Abstract: A kit for reducing handlebar shake in a three-wheel motorcycle with dual front wheels, having a frame, a steering column and a connecting rod that couples the steering column to the dual front wheels, includes a linear steering stabilizer that includes a cylinder member and a piston rod. A portion of the piston rod fits slidingly in the cylinder member. The piston rod terminates in a connecting end. A body bracket is attached to the cylinder member. A first bracket is affixable to the frame and is affixable to the connecting end of the piston rod of the linear steering stabilizer. A second bracket is affixable to a selected one of the steering column or the connecting rod and is affixable to the body bracket attached to the cylinder member. The linear steering stabilizer is damps handlebar shake during operation of the three-wheel motorcycle.

Abstract: A straddle type vehicle comprises a steering mechanism configured to steer a front wheel a steering damper device capable of variably generating a damping force working on a rotating action of the steering mechanism; and a control unit configured to control the damping force of the steering damper device to increase, when the front wheel of the straddle type vehicle in a wheelie state lands on a ground. The control unit controls the damping force to increase, after the front wheel lands on the ground and an oscillation occurs in the steering mechanism.

Abstract: A cylinder boot for an axle of an industrial vehicle includes a cylinder boot body, a rod-side fixing portion, a cylinder-side fixing portion, and a detection portion. The cylinder boot covers a cylinder rod of a steering hydraulic cylinder. The cylinder boot body has a contractable portion that is contractable in response to a stroke of the cylinder rod. The rod-side fixing portion is disposed at one end portion of the cylinder boot body and fixed to a distal end portion of the cylinder rod. The cylinder-side fixing portion is disposed at the other end portion of the cylinder boot body and fixed to a cylinder body of the steering hydraulic cylinder. The detection portion is displaced in a direction in which the cylinder rod extends or contracts, and is detected by a detection sensor disposed on the beam axle.

Abstract: An outboard motor stabilizer of unitary construction has a cylindrical body and an axially oriented cylindrical orifice with an opening at the bottom end of the body. The orifice has a diameter sized to fit onto a tilt rod of an outboard motor and is of a length that is longer than the tilt rod of the outboard motor.

Abstract: A trim lock and a centering assembly that provides a centering force between a first portion of a system and a second portion of the system. The centering assembly includes a centering stabilizer that provides a centering force along an axial direction thereof, a trim lock configured and arranged to change a location of one axial end of the centering stabilizer, with respect to the second portion of the system, between an original location and an adjusted location, and to lock the axial end of the centering stabilizer at the adjusted location, a connecting unit for operatively connecting the trim lock with the centering stabilizer, and a mounting member for movably mounting the centering stabilizer with respect to the second portion of the system, wherein the mounting member permits axial movement of the centering stabilizer with respect to said second portion of the system.

Abstract: A lane maintaining assistance device 1 is provided with the following: a first assistance unit that performs steering assistance of a vehicle by hydraulic pressure; a second assistance unit that performs steering assistance of the vehicle using a motor; and a steering assistance control unit 83 that reduces the steering assistance amount of the first assistance unit and starts steering assistance by the second assistance unit if the vehicle is determined to have entered a curve on the basis of a captured image in which a portion of the lane which is forward in the vehicle advancing-direction is captured.

Abstract: A steering member has a rack portion and a screw portion. The steering member is in a steering housing and operatively connected to a tie rod. A pinion is operatively connected between the rack portion and a steering wheel. A ball nut is operatively connected to the screw portion. A power source is operatively connected to the ball nut. The power source drives the ball nut to effect linear movement of the steering member upon rotation of the steering wheel. A damper has a first connection to the tie rod and a second connection to a ground surface. The ground surface is fixed relative to the steering member. The damper is external to the ball nut.

Abstract: An articulated connection can be used to transfer a steering movement to a vehicle wheel. The articulated connection can include an axle journal and a steering arm. The axle journal can be configured to be coupled to the wheel. The steering arm can be configured to receive and transfer the steering movement to the axle journal. The steering arm can be bendable so as to elastically deflect with respect to the axle journal. The steering arm can be curved along a portion of its length and/or the articulated connection can include a limiting device. The limiting device can be configured to limit an amount of deflection of the steering arm in at least one direction.

Abstract: A power steering system that may include a rack, a slider shaft, and an actuator disposed on a housing. The slider shaft may be coupled to a tie rod assembly. The rack, slider shaft, and actuator may engage an end plate. The actuator may exert force upon the end plate to assist with actuation of the rack and slider shaft.

