wheel assembly and the vehicle body and a load distribution unit (76). The load distribution unit (76) includes two pairs of chambers (77-80), each chamber (77-80) being divided into front (89, 90) and back (91, 92) system chambers (which vary in volume proportionally and in opposite senses therein with piston motion) and the remaining pitch chambers (93-96) by interconnected pistons (81-84) supported therein. The compression chamber (45-48) of each wheel ram (11-14) is in fluid communication with a respective system chamber (89-92) wherein the vehicle is primarily supported by the vehicle resilient support means (27-30).

Abstract: A hydraulic strut system that damps vehicle vibration and includes a compressible fluid, a strut, and a valve plate. The strut includes three concentric tubes defining an inner cavity, an intermediary cavity, and an outer reservoir cavity, the inner cavity and intermediary cavity being fluidly coupled, wherein the inner cavity receives a piston that divides the inner cavity into a first volume and a second volume, the piston having an aperture that allows one way flow from the first volume to the second volume. The valve plate is removably coupled to the strut, and includes a first fluid path that allows one-way fluid flow from the intermediary cavity to the reservoir cavity, the first fluid path including a damping valve that damps fluid flowing therethorugh; and a second fluid path that allows one-way fluid flow from the reservoir cavity to the inner cavity, the second fluid path further including a replenishment valve.

Abstract: A system and method for determining whether a vehicle and its axles exceed predetermined roadway weight limitations. Air fittings are installed in the air-ride systems of the vehicle. Air pressure readings taken using a hand held gauge are compared to maximum pressure values marked on the vehicle. If the air pressure exceeds the values, weight may be redistributed, if possible, until measured pressure is equal to or less than the maximum pressure values. The method allows an operator to quickly confirm that the total weight and axle weight does not exceed legal limits without the use of truck scales.

Abstract: A vehicle has a frame, at least one front wheel connected to the frame, at least one front suspension assembly connecting the at least one front wheel to the frame, at least one rear wheel connected to the frame, and at least one rear suspension assembly connecting the at least one rear wheel to the frame. At least one of the at least one front and at least one rear suspension assemblies includes an air spring. A seat is connected to the frame. An engine is connected to the frame and is operatively connected to at least one of the wheels. An air compressor is connected to the frame and fluidly communicates with the at least one air spring for supplying air to the at least one air spring. A control unit is electrically connected to the air compressor for controlling an operation of the air compressor.

Abstract: A method for controlling pressure equalization in running gear for a utility vehicle and having a drive axle and at least one trailing axle without drive function. The includes assigning each axle are each assigned to a pressure chamber on the left-hand and right-hand sides of the vehicle. The pressure ratio of the pressure chambers between the drive axle and the trailing axle is set independently for the two sides of the vehicle as a function of detected signals.

Abstract: A method for controlling the regeneration cycles for an air dryer in a closed ride height control system for vehicles. Compressed air chambers and a compressed air storage reservoir are charged with compressed air and ventilated via a compressed air line, or are charged via a compressed air intake line connected to the compressor and ventilated via the compressed air line. Compressed air quantity delivered through the dryer by the compressor, and temperature and/or the humidity of the air sucked in from the atmosphere are measured. The dryer is considered saturated under the assumption that air sucked in by the compressor and delivered through the air dryer is at the highest possible ambient temperature and humidity. Regeneration air quantity required for the compressed air quantity for the dryer to attain the desired dew point is determined as a function of the ambient temperature and/or the humidity of the intake air.

Abstract: A vehicle suspension system includes a pump, a gas spring, and an accumulator. The gas spring assembly includes a cylinder, a rod, and a chamber for supporting gas. The rod is coupled to the cylinder and moveable relative to the cylinder. The chamber is formed between the cylinder and the rod, where movement of the rod relative to the cylinder changes the volume of the chamber. The accumulator is configured for receiving, storing, and releasing potential energy from gas of the chamber. The accumulator is coupled to the chamber, and is in gaseous communication with the chamber such that a continuous body of gas extends between the chamber and the accumulator when the accumulator is receiving or releasing the potential energy.

