NZ759943B2

NZ759943B2 - Symmetrically dynamic equalized volume and pressure air management system

Info

Publication number: NZ759943B2
Application number: NZ759943A
Authority: NZ
Inventors: George Arrants; Joseph Calaway; David Bryan Lewis; Matthew Vaughan
Original assignee: Base Air Management Limited
Priority date: 2017-06-16
Filing date: 2018-06-15
Publication date: 2021-09-28

Abstract

air management system for a vehicle having a first pneumatic circuit and a second pneumatic circuit, in which the first and second pneumatic circuits are pneumatically connected in a neutral position via a cross-flow mechanism. The first pneumatic circuit includes a first leveling valve configured to adjust independently the height of a first side of the vehicle. The first leveling valve comprises a first cross-flow port and a first valve element. The second pneumatic circuit includes a second leveling valve configured to adjust independently the height of a second side of the vehicle. The second leveling valve comprises a second cross-flow port and a second valve element. The first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits through the cross-flow line when the first valve element of the first leveling valve and the second valve element of the second leveling valve are simultaneously switched to a cross-flow mode to establish pneumatic communication through the first cross-flow port and the second cross-flow port. The first and second leveling valves are configured to not independently adjust the heights of the first and second sides of the vehicle in the cross-flow mode. Establishing cross-flow when neither leveling valve is independently adjusting the height of a respective side of vehicle mitigates the imbalanced pressure differentials between the air springs on each side of the vehicle. ed to adjust independently the height of a first side of the vehicle. The first leveling valve comprises a first cross-flow port and a first valve element. The second pneumatic circuit includes a second leveling valve configured to adjust independently the height of a second side of the vehicle. The second leveling valve comprises a second cross-flow port and a second valve element. The first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits through the cross-flow line when the first valve element of the first leveling valve and the second valve element of the second leveling valve are simultaneously switched to a cross-flow mode to establish pneumatic communication through the first cross-flow port and the second cross-flow port. The first and second leveling valves are configured to not independently adjust the heights of the first and second sides of the vehicle in the cross-flow mode. Establishing cross-flow when neither leveling valve is independently adjusting the height of a respective side of vehicle mitigates the imbalanced pressure differentials between the air springs on each side of the vehicle.

Description

SYMMETRICALLY DYNAMIC EQUALIZED VOLUME AND PRESSURE AIR MANAGEMENT SYSTEM CROSS REFERENCE OF RELATED ATION This application claims the beneﬁt under 35 U.S.C. § 119(e) of the ﬁling date of provisional patent application Serial No. 62/520918 ﬁled June 16, 2017, provisional patent application Serial No. 62/573587 ﬁled October 17, 2017, and provisional patent application Serial No. 62/626373 ﬁled February 5, 2018, the disclosures of which are incorporated herein by reference in their entireties.

FIELD OF THE DISCLOSURE This sure s to improvements in air management systems for vehicles, trailers, and towables of any type, including load carrying prime mover and trailer vehicles having one or more axles supported by air springs.

BACKGROUND Air suspension s for vehicles have a plurality of air suspension bags supporting one or more vehicle axles in pairs on either side of each axle. In one well—known vehicle, the pairs of air s are connected by a common large diameter air lines extending between correspondingly positioned air springs on adjacent axles. The common air lines are each ted by an air line to a height control valve directed to a respective side of a vehicle. The height control valve controls the air supply to the common air lines to adjust the inﬂation of the air springs to ensure that the vehicle is kept level as it is driven over le road conditions. Unless deﬁned otherwise, the term "height control valve" is used as equivalent to the term "leveling valve," such that the terms "height control valve" and ing valve" may be used inter—changeably.

For example, when a vehicle negotiates a turn, the vehicle’s center of y shifts along its width away from the turn. Due to the weight shift, the air springs on the side of the vehicle facing away from the turn start to contract, while the air springs on the side of the vehicle facing the turn start to extend. Consequently, the vehicle becomes unleveled from side-to-side. In response, one of the leveling valves on the lowered side of the vehicle supplies air to the contracted air springs, While the other leveling valve on the ed side of the vehicle removes air from the ed air springs to keep the vehicle level. Through testing, it has now been found that leveling valves often mpensate in responding to dynamic weight shifts of the vehicle, in which the air springs that were supplied air from the leveling valve tend to have a greater air pressure than the air springs that were purged by the leveling valve. As a result, a pressure difference persists between the two sides of the air suspensions system ever after the leveling valves t to level the vehicle. Even though a pressure differential s n the air springs on opposite sides of the vehicle, the leveling valves return to a neutral mode (e. g., the rotary disk is set within a dead band range), in which there is a lack of pneumatic communication between the air springs on opposite sides of the vehicle. Due to this pressure differential between the air springs, the vehicle remains l even after the ng valves have adjusted the pressure of the air s in se to the vehicle weight shift.

Other types of air suspension systems have replaced mechanical leveling valves with electronic-actuated valves to the control the height of the air bags. While some electronic—actuated valves have been designed to respond to vehicle weight shifts or vehicle rolling, electronic—actuated valves fail to account for pressure differentials between the air springs that t after the heights of the air springs have been adjusted in response to vehicle weight shifts.

Accordingly, the present ors have recognized that there is a need for an air management system that solves the problem of tent pressure imbalance so that the vehicle may be restored to equilibrium air pressure, level and ride height.

SUMMARY The present invention provides for an enhanced pneumatic suspension system for a vehicle in which the air management system includes a ﬁrst pneumatic circuit, a second pneumatic circuit, and a cross-ﬂow mechanism pneumatically connecting the ﬁrst pneumatic circuit with the second pneumatic circuit. The ﬁrst pneumatic circuit includes a ﬁrst leveling valve conﬁgured to adjust ndently the height of a ﬁrst side of the vehicle. The second pneumatic circuit includes a second leveling valve conﬁgured to adjust independently the height of a second side of the vehicle. The ﬁrst and second leveling valves are red to establish pneumatic communication between the ﬁrst and second pneumatic circuits when the ﬁrst ng valve is not independently adjusting the height of the ﬁrst side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle. According to the various examples of the air management systems described herein, all air management systems are amenable to modiﬁcation such that each air management system may be utilized under mechanical or electronic operations (e. g., an actuator for a leveling valve may be switched from a mechanical mechanism to an electronic component).

The ﬁrst pneumatic circuit includes a ﬁrst set of air springs disposed on a ﬁrst side of the vehicle, a ﬁrst supply tank, a ﬁrst plurality of air lines pneumatically connecting the ﬁrst set of air s with the ﬁrst ng valve, and a ﬁrst supply line pneumatically connecting the ﬁrst leveling valve with the ﬁrst supply tank. The second pneumatic circuit includes a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. The cross-ﬂow connections extend from the ﬁrst leveling valve to the second leveling valve. In another example, the ﬁrst and second tic circuits may be supplied air by a common air supply tank such that the air management system only includes only one air supply tank to provide air ﬂow to air springs on both sides of the vehicle. In one example, the ﬁrst ity of air lines and the second plurality of air lines may be of substantially the same diameter and length, and the ﬁrst supply line and the second supply line may be of substantially the same diameter and length.