Abstract: A saddle riding type vehicle includes a vehicle body frame 4 constituting the vehicle, a front wheel disposed steerably on the vehicle body frame 4, a steering shaft 27 transmitting a steering input from a rider to the front wheel, and a steering damper 36 giving a steering mechanism 57 an attenuation force relative to rotation of the steering shaft 27. The steering damper 36 includes a damper case 72, a vane rotatable in the damper case 72, and an arm 73 directly connected to the vane and extending to an outside of the damper case 72. The damper case 72 is disposed between an upper steering shaft 27a and a lower steering shaft 27b to form part of the steering shaft 27, and the arm 73 is directly connected to the vehicle body frame 4.

Abstract: A stabilizing device for axles of vehicles, such as motor vehicles, trailers, semi-trailers, or the like, including a hollow cylinder unit, which comprises a hollow cylinder containing a fluid therein, a piston unit with a piston which is arranged in the hollow cylinder and divides the hollow cylinder into at least two chambers, wherein the piston unit can slide relative to the hollow cylinder unit in that said piston unit can be moved from an original position to a deflected position, a pre-tensioning device which tensions the piston unit in the direction of the original position, and a control or regulating device which controls or regulates the fluid flow into/out of the chambers.

Abstract: A steerable suspension system may include a steering knuckle and an actuator, the actuator having an effective piston area which varies in response to rotation of the steering knuckle. A method of stabilizing a steerable suspension system may include applying a first level of pressure, thereby applying a stabilizing force to a steering knuckle and permitting rotation of the steering knuckle, and applying a second level of pressure, thereby preventing rotation of the steering knuckle. Another steerable suspension system may include an axle, a tie rod arm, and a pressure operated actuator interconnected between the tie rod arm and the axle.

Abstract: An in-line, two-wheeled vehicle, with a torque generator operably secured thereto is disclosed. The torque generator generates a defined auxiliary torque about the point-of-contact of the steering wheel, and it is sized to balance the naturally occurring torques arising at slow speeds about the point-of-contact of the steering wheel, thereby improving the stability and control of the vehicle. In one disclosed embodiment, the vehicle is a stand-up riding board. In another disclosed embodiment, the vehicle is a cycle, such as a bicycle or the like. Torque generator structures such as using an elastic member, mechanical linkage, and dampening systems are also disclosed.

Abstract: A steering damper varies damping based upon the input source: the steering device or the ground contact parts. The device comprises a housing fixed on an attaching part that couples the steering device and the ground contact parts. A main chamber is partitioned into a first and second damping chamber and flow is at least partially controlled by a main valve unit. The opening area of the main valve unit is determined by a relative motion between the attaching part and the steering device.

Abstract: A steering damper can generate a smaller damping force according to a first damping force characteristic or a larger damping force according to a second damping force characteristic by controlling a flow of hydraulic oil during a steering operation of a steering member. When the associated vehicle is running at a relatively low or medium speed and is not accelerating, and if an operational speed of the steering damper is lower than a predetermined value, damping force according to the first damping force characteristic can be generated in the steering damper. On the other hand, when the operational speed of the steering damper is equal to or higher than the predetermined value, damping force according to the second damping force characteristic can be generated in the steering damper.

Abstract: Disclosed is an attachment structure of a steering damper for a vehicle. The steering damper is provided between a top bridge and a head pipe. The top bridge rotates about a steering stem in conjunction with the operation of a handlebar, while the head pipe does not rotate in conjunction with the operation of the handlebar. In the attachment structure, in a state where the steering angle of the handlebar is zero, the axis of the steering damper forms an obtuse angle with the axis of a bolt to which an upper portion of the steering damper is attached.

Abstract: A stabilizing device for axles of vehicles, such as motor vehicles, trailers, semi-trailers, or the like, including a hollow cylinder unit, which comprises a hollow cylinder containing a fluid therein, a piston unit with a piston which is arranged in the hollow cylinder and divides the hollow cylinder into at least two chambers, wherein the piston unit can slide relative to the hollow cylinder unit in that said piston unit can be moved from an original position to a deflected position, a pre-tensioning device which tensions the piston unit in the direction of the original position, and a control or regulating device which controls or regulates the fluid flow into/out of the chambers.

Abstract: A torque steer reduction system is disclosed. The system includes a damper. The damping effect of the damper is variable. Furthermore, the damping effect may be adjusted through a damping coefficient. High damping coefficients may correspond to stronger damping effects. During periods associated with a greater influence of torque steer, the damper may be configured with a high damping coefficient to counteract torque steer.