Abstract: A closed ride control system for vehicles by which a vehicle body is suspended with respect to at least one vehicle axle and which includes the following components: pressure medium chambers which are connected via branches to a pressure medium line, a compressor, an air dryer which is arranged in a pressure medium line, a pressure medium reservoir which is connected via the compressor to the pressure medium chambers, and a non-return valve arranged in the pressure medium line between an outlet of the air dryer and the directional valve in order to connect the outlet of the air dryer to the pressure medium reservoir.

Abstract: A method for controlling the pressure in a compressed-air accumulator of a level-control system of a motor vehicle utilizing a pressure-control apparatus constructed and arranged to adjust the accumulator pressure according to a predetermined index pressure value. The index pressure value is automatically determined by a computing device based on the relative level and/or the load of the vehicle.

Abstract: A vehicle has a frame, at least one front wheel, at least one front suspension assembly, at least one rear wheel, and at least one rear suspension assembly, a seat, a steering assembly, an engine, and an air intake system fluidly communicating with the engine. At least one of the front and rear suspension assemblies includes an air spring. An air compressor selectively supplies air to the at least one air spring. An inlet of the air compressor fluidly communicates with the air intake system. During operation of the air compressor to supply air to the at least one air spring, the air compressor draws air from the air intake system and simultaneously supplies the air to the at least one air spring. A control unit is electrically connected to the air compressor for controlling an operation of the air compressor.

Abstract: A device for the protection of a rolling stabilization system for motor vehicles, having at least two stabilization devices includes at least one first hydraulically triggerable safety valve for locking at least the first stabilization device.

Abstract: A vehicular fluid damper system comprises a piston-type actuator, a static fluid damper, first and second flow passages, a first flow control valve, and a controller. The piston-type actuator comprises a cylinder and a piston that cooperate with one another to define first and second chambers. The static fluid damper defines first, second, and third dampening chambers. The first and second dampening chambers are in fluid communication with one another. The second and third dampening chambers are in fluid communication with each other. The first flow passage is in fluid communication with the first dampening chamber and the first chamber. The second flow passage is in fluid communication with the second dampening chamber and the second chamber. The controller is configured to facilitate operation of the first flow control valve to change a flow rate of fluid through the first flow passage.

Abstract: A vehicle has a frame, at least one front wheel connected to the frame, at least one front suspension assembly connecting the at least one front wheel to the frame, at least one rear wheel connected to the frame, and at least one rear suspension assembly connecting the at least one rear wheel to the frame. At least one of the at least one front and at least one rear suspension assemblies includes an air spring. A seat is connected to the frame. An engine is connected to the frame and is operatively connected to at least one of the wheels. An air compressor is connected to the frame and fluidly communicates with the at least one air spring for supplying air to the at least one air spring. A control unit is electrically connected to the air compressor for controlling an operation of the air compressor.

Abstract: An air suspension system for a vehicle having a variable spring rate is provided. The air suspension system includes a first rigid vehicle member, a second rigid vehicle member having a cavity formed therein, a resilient reservoir, and a valve. The resilient reservoir is coupled at opposing ends to the first rigid vehicle member and the second rigid vehicle member. The valve is in fluid communication with an interior of the resilient reservoir and the cavity of the second rigid vehicle member to form an air spring having a first spring volume and a second spring volume.

Abstract: A saddle riding vehicle that allows the amount of roll to be reduced includes a vehicle body, a handle, and a suspension mechanism. The suspension mechanism is provided at a front portion of the vehicle body and supports a pair of left and right front wheels or a pair of left and right skis. The suspension mechanism includes a pair of left and right arm members and a pair of left and right air shock absorbers. The pair of left and right arm members supports the pair of front wheels or the pair of skis in a vertically movable manner. The pair of left and right air shock absorbers is coupled to the pair of arm members. The pair of left and right air shock absorbers each includes a cylinder, a piston, a piston rod, a first gas chamber, and a second gas chamber.