In one conﬁguration, each leveling valve may include a housing and a control arm pivotably connected to the leveling valve, in which the control arm is conﬁgured to pivot between a neutral position and one or more response positions in response to compression or extension of the air s. The ﬁrst and second leveling valves may be conﬁgured to establish pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of both the ﬁrst and second level valves are set in the l position. The ﬁrst and second ng valves may be conﬁgured to prevent pneumatic ication between the ﬁrst and second pneumatic circuits when the control arm of one of the ﬁrst and second leveling valves is set to the one or more response positions. The ﬁrst and second leveling valves may e a control arm sensor conﬁgured to detect the position of the control arm. The air ment system may e a control unit in electrical communication with each l arm sensor. Each control arm sensor may be conﬁgured to transmit the position of the control arm as a control arm on input to the control unit. The control unit may be conﬁgured to determine a vehicle height relative to the axle at the ﬁrst and second sides of the vehicle based on the control arm position input.

In one example, the ﬁrst and second ng valves may each be a rotary valve comprising a housing body and a rotary disk conﬁgured to rotate within the housing body to alter communication between the between the ﬁrst and second pneumatic circuits. Each housing body may comprise a supply port conﬁgured to receive air from an air source, an exhaust port conﬁgured to exhaust air into an atmosphere, one or more spring ports conﬁgured to receive or supply air to one of the ﬁrst or second pneumatic circuits, and a cross-ﬂow port conﬁgured to receive or supply air to one of the ﬁrst or second leveling valves. In one ration, the rotary disk may be conﬁgured to ish communication between the one or more spring ports and the cross-ﬂow port while neither establishing communication between the one or more spring ports and the supply port nor the one or more spring ports and the exhaust port. In one ration, the ﬁrst and second leveling valves may each comprise a l arm pivotably connected to the housing body and conﬁgured to rotate about the valve in response to a height change by one of the ﬁrst or second pneumatic circuits. In one conﬁguration, rotation of the control arm may induce the rotary disk to rotate between a plurality of angular ons to alter communication between the supply port, the t port, the one or more spring ports, and the cross-ﬂow port.

In one example, the ﬁrst and second leveling valves may each include a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator.

The valve element may be conﬁgured to move in the bore of the manifold housing to one or more positions including at least a neutral position to establish pneumatic communication between the ﬁrst and second pneumatic circuits and a supply position to supply air to a tive pneumatic circuit from an air supply tank, and an exhaust position to remove air from the respective pneumatic t into the atmosphere. The electronic actuator is conﬁgured to trigger movement of the plunger between the one or more positions. The valve element may be selected from the group consisting of a plunger, a rotary disk, and a poppet. The electronic actuator is, e. g., a solenoid, a servomotor, and a stepper motor.

In one example, the air management system may include a control module in electrical communication with the electronic actuator of each ng valve. The control module may be conﬁgured to transmit a command to each electronic actuator to r movement of the valve element between the neutral, supply, and exhaust ons. The air management system may include one or more leveling sensors. Each leveling sensor may be conﬁgured to detect a vehicle height relative to the axle along a position of the vehicle and transmit the detected e height to the control module as a e leveling input. The control module may be conﬁgured to determine a vehicle height ve to the axle at the ﬁrst and second sides of the vehicle based on the vehicle leveling input.

In one conﬁguration each leveling valve may include a cylindrical-shaped manifold, a valve member disposed in the ld and in sliding engagement with an interior surface of the ld, and an electronic actuator operatively linked to the valve member. The manifold may comprise a plurality of openings disposed along a side surface of the manifold. The electronic actuator may be conﬁgured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that a respective leveling valve is conﬁgured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-ﬂow between the ﬁrst and second pneumatic circuits.

The present invention includes a leveling valve. The leveling valve may comprise an upper housing mounted on a lower housing to form a valve body, in which the valve body deﬁnes a chamber extending between the upper housing and the lower g. The lower housing may include a plurality of ports communicating with the chamber, in which the plurality of ports include a supply port, an t port, one or more spring ports, and a cross-ﬂow port. In one conﬁguration, the lower housing may further comprise a dump port, wherein the cross—ﬂow port is disposed on a ﬁrst end of the lower housing and the dump port is disposed on a second end of the lower housing opposite to the ﬁrst end. In one ration, the supply port may be disposed on a ﬁrst side of the lower housing, and the exhaust port may be disposed on a second side of the lower housing te to the ﬁrst side of the lower housing. In one conﬁguration, the cross-ﬂow port may be disposed on a ﬁrst end of the lower housing, and the ﬁrst end may extend between the ﬁrst and second sides of the lower housing. In one conﬁguration, the one or more spring ports may comprise a ﬁrst spring sport located on one of the ﬁrst side or the secOnd side of the lower housing.

The leveling valve may include a control arm having a ﬁrst end attached to a shaft extending through an upper surface of the upper housing, in which the control arm is conﬁgured to rotate about the valve body in response to ion or ssion of the vehicle suspension. The leveling valve may include a rotary disk positioned in the chamber of the valve body and connected to the control arm by the shaft extending through the upper g, in which the rotary disk is conﬁgured to rotate about the supporting element within the chamber of the valve body. The rotary disk may be conﬁgured to establish pneumatic ication between the one or more spring ports and the cross-ﬂow port while neither establishing tic communication between the one or more spring ports and the supply port nor the one or more spring ports and the exhaust port.

The present invention may include a method for lling stability of a vehicle.

The method may comprise the step of providing an air management system comprising a ﬁrst a ﬁrst pneumatic circuit and a second pneumatic circuit. The ﬁrst pneumatic circuit may include a ﬁrst leveling valve conﬁgured to adjust independently the height of a ﬁrst side of the e. The second pneumatic circuit may include a second leveling valve conﬁgured to adjust independently the height of a second side of the vehicle. The air ment system may include a cross-ﬂow line connecting the ﬁrst leveling valve with the second leveling valve. The method may se the step of establishing, by the ﬁrst and second leveling valves, tic communication between the ﬁrst and second pneumatic circuits when the ﬁrst leveling valve is not independently ing the height of the ﬁrst side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle.

The present invention may include a method for adjusting air pressure of an air management system of a vehicle comprising one or more air supply tanks, a ﬁrst pneumatic circuit disposed on a ﬁrst side of the vehicle, and a second tic circuit disposed on a second side of the vehicle. The method may comprise a step of adjusting independently the air re of the ﬁrst pneumatic circuit by a ﬁrst leveling valve such that the ﬁrst leveling valve is either supplying air from the one or more air supply tanks to the ﬁrst pneumatic circuit or removing air from the ﬁrst pneumatic circuit to the atmosphere. The method may comprise the step of adjusting independently the air re of the second pneumatic circuit by a second leveling valve such that the second leveling valve is either supplying air from the one or more air supply tanks to the second pneumatic circuit or removing air from the second pneumatic circuit to the atmosphere. The method may comprise the step of establishing pneumatic communication n the ﬁrst pneumatic circuit and the second pneumatic circuit only when both the ﬁrst leveling valve and the second leveling valve are set in a neutral mode such that each leveling valve is neither ing air from the one or more air supply tanks or ng air into the atmosphere.

The t invention may include a control unit associated with an air spring of an air management system for a vehicle. The control unit may comprise a housing conﬁgured to be mounted to a top plate of the air spring, wherein the housing comprises a valve chamber. The control unit may comprise a valve ed in the valve chamber. The valve may be conﬁgured to switch between a plurality of modes ing: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a cross-ﬂow line connected to a second air spring of the air management system when the valve is not in the active mode. The control unit may comprise one or more sensors conﬁgured to monitor at least one condition of the air spring and generate a measurement signal indicating the at least one condition of the air spring. The control unit may comprise a communication interface conﬁgured to transmit and e data signals to and from a second control unit associated with the second air spring of the air management . The control unit may comprise a processing module operatively linked to the valve, the one or more sensors, and the communication interface, wherein the processing module is conﬁgured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch n the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface.

