An axle/suspension system for a heavy-duty vehicle includes a suspension assembly, an axle, and a damping means. The suspension assembly is operatively connected to the heavy-duty vehicle. The axle is operatively connected to the suspension assembly. The damping means is operatively connected to and extends between the suspension assembly and the heavy-duty vehicle. The axle/suspension system has a motion ratio of between about 1.4 to about 1.7. A method for optimizing damping of an axle/suspension system of a heavy-duty vehicle includes the steps of: calculating a curve representing a damping energy relating to load on a damping air spring; calculating a curve representing a damping energy relating to air flow velocity through at least one opening of the air spring; calculating an optimized motion ratio by determining an intersection of the curves; altering the geometry of the axle/suspension system to provide the axle/suspension system with the optimized motion ratio.

A shock absorber for a vehicle may include a flow path provided in a rod valve to allow an oil film to be formed between a cylinder and the rod valve during relative movements of a strut rod and the cylinder, and the oil film is used to prevent friction from occurring between the cylinder and the rod valve during steering.

A suspension including a spring interposed between the body (B) of the vehicle and the wheel (W); a regenerative hydraulic shock-absorbing unit comprising a hydraulic shock-absorber arranged parallel to the spring, a motor and pump unit with a volumetric hydraulic machine and an electric machine coupled to the hydraulic machine), and an electronic control unit arranged to control the torque of the electric machine. A hydraulic actuator is arranged in series with the spring. A reservoir and a hydraulic circuit are connected to each other, the hydraulic shock-absorber, the hydraulic machine the hydraulic actuator and the reservoir. The hydraulic circuit includes a valve assembly for controlling the flow of a working fluid between the hydraulic shock-absorber, the hydraulic machine, the hydraulic actuator and the reservoir.

A vehicle suspension damper for providing a variable damping rate. The vehicle suspension damper comprises a first damping mechanism having a variable first threshold pressure, a second damping mechanism having a second threshold pressure, and a compressible chamber in communication with a damping fluid chamber, wherein the second damping mechanism is responsive to a compression of said compressible chamber.

A method for a vehicle comprising at least one wheel suspension with at least one damper, wherein the at least one damper is such that it can adjust its damping resistance between a first damping mode and at least a second damping mode, wherein the second damping mode presents a larger damping resistance than a damping resistance of the first damping mode. The method comprises the steps: S1) identifying if the vehicle is in a first situation during driving of said vehicle which may lead to a subsequent impact force (F) on the at least one wheel suspension which is of a magnitude such that the at least one damper, when in its first damping mode, will reach a position where no further damping can be performed; and, if this is the case, S2) adjusting the damping resistance from the first damping mode to the at least second damping mode.

An air suspension for a vehicle includes a mounting bracket configured to couple to the vehicle. A pivot bracket includes a top and a bottom. The top is pivotably coupled to a frontward portion of the mounting bracket. An air shock absorber includes a first end and a second end. The first end is pivotably coupled to the bottom of the pivot bracket and the second end is pivotably coupled to a rearward portion of the mounting bracket. An axle arm includes a first portion and a second portion. The first portion of the axle arm is fixedly coupled to the frontward portion of the mounting bracket. A spindle is fixedly coupled to the second portion of the axle arm and is configured to be coupled to a hub assembly of a wheel.

A volume adjustable air chamber for a shock assembly is disclosed herein. The adjustable air chamber assembly includes a first air chamber and a second air chamber in fluid communication via a flow path. A check valve is coupled with the flow path, the check valve that allows the second air chamber to be fluidly coupled with or fluidly isolated from the first air chamber, such that the available volume of air for said first air chamber can be modified to provide different damping characteristics.

A clamping plate is dimensioned to secure a flexible spring member to an end member for forming a gas spring assembly. The clamping plate includes a clamping plate wall with an axis and opposing surface portions oriented transverse to the axis. An opening extends into the clamping plate wall from along each of the opposing surface portions. An elongated damping passage extends in a spiral configuration through the clamping plate wall in fluid communication with the openings. A gas spring assembly includes a flexible spring member that defines a spring chamber, and an end member with an end member wall that defines an end member chamber. The clamping plate is secured to the end member and retains the flexible spring member thereon. The elongated damping passage is in fluid communication between the spring chamber and the end member chamber. Gas transfer between the spring chamber and the end member chamber generates pressurized gas damping during use of the gas spring assembly. Suspension systems and methods are also included.

An air spring for a heavy-duty vehicle axle/suspension system comprising a piston, a bellows, and an intermediate chamber integrally formed with the bellows. The bellows has an upper portion, a top plate, and a bellows chamber and is connected to the piston by a band, a bead-in-groove connection, and/or a bayonet connection. The upper portion is reinforced to prevent the bellows chamber from increasing in volume. The intermediate chamber has an optimally sized top plate and a support structure and extends from the piston into the bellows chamber. The intermediate top plate is formed with means for restricted fluid communication between the bellows chamber and the intermediate chamber. The means for restricted fluid communication is not obstructed when it contacts the bellows top plate during jounce events. The support structure is optimized in relation to the top plate.

A vehicle suspension damper for providing a variable damping rate. The vehicle suspension damper comprises a first damping mechanism having a variable first threshold pressure, a second damping mechanism having a second threshold pressure, and a compressible chamber in communication with a damping fluid chamber, wherein the second damping mechanism is responsive to a compression of said compressible chamber.