Abstract: A displaceable spring seat (2) supporting one end of a vehicle suspension spring (S) is supported by a fluid pressure of an operation chamber (J). A screw pump (P) supplying a working fluid to the operation chamber (J) includes a pump chamber (L) defined within a cylinder (10) by a piston (11, a nut (13) formed integrally with the piston (11), and a screw shaft (14) screwed into the nut (13). A guide member (16) fixed to the cylinder (10) is fitted onto an outer circumference of the nut (13) or the piston (11) such that when the screw shaft (14) is driven to rotate, the piston (11) is fed via the nut (13). The guide member (16) formed from a non-metallic, low-friction material, reduces a driving resistance of the piston (11) and improves a durability of a screw portion between the nut (13) and the screw shaft (14).

Abstract: An air suspension system for a multi-axle vehicle having air bags (4,5; 6,7; 8,9; 10,11; 44 to 49) supporting either side of the axles (2,3; 41 to 43), including separate air lines (18 to 25; 50 to 55) respectively connecting each air bag to a level control valve (16,17; 56,57) via manifolds (26,27; M) and air lines (28,29; 54,55) to independently control air supply to the bags on either side, the separate air lines being of the same size and length to ensure that substantially the same volume of air is supplied to each bag to improve the responsiveness and stability of the system.

Abstract: An agricultural vehicle comprises separate wheel suspension assemblies corresponding to each wheel of the vehicle. Each wheel suspension assembly includes a strut assembly wherein the strut assembly is connected to the chassis at a pivot and to a respective wheel, and a dual action hydraulic cylinder that is connected to both the strut assembly at a point distal from the pivot and the chassis of the vehicle. Motion of the strut assembly around the pivot is affected by action of the hydraulic cylinder. In some embodiments, the dual action hydraulic cylinders are in fluid communication with the diagonally opposite hydraulic cylinder such that when one cylinder moves into an extended or retracted position the other diagonally opposite cylinder is urged into the same position. In some embodiments, the wheel suspension assemblies are attached to slidable drawer assemblies on each side of the vehicle.

Abstract: System to control the trim of motorcycles with three or four wheels, the motorcycle having two couples of front and rear wheels, or one front wheel and a couple of rear wheels, or a couple of front wheels and one rear wheel.

Abstract: A damper unit includes: a cylinder, connected to a reservoir; a piston dividing an interior of the cylinder into two chambers; a piston rod which is connected to the piston at one end; an inner sleeve adapted to be accommodated within a hollow recess portion in the piston rod; a pump rod; a pump unit which performs pumping for generating a force with which the piston is pushed out of the cylinder or the piston is drawn into the cylinder; a hydraulic fluid releasing unit configured to release the a hydraulic fluid within the inner sleeve and the pump rod to the reservoir or the two chambers when the piston reaches a predetermined position relative to the cylinder within a sliding range thereof by pumping of the pump unit; and a control unit configured to control the predetermined position where the hydraulic fluid is released.

Abstract: A suspension device (S) of the present invention includes: a member (11) coupled to one of a vehicle body and a vehicle axle; an outer cylinder (3) coupled to the other one of the vehicle body and the vehicle axle and disposed at the outer circumference of the member (11); and a bearing (4) that is interposed between the member (11) and the outer cylinder (3), the bearing (4) having balls (4a) that rollably contact at least one of the member (11) and the outer cylinder (3), and a ball case (4b) that retains the balls (4a) rollably.

Abstract: A suspension unit for a vehicle, the unit being configured to be linked to the body of the vehicle at one end and linked to the wheels of the vehicle at the opposing end, the unit including a cylinder, wherein the cylinder is configured with a closed end, and a piston, wherein the piston is slideably moveable within the cylinder, and wherein the piston has a head, the head defining a first compartment within the closed end of the cylinder, and a second compartment, wherein the second compartment is communicative to the first compartment via a one way valve, and a third compartment, wherein the third compartment is defined by the underside of the piston head and the cylinder, characterised in that the suspension unit includes a sleeve valve between the first and second compartment, wherein the sleeve valve is configured with an inlet and an outlet for a gas, the distance between the respective positions of the inlet and outlet defining a preferred ride height for the vehicle, and wherein the second compartment