Abstract: A steering damper ensures a wide longitudinal illumination range of a road surface when a light unit is provided and facilitates layout of parts and simplifies structure without degrading appearance. A steering damper mounting structure is provided for a vehicle, which includes a head pipe, a front fork, a fork bridge, and a steering damper. The steering damper is mounted on the fork bridge and the head pipe. The steering damper dampens a movement transmitted from a side of the front wheel to a handlebar. In this steering damper mounting structure, the steering damper is mounted to the head pipe and the top bridge and disposed on the side of the top bridge between the top bridge and the bottom bridge. Additionally, a light unit is disposed on the side of the bottom bridge between the top bridge and the bottom bridge.

Abstract: A steering system control apparatus having a centering unit for resisting off-center movement of the steer wheels of a vehicle and returning them to a selected center position after each such movement. A centering shaft is connected to the steering shaft of a vehicle steering gear for rotational reciprocation therewith and an intermediate rotational position thereof defines a neutral position that is adjustable by a trimming assembly to change a selected center position of the steering system. A holding force and a return force are applied to the centering shaft by actuating members that engage a cylinder arranged for reciprocal movement against a constantly applied resilient force.

Abstract: The present invention provides a damping system for use with a mechanism such as a steering system wherein one element moves relative to another element. The system includes a variable volume chamber, a collection chamber, and an inertia track providing fluid communication between the two chambers. A fluid is disposed in the chambers and the inertia track. A compliant tuning member is in fluid communication with the variable volume chamber. The damping system is capable of attenuating vibration at chosen frequencies without adding undesired damping at other frequencies. In the preferred embodiment, the damping system is used to attenuate steering wheel torsional vibration without increasing low frequency damping that would deteriorate steering feel.

Abstract: A steering shaft (2) penetrates a head tube (1) fixed to a vehicle body (A) of a motorcycle. The steering shaft (2) is coupled to a front wheel and handlebars of the motorcycle. A linear damper of a double-rod type is enclosed in the steering shaft (2). When the steering shaft (2) rotates with respect to the vehicle body (A), a feed screw (12) engaged with a screw portion (11) on the outer circumference of one of the piston rods (6a, 6b) causes the linear damper to operate. By enclosing the linear damper in the steering shaft (2), a space for disposing the steering damping device can be minimized. The feed screw (12) converts a rotational displacement of the steering shaft (2) into an axial displacement of the piston rods (6a, 6b) such that a bending load does not act on the piston rods (6a, 6b).

Abstract: A steering assembly for a motor vehicle including and axle interconnecting a pair of wheels, a pair of tie rods coupled to the wheels, and a cross bar having a piston mounted thereon interconnecting the rods. A steering damper may be integral with the cross bar such that the piston is housed within said steering damper, and the steering damper may be mounted to the axle.

Abstract: A steering damper includes a cylinder housing, a piston, a piston rod, and a valve member. The cylinder housing includes an inner surface and the inner surface defines an inner area. The piston is at least partially disposed within the inner area and is movably engaged with the inner surface of the cylinder housing. The piston and the inner surface of the cylinder housing cooperate to define a first chamber and a second chamber disposed upon opposite sides of the piston. The piston rod is attached to the piston. At least one of the piston and the piston rod at least partially defines a passageway extending between the first chamber and the second chamber. The valve member is associated with the passageway and is movable to adjust restriction of fluid flow through the passageway between the first chamber and the second chamber. A vehicle is also provided.

Abstract: Steering control apparatuses and methods for a vehicle are provided. A steering control apparatus can include a steering shaft drivingly linked to a pair of front wheels of a vehicle. A movable steering handle can also be provided and disposed about the steering shaft, with the steering handle being capable of selectively turning the pair of front wheels to direct the movement of the vehicle. A first and second brake clutch mechanism for engaging and disengaging first and second drive wheels, respectively, can be provided. First and second brake clutch control levers can selectively control the first and second brake clutch mechanism, respectively, to engage and disengage the first and second drive wheels. The steering handle can include a coupling base.

Abstract: A steering clamper designed for use on a vehicle handlebar connected to a part rotatable about a steering axle coinciding with the center of a steering column. The steering damper comprises an outer housing enclosing a damping-medium-filled main chamber divided into two chambers by a demarcating wing rotatable about a first wing end. The outer face of the wing end rotates in a cutout in the housing. The first wing end is fixed to a first end of a lever which rotates relative to said outer housing. The lever connects, the steering damper rotating with the steering device to the vehicle frame. In the outer housing there is a cavity, the center line of which coincides with the steering axle, designed to accommodate a fastening element which joins the steering damper to the part rotatable about the steering axle.