The present invention may include an air management system for a vehicle. The air management system may comprise a ﬁrst pneumatic circuit having one or more air springs disposed at a ﬁrst side of a vehicle. The air management system may comprise a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle. The air management system may comprise one or more cross-ﬂow lines, wherein each cross—ﬂow line extends from an air spring associated with the ﬁrst pneumatic circuit to an air spring associated with the second pneumatic circuit. Each air spring may comprise a control unit. Each l unit may comprise a housing red to be mounted to a top plate of an associated air spring, wherein the housing comprises a valve r. Each control unit may comprise a valve disposed in the valve chamber, wherein the valve is conﬁgured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing tic communication between the associated air spring and a respective cross—ﬂow line when the valve is not in the active mode. Each control unit may se one or more sensors conﬁgured to monitor at least one condition of the associated air spring and generate a measurement signal indicating the at least one condition of the associated air spring.

Each control unit may comprise a communication interface conﬁgured to directly transmit and receive data signals to and from other control units associated with other air s of the air management system. Each l unit may comprise a processing module operatively linked to the valve, the one or more sensors, and the communication interface, n the processing module is conﬁgured to: (i) receive measurement s from the one or more sensors and data signals from the ication ace, and (ii) actuate the valve to switch n the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface.

The present invention may e a method for controlling the stability of a vehicle comprising an air management system, in which the air management system may comprise a ﬁrst pneumatic circuit having one or more air springs disposed at a ﬁrst side of a vehicle, a second tic circuit having one or more air springs ed on a second side of a vehicle, and one or more cross-ﬂow lines, in which each cross—ﬂow line extends from an air spring associated with the ﬁrst tic circuit to an air spring associated with the second pneumatic circuit. The method may comprise the step of monitoring, by a height sensor and an air pressure sensor, a height and an air pressure of a respective air spring. The method may comprise the step of generating, by the height sensor and the air pressure sensor, a signal indicating the height and the air re of the respective air spring. The method may comprise the step of receiving, by a processing module, the signal indicating the height and the air pressure of the respective air spring. The method may comprise the step of calculating, by the processing module, a height differential rate and pressure differential rate of the respective air spring based on the received signal indicating the height of the respective air spring. The method may comprise the step of determining, by the processing module, whether to adjust the height of the air spring independently or establish tic communication n the air spring and a respective cross-ﬂow line. The method may comprise the step of actuating, by the processing module, a valve to switch to one of the modes: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross—ﬂow line when the valve is not in the active mode. In one conﬁguration, the height sensor, sing module, and the valve are disposed in a r of the air .

According to the various examples of the air management systems described herein, all air management systems e at least two independent pneumatic circuits, in which each independent pneumatic circuit is conﬁgured to adjust independently the height of one side of vehicle in response to dynamic vehicle weight shifts. In a state of adjusting independently the height of one side of the e, the respective pneumatic t is not in pneumatic communication with the other pneumatic circuit disposed on the opposite of the vehicle such that the air springs on one side of the vehicle are not in pneumatic communication with air s disposed on the opposite side of the vehicle. According to the various examples of the air management systems described herein, all air management systems may selectively ish cross- ﬂow between the two independent circuits so that the air springs disposed on one side of the vehicle are in pneumatic communication with the air springs disposed on the other side of the vehicle when all the leveling valves are set in a neutral position or neutral mode. In the t context, the leveling valve is set in a neutral position or neutral mode when leveling valve is r supplying air from the air supply tank to the air springs nor purging air from the air springs to the atmosphere (e.g., the rotary disk is set within a dead band range).

Other features and characteristics of the subject matter of this disclosure, as well as the methods of operation, functions of related elements of structure and the combination of parts, and economies of manufacture, will become more apparent upon consideration of the following description and the appended claims with reference to the anying drawings, all of which form a part of this speciﬁcation, n like reference numerals designate corresponding parts in the various ﬁgures.

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are orated herein and form part of the speciﬁcation, illustrate various embodiments of the subject matter of this disclosure. In the drawings, like reference numbers indicate identical or onally similar elements. is a schematic View of an air ment system according to one conﬁguration of the present invention. is a schematic view of an air ment system comprising leveling valves disposed at a central portion of a vehicle according to one conﬁguration of the present ion. is a schematic View of an air management system comprising leveling , in which each leveling valve has a plurality of air bag ports, according to one conﬁguration of the present invention. is a top View of a leveling valve according to one conﬁguration of the present invention. is a ctive of a leveling valve according to one conﬁguration of the present invention. is an exploded View of a leveling valve according to one embodiment of the present invention. is a perspective of a lower housing according to an embodiment of the present invention.

FIGS. 6A—C are schematic Views of a rotary disk ing to an embodiment of the present invention. is a schematic View of an air management system according to the present invention. is a schematic View of an air management system according to the present invention. is a tic View of an air management system according to the present invention. is a perspective View of a lower housing according to the present invention. is a top View of a lower housing according to the present invention.

A is a top cross-sectional view of the lower housing taken along line 2-2 according to the present invention. B is a side cross-sectional view of the lower housing taken along line Y-Y ing to the present invention, C is a side cross—sectional View of the lower housing taken along line X-X ing to the present invention. is a top View of a rotary disk according to the present invention.

FIGS. 14A is a perspective view of a ﬁrst poppet to be used in the present invention.

B is a cross-sectional View taken along line B-B of the ﬁrst poppet to be used in the t invention.

A is a perspective View of a second poppet according to the present invention. B is a cross-sectional view taken along line C-C of the second poppet according to the present invention. is a schematic View of an air management system according to the present invention. is a schematic View of an air management system according to the present invention. is a schematic View of an air management system according to the present invention. is a schematic View of an air management system according to the t invention. is a schematic View of an air management system according to the t invention.

A is a tic view of an air management system according to the present invention. 8 is a schematic View of an air management system according to the present _10_ invention. is a schematic View of a control unit according to the present invention. is a schematic View of a system controller ing to the present invention. is a schematic View of a control unit according to the present invention. is a schematic view of a system controller according to the present invention.

A is a schematic View of a valve according to the present invention.

B is a section view of a valve according to the present invention taken along line A in A. is a top perspective view of a lower housing ing to the present invenﬁon. is a bottom perspective View of a lower housing according to the present invenﬁon. is an end view of a lower housing according to the present invention. is a side View of a lower housing according to the present invention. is a top plan view of a lower housing according to the present invention. is a bottom plan view of a lower housing according to the present invention. is a perspective view of a rotary disk according to the t ion. is a top plan View of a rotary disk according to the present invention. is a side view of a rotary disk ing to the present invention. is a side cross-sectional view of a rotary disk according to the present invention taken along line 36 in .

FIGS. 37 and 38 are perspective views of a shaft according to the present ion. is a side View of a shaft according to the present invention. is a bottom end View of a shaft according to the present invention. is a top end view of a shaft according to the present invention. is a side view of a shaft according to the present invention. is a graph showing the air pressure of the various valve ports at various ion stages of the ng valve according to the present invention. is a ﬂow chart illustrating a method for ing air pressure of an air management system comprising ﬁrst and second pneumatic circuits according to the present invention.

DETAILED DESCRIPTION While aspects of the subject matter of the t sure may be embodied in a variety of forms, the following description and accompanying drawings are merely intended to disclose some of these forms as speciﬁc examples of the subject matter. Accordingly, the subject matter of this disclosure is not intended to be d to the forms or embodiments so described and illustrated.

