The present invention provides one or more carrier devices capable of varying contact damping with pressured displacement. The device is configured to be installed on mechanical force-receiving structures that have rolling wheels, rolling balls or slidably displaceable terminal block structure, carrying devices and transportation devices for humans or objects. When receiving pressure smaller than a set value, the device provides low contact damping and is thus easy to move. On the other hand, when receiving pressure greater than the set value, it provides high contact damping so as to prevent slip and thereby ensure safe placement.

In addition, when receiving pressure smaller than the set value, the device has its pre-stressed structure generate modulation to displacement corresponding to the size of the pressure it receives for the purpose of shock absorbency.

An apparatus and a method for controlling vehicle suspension, which controls a variable damper in consideration of virtual tire damping, may include a variable damper which is installed between a vehicle body and a wheel, a first acceleration sensor which is installed at each corner of the vehicle body to measure a vehicle body corner vertical acceleration, a second acceleration sensor which is installed to each wheel to measure a wheel vertical acceleration, and a controller that estimates a road surface roughness based on the vehicle body corner vertical acceleration and the wheel vertical acceleration, determines a virtual tire damping required damping force based on the estimated road surface roughness, and adjusts a damping force of the variable damper based on the determined virtual tire damping required damping force.

An air management system for a vehicle. The air management system includes at least one air spring. A compressor is provided for filling the air spring. A central air line is fluidly connected to the air spring and the compressor. At least one spring air line extends between the central air line and the air spring. At least one suspension valve is disposed along the spring air line. At least one auxiliary air line extends between the spring air line and the central air line. At least one high flow exhaust valve is disposed along the auxiliary air line. At least one isolation check valve is disposed in series with the high flow exhaust along the spring air line. The isolation check valve allows air to pass through therethrough from the air spring to the central air line while preventing air from passing therethrough from the central air line to the air spring.

Disclosed herein is a cross-linked system comprising a first shock assembly and a second shock assembly. A first line is fluidly coupled with a first rebound chamber of the first shock assembly and a second compression chamber of the second shock assembly. The first line allows fluid to flow between the first rebound chamber and the second compression chamber. A second line is fluidly coupled with a first compression chamber of the first shock assembly and a second rebound chamber of the second shock assembly. The second line allows fluid to flow between the first compression chamber and the second rebound chamber. A reservoir is fluidly coupled to the first line and the second line.

The invention relates to a method for compensating for vertically oriented movements of a superstructure of a vehicle. The vehicle is provided with the superstructure and with an active undercarriage having a plurality of wheels which are in contact with the carriageway, wherein each wheel is connected via an actuator adjustable over its length at a wheel assigned to a suspension point with the superstructure. Vertically oriented movements of the superstructure are caused by an inclination of the carriageway and by unevennesses of the carriageway, a first change of the length of at least one actuator is carried out for frequencies in a first, lower frequency range, and a second change of the length of the at least one actuator is carried out for frequencies in a second, higher frequency range.

An apparatus and a method for controlling vehicle suspension, which controls a variable damper in consideration of virtual tire damping, may include a variable damper which is installed between a vehicle body and a wheel, a first acceleration sensor which is installed at each corner of the vehicle body to measure a vehicle body corner vertical acceleration, a second acceleration sensor which is installed to each wheel to measure a wheel vertical acceleration, and a controller that estimates a road surface roughness based on the vehicle body corner vertical acceleration and the wheel vertical acceleration, determines a virtual tire damping required damping force based on the estimated road surface roughness, and adjusts a damping force of the variable damper based on the determined virtual tire damping required damping force.

The present invention provides one or more carrier devices capable of varying contact damping with pressured displacement. The device is configured to be installed on mechanical force-receiving structures that have rolling wheels, rolling balls or slidably displaceable terminal block structure, carrying devices and transportation devices for humans or objects. When receiving pressure smaller than a set value, the device provides low contact damping and is thus easy to move. On the other hand, when receiving pressure greater than the set value, it provides high contact damping so as to prevent slip and thereby ensure safe placement. In addition, when receiving pressure smaller than the set value, the device has its pre-stressed structure generate modulation to displacement corresponding to the size of the pressure it receives for the purpose of shock absorbency.

An air management system for a vehicle. The air management system includes at least one air spring. A compressor is provided for filling the air spring. A central air line is fluidly connected to the air spring and the compressor. At least one spring air line extends between the central air line and the air spring. At least one suspension valve is disposed along the spring air line. At least one auxiliary air line extends between the spring air line and the central air line. At least one high flow exhaust valve is disposed along the auxiliary air line. At least one isolation check valve is disposed in series with the high flow exhaust along the spring air line. The isolation check valve allows air to pass through therethrough from the air spring to the central air line while preventing air from passing therethrough from the central air line to the air spring.

A single axle suspension system that includes right and left dampers, first and second hydraulic circuits, and a pressurizing mechanism that is connected in fluid communication with at least one of the hydraulic circuits. The pressurizing mechanism is configured to provide active heave control by adding and removing hydraulic fluid to and from at least one of the hydraulic circuits to increase and decrease pressure inside at least one of the hydraulic circuits independent of damper movements. This in turn causes a simultaneous increase in the fluid pressure inside either the first working chambers of the right and left dampers or the second working chambers of the right and left dampers to provide pitch stiffness that counters fore and aft heave of the vehicle. The pressurizing mechanism is either a bi-directional pump or a ball/screw mechanism that actuates a variable volume chamber.

The invention relates to a method for compensating for vertically oriented movements of a superstructure of a vehicle. The vehicle is provided with the superstructure and with an active undercarriage having a plurality of wheel which are in contact with the carriageway, wherein each wheel is connected via an actuator adjustable over its length at a wheel assigned to a suspension point with the superstructure. Vertically oriented movements of the superstructure are caused by an inclination of the carriageway and by unevennesses of the carriageway, a first change of the length of at least one actuator is carried out for frequencies in a first, lower frequency range, and a second change of the length of the at least one actuator is carried out for frequencies in a second, higher frequency range.