Abstract: A large vehicle with air bags and a leveling system that controls air flow into and out of an air spring (also known as an “air bag”) to maintain the air spring height close to the optimum level. The system is altered at minimum cost to further minimize the repeated flow of air into and out of the air spring, to thereby save fuel. A mechanical-to-electrical converter (50) is mounted on the air spring height sensor to generate an electrical signal indicating vehicle ride height, and the electrical output is connected to a computer (62) on the vehicle. The computer is programmed to control the flow of pressured air through a blocking valve (60) to a leveling valve (22) that flows air into and out of the air spring, according to the outputs of a plurality of sensors on the vehicle.

Abstract: A hydraulic anti-roll system for a vehicle includes a first hydraulic actuator, a second hydraulic actuator, an anti-roll control module, and an anti-roll bypass valve. The first hydraulic actuator is adapted to be connected between the suspension and frame of the vehicle on one side and the second hydraulic actuator is adapted to be connected between the suspension and frame of the vehicle on its other side. The anti-roll control module is connected between the fluid lines of the first and second hydraulic actuators. The anti-roll control module stiffens the compression of the first hydraulic actuator relative to the expansion of the second hydraulic actuator, and stiffens the compression of the second hydraulic actuator relative to the expansion of the first hydraulic actuator. The anti-roll bypass valve is adapted to activate and deactivate the stiffening of the anti-roll control module.

Abstract: The hydropneumatic axle suspension for vehicles, especially the front axle thereof, cooperates with at least one suspension cylinder (10) connected to a hydraulic accumulator (26; 24) on both its ring side (14) and the piston side (12). The hydraulic accumulator (26; 24) is triggerable by control electronics (18) with the aid of a valve unit (30; 28) that can be allocated to the hydraulic accumulator (26; 24). The ring side (14) of the suspension cylinder (10) is connected to a pressure value sensor (DA-R) which transmits its measured pressure values to the control electronics (18). The pressure value sensor (DA-R) located on the ring side is connected to the discharge end (38) of the valve unit (30), which can be associated with the ring side (14) of the suspension cylinder (10).

Abstract: Disclosed herein is a shock absorber capable of controlling damping force characteristics. The shock absorber includes a cylinder filled with an operating fluid, a piston valve disposed inside the cylinder to divide an interior of the cylinder into a first chamber and a second chamber, a piston rod having one end extending outside the cylinder and the other end coupled to the piston valve inside the cylinder, a hollow chamber formed inside the piston rod to communicate with the first and second chambers, a free piston disposed within the hollow chamber to move up and down and to divide the hollow chamber into upper and lower chambers, and a variable part configured to control the damping force characteristics by adjusting a vertical displacement of the free piston.

Abstract: A vehicle roll control system, comprising a front torsion bar(22), attached to the front hydraulic actuator (34) and a rear torsion bar (24) attached to the rear hydraulic actuator (34?). A pressure control valve (99) is fluidly connected between a pressure source (80) and a reservoir (81). A directional valve (82) is fluidly connected between the pressure control valve (99) and the hydraulic actuators (34,34?). A pressure relief valve (83,84) fluidly connects the directional valve to the pressure source (80) or the reservoir (81) and is actuated to create pressure differential between first fluid chambers (58,58?) of the hydraulic actuators (34,34?)and/or to create pressure differential between second fluid chambers (60,60?) of the hydraulic actuators (34,34?).

Abstract: A multi-stage height control valve for a pneumatic control system of a vehicle includes an air reservoir port, an exhaust port, an air spring port and a pilot port operatively connected to a rotor valve which is in turn operatively connected to the vehicle. The air reservoir port fluidly communicates with an air tank. The air spring port fluidly communicates with the air springs of the vehicle. The exhaust port opens to atmosphere. The pilot port fluidly communicates with a control/warning device such that, when a secondary ride height is reached by the vehicle, the pilot port signals the control/warning device in order to maintain the vehicle at the secondary ride height. The pilot port alternatively provides an air pressure boost in order to quickly re-inflate the air springs of the vehicle to return the vehicle to the primary design ride height.