The present disclosure includes an air management system for a vehicle having a ﬁrst pneumatic circuit having a ﬁrst leveling valve conﬁgured to adjust independently the height of a ﬁrst side of the vehicle, a second pneumatic circuit having a second leveling valve conﬁgured to adjust independently the height of a second side of the vehicle, and a cross—ﬂow ism connecting the ﬁrst leveling valve with the second leveling valve. The ﬁrst and second leveling valves establish pneumatic communication between the ﬁrst and second pneumatic ts when the ﬁrst leveling valve is not independently adjusting the height of the ﬁrst side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle, e.g., when the ride height control arms on both sides of the e are in a neutral position or when an electronic-actuated valve is set in a neutral mode. The ﬁrst and second leveling valves are conﬁgured to be set to the neutral position or neutral mode under all driving conditions including when the vehicle is traveling at a velocity substantially above zero miles-per-hour.

As used herein, the terms "neutral on" and "neutral mode" are deﬁned as the state in which neither leveling valve is supplying air from the air supply tank to the air springs or removing air from the air springs to the atmosphere, and each of the ng valves are in pneumatic communication with each other.

As used herein, the term "active mode" is deﬁned as the state in which the valve is independently adjusting the height or air pressure of one or more air springs in one pneumatic circuit while the valve is not in tic communication with any components of another pneumatic circuit.

As used herein, a "cross-ﬂow mechanism" or -ﬂow system" includes any components necessary to establish pneumatic ication between a ﬁrst pneumatic circuit and a second pneumatic circuit, wherein the ﬁrst and second pneumatic circuits are ed on opposite sides of a vehicle, i.e., left and right sides. The cross-ﬂow mechanism or cross—ﬂow system may include a cross—ﬂow air line connecting a ﬁrst ng valve and a second leveling valve connected to a cross—ﬂow port on each leveling valve, in which the cross-ﬂow air line is not directly ted to a supply tank or a supply line connected to the supply tank. The cross—flow mechanism or cross—ﬂow system may also include a cross-ﬂow controller device connected to each of the ﬁrst leveling valve and the second leveling valve. The cross-ﬂow mechanism or cross-ﬂow system may also include electrical sensors, e.g., air pressure sensors, air ﬂow s, ride height sensors, ity control sensors.

As used , the "response on" is deﬁned as the state in which one or more ng valves on each side of the vehicle are adjusting the air pressure of air springs ndently in the pneumatic circuits.

As used herein, "dead band" refers to range of rotation in which a disk surface of a rotary disk completely overlies the reservoir cavity of the lower housing such that the leveling valve is neither supplying air from the air supply tank to the air springs or removing air from the air springs to the atmosphere.

In one example, each leveling valve includes a housing, a valve element disposed in a bore of the housing, and a control arm pivotably ted to the housing such that it pivots from a neutral on to one or more response positions to induce rotation or nt of the valve element. In another example, each leveling valve includes a housing and a ride height sensor electrically connected thereto instead of a control arm. In another example, each leveling valve includes a housing, a valve element ed in a bore of the housing, a control arm pivotably connected to the housing to induce movement or rotation of the valve element, and a sensor disposed in the g to detect movement of the control arm. In another example, each leveling valve may include a housing, a valve element, and a motor (e.g., stepper motor) to induce rotation or movement of the valve element. The valve element may be selected from the group consisting of a plunger, a rotary disk, and a poppet.

In one example, the ﬁrst and second leveling valves establish pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of both the first and second level valves are set in the neutral position, and the ﬁrst and second leveling valves are red to prevent pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of one of the ﬁrst and second leveling valves is set to the one or more response positions.

In one example, the ﬁrst pneumatic circuit includes a ﬁrst set of air springs disposed on a ﬁrst side of the vehicle, a ﬁrst supply tank, a ﬁrst plurality of air lines pneumatically connecting the ﬁrst set of air springs with the ﬁrst leveling valve, and a ﬁrst supply line tically connecting the ﬁrst ng valve with the ﬁrst supply tank; and the second pneumatic circuit includes a second set of air s disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. In another e, the ﬁrst and second pneumatic circuits may be supplied air by a common air supply tank such that the air management system only includes only one air supply tank to provide air ﬂow to air springs on both sides of the vehicle.

In one e, the air lines are provided to supply equal volumes of air to maintain symmetry within the pneumatic circuits on both sides of the vehicle. The air lines are of substantially the same (e.g., within i10% or i5% or i2% or il%) or equal diameter and/or length.

The supply lines are of substantially the same (e.g., within 110% or i5% or i2% or il%) or equal diameter and/or length.

FIGS. lA~C show conﬁgurations of air management systems for a e as disclosed herein, indicated by reference number 100. The air management assembly 100 includes a ﬁrst pneumatic circuit disposed on a ﬁrst side of a vehicle I, a second tic circuit disposed on a second side of the vehicle 1, and a cross-ﬂow line 38 pneumatically connecting the ﬁrst and second pneumatic circuits. The vehicle 1 can have front and rear driven and/or non-driven wheeled axles 2 and 3, which are supported in a known manner on the chassis 1 by pairs of air bags (also referred to interchangeably as air springs) 4 and 5, 6 and 7, 8 and 9 and 10 and 11, positioned as illustrated on either side of the axles 2 and 3. The present invention is not limited to having the particular number of axle(s), air bags (air springs), air lines/hoses, air supply tank(s) that are shown in the drawings, as these ts vary depending on the type of vehicle that is used as would be immediately clear to a person skilled in the art. In another example, the ﬁrst and second pneumatic circuits may be supplied air by a common air supply tank such that the air management system 100 only includes only one air supply tank to provide air ﬂow to air springs 4—1 1 on both sides of the vehicle 1.

In FIGS. lA-C, air springs 4, 5, 8, and 9 are positioned on the ﬁrst side of the vehicle 1 and ted together by separate air lines 12, 13, and 18-21 to form a ﬁrst set of air springs.

Air springs 4, 5, 8 and 9 and separate air lines 12, I3, and 18—21 are supplied air by a valve hose 28, _14_ which is connected to a ﬁrst leveling valve 16. A supply hose 30 extends directly from the ﬁrst leveling valve 16 to a ﬁrst supply tank 32 for supplying air to the ﬁrst leveling valve 16. The supply hose 30 is also provided with a pressure protection valve 34. Accordingly, air springs 4, 5, 8, and 9, separate air lines 12, 13, and 18-21, valve hose 28, ﬁrst leveling valve 16, supply hose 30, pressure protection valve 34 (not required in some vehicles or air management systems), and the ﬁrst supply tank 32 form the ﬁrst pneumatic circuit adapted for adjusting independently the height of the ﬁrst side of the vehicle 1.

In some embodiments (not , the air management assembly 100 may comprise a single air supply tank to r air simultaneously to both the ﬁrst and second pneumatic circuits and a single pressure protection valve connected to the air supply tank by a single hose and connected to the ﬁrst and second pneumatic circuits h two supply hoses. The single re protection valve is conﬁgured to supply sufﬁcient air pressure to both the ﬁrst and second pneumatic circuits in the event of a leak or failure within the air management system 100. The single pressure protection valve is conﬁgured to have a larger air capacity to the dual pressure protection valves 34 in order to e sufﬁcient air to both the ﬁrst and second pneumatic circuits simultaneously.

