A shock absorber has a main piston and a compression piston, connected by a compression piston housing. In stage 1, the shock absorber operates as a conventional monotube, with the damping force being generated only by the main piston. In stage 2, the compression piston travels into the compression housing, as the shock absorber still operates as a monotube damper. In stage 3, the compression piston is now significantly increasing its compression damping force by supplementing the main piston. The oil volume in the compression piston housing passes through the compression piston, causing an increase in compression damping force.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.

A vehicle corner system for a dual-axle wheels assembly may include: a sub-frame; a first wheel interface having a first spinning axis about which a first wheel spins when connected to the first wheel interface; a first suspension linkage connected to and being transverse to the first wheel interface and to the sub-frame; a second wheel interface having a second spinning axis about which a second wheel spins when connected to the second wheel interface; a second suspension linkage connected to and being transverse to the second wheel interface and to the sub-frame; and a motion restrainer comprising a spring interconnecting the first suspension linkage and the second suspension linkage.

Disclosed herein is a spring preload system comprising a cylinder with an outer diameter, a body to house at least the cylinder, a piston shaft, and a main damping piston. The main damping piston is coupled to the piston shaft and configured for operation within the cylinder. The main damping piston is further configured to divide the cylinder into a compression side and a rebound side. The spring preload system further comprises a preload cylinder and a valve that is fluidly disposed between the compression side and the preload cylinder.

A vehicle suspension system (3) is provided that allows attention eliciting information such as rumble strips, bumps and road markers to be conveyed to the vehicle operator substantially without detracting from the performance of the vehicle suspension system. A control unit (10) determines if a prescribed warning condition exists according to vehicle information and/or road surface information acquired by an information acquiring unit, and performs a warning control including an extending and retracting movement of the actuator interposed between an sprung member (8) and an unsprung member (9) of the vehicle at a prescribed frequency when the warning condition is determined.

A vehicle suspension system (3) includes an electromagnetic damper (7) provided with a sprung member (8) and an unsprung member (9) to apply a drive force and a damping force between the sprung member and the unsprung member, and a control unit (10) for controlling the electromagnetic damper. A target load for the electromagnetic damper is determined based on the unsprung member demand load that attenuates a vertical vibration of the unsprung member, and the sprung member demand load that restrains a vertical displacement of the sprung member. An absolute value of the sprung member demand load is reduced when a sprung member frequency is in an unsprung member resonance frequency range.

Pressure-sensitive valves are incorporated within a dampening system to permit user-adjustable tuning of a shock absorber. In one embodiment, a pressure-sensitive valve includes an isolated gas chamber having a pressure therein that is settable by a user.

A compensating method is provided for avoiding a bouncing movement of a wheel of a motor vehicle. The motor vehicle comprises an unsprung mass (m) that is attached in a movable manner to a sprung mass, wherein the unsprung mass (m) comprises the wheel, and an actuator that is embodied so as to apply a force (K) between the sprung mass and the unsprung mass (m). During a movement of the unsprung mass (m) relative to the sprung mass in an application of force by means of the open loop control of the actuator by the method, a force (K) is applied between the sprung mass and the unsprung mass (m) so as to damp the movement. A motor vehicle implementing the method is also provided.

The present invention discloses a dynamically adjustable suspension device including one or more springs having similar or different spring rates, where said one or more springs are arranged in a pre-defined configuration, and a dynamically adjustable damper. The dynamically adjustable damper, includes a rotatable knob coupled to the dynamically adjustable damper to change the damping coefficient dynamically in real-time, means to rotate the knob so as to adjust damping coefficient in real-time while the dynamically adjustable suspension device being used, means to identify compression of the one or more springs by sensing one or more positions of the springs, between a fully elongated state and a fully compressed state in real-time.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.