Abstract: A steering damper includes a cylinder housing, a piston, a piston rod, and a valve member. The cylinder housing includes an inner surface and the inner surface defines an inner area. The piston is at least partially disposed within the inner area and is movably engaged with the inner surface of the cylinder housing. The piston and the inner surface of the cylinder housing cooperate to define a first chamber and a second chamber disposed upon opposite sides of the piston. The piston rod is attached to the piston. At least one of the piston and the piston rod at least partially defines a passageway extending between the first chamber and the second chamber. The valve member is associated with the passageway and is movable to adjust restriction of fluid flow through the passageway between the first chamber and the second chamber. A vehicle is also provided.

Abstract: A damping system for a steer-by-wire vehicle steering system that comprises a viscous damper that accepts a rotational input and interconnecting said damper to the steering input shaft in a manner to impart the damping characteristics of rotary damper to the steering wheel.

Abstract: The present invention provides a damping system for use with a mechanism such as a steering system wherein one element moves relative to another element. The system includes a variable volume chamber, a collection chamber, and an inertia track providing fluid communication between the two chambers. A fluid is disposed in the chambers and the inertia track. A compliant tuning member is in fluid communication with the variable volume chamber. The damping system is capable of attenuating vibration at chosen frequencies without adding undesired damping at other frequencies. In the preferred embodiment, the damping system is used to attenuate steering wheel torsional vibration without increasing low frequency damping that would deteriorate steering feel.

Abstract: Disclosed herein is a vibration damping apparatus for steering systems. The vibration damping apparatus of the present invention includes a fluid-filled chamber which is provided between upper and lower shafts, an upper actuating member which has a female bladed part disposed in the fluid-filled chamber, and a lower actuating member which has a male bladed part disposed in said fluid-filled chamber. Thus, the vibration damping apparatus of the present invention effectively interrupts the transmission of vibrations from the steerable wheels of an automotive vehicle the steering wheel, thereby optimizing driving comfort and safety.

Abstract: According to the invention, there is provided a steering damper (10) in which the interior of a cylinder (12) is divided into two oil chambers (A), (B) by a piston (14) which slides in the cylinder (12) as a steering operation takes place, an oil hole (15) is formed in the piston (14) for providing a communication between the two oil chambers (A), (B) and a bypass passageway (16) is provided for allowing oil in one (A or B) of the oil chambers to flow into the other oil chamber (B or A) by bypassing the oil hole (15), the motorcycle steering damper being characterized in that a subsidiary chamber (17) is defined at an intermediate position along the length of the bypass passageway (16), and in that a check ball (18) is provided in the subsidiary chamber (17).

Abstract: A steering damper device having a cylindrical damper disposed between a steering side member and a vehicle body side member, wherein said cylindrical damper includes a damper casing and a damper rod which is slidably displaced in the damper casing. The amount of slidable displacement of the damper rod with respect to a steering angle of the handlebar is small when the steering angle of the handlebar is near 0° and the amount of slidable displacement is larger as the steering angle is progressively changed from 0°. The damping coefficient of the cylindrical damper is large when the steering angle of the handlebar is near 0° and the damping coefficient is smaller when the steering angle is progressively changed from 0°.

Abstract: A frequency suppressor for a hydraulic system is shown and described. The frequency suppressor comprises a housing that contains a substantially fixed mass of a compressible substance. The volume of the compressible substance is varied to dampen frequency disturbances in the hydraulic system.

Abstract: A steering system control apparatus having a centering unit for resisting off-center movement of the steer wheels of a vehicle and returning them to a selected center position after each such movement. A centering shaft is connected to the steering shaft of a vehicle steering gear for rotational reciprocation therewith and an intermediate rotational position thereof defines a neutral position that is remotely adjustable by a trimming unit to vary the selected center position of the steering system during vehicle operation. A holding force and a return force are applied to the centering shaft by a pressurized cylinder arranged for reciprocal movement relative to a stationary piston.

Abstract: A steer wheel control system having a centering unit for holding center by resisting off-center movement of the steered wheels of a vehicle and returning them to a selected center position after each such movement, and a trim unit for remotely varying the selected center position. The resistance and return forces may also be varied remotely. A plurality of passages and check valves make the trim unit operable by a single solenoid valve mounted in an externally accessible socket within an intermediate head between the trim unit and the centering unit. An orifice assembly between a fluid accumulator and the centering unit prevent overly rapid off-center movements during tire blowouts.