Air springs 6, 7, 10, and 11 are positioned on a second side of the vehicle 1 and connected er by te air lines 14, 15, and 22—25 to form a second set of air springs. Air springs 6, 7, 10, and 11 and separate air lines 14, 15, and 22-25 are supplied air by a valve hose 29, which is connected to a second level valve 17. A supply hose 31 extends directly from the second leveling valve 17 to a second supply tank 33 for supplying air to the second leveling valve 17. The supply hose 31 is also provided with a pressure protection valve 35. Accordingly, air springs 6, 7, , 11, separate air lines 14, 15 , and 22-25, valve hose 29, second leveling valve 17, supply hose 31, the pressure protection valve 35, and the second supply tank 33 form the second pneumatic circuit adapted for adjusting ndently the height of the second side of the vehicle 1. Both the ﬁrst pneumatic circuit and the second pneumatic circuit are independently operable so that the ﬁrst leveling valve 16 ndently rs air to or purges air from the ﬁrst side of the vehicle 1 and the second leveling valve 17 independently delivers air to or purges air from the second side of vehicle 1.

To ensure a ed supply air of substantially the same volume and pressure to each air spring, the separate air lines 12, 13, and 18-21 on the ﬁrst side of the vehicle 1 and the separate air lines 14, 15, and 22—25 on the second side of the vehicle 1 are of substantially the same size (internal diameter) and length. In the illustrated conﬁguration, the separate air lines 18-21 and 22-25 each have a bore er of about 12mm (1/2 inch). Other sizes may be used with similar results provided the size and length of the air lines in each set or group (e.g. 18 to 25, 28and 29, 30 and 30 31 etc.) are the same. For similar s, the valve hoses 28 and 29 are of substantially the same size or al diameter and length, and the supply hoses 30 and 31 are of substantially the same size or internal diameter and . The provision of the separate air lines 18-21 and 21-25 and the tion of these lines to the separately ed leveling valves 16 and 17 ensure that an equal volume of air is rapidly supplied to each of the air springs so that the internal pressure of the air springs respond appropriately to changes in road conditions relayed to the valves 16 and 17.

Thus, the rate of change for the internal pressure of the ﬁrst set of air springs is substantially symmetrical to the rate of change for the internal pressure of the second set of air springs.

The ﬁrst l valve 16 and the second control valve 17 each include control arms 16a, 17a linked to a rigid bar 36 mounted underneath the air springs 9 and 11. The control arms 16a, 17a are each conﬁgured to move up and down in response to ssion and extension of the air springs, which actuates the ﬁrst and second control valves 16, 17 to either supply or purge air to and from the air springs. Both the ﬁrst and second leveling valves 16, 17 neither supply air from the supply tank to the air springs nor remove air from the air springs to the here when the control arms 16a, 17a are in a neutral position. A cross-ﬂow line 38 s from the ﬁrst leveling valve 16 to the second leveling valve 17 to connect the ﬁrst and second leveling valves. As shown in , the cross—ﬂow line 38 is not directly connected supply lines 30, 31 or the air supply tanks 32, 33. When the control arms 16a, 17a are both in the neutral position, the ﬁrst and second leveling valves 16, 17 are in pneumatic communication with each other such that there is pneumatic communication between the ﬁrst and second tic circuits via the cross-ﬂow line 38 to equalize air pressure between air springs 4, 5, 8, and 9 on the ﬁrst side of the vehicle 1 and air springs 6, 7, 10, 11 on the second side of the vehicle. As a result, the ﬁrst and second pneumatic ts are linked together as a common circuit when the control arms 16a, 17a are both in the neutral position. By maintaining equal air pressure between the ﬁrst and second sets of air springs, the ﬁrst and second ng valves 16, 17 equilibrate the pressure between the two sides of the vehicle when both control arms 16a, 17a are in the neutral position. In the illustrated embodiment, only a single cross—ﬂow line 38 is needed to establish pneumatic communication between the ﬁrst and second pneumatic circuits such that air ﬂows between the left and right sides of the vehicle.

The ﬁrst and second leveling valves 16, 17 only permit pneumatic communication ~16- with each other via the cross—ﬂow line 38 when the control arms 16a, 17a are both in the neutral on. In other words, the ﬁrst and second leveling valves 16a, 17a prevent pneumatic communication between the ﬁrst and second tic circuits when either one of the control arms 16a, 17a is not in the neutral position. By not ishing communication between the ﬁrst and second pneumatic circuits when either one of the control arms 16a, 17a are moving up and down from the neutral position, the ﬁrst and second leveling valves l6, 17 are able to purge air from or supply air to the air springs independently. Accordingly, when the e 1 is negotiating a sharp turn that shifts the vehicle’s center of gravity, one of the ﬁrst and second ng valves l6, 17 supplies air to the set of air springs that have been contracted from the weight shift of the vehicle 1, while the other one of the ﬁrst and second leveling valves 16, 17 purges air from the other set of air springs that have been extended from the weight shift of the vehicle without any cross-ﬂow between the ﬁrst 16 and second 17 leveling valves. In this state, the ﬁrst and second leveling valves l6, 17 may overcompensate for the dynamic weight shift of the vehicle by either supplying too much air to one set of air springs or removing too much air from the other set of air springs, resulting in a slight pressure difference between the ﬁrst and second sets of air s. This slight pressure ence between the ﬁrst and second sets of air springs may not trigger either control arm 16a, 17a to pivot away from the neutral position as the vehicle 1 pulls away from the turn, which would keep the vehicle 1 in an unlevel state if not for the mechanism described in the present disclosure.

According to the present disclosure, because the ﬁrst and second leveling valves 16, 17 communicate with each other when both control arms 16a, 17a are in the l position via cross- flow 38, the slight pressure difference between ﬁrst and second sets of air springs is eliminated as air passes via the ﬂow line 38 from the set of air springs at higher pressure to the set of air springs at lower pressure, thereby reaching an brium state. schematically illustrates a leveling valve 50 according to one conﬁguration of the present invention. The leveling valve 50 includes a housing 60 and a control arm 70. The housing 60 includes a supply port 61 connected to the supply tank, an exhaust port 62 ted to the atmosphere, an air spring port 63 connected to the air springs on one respective side of the vehicle, and a cross-ﬂow port 64 connected to a second leveling valve on another side of the vehicle. While illustrates the housing 60 having one air spring port, the housing 60 may include two or more air spring ports to communicate with multiple sets of air s disposed on a respective side of the vehicle. Further, the relative positioning of the ports with respect to each other and with respect to the control arm may be varied and is not intended to be limited to the -17_ conﬁguration illustrated in As shown in the control arm 70 is ted to the housing 60 and pivots about the housing 60 between a plurality of positions in response to compression and extension of the air springs disposed on one side of the vehicle. When the air springs compress, the control arm 70 pivots upward from a horizontal position to a ﬁrst position, which establishes communication between the supply port 61 and the air spring port 63 of the housing. Consequently, air is supplied from the supply tank to the respective air s, thereby increasing the air pressure of the air springs. When the respective air springs extend, the control arm 70 pivots downward from a horizontal position to a second position, which establishes ication between the exhaust port 62 and the air spring port 63 of the housing 60. Accordingly, air is d from the air springs and released to the atmosphere, thereby decreasing the air pressure of the air springs. When the control arm 70 pivots away from the neutral position in either direction, the air spring port 63 does not communicate with the cross-ﬂow port 64. At the neutral position, the control arm 70 is substantially ed in a horizontal position such that the control arm 70 extends parallel to the ground surface. When the control arm 70 is set in the neutral position, the air spring port 63 communicates neither with the supply port 61 nor the exhaust port 62. The air spring port 63, instead, icates with the cross-ﬂow port 64 when the control arm 70 is set in the neutral position so that the leveling valve 50 may communicate with another leveling valve disposed on an opposite side of the vehicle (as shown in FIG. lA-C). ing to one exemplary conﬁguration, the leveling valve may include a rotary member (not shown), such as a disk, ed in a l bore (not shown) of the g, in which the central bore is pneumatically connected to each port of the housing. The rotary member is rotatably connected to the control arm so that pivoting movement of the control arm induces rotation of the rotary member. The rotary member may rotate between a ity of positions to alter communication between the ports of the housing. Each leveling valve is a symmetrically dynamic equalized volume and pressure distributing valve having at least one rotary member (not shown) having different sized grooves or through holes so as to deliver or purge air to the air springs when actuated in a response position, or to cut off air flow to the purge and supply ports when actuated in a neutral position and to open tic communication at the cross-ﬂow port in the neutral position. Accordingly, if a leveling valve on one side of the vehicle is in a neutral position, but the leveling valve on the opposite side of the vehicle is not in a neutral on, then there is no pneumatic communication between the two ng valves. Only once both leveling valves are actuated to the neutral position is pneumatic communication between the pneumatic circuits on the opposite sides of the vehicle ished. ishing cross-ﬂow when neither leveling valve is independently adjusting the height of a respective side of vehicle mitigates the imbalanced pressure differentials between the air springs on each side of the vehicle. It has been discovered that one. factor contributing to these re differentials is gravity. For example, when a vehicle is negotiating a turn and ences a dynamic lateral weight shift, one of the leveling valves ds by supplying air to the ssed air springs, whereas the other one of the leveling valves removes air from the extended air springs. However, the leveling valve that supplies air in se to the lateral weight shift tends to supply air with much greater force to overcome the force of gravity acting against the compressed air springs. As a , the leveling valve often supplies more air to its set of air springs than the volume of air removed from the other set of air s on the opposite of the vehicle. Although a pressure differential remains between the air springs on opposite sides of the vehicle, the control arms return to a horizontal, neutral position, in which the supply and purge ports of each leveling valve are closed (e.g., within dead band position), thereby not accounting for the overcompensated air supplied to one of the sets of air springs.

