A method for controlling a hydropneumatic suspension of a mobile crane having at least four wheels that are each allocated a spring cylinder, having at least four spring circuits in which at least one spring cylinder is incorporated in each case, each spring circuit being allocated a pressure measurement sensor and a path measurement sensor, in which signals of the pressure measurement sensors and of the path measurement sensors are processed by a control unit, and the spring cylinders are actuated. To optimize control of a hydropneumatic suspension for road travel operation of the mobile crane the mobile crane is levelled using preset suspension height set values of the spring circuits, then, in the control unit, on the basis of pressures detected by pressure sensors, pressure set values are calculated per spring circuit and pressures in the spring circuits are readjusted with the aid of pressure set values.

A method for controlling a hydropneumatic suspension of a mobile crane having at least four wheels that are each allocated a spring cylinder, having at least four spring circuits in which at least one spring cylinder is incorporated in each case, each spring circuit being allocated a pressure measurement sensor and a path measurement sensor, in which signals of the pressure measurement sensors and of the path measurement sensors are processed by a control unit, and the spring cylinders are actuated. To optimize control of a hydropneumatic suspension for road travel operation of the mobile crane the mobile crane is levelled using preset suspension height set values of the spring circuits, then, in the control unit, on the basis of pressures detected by pressure sensors, pressure set values are calculated per spring circuit and pressures in the spring circuits are readjusted with the aid of pressure set values.

A vehicle stabilization system including a frame; a wheel; a control arm connected to the frame and the wheel; a fluid spring connected to the frame and the control arm; a stabilizer connected to the frame and operable between a retracted and extended position; a reservoir; and a fluid manifold connected to the fluid spring and the chamber, fluidly coupling the spring interior and stabilizer chamber to the reservoir interior. A vehicle stabilization method including maintaining an orientation of the vehicle frame, coupling the frame to a support surface using a stabilizer by introducing a fluid to a chamber of the stabilizer, and retracting a wheel by reducing a quantity of fluid within a fluid spring coupling the wheel to the frame.

A vehicle stabilization system including a frame; a wheel; a control arm connected to the frame and the wheel; a fluid spring connected to the frame and the control arm; a stabilizer connected to the frame and operable between a retracted and extended position; a reservoir; and a fluid manifold connected to the fluid spring and the chamber, fluidly coupling the spring interior and stabilizer chamber to the reservoir interior. A vehicle stabilization method including maintaining an orientation of the vehicle frame, coupling the frame to a support surface using a stabilizer by introducing a fluid to a chamber of the stabilizer, and retracting a wheel by reducing a quantity of fluid within a fluid spring coupling the wheel to the frame.

A multi-functional off-road vehicle has a frame which includes a left lateral frame member and a right lateral frame member. The two frame members are connected by a crossbar. Four wheel assemblies are connected to the frame. At least two of the wheel assemblies are continuous tracks. The crossbar includes a track width adjustment actuator which extends and contracts a length of the crossbar and thereby changes a track width of the vehicle.

An air suspension system which includes a Dynamic Load Transfer (DLT) function. DLT is a process of transferring vehicle load, or varying normal loads applied to each wheel of the vehicle, using switchable volume or variable volume air spring assemblies. Switchable or variable volume air spring assemblies have the ability to change air spring volumes, which results in changes in air spring rates, which result in changes in normal loads applied to each wheel. Changes in wheel normal loads change wheel traction (slip) and vehicle dynamics (pitch, roll, yaw displacement, rate and acceleration). Each air spring assembly may have multiple volume air chambers that are switched on and off, a variable volume air chamber, or the air spring assembly may be coupled with other air springs, or air chambers, that are switched or varied.

An air suspension system which includes a Dynamic Load Transfer (DLT) function. DLT is a process of transferring vehicle load, or varying normal loads applied to each wheel of the vehicle, using switchable volume or variable volume air spring assemblies. Switchable or variable volume air spring assemblies have the ability to change air spring volumes, which results in changes in air spring rates, which result in changes in normal loads applied to each wheel. Changes in wheel normal loads change wheel traction (slip) and vehicle dynamics (pitch, roll, yaw displacement, rate and acceleration). Each air spring assembly may have multiple volume air chambers that are switched on and off, a variable volume air chamber, or the air spring assembly may be coupled with other air springs, or air chambers, that are switched or varied.

A shock absorber assembly having a wheel assembly including first and second coupling points, and first and second shock absorber elements. Each shock absorber element includes a housing portion defining a bore, and a rod slidably coupled within the bore such that the shock absorber element has a variable length. Each rod is coupled to a respective coupling point of the wheel assembly. The shock absorber assembly is arranged to maintain the relative positions of the first and second housing portions such that the longitudinal axis of the first bore has a generally fixed relationship with respect to the longitudinal axis of the second bore.

An automatic air suspension control system is provided for use in combination with a vehicle having a non-driven rear axle, a driven rear axle, and an air suspension associated with the rear axles to apply a load to each of the rear axles. The air suspension control system is programmed to maintain the load applied to the non-driven rear axle at a level that is less than the load applied to the driven rear axle until the load applied to the driven rear axle is equal to a threshold amount. The threshold amount may be equal to the maximum load that may be legally applied to the driven rear axle or some lower level. There may be no load applied to the non-driven rear axle prior to the load on the driven rear axle reaching the threshold amount or may be a non-zero amount.

An automatic air suspension control system is provided for use in combination with a vehicle having a non-driven rear axle, a driven rear axle, and an air suspension associated with the rear axles to apply a load to each of the rear axles. The air suspension control system is programmed to maintain the load applied to the non-driven rear axle at a level that is less than the load applied to the driven rear axle until the load applied to the driven rear axle is equal to a threshold amount. The threshold amount may be equal to the maximum load that may be legally applied to the driven rear axle or some lower level. There may be no load applied to the non-driven rear axle prior to the load on the driven rear axle reaching the threshold amount or may be a non-zero amount.