An air suspension system, comprising a manifold, defining a first and second port, each port defining a receiving region at the second end, wherein the first and second ports are arranged in a common plane, a channel intersecting the first and second port, a cavity intersecting each port, and a pressure sensor port, positioned between the first and second port, defining a sensor insertion axis normal to the common plane, the pressure sensor port separated from the first port, the second port, and the channel by a thickness; a first and second solenoid valve, each solenoid valve arranged within the cavity and coaxially arranged with the first and second ports, each solenoid valve comprising a connector; a pressure sensor arranged within the pressure sensor port, the pressure sensor comprising a connector; and an electronics module arranged parallel the common plane, the electronics module configured to electrically couple to the connectors.

An air suspension system, comprising a manifold, defining a first and second port, each port defining a receiving region at the second end, wherein the first and second ports are arranged in a common plane, a channel intersecting the first and second port, a cavity intersecting each port, and a pressure sensor port, positioned between the first and second port, defining a sensor insertion axis normal to the common plane, the pressure sensor port separated from the first port, the second port, and the channel by a thickness; a first and second solenoid valve, each solenoid valve arranged within the cavity and coaxially arranged with the first and second ports, each solenoid valve comprising a connector; a pressure sensor arranged within the pressure sensor port, the pressure sensor comprising a connector; and an electronics module arranged parallel the common plane, the electronics module configured to electrically couple to the connectors.

A drive control device for a multi-axle-driving electrified vehicle including a first driving axle that is rotationally driven by a first electric motor and a second driving axle that is rotationally driven by a second electric motor includes: an axle load distribution change control unit configured to perform axle load distribution change control for changing an axle load distribution for the first driving axle and the second driving axle; and a drive control unit configured to control operations of the first electric motor and the second electric motor. The drive control unit is configured to perform driving force change control for changing driving forces of the first electric motor and the second electric motor when the axle load distribution change control unit performs the axle load distribution change control.

A drive control device for a multi-axle-driving electrified vehicle including a first driving axle that is rotationally driven by a first electric motor and a second driving axle that is rotationally driven by a second electric motor includes: an axle load distribution change control unit configured to perform axle load distribution change control for changing an axle load distribution for the first driving axle and the second driving axle; and a drive control unit configured to control operations of the first electric motor and the second electric motor. The drive control unit is configured to perform driving force change control for changing driving forces of the first electric motor and the second electric motor when the axle load distribution change control unit performs the axle load distribution change control.

A high-performance sports car having: a chassis; a bottom facing a ground on which the sports car moves; four wheels supported by the chassis; four suspensions, each of which connects a corresponding wheel to the chassis, has a variable geometry, and is equipped with at least one actuator device adapted to modify the geometry of the suspensions; and a body which covers the chassis and is equipped with four wheel arches, each of which surrounds a corresponding wheel at the top. The chassis is provided inferiorly with a plurality of support feet which are adapted to rest on the ground to support the weight of the sports car. The actuator devices are configured to lift, only when the sports car is parked, the wheels upwards with respect to the chassis changing the geometry of the suspensions up to rest on the ground the support feet i.e. until the wheels detach from the ground.

A high-performance sports car having: a chassis; a bottom facing a ground on which the sports car moves; four wheels supported by the chassis; four suspensions, each of which connects a corresponding wheel to the chassis, has a variable geometry, and is equipped with at least one actuator device adapted to modify the geometry of the suspensions; and a body which covers the chassis and is equipped with four wheel arches, each of which surrounds a corresponding wheel at the top. The chassis is provided inferiorly with a plurality of support feet which are adapted to rest on the ground to support the weight of the sports car. The actuator devices are configured to lift, only when the sports car is parked, the wheels upwards with respect to the chassis changing the geometry of the suspensions up to rest on the ground the support feet i.e. until the wheels detach from the ground.

A method, apparatus and vehicle for controlling a ride level for a vehicle having at least one first axle having a first air suspension and/or one second axle having a second air suspension, a parking brake and an operating brake, including: reading a ride level variation signal, indicating a ride level variation to be performed; providing a parking break release signal to an interface to a parking brake valve that, responding to the ride level variation signal, releases and engages the parking brake installation, the parking brake release signal being for actuating the parking brake valve for releasing the parking brake installation; and providing a first control signal to an interface to a first valve of the first air suspension and/or a second control signal to an interface to a second valve of the second air suspension while using the ride level variation signal for performing the ride level variation.

Assembly in a compressed air system of a vehicle provided with an air ride suspension, the assembly being configured to lift the vehicle body by filling at least one air spring, the solenoid valves being switchable in cooperation with an electronic control device, and the assembly including a pressure line for filling the air springs, and the pressure line including a first branch line connectable to the pressure line via a pilot-controlled solenoid valve for filling the air springs and including first supply pipes and pilot-controlled solenoid valves for each air spring as well as a second branch line for providing a control pressure which includes second supply pipes for the pilot-controlled solenoid valves, wherein the second branch line is connected to the pressure line via a check valve, the check valve providing a block position against venting or pressure drop in the second branch line.

A gas spring for use in a gas suspension system. The gas spring includes a gas inlet port configured to receive compressed gas and a gas inlet chamber connected via an inlet conduit to the gas inlet port and via an opening to an internal volume of the gas spring. The inlet conduit is connected to the gas inlet chamber at a position offset from a central axis of the gas inlet chamber such that an angle between a longitudinal axis of the gas inlet port and a surface of an interior wall of the gas inlet chamber opposing the gas inlet port is acute.

A damper assembly has a longitudinal axis and includes a damper housing with a side wall portion and an end wall portion defining a damping chamber containing a quantity of damping fluid. A photon source and a photon receptor are operatively disposed in optical communication with the non-gaseous damping fluid in the damping chamber. The photon source is operable to direct a photon through the non-gaseous damping fluid toward an associated target surface. The photon receptor is operable to receive the photon reflected off the associated target surface through the non-gaseous damping fluid. A sensor suitable for such use as well as spring and damper assemblies and suspension systems are also included.