The air ment system of the present invention provides the unexpected age of mitigating the pressure differential between the air springs on each side of the vehicle by linking at least two independent pneumatic circuits to form one common pneumatic circuit when both leveling valves are in a neutral mode. In the present context, a leveling valve is in a "neutral mode" when the leveling valve is neither supplying air from an air supply tank nor purging air into the atmosphere. Accordingly, the air management system of the present ion may adjust each side of the vehicle independently by preventing communication between the first and second pneumatic circuits when at least one of the leveling valves is not in a neutral mode. The air management system of the present invention may also link the ﬁrst and second pneumatic circuits into one common circuit by establishing cross-ﬂow communication between the ﬁrst and second tic ts only when both leveling valves are in a neutral mode. Establishing cross-flow between the air springs on each side of the vehicle allows the overcompensated air springs having greater pressure to release air to the air springs on the other side of the vehicle via the cross-ﬂow line, thereby promoting equilibrium between air springs on both sides of the vehicle. Ultimately, the ability to ively provide cross-ﬂow when all the leveling valves are set in a neutral mode allows the air management system to maintain a highly stable, safer and more comfortable vehicle -19_ ride with better traction. [009l] FIGS. 3 and 4 show different Views of a ical-actuated valve according to one conﬁguration of the present invention. The leveling valve 300 shown in FIGS. 3 and 4 includes a valve body 310 sing an upper housing 320 mounted to a lower housing 330, wherein a control arm 340 is attached to a shaft extending through the upper housing 320. The upper housing 320 is mounted to the lower housing 330 by fasteners (not shown) that are received in mounting holes that extend through corners of the upper housing 320 and the lower housing 330.

Referring to FIGS. 4 and 5, the lower housing 330 comprises at least ﬁve ports 334a— e, including a supply port 334a, which connects to an air tank (not shown), an exhaust port 334b for purging air from the air springs (not shown), a ﬁrst port 3340 that connects to a ﬁrst set of air springs (not shown), a second port 334d that connects to a second set of air springs (not shown), and a cross-ﬂow port 334e that connects to another leveling valve (not shown). The ﬁrst and second ports 334C and 334d are arranged so that ﬁrst spring port 3340 on one side of the lower housing 330 des with a second spring port 334d on the other side of the lower housing 330. The ports 334a-d are further arranged so that supply port 334a on one side of the lower housing 330 coincides with the exhaust port 334b on an opposite side of lower g 330.

The lower housing 330 includes separate airﬂow passages (not shown) to each port 334a—e of the lower housing 330, so that air supplied from the supply port 334a or air purged to the exhaust port 334b occurs independently from air ﬂowing through the cross-ﬂow port 334e.

Referring to the lower housing 330 includes a ﬁrst surface 336 deﬁning a plurality of circular—shaped cavities 338a-c. The supply port 334a is linked to a supply cavity 338a by one airﬂow passage formed in the lower housing 330, and the exhaust port 334b is linked to an exhaust cavity 338b by a second airﬂow passed formed in the lower g 330. The ﬂow port 334e is linked to a cross-ﬂow cavity 338C by a third air ﬂow passage formed in the lower g 330.

The ﬁrst and second spring ports 334e, 334d may be linked by a reservoir cavity (not shown) formed in the d housing 330.

FIGS. 4 and 6A-C show a rotary disk 350 according to one conﬁguration of the t invention. Referring to the rotary disk 350 is received in a central bore deﬁned between the lower and upper housing. The rotary disk 350 includes a l aperture 352 conﬁgured to rotatably receive a post (not shown), which extends from the lower g 330 and through the upper housing 320 to connect to the control arm. The rotary disk 350 is conﬁgured to rotate about the post (not shown) within a central bore of the lower housing 330, thereby deﬁning the central aperture 352 as a pivot point. The rotary disk 350 includes two oblong-shaped slots 354 spaced around the central aperture 352 with disk surface 353 deﬁned therebetween and along the periphery of the rotary disk 350. The disk surface 353 ponds to regions of the rotary disk 350 that only includes the solid surface of the rotary disk 350, not any void spaces deﬁned by the slots.

Accordingly, when the disk e 353 of the rotary disk 350 completely ps a respective cavity, air ﬂow is restricted from entering through the respective cavity. The rotary disk 350 further includes a cross~ﬂow slot 355, which is smaller than both the oblong-shaped slots 354.

The angular position of the rotary disk 350 changes as the control arm 340 pivots about the valve body 310 of the valve 300. As shown in , when the control arm 340 is set to a horizontal position, the rotary disk 350 is set to a neutral position, in which the disk surface 353 of the rotary disk 350 overlies both the supply cavity 338a and the t cavity 338b of the lower housing 330. Thus, at the neutral position, the rotary disk 350 is set within the dead band range of rotation. uently, when the rotary disk 350 is set at the neutral on, the air springs are connected to neither the supply port 334a nor the exhaust port 334b. However, the cross-ﬂow slot 355 overlies the ﬂow cavity so that the ﬁrst and second springs are in communication with the cross~ﬂow port 334e. As shown in , due to clockwise rotation of the l arm 340, the rotary disk 350 s to an angular on in which the arrangement of slots 354, 355 connects the supply cavity 338a with the reservoir cavity (not shown) so that the air springs receive air from the supply tank, thereby increasing the air pressure of the air springs. As shown in FIGS. 6C, due to counterclockwise rotation of the control arm 340, the rotary disk 350 rotates to an angular position in which the arrangement of slots 354, 355 connects the exhaust cavity 338b with the reservoir cavity (not shown) so that air is removed from the air springs into the atmosphere. In other conﬁgurations, one condition for clockwise movement of one rotary disk 350 may correspond to counterclockwise rotation of another rotary disk 350 according to the present invention. For example, clockwise rotation of the rotary arm may induce the rotary disk 350 to rotate to an angular position in which the arrangement of slots 354, 355 connects the t cavity 338b with the spring reservoir cavity (not shown) so that the air springs purge air into the atmosphere, thereby decreasing the air pressure of the air springs. Furthermore, counterclockwise rotation of the rotary arm may induce the rotary disk to rotate to an angular position in which the arrangement of slots 354, 355 connects the supply cavity 338a with the spring reservoir cavity (not shown) so that air is supplied from the supply tank to the air springs.