Abstract: A steering system control apparatus for resisting off-center movement of the steer wheels of a vehicle and returning them to a selected center position after each such movement. A centering shaft is connected to the steering shaft from a steering gear for rotational reciprocation therewith and an intermediate rotational position thereof defines a centering position that is remotely adjustable by trimming pistons to vary the selected center position of the steering system during vehicle operation. A holding force and a return force are applied to the centering shaft via a member moveable through an arc and acted upon by centering pistons.

Abstract: A magnetorheological fluid brake utilizing a positive displacement fluid pump adapted to pump a magnetorheological fluid through a viscosity regulator. The viscosity regulator is adapted to controllably vary the viscosity of the magnetorheological fluid, altering the pumping restriction against the fluid pump, resulting in variable resistance to pump shaft rotation relative to the pump housing. An electronic steering system for a work vehicle utilizing the illustrated magnetorheological brake as a resistance device to provide tactile feedback as a function of steering shaft rotational position.

Abstract: If a steering damper is fixed to a top bridge, since the steering damper is comparatively heavy and the top bridge is on the steering side, steering inertia increases. An arrangement structure of the steering damper which does not greatly influence the steering inertia has been realized. A rotatable partition wall is provided in a hydraulic chamber of a steering damper to partition the inside into a right hydraulic chamber and a left hydraulic chamber. Both hydraulic chambers are in communication with each other by a liquid passage. A control valve is provided in an intermediate part of the passage and is switched to a lock or a throttle thereby a damping force zero status or a damping force generation status is set.

Abstract: One embodiment of the present invention relates to systems and methods for controlling handling characteristics of a tire. Another embodiment of the present invention relates to a tire having controllable handling characteristics.

Abstract: A steer wheel control system having a centering unit for resisting off-center movement of the steered wheels of a vehicle and returning them to a selected center position after each such movement, and a trim unit for remotely varying the selected center position. A resistance force and a return force may also be varied remotely. A plurality of passages and check valves make the trim unit operable by a single solenoid valve mounted internally on an intermediate head between the trim unit and the centering unit.

Abstract: A magnetorheological (MR) vibration damper for damping axial and rotational vibrations of an automotive steering system may include a housing encasing MR fluid therein and a gear-like rotor and orifice plate disposed within the housing. The rotor and orifice plate, which may be affixed to the steering wheel shaft, includes a plurality of gear-like teeth on its surface and a plurality of holes for producing shear and normal forces, respectively, on the MR fluid. Electric coils may be disposed within the housing for generating an electric field for activating the MR fluid. The MR vibration damper may be activated or deactivated by a controller by comparing a signal value from a steering wheel vibration sensor to a predetermined threshold value. The controller may be programmable by a user to increase or decrease the predetermined threshold value, so as to enable customization of driving feel.

Abstract: A system for reducing steering nibble and other vibrations in a power-assisted steering system increases the amount of damping force when a power steering boost system is applying little or no steering force to the steering actuator, and reduces the amount of damping force when the power boost system is applying significant steering force to the steering actuator. A damping member is formed of a polymer material and is urged into contact with the steering actuator by a spring-biased clamping member. A shuttle valve regulates pressure from the hydraulic steering boost system to overcome the spring biasing force whenever hydraulic pressure is applied to the steering actuator. The preload of the spring biasing mechanism is varied by an electronic control unit that receives inputs from a driver-activated switch, and from vehicle condition sensors to allow automatic, adaptive adjustment of the damping to optimize driving comfort and safety.

Abstract: The subject inventive steering damper assembly includes a rotor sleeve having open first and second ends and a drive plate disposed in the open second end. A core is co-axially disposed in the rotor sleeve closing the open first end of the rotor sleeve and defining a magnetic fluid chamber with the sleeve. A Magneto-Rheological fluid is disposed in the magnetic fluid chamber. The drive plate is flexible to provide manufacturing and operational tolerance, and is securely attached to the open second end of the rotor sleeve. Flexibility is derived from at least one aperture disposed in the drive plate. The aperture may be formed in a variety of shapes including elongated, round and oval shaped apertures.

Abstract: A damper for dampening vibrations of a rotatable steering shaft of a motor vehicle comprises a rotor and means for rotating the rotor at a rate proportional to and greater than rotation of the steering shaft. Magnetorheological fluid is disposed at least partially around the rotor, and has a viscosity variable to vary a load on the rotor.

