Air damping systems for lift axles are described herein. In some embodiments, lift axle systems configured in accordance with the present technology can include one or more air springs for carrying vehicle sprung mass (load springs) and one or more air springs (or, for example, air cylinders) for raising the lift axle (lift springs). One or more air lines can be connected between the load springs and the lift springs so that, in operation, compression and extension of the load springs in response to axle movement causes pressurized air to flow back and forth between the load springs and the lift springs. As a result, the lift springs provide an additional volume to receive the pressurized air and provide an opposing spring force to the suspension. Additionally, in some embodiments the air line or lines extending between the load springs and the lift springs can include an air flow restriction and/or other air damping feature. In operation, the air damping feature dampens the flow of air between the load springs and the lift springs to provide damping of the vehicle suspension without the additional costs or disadvantages often associated with conventional hydraulic shock absorbers.

A suspension for a vehicle includes a pair of opposing upper and lower control arms that longitudinally locate an axle along the frame. The upper and lower control arms include first ends pivotably mounted to the ends of the axle at upper pivotable axle joints and a second lower pivotable axle joints, respectively. The upper and lower control arms include second ends that are pivotably mounted to frame hanger brackets at upper and lower pivotable hanger joints, respectively. The frame hanger bracket are laterally interposed between an upper and lower hanger joint so that an upper pivotable hanger joint is on one side of each frame hanger and a lower pivotable hanger joint is on an opposite side of the each frame hanger.

A tilting vehicle having a steering system actively steering a front axle and a rear axle having two wheels that can be deflected individually in a vertical manner with respect to a vehicle body and that are independent of the steering system. The wheels of the rear axle can be steered by passive steering device configured to generate a steering force because of a vertical deflection of the wheels as the vehicle body tilts to one side. The steering force causing wheels to steer towards the opposite side.

A vehicle includes a vehicle body, a road wheel, and a suspension corner connecting the road wheel to the vehicle body. The suspension corner includes a suspension arm connected to the road wheel and to the vehicle body, and also includes a suspension force decoupling system disposed on an axis extending between the suspension arm and the vehicle body. The suspension force decoupling system includes an actuator having an actuator mass arranged on the axis that is configured to output an actuator force in opposite directions along the axis in response to an actuator control signal. The system also includes a compliant element connected along the axis to the actuator mass and one of the body and the suspension arm, and providing a predetermined level of mechanical compliance. A controller determines and generates the actuator force in response to a threshold acceleration of the vehicle body.

Suspension unit, comprising a control unit, for a utility vehicle, wherein the utility vehicle has a body floor, to which a first and a second axle are connected, wherein the utility vehicle comprises at least one vehicle seat and/or a vehicle cab that can be suspended by a suspension device relative to the body floor, wherein the vehicle seat and/or the vehicle cab is arranged substantially above the second axle seen in a vertical direction, wherein, when driving over a bump with the first axle, a value of a deflection of the first axle by the disturbance can be determined by at least one sensor, and wherein the suspension device of the vehicle seat and/or vehicle cab can be varied by the control unit before or upon driving over the disturbance with the second axle.

An air supply control arrangement for a heavy-duty vehicle comprising a lift axle includes a brake chamber. An electronically controlled brake valve device allows pressurized air to be passed to the brake chamber of the lift axle. A pressurized air source supplies pressurized air to the electronically controlled brake valve device along a supply passage. A pilot control valve provided between the pressurized air source and the electronically controlled brake valve device can restrict air flow through the supply passage. A pressure-responsive element actuates the pilot control valve when the pressure in the lift bellow is increased so that the lift axle is raised to a lift condition. The pressure-responsive element closes the pilot control valve. When the pressure in the lift bellow is reduced so that the lift axle is lowered to a ride condition then the pressure-responsive element is deactivated to allow opening of the pilot control valve.

The invention concerns an axle unit, in particular for use in utility vehicles with a hydraulic or compressed air system, comprising an axle tube and an actuation unit, wherein the axle tube has a receiving opening, wherein the actuation unit has a cylinder, a piston rod and a piston, wherein the piston divides a chamber of the actuation unit into a first chamber region and a second chamber region, wherein the piston rod is in engagement with the piston and is designed such that it can be brought into engagement with a leg of the axle unit in order to transmit a force to the leg, wherein the actuation unit is arranged in the receiving opening of the axle tube and is secured against moving transversely relative to a tube axis and at least in one direction parallel to the tube axis.

An under beam lift assembly for a heavy-duty vehicle that is removably connectable with an axle/suspension system of the heavy-duty vehicle. The under beam lift assembly includes structure that enables the lift assembly to pivot in an axis different than an axis of a pivotal connection between a suspension assembly and a hanger of the axle/suspension system. The under beam lift assembly is free of contact with the pivotal connection between the suspension assembly and the hanger of the axle/suspension system.

A lift axle suspension for a tandem trailer has first and second suspension air bags for first and second axles. There is a lift air bag that, when pressurized, applies a lifting force to lift the second axle relative to the first axle. A first pneumatic circuit supplies compressed air to the first suspension air bag and a diverter valve and is controlled by a height selector valve that is opened and closed based on the ride height of the trailer. The diverter valve selectively supplies compressed air to the second suspension air bag and a pressure regulator that limits air pressure to a predetermined pressure. A second pneumatic supplies compressed air to the lift air bag and is controlled by a pilot valve.

A dual trailing axle suspension system is disclosed wherein a pair of trailing axles are suspended from an auxiliary chassis with axle suspensions that provide spring action for isolating road-induced axle movement from the auxiliary chassis. And the auxiliary chassis is suspended from a chassis of a motor vehicle by an auxiliary chassis suspension adapted to deploy the auxiliary chassis from a stowed location on the motor vehicle to a deployed location at a substantial distance behind the motor vehicle chassis. And the auxiliary chassis suspension is adapted to cause the auxiliary chassis to help support the motor vehicle chassis to a variable degree by acting on the auxiliary chassis at a location between the two axles and in a manner determined by whether the spring action provided by the axle suspensions is set or variable.