A shock absorber includes a gas spring cylinder containing a piston moveable between an extended position and a compressed position within the gas spring cylinder. A mechanical actuator is arranged whereby a bleed port is automatically closed when the gas spring is compressed to a predetermined position corresponding to a desired sag setting. In one embodiment, the position corresponds to a predetermined sag setting whereby the gas spring is partially compressed. In another embodiment, a proper sag setting is determined through the use of a processor and sensor that in one instance measure a position of shock absorber components to dictate a proper sag setting and in another instance calculate a pressure corresponding to a preferred sag setting.

A compressed-air supply system for operating a pneumatic installation. The compressed-air supply system includes an air supply, the air supply comprising an air compressor unit configured to supply compressed air to a compressed air supply. The compressed-air supply system further includes a compressed air port to the pneumatic installation, an air removal port configured to release air to the environment, and a pneumatic main line between the compressed air supply and the compressed air port, the pneumatic main line comprising an air dryer and a throttle. Furthermore, the compressed-air supply system includes an air removal line between the compressed air port and the air removal port and an exhaust valve connected in the air removal line. The exhaust valve includes a pressure control port connected to the compressed air supply and a pressure counter control port connected to the compressed air port.

A method for actuating a solenoid valve, which is loaded with a pneumatic pressure medium, in order to reduce a pressure (p.sub.sys) which is applied to the solenoid valve, where the solenoid valve assumes a closed switching position in the deenergized state and assumes a completely open switching position when it is energized with a switching current intensity (I.sub.s(p)) which is dependent on the applied pressure (p.sub.sys), where a first rise current final value (I.sub.1) is predetermined, which first rise current final value is smaller than the switching current intensity (I.sub.s(p)), where the solenoid valve is energized with an actuating current which follows an actuating current profile (SV1, SV2), and where the actuating current profile (SV1, SV2) comprises a first rise phase (TA1), in which the actuating current is increased to the predetermined first rise current final value (I.sub.1), and, following said first rise phase, a first holding phase (TH1) in which the actuating current is held constant at the first rise current final value (I.sub.1).

A vehicle stabilization system including a frame; a wheel; a control arm connected to the frame and the wheel; a fluid spring connected to the frame and the control arm; a stabilizer connected to the frame and operable between a retracted and extended position; a reservoir; and a fluid manifold connected to the fluid spring and the chamber, fluidly coupling the spring interior and stabilizer chamber to the reservoir interior. A vehicle stabilization method including maintaining an orientation of the vehicle frame, coupling the frame to a support surface using a stabilizer by introducing a fluid to a chamber of the stabilizer, and retracting a wheel by reducing a quantity of fluid within a fluid spring coupling the wheel to the frame.

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.

An air control valve (100) adapted to control an air flow (FA) for an air cushioning receptacle (802) in a motor vehicle (1000) includes a valve seat (120), a valve body (110), and a valve passage element (105) with a passage inlet (140) on an inlet side (141) and a passage outlet (150) on an outlet side (151). A coil spring (160) in contact with the valve body (110) and with a valve stop (152) on the outlet side (151) is adapted to exert a closing force (FC) to press the valve body (110) to the valve seat (120). A damping body (200) is arranged in an inner spring space (161) of the coil spring (160) such that the damping body (200) radially extends in a winding space (162) between a first coil winding (163) and a second coil winding (164) of the coil spring (160).

A suspension system for a wheel assembly of a vehicle includes a telescopic damper configured to mediate between respective sprung and unsprung portions of the wheel assembly, a rebound spring arranged to moderate wheel travel, and a force-transfer system operative to apply a force to change one or more parameters of the suspension system. The application of the force by the force-transfer system is effective in a first operating mode to change a length of the telescopic damper and in a second operating mode to regulate a wheel rate of the wheel assembly. The force-transfer system is controllable to modify a wheel-travel value at which the wheel rate of the wheel assembly changes in the second mode of suspension operation.

A dual-axle vehicle corner assembly which may include a sub-frame, a first arm connected to the sub-frame and rotatable with respect to the sub-frame about a first arm axis, the first arm having a first axle axis about which a first wheel rotates when connected to the first arm, a second arm connected to the sub-frame and rotatable with respect to the sub-frame about a second arm axis, the second arm having a second axle axis about which a second wheel rotates when connected to the second arm, and a suspension system comprising a piston assembly interconnecting the first arm and the second arm, the piston assembly is to controllably increase and decrease a length of the piston assembly to control a distance between the first axle axis and the second axle axis.

An axle load monitoring system for a load-transporting motor vehicle having one or more auxiliary axles wherein the monitoring system detects a noncompliant carrying-weight condition when the current gross vehicle weight is more than a prescribed maximum allowable gross vehicle weight assigned thereto and/or the current carrying weight of any primary axle and any designated axle group is more than a prescribed maximum allowable carrying weight assigned thereto. And if the current gross vehicle weight is equal to or less than the prescribed maximum allowable gross vehicle weight and the current center of gravity of the vehicle is in a compliance-manageable range which is established by the monitoring system and specific to the vehicle, the monitoring system recommends auxiliary axle usage that would result in compliance with the prescribed maximum and minimum allowable carrying weight assigned to each of the primary axles, any designated axle group and any utilized auxiliary axle.

Disclosed herein are hydraulic actuators and methods for the operation of actuators having variable relative pressure ratios. Further disclosed are methods for designing and/or operating a hydraulic actuator such that the actuator exhibits a variable relative pressure ratio. In certain embodiments, the relative pressure ratio of the hydraulic actuator may be dependent on one or more characteristics (such as, for example, frequency or rate of change) of an oscillating input to the hydraulic actuator.