FIGS. 10, l 1, and lZA—C illustrate a lower housing 430 ing one conﬁguration of the present invention. The lower housing 430 is conﬁgured to mount to the upper housing 320 shown in FIGS. 3 and 4 to form a valve body of a leveling valve. Similar to the conﬁguration shown in FIGS. 3-5, the lower housing 430 comprises at least ﬁve ports 434a—e, including a supply port 434a that ts to an air tank (not shown), an exhaust port 434b for purging air from the air springs (not shown), a ﬁrst port 4346 that connects to a ﬁrst set of air springs (not shown), a second port 434d that connects to a second set of air springs (not shown), and a cross-ﬂow port 434e that ts to another leveling valve (not shown). The lower housing 430 can optionally further include a sixth port 434f (shown in A and 128) that connects to a dump valve (not , wherein the dump valve is conﬁgured to remove all of the air from each air spring of the air management system simultaneously.

As shown in FIGS. 12A-C, the lower housing 430 includes separate airﬂow passages to each port 434a-f, ing a supply passage 432a connected to the supply port 434a, an exhaust e 432b ted to the exhaust port 434b, a ﬁrst passage 432C connected to the ﬁrst port 434C, 21 second passage 432d connected to the second port 434d, a cross-ﬂow passage 432e connected to the cross—ﬂow port 434e, and a dump passage 432f connected to the dump port 434f.

The lower housing 430 includes a ﬁrst surface 436 deﬁning a plurality of circular-shaped blind holes 43 8a-c and a reservoir cavity 439. The blind holes 43 8a—c include a supply hole 438a linked to the supply port 434a by the supply passage 432a, an exhaust hole 43 8b linked to the exhaust port 434b by the exhaust passage 432b, and a cross-ﬂow hole 43 8c linked to the ﬂow port 4346 by the cross-ﬂow passage 432e. The lower housing 430 further includes a central hole 438d conﬁgured to receive a post (not shown) that extends through the upper housing 320 to receive the control arm. The ﬁrst e 432e, the second passage 432d, and the dump passage 432f are interconnected together and extend from the reservoir cavity 439. In one example shown in , the lower housing 430 may include an elevated surface 437 ded from the ﬁrst surface 436, in which the holes 43 8a—c and cavity 439 are deﬁned along the elevated surface 437. The ed surface 437 of the lower housing 430 is conﬁgured to engage a lower surface of the upper housing 320 to deﬁne a chamber therein. illustrates a rotary disk 450 according to a conﬁguration of the present invention. Similar to the conﬁguration shown in FIGS. 4 and 6A-C, the rotary disk 450 es a central aperture 452, two oblong-shaped slots 454, and a cross-ﬂow slot 455 with disk surface 453 extending therebetween and along the periphery of the rotary disk 450. The l aperture 452 is disposed between the two oblong—shaped slots 454 and the ﬂow slot 455. The two oblong— -22_ shaped slots 454 are symmetrically spaced from a central axis A-A of the rotary disk 455, and the cross-ﬂow slot 455 overlies the central axis A-A of the rotary disk 450, in which the central aperture 452 is disposed between the oblong—shaped slots 454 and the cross-ﬂow slot 455, The cross—sectional area of the cross-ﬂow slot 455 is substantially smaller than the cross-sectional area of each oblong—shaped slot 454. For example, the cross-sectional area of the cross—ﬂow slot 455 is at least three, four, ﬁve, ten, twenty, thirty, forty or more times smaller than the cross—sectional area of the oblong—shaped slots 454. In some non-limiting embodiments (e.g., FIGS. 33-3 6), the width or er of the cross-ﬂow slot 455 may vary across its depth thereof such that the width or diameter of the cross-ﬂow slot 45 5 has a ﬁrst transverse dimension at a ﬁrst face of the rotary disk 450 and a second transverse dimension at a second face of the rotary disk 450, in which the ﬁrst transverse dimension is greater than the second transverse dimension.

The rotary disk 450 is received on the elevated surface 437 of the lower housing 430, and the l aperture 452 receives a shaft (not shown) extending from the ﬁrst e 436 of the lower housing 430 to the upper housing (not shown) of the rotary valve. Similar to the conﬁguration shown in FIGS. 4 and 6A-C, the rotary disk 450 is conﬁgured to rotate about the shaft between a plurality of ons including a neutral position, a ﬁrst angular position, and a second angular position. At the l position, the disk surface 453 of the rotary disk 450 overlies both the supply hole 438a and the exhaust hole 438b of the lower housing 430 such that the air springs are connected to neither the supply port 434a nor the exhaust port 434b. Thus, the rotary disk 450 is set Within the dead band range of rotation when set at a neutral position. At the neutral position, the ﬂow slot 455 overlies the cross-ﬂow hole 43 So so that the ﬁrst and second springs are in communication with the cross-ﬂow port 434e.

When the rotary disk 450 is rotated away from the neutral position in a clockwise direction to the ﬁrst angular position, the oblong-shaped slots 454 connect the supply hole 438a with the reservoir cavity 439 so that the air springs receive air from the supply tank, thereby increasing the air pressure of the air springs. When the rotary disk 450 is set at the ﬁrst angular position, the cross-ﬂow slot 455 is rotated away from the cross-ﬂow hole 438, such that the dead band 453 overlies the ﬂow hole 43 8c. When the rotary disk 450 is rotated away from the neutral position in a counter-clockwise direction to the second r on, the oblong-shaped slots 454 connect the t hole 43 8b with the reservoir cavity 439 so that air is d from the air s. When the rotary disk 450 is set at the second angular position, the cross—ﬂow slot 455 is d away from the cross-flow hole 4380, such that dead band 453 overlies the cross—ﬂow -23_ hole 43 80.

Due to the sizing of the cross-ﬂow slot 455, the rotary disk 450 only needs to be slightly rotated about 10 to 2° in either the clockwise or the counter-clockwise direction from the l position for the dead band 453 to completely overlie the cross-ﬂow hole 43 80. Thus, the rotary disk may transition quickly from allowing cross-ﬂow between the ﬁrst and second pneumatic circuits to controlling the air ﬂow to one side of the vehicle independently without cross—ﬂow taking place. While the rotary disk is rotating about 1° to 2° in either the clockwise or the counter- clockwise direction from the neutral position, the oblong-shaped slots 454 are neither in communication with the supply hole 438a nor the exhaust hole 43 8b of the lower housing 430.

When the rotation speed of the rotary disk s a predetermined threshold speed, the rotary disk 450 may rotate from the ﬁrst angular position to the second angular position without allowing air to ﬂow through the cross-ﬂow hole 43 80 and the cross-ﬂow port 434e during the transition.

Accordingly, when the vehicle experiences subsequent dynamic weight shifts, the rotary disk may switch between supplying and removing air to and from the air springs without allowing cross-ﬂow to take place n the ﬁrst and second pneumatic circuits during the transition.

