A shock absorber for a wheel suspension of a vehicle may include an outer cylinder, an outer piston that is axially displaceably guided in the outer cylinder, an inner piston that is axially displaceably guided in the outer piston, and a piston rod that is connected to the inner piston and that is guided out of the outer piston. A surface, which is located remote from the piston rod, of a piston portion of the outer piston, which is axially displaceably guided on an inner lateral surface of the outer cylinder, is connected so as to communicate partially with surroundings of the shock absorber.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the anti-roll bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A physical feature selectively locks or unlocks the slidable shaft with respect to the body. The physical feature may include a locking pin, interference with a locking ball, etc. In the locked state, translation of the slidable shaft is restricted, and movement of the arm is transferred through the link to the bar. In the unlocked state, translation of the slidable shaft is permitted, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm to the anti-roll bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A physical feature selectively locks or unlocks the slidable shaft with respect to the body. The physical feature may include a locking pin, interference with a locking ball, etc. In the locked state, translation of the slidable shaft is restricted, and movement of the arm is transferred through the link to the bar. In the unlocked state, translation of the slidable shaft is permitted, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

A self-contained pneumatic anti-sway assist vehicle body roll control system to supplement existing vehicle suspension by means of sharing load support primary and secondary volumetric gas chamber pressures for soft ride over normal, level road surfaces; then by blocking said secondary gas chambers at load side of vehicle to summarily increase spring rate within its primary load support gas chamber for increased vehicle body suspension support during lateral forces encountered with right and left turns and/or with vehicle body lean when off-camber.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm. to the bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A valve selectively controls flow of a damping fluid between an inner chamber of the body and a remote chamber. In the locked state, flow of the damping fluid is restricted at least in a direction from the inner chamber to the remote chamber, and movement of the arm is transferred through the link to the bar. In the unlocked state, flow of the damping fluid is permitted in this direction, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

An anti-roll bar link for a vehicle suspension may be positioned between an anti-roll bar and an articulating arm. The link selectively transfers movement of the arm. to the bar, depending on a locked or unlocked state. The link includes a body interfacing a slidable shaft. A valve selectively controls flow of a damping fluid between an inner chamber of the body and a remote chamber. In the locked state, flow of the damping fluid is restricted at least in a direction from the inner chamber to the remote chamber, and movement of the arm is transferred through the link to the bar. In the unlocked state, flow of the damping fluid is permitted in this direction, and movement of the arm causes the shaft to translate with respect to the body such that at least a portion of the movement is not transferred to the bar.

Thermocouples and their associated thermocouple junctions can be integrated via freeform fabrication into various parts of injection-molding apparatuses, including the nozzles. Unitary monolithic integration of thermocouples allows thermocouple junctions to be located highly proximate to the locations where temperature monitoring is desired, particularly, near the tips of injection-molding nozzles, which has conventionally been difficult or impossible to achieve. An injection-molding nozzle with one or more integrated thermocouples, a hot-runner manifold with injection-molding nozzles, having integrated thermocouples, monolithically integrated with the manifold as a single part using a freeform fabrication process, and a separately formed injection-molding nozzle having at least one integrated thermocouple and a robust electrical connection are presented according to various aspects of the invention.

An air management system (1200) for leveling a vehicle operated under dynamic driving conditions including an air supply tank (1204); a system controller (1240) integrated with the supply tank (1204); one or more air springs disposed on a first side of the vehicle and one or more air lines (1210) pneumatically connecting the one or more air springs (1230) disposed on the first side of the vehicle with the system controller (1240); one or more air springs (1230) disposed on a second side of the vehicle and one or more air lines (1220) pneumatically connecting the one or more air springs (1230) disposed on the second side of the vehicle with the system controller (1240).

An air management system (1200) for leveling a vehicle operated under dynamic driving conditions including an air supply tank (1204); a system controller (1240) integrated with the supply tank (1204); one or more air springs disposed on a first side of the vehicle and one or more air lines (1210) pneumatically connecting the one or more air springs (1230) disposed on the first side of the vehicle with the system controller (1240); one or more air springs (1230) disposed on a second side of the vehicle and one or more air lines (1220) pneumatically connecting the one or more air springs (1230) disposed on the second side of the vehicle with the system controller (1240).

This oscillating axle (3) for a lifting device (1) comprises an axle bridge (5) at the ends of which are mounted two ground connection members (7), an oscillation axis (X3), a left jack (9) and a right jack (11), each jack (9, 11) having a rod (90, 110) in contact with the bridge (5) and a body (92, 112) fixed on a fixed part (13) of a chassis (2) of the lifting device (1), the body (92, 112) forming a chamber (94, 114) in which the rod (90, 110) moves. The axle comprises a hydraulic circuit (15) interconnecting the chambers (92, 112) of the left (9) and right (11) jacks, in which a fluid is present at a given pressure, making it possible to press the rods (90, 110) of the left jack (9) and of the right jack (11) against the bridge (5), and at least one solenoid valve (150, 152) on a branch (15A) of the hydraulic circuit (15) connected to the chamber (94) of the left jack (9), and at least one solenoid valve (154, 156) on a branch (15B) of the hydraulic circuit (15) connected to the chamber (114) of the right jack (11), wherein each of these solenoid valves (150, 152, 154, 156) may be positioned in an open position, in which fluid may flow freely, and a closed position, in which the fluid is trapped in the chamber (94, 114) of the corresponding jack (9, 11). Each of the chambers (94, 114) of the left jack (9) and of the right jack (11) has a pressure sensor (23, 25) designed to measure the pressure of the fluid in each of the chambers (94, 114). Control means (21) are provided to detect a pressure in one of the chambers (94, 114) that is greater than a first threshold, and/or a differential between the pressures in each of the chambers (94, 114) that is greater than a second threshold, so as to detect the blocking of a solenoid valve (150, 152, 154, 156) in the closed position, and to initiate a safety procedure.