An improved shock absorber which is capable of absorbing higher pressures created by larger deflections in the roadway and absorbing lower pressures created by smaller deflections in the roadway. The second mechanism involves the use of a first and second chamber which may expand to absorb the force of roadway defections. Additional components such as a valve, pump, tilt control unit and CPU may be used to regulate the operation of the chambers. The mechanism for absorbing lower pressures and smaller deflections may be turned on or off depending on the desires of the user. In particular, where low profile tires are used, the user may desire a stiffer suspension, and a stiffer shock absorber in a curve. In such case, it may be desirable to turn off the portion designed to absorb smaller deflections so that the car will not roll when going around a curve.

The anti-dive control method for the automobile comprises: obtaining preset automobile operating condition parameters, and obtaining parameter values of the automobile operating condition parameters in real time; determining in real time whether the parameter values of the automobile operating condition parameters satisfy a preset first trigger condition or a preset second trigger condition; if the parameter values of the automobile operating condition parameters satisfy the preset first trigger condition, obtaining a preset first control strategy corresponding to the first trigger condition; implementing real-time control of the suspension damping force of the automobile according to the first control strategy; if the parameter values of the automobile operating condition parameters satisfy the preset second trigger condition, obtaining a preset second control strategy corresponding to the second trigger condition; and implementing real-time control of the suspension damping force of the automobile according to the second control strategy.

A vehicle height adjustment device includes: a pressure tank capable of storing air in a compression state; a plurality of vehicle height adjustment units that are provided in correspondence with wheels of a vehicle and individually adjust vehicle heights at the respective wheels by supplying the air from the pressure tank or returning the air to the pressure tank; an information acquisition unit that acquires turn route information during travel of the vehicle; and a control unit that raises the vehicle height at the vehicle height adjustment unit on a turn outer side more than the vehicle height at the vehicle height adjustment unit on a turn inner side such that the vehicle takes a tilt posture on the basis of the turn route information when the vehicle turns.

A vehicle-height adjusting system includes: vehicle-height adjusting actuators each for adjusting a vehicle height for a corresponding one of wheels; a pressure medium supplier for supplying a pressure medium from a tank to each of the vehicle-height adjusting actuators; and a vehicle height adjuster for adjusting the vehicle height for each wheel. The vehicle-height adjusting actuators include a left vehicle-height adjusting actuator and a right vehicle-height adjusting actuator. The vehicle height adjuster includes a supply amount controller configured to control the pressure medium supplier such that substantially the same amount of the pressure medium is to be supplied from the tank to the left vehicle-height adjusting actuator and the right vehicle-height adjusting actuator, when at least one of the wheels is in contact with an uneven road surface.

System and method for improving braking efficiency by increasing the magnitude of a frictional force between a tire of a vehicle wheel and a road surface. Braking efficiency may be improved by controlling the normal force applied on the wheel, with an active suspension actuator, based on the wheel's slip ratio.

A vehicle-height adjusting system includes: vehicle-height adjusting actuators each for adjusting a vehicle height for a corresponding one of wheels; a pressure medium supplier for supplying a pressure medium from a tank to each of the vehicle-height adjusting actuators; and a vehicle height adjuster for adjusting the vehicle height for each wheel. The vehicle-height adjusting actuators include a left vehicle-height adjusting actuator and a right vehicle-height adjusting actuator. The vehicle height adjuster includes a supply amount controller configured to control the pressure medium supplier such that substantially the same amount of the pressure medium is to be supplied from the tank to the left vehicle-height adjusting actuator and the right vehicle-height adjusting actuator, when at least one of the wheels is in contact with an uneven road surface.

A suspension system capable of improving maneuverability and stability, the suspension system including a force generation mechanism and a controller. The controller, which controls each of shock absorbers, includes a main control calculation unit, a longitudinal force reaction force calculation unit, a lateral force reaction force calculation unit, an addition unit, and a suspension reaction force consideration unit. The controller subtracts an output from a vertical force calculation unit including the longitudinal force reaction force calculation unit, the lateral force reaction force calculation unit, and the addition unit from an output from the main control calculation unit by the suspension reaction force consideration unit, thereby succeeding in calculating a vertical force applied between a vehicle body and each wheel as a value in consistency with an actual behavior of a vehicle.

A damper control device feeds back a pressure within an extension-side chamber to control an extension-side solenoid valve that adjusts the pressure within the extension-side chamber, and feeds back a pressure within a compression-side chamber to control a compression-side solenoid valve that adjusts the pressure within the compression-side chamber. The damper control device performs a compression-side reduction correction which reduces a compression-side current supplied to the compression-side solenoid valve during extension of a damper, and performs an extension-side reduction correction which reduces an extension-side current supplied to the extension-side solenoid valve during contraction of the damper.

A valve arrangement of a vehicle's air suspension system has a pressure generator with a two-stage compressor drivable by an electric motor, an air dryer, and a switchover valve. A main line is connected to the pressure generator and branches into at least two first axle lines. Two bellows lines per vehicle axle each branch off from one of the first axle lines and lead via a shutoff valve to an air bellows. The pressure generator has a second connection connected to a delivery line of the pressure generator between two compressor stages of the compressor. A second main line is connected to the second connection. The second main line branches into at least two second axle lines downstream of a shutoff valve. These second axle lines are each connected to one of the branching points of the first axle lines at the axles, each via one shutoff valve.

A suspension control system can include a chassis and a suspension component operably coupled with the chassis. A boom assembly can be operably coupled with the chassis. One or more sensors can be configured to generate data indicative of a chassis orientation or boom assembly orientation relative to a level axis. A computing system can be communicatively coupled to the one or more sensors. The computing system can be configured to calculate an offset angle based on data from the one or more sensors, compare the offset angle to a defined correction threshold, and generate instructions to actuate the suspension component by a correction factor when the offset angle exceeds the defined correction threshold.