An air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit includes a first leveling valve configured to adjust independently the height of a first side of the vehicle. The second pneumatic circuit includes a second leveling valve configured to adjust independently the height of a second side of the vehicle. The first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle.

The vehicle control device of the present invention acquires characteristics of a road condition in front of a traveling vehicle based on external information; acquires vehicle behavior control variables for controlling the behavior of the vehicle based on estimated state variables of the vehicle that are obtained based on the characteristics, and control variables concerning speed of the vehicle based on the external information; acquires trajectory tracking control variables for causing the vehicle to track the target trajectory based on the target trajectory on which the vehicle travels that are obtained based on the characteristics and the estimated state variables; and outputs the control commands for controlling the suspension device, steering device, and braking and driving device based on the vehicle behavior control variables and the trajectory tracking control variables. This improves travel stability of the vehicle on a road surface on which an irregularity such as ruts exists.

A technology can be realized which increases the sense of unity with a vehicle that is felt by a driver. A suspension control device, which controls the damping force of the suspension of a vehicle, comprises a target control amount calculation unit which sets a target control amount, that is referenced when controlling the damping force of the suspension, such that the period of the phase of the roll angle and the period of the phase of the pitch angle of the vehicle approach a synchronized state, such that the magnitude of the expansion-side damping force is greater than the magnitude of the contraction-side damping force on the front-wheel-side of the vehicle, and such that the contraction-side damping force is greater than or equal to the expansion-side damping force on the rear-wheel-side of the vehicle.

A method of operating an adjustable roll stabilizer for a motor vehicle. The stabilizer has an actuator which can be rotated through a system angle about a rotational axis to apply a system torque and rotate two stabilizer sections relative to one another about the axis. The stabilizer sections are coupled at a radial distance from the axis to a respective wheel suspension, and depending on the system angle and under the external influence of movements of the wheel suspensions, twist relative to one another through a stabilizer angle. In the context of a perturbation magnitude regulation, the actuator is controlled based on the stabilizer angle determined from height levels of the wheels, by virtue of a stored relationship for the roll stabilizer and/or motor vehicle. The plausibility of the stored relationship between the wheel height levels and the stabilizer angle is checked by a model calculation.

A sway-bar actuator for a vehicle includes a motor that rotationally operates a lead rod to axially operates a push rod. Operation of the push rod axially operates an attachment fork between an engaged position and a disengaged position. The engaged position is characterized by a unified operation of opposing stabilizing bars. The disengaged position is characterized by independent rotational operation of the opposing stabilizing bars. A sensor rod is coupled to and operates axially with the attachment fork. A sensor assembly has a rotator and a sensor magnet. Axial operation of the sensor rod produces a rotational operation of the sensor magnet. The sway-bar actuator includes an encoder, where a rotational position of the sensor magnet relative to the encoder corresponds to an axial position of the attachment fork and the push rod relative to the engaged and disengaged positions.

A pneumatic suspension system for a vehicle, in which the pneumatic suspension system includes a supply tank, a first set of air springs positioned on a first side of the vehicle; a second set of air springs positioned on a second side of the vehicle, and a dual-action dynamic valve positioned between the first set of air springs and the second set of air springs. The dual-action dynamic valve is connected to the supply tank, the first set of air springs, and the second set of air springs by a series of air hoses. The dual-action dynamic valve is adapted to supply air to either one of the first set of air springs or the second set of air springs while simultaneously exhausting air from the other one of the first set of air springs or the second set of air springs.

An electro-dynamically controlled leveling system having a plurality of air springs mounted on at least one axle of a vehicle for supporting the weight of the vehicle; one or more electro-pneumatic valves; and one or more sensors that monitor one or more characteristics of the vehicle and transmit the one or more characteristics as a sensory input. The electro-dynamically controlled leveling system includes a central control module in electrical communication with the one or more sensors and the one or more electro-pneumatic valves. The central control module receives the sensory input from the one or more sensors, calculates a dynamic condition of the vehicle based on the sensory input, determines a desired air pressure for each air spring based on the calculated dynamic conditions of the vehicle, and transmit a command to the electro-pneumatic valves to adjust the air pressure of the air springs.

A resisting force change mechanism includes a first portion and a second portion configured to change a resisting force against relative displacement. The first portion is supported on any one of a first side member, a second side member, a first cross member, and a second cross member of a link mechanism where at least a portion thereof is superposed on one member at all times. The first portion is aligned with the one member and a steering shaft at the front. The second portion is supported on any other one of the body frame, the first side member, the second side member, the first cross member, and the second cross member that is displaced relative to the one member on which the first portion is supported. The second portion is located at a position where at least a portion thereof is superposed on the other member at all times.

A lift machine includes a base having a first end and a second end, a first assembly, and a second assembly. The first end has first and second pivot points defining a first lateral axis. The second end has third and fourth pivot points defining a second lateral axis. The first assembly is pivotably coupled to the first and second pivot points. The first assembly extends away from the base in a first direction such that first and second tractive elements are longitudinally offset from the first lateral axis and spaced from the first end of the base. The second assembly is pivotably coupled to the third and fourth pivot points. The second assembly extends away from the base in a second direction such that third and fourth tractive elements are longitudinally offset from the second lateral axis and spaced from the second end of the base.

A suspension system for a vehicle is provided. The system utilizes pistons, one on each side of the vehicle, engaged with a vehicle body at a distal end and having a fluid chamber at the proximal end. The system further has a central chamber having a rod freely laterally moving therein. A fluid communicates between the central chamber and each piston fluid chamber. Upon nonlinear forces applied to the vehicle, the rod is urged in one direction or another. This urging applies force to the fluid in the central chamber, and in turn, to the piston in the corresponding side of the vehicle, urging the piston up and in turn urging the vehicle body up.