Abstract: A tandem drive arrangement includes one or more independently driven wheels (118) that are arranged in a tandem configuration along a beam (120). The beam (120) is rotatably connected to a frame (102) of a machine (100). The tandem drive arrangement further includes an actuator (206) operating to selectively impart a rotating moment to the beam (102). The rotating moment tends to rotate the beam (120) in one direction and counteracts a torque imbalance resulting from operation of motors (128) rotating one or more independently driven wheels (118) connected to the beam (120).

Abstract: There is provided with a cylinder apparatus comprising: a cylinder; a piston; a piston rod, one end of which is connected to the piston and the other end of which is extended outside; an external cylinder provided at an outer periphery of the cylinder so as to form a reservoir in which to seal the hydraulic liquid and gas therebetween; a base valve dividing the second chamber and the reservoir; a first check valve provided with the piston so as to allow flow of the hydraulic liquid only from the second chamber side to the first chamber side; a second check valve provided with the base valve so as to allow flow of the hydraulic liquid only from the reservoir side to the second chamber side; a flow passage connecting the first chamber with the reservoir; and an opening and closing valve opening and closing the flow passage.

Abstract: An air suspension system for a multi-axle vehicle having air bags (4,5; 6,7; 8,9; 10,11; 44 to 49) supporting either side of the axles (2,3; 41 to 43), including separate air lines (18 to 25; 50 to 55) respectively connecting each air bag to a level control valve (16,17; 56,57) via manifolds (26,27; M) and air lines (28,29; 54,55) to independently control air supply to the bags on either side, the separate air lines being of the same size and length to ensure that substantially the same volume of air is supplied to each bag to improve the responsiveness and stability of the system.

Abstract: A system and process for controlling vehicle loading on a multi-axle vehicle and improving maneuverability is disclosed. The system includes a reservoir of pressurized air and associated leveling valve that uses a relay valve to improve refill times when the vehicle returns from a dump mode operation to normal operation. The process reduces pressure in one or more of the axles when maneuvering the vehicle at predetermined slow speeds and maintaining that first predetermined pressure while the other axle(s) is at a greater pressure than the first axle. By preventing complete exhaustion of pressure from the suspension system, restoring air pressure is attained more quickly. Also, use of a relay valve enables higher flow rates to improve the refill time of the pneumatic suspension system after the dump operation.

Abstract: An example roll control device uses differential pressure values, for example, that are conveyed by a motor driven pump to a first actuator associated with a first stabilizer. The differential pressure values are also conveyed from the motor driven pump to a second stabilizer through a proportional valve in one example. In another example, multiple actuators are utilized with each actuator being associated with a separate motor driven pump in communication with a common controller.

Abstract: An air suspension includes first and second air spring assemblies that each include a piston airbag and a primary airbag. A first fluid connection connects one of a first piston airbag and a first primary airbag of the first air spring assembly to one of a second piston airbag and a second primary airbag of the second air spring assembly. A second fluid connection connects the other of the first piston airbag and the first primary airbag to the other of the second piston airbag and the second primary airbag. Air flow through the first and second fluid connections is passively controlled solely in response to road load inputs to reduce roll stiffness and improve articulation.

Abstract: An air suspension system for a multi-axle vehicle having air bags (4,5; 6,7; 8,9; 10,11; 44 to 49) supporting either side of the axles (2,3; 41 to 43), including separate air lines (18 to 25; 50 to 55) respectively connecting each air bag to a level control valve (16,17; 56,57) via manifolds (26,27; M) and air lines (28,29; 54,55) to independently control air supply to the bags on either side, the separate air lines being of the same size and length to ensure that substantially the same volume of air is supplied to each bag to improve the responsiveness and stability of the system.

Abstract: A system for maintaining a vehicle front end air spring suspension level, for a vehicle having a designed load imbalance, includes a height control valve mounted on the higher load side of the vehicle and controlling compressed air to the air springs of the vehicle suspension. A pressure reduction valve is interposed in a conduit feeding the air spring on the lower loaded side, the pressure reduction valve being set to reduce the pressure of air delivered to the second air spring.