Abstract: A steering damper for reducing the inertia of steering that is attached in a low position relative to the steering shaft. The upper portion of a steering shaft is fitted in the center of the rear of a top bridge as a fitting part and a lower screw part of a shaft is tightened in the fitting part and is integrated with the fitting part. The shaft is provided with a shaft main part having a small diameter extending in an axial direction of the steering shaft, when the shaft main part is made to pierce a turning shaft in the steering damper. A steering nut is attached to an upper screw part at the upper end and the upper screw part is tightened. The steering damper and the top bridge are fixed to the upper portion of the steering shaft by jointly fastening. Hereby, a steering nut heretofore provided under the steering damper can be omitted and a position in which the steering damper is attached can be lowered by the quantity.

Abstract: If a steering damper is fixed to a top bridge, since the steering damper is comparatively heavy and the top bridge is on the steering side, steering inertia increases. An arrangement structure of the steering damper which does not greatly influence the steering inertia has been realized. A rotatable partition wall is provided in a hydraulic chamber of a steering damper to partition the inside into a right hydraulic chamber and a left hydraulic chamber. A shaft provided at one end of the partition wall is integrally and rotatably coupled to a coaxial steering shaft. Both hydraulic chambers are in communication with each other by a liquid passage. A control valve is provided in an intermediate part of the passage and is switched to a lock or a throttle thereby a damping force zero status or a damping force generation status is set. The switching is controlled by a control device in correspondence with the ON/OFF of a main switch.

Abstract: A linkage assembly (10) of remotely adjustable length extends between a steerable member (17) and a frame member (12) to define the center position of the steerable member (17). The linkage assembly includes a resistance assembly (30) for providing a resistance force resisting forces tending to move the steerable member (17) to either side of the center position, and a trim assembly (28) having a piston (36) that may be locked in position (C1) in a trim cylinder (33) for transmitting steering forces to the resistance assembly (30). A trim valve (52, 52′, 52,″ 301) is operable between a closed position for preventing trim fluid flow so that the piston (36) is held in its locked position (C1), and an open position for allowing the trim piston (36) to move away from its prior locked position (C1) to a new locked position (C2) to permit the length of the linkage (10) to be changed in response to a steering force applied to the steering wheel.

Abstract: A steering linkage assembly (10) having a resistance assembly (30) for resisting turning movements of a steerable member (17), and a trim assembly (28) for remotely adjusting the length of a linkage (10) between the steerable member (17) and a frame member (12). A trim valve (52, 52′, 52,″ 301) is operable between closed and open positions for allowing a trim piston (36) to move from one locked position (C1) to another locked position (C2) to change the length of the linkage (10). A liquid pressurized by a gas pressure source (88) is provided to the resistance assembly (30) and to the trim assembly (28) by a single pressure accumulator assembly (275), or by a dual accumulator assembly (75, 175) providing liquid at a trim pressure and a resistance pressure. The stroke of the trim piston (36) is sufficient for the fluid systems (28, 30, 75, 175, 275) to remain pressurized at all times.

Abstract: A variable damper assembly 10 is provided for use with a vehicle power steering system and includes a variable orifice valve 20 which controls the flow of fluid between one chamber side 30 of the damper assembly to another chamber side 32 of the damper assembly. Variable orifice valve 20 is communicatively coupled to a source of pressurized fluid 110 by use of a conduit 112 and an electronically controlled valve assembly 114. The pressurized fluid received through conduit 112 controls the operation of valve 20. Based upon the pressure of the received fluid, valve 20 selectively increases and reduces the fluid flow rate between chamber sides 30 and 32, thereby causing the damper assembly 10 to have enhanced damping characteristics during certain vehicle operating conditions (e.g., during relatively high vehicle speed operating conditions).

Abstract: A steering linkage assembly (10) having a resistance assembly (30) for resisting turning movements of a steerable member (17), and a trim assembly (28) for remotely adjusting the length of a linkage (10) between the steerable member (17) and a frame member (12). A trim valve (52, 52′, 52,″ 301) is operable between closed and open positions for allowing a trim piston (36) to move from one locked position (C1) to another locked position (C2) to change the length of the linkage (10). A liquid pressurized by a gas pressure source (88) is provided to the resistance assembly (30) and to the trim assembly (28) by a single pressure accumulator assembly (275), or by a dual accumulator assembly (75, 175) providing liquid at a trim pressure and a resistance pressure. The stroke of the trim piston (36) is sufficient for the fluid systems (28, 30, 75, 175, 275) to remain pressurized at all times.