FIGS. 14A and 14B illustrate a ﬁrst poppet 460 according to one conﬁguration used in the present invention. The ﬁrst poppet 460 includes a cylindrical-shaped body 462 extending from a ﬁrst end 464 to a second end 466. The ﬁrst poppet 460 includes a passage 463 ing through the body 462 from an ﬁrst opening 463a deﬁned along the ﬁrst end 464 to a second opening 463b deﬁned along the second end 466. The size of the ﬁrst opening 463a is equivalent to the size of the second opening 463b. The ﬁrst poppet 460 is ed in both the supply hole 438a and the exhaust hole 43 8b of the lower housing 430, in which the ﬁrst end 464 projects out of the ﬁrst surface 436 of the lower housing 430 and engages the rotary disk 450 to provide an air tight seal between the supply and exhaust holes 43 8a, 438b and the oblong-shaped slots 454. In some other rations (not , the size of the ﬁrst opening 463a may be different than the size of the second opening 463b such that the diameter or width of the passage 463 varies through its length f. In one example, the ﬁrst opening 463a may comprise a ﬁrst diameter, and the second opening 463b may comprise a second diameter, in which the second diameter is less than the ﬁrst er.

FIGS. 15A and 158 illustrate a second poppet 470 according to one conﬁguration of the present invention. Similar to the ﬁrst poppet 460, the second poppet 470 es a cylindrical- shaped body 472 extending from a ﬁrst end 474 to a second end 476. The ﬁrst poppet 470 includes _24_ a passage 473 extending through the body 472 from an ﬁrst opening 473a deﬁned along the ﬁrst end 474 to a second g 473b deﬁned along the send end 476. Unlike the ﬁrst poppet 460, the size of the ﬁrst opening 473a in the second poppet 470 is smaller than the size of the second opening 473b. The size and shape of the ﬁrst opening 473a of the second poppet 470 corresponds to the size and shape of the ﬂow slot 455 in the rotary disk 450. The second poppet 470 is disposed in the cross—ﬂow hole 43 8c of the lower housing, in which the ﬁrst end 474 projects of the ﬁrst surface 436 of the lower housing 436 and engages the rotary disk 450 to provide an air tight seal between the cross-ﬂow slot 455 of the rotary disk 450 and the cross-ﬂow hole 43 80.

In one non-limiting embodiment, the lower housing 430 may comprise a fourth blind hole (not shown) disposed along the ﬁrst surface 436, whereby the fourth blind hole is aligned with the cross—ﬂow hole 438C and the reservoir cavity 439 is disposed n the fourth blind hole and the cross-ﬂow hole 43 8c. In some embodiments, the fourth blind hole is ninety degrees separated from the supply and exhaust holes 438a, 43 8b with respect to the central hole 438d and one- d-eighty degrees separated from the cross-ﬂow hole 43 80 with respect to the central hole 438d. The fourth blind hole is not in pneumatic communication with any one of the supply passage 432a, exhaust passage 432b, ﬁrst passage 432C, second passage 432d, cross-ﬂow passage 4326, and the dump passage 432f. In some embodiments, a third poppet (not shown) may be disposed in the fourth blind hole. In some embodiments, the third poppet may se the same conﬁguration as the ﬁrst poppet 460 received in the cross-ﬂow hole 43 8c such that the third poppet comprises a ﬁrst end conﬁgured to project above the ﬁrst surface 436 of the lower housing 430. When the rotary disk 450 is received on the ﬁrst surface 436 of the lower housing 430, the third poppet is conﬁgured to engage the rotary disk 450 such that a bottom surface of the rotary disk 450 engages four poppets: the pair of ﬁrst poppets 460 received in the supply and t holes 438a, 438b, the second poppet 470 ed in the cross-ﬂow hole, and the third poppet received in the fourth blind hole. By engaging the four poppets that are displaced from each ninety s with respect to the center hole 438d, the rotary disk 450 is maintained at a level position. rates the relationship between the angle of the control arm and the air pressure at the various ports of the lower housing of a leveling valve in an exemplary embodiment according to the present invention. As shown in , the x-axis reflects the time of motorized operation in seconds, and the y—axis indicates both the angle of the control arm in degrees (i.e., represented by the solid line) and the air pressure in pressure-per—square-inch-gauge (PSIG) of the various valve ports in response to the changing l arm angle (represented by the dotted or _25_ dashed lines). Referring to , as the vehicle dynamically ters a ng road condition, i.e., when the control arm pivots initially away from the neutral on, indicated by the x-axis, the air pressure at the working port (i.e., spring port connected to the air spring) ses exponentially, while the air pressure at the supply port slightly dips. Accordingly, the leveling valve is conﬁgured to respond quickly at supplying air pressure to the air spring when the l arm pivots away from the neutral position to a supply position. Then, as the control arm initially pivots back toward the neutral positon, as indicated at about 14 seconds on the x—axis in , the air pressure at the spring port levels is ined at a constant level. Once the leveling arm returns back to the neutral position, as indicated at about 28 seconds on the x-axis in , the air re at the cross-ﬂow port spikes to about 90 PSIG and the air pressure at the spring port decreases slightly. As a result, the pressure in the connected air spring decreases slightly so that air springs disposed on opposite sides of the vehicle become equal. Then, as the vehicle continues driving and ters a different changing road condition, i.e., as the control arm rotates away from the neutral position in the opposite direction, starting about 29 seconds on the x-axis in , the air pressure at the exhaust port ses such that the air pressure at the spring port decreases exponentially, at a faster rate, compared to the decrease of air re when the control arm is set in the neutral position. Accordingly, the air pressure in the connected air spring reduces signiﬁcantly in response to the l arm switching to an exhaust position. Thus, demonstrates that the leveling valve according to the present invention operates according to three unique stages: (i) a supply mode, (ii) an exhaust mode, and (iii) a cross~flow mode. In addition, demonstrates that there is no bleed over between the separate stages such that the ng valve may operate in only one of the three modes at a single time.

According to various embodiments, illustrates a method 900 for adjusting air pressure of an air management system 100 comprising one or more air supply tanks 32, 33, a ﬁrst pneumatic circuit disposed on a ﬁrst side of a vehicle, and a second pneumatic circuit disposed on a second side of the vehicle. As shown in , the method 900 comprises a step 910 of ing independently the air pressure of the ﬁrst pneumatic circuit by a ﬁrst leveling valve 16. In various embodiments, adjusting independently the air pressure of the ﬁrst pneumatic circuit includes either supplying air from the one or more air supply tanks 32, 33 to the ﬁrst pneumatic circuit or removing air from the ﬁrst pneumatic circuit to the atmosphere. As shown in , the method 900 comprises a step 920 of adjusting ndently the air re of the second pneumatic circuit by a second ng valve 17. In various embodiments, adjusting independently the air pressure of the second pneumatic circuit includes either supplying air from the one or more air supply tanks 32, 33 to the second pneumatic circuit or removing air from the second pneumatic circuit to the here. As shown in , the method 900 comprises a step 930 of establishing tic communication between the ﬁrst pneumatic circuit and the second pneumatic circuit only when both the ﬁrst leveling 16 and the second ng valve 17 are set in a neutral mode. In various embodiments, the leveling valve in the neutral mode is neither supplying air from the one or more air supply tanks or removing air into the atmosphere.

The air management system may include mechanically- or onically-actuated leveling valves to control communication n the ﬁrst and second pneumatic ts. In one exemplary conﬁguration, the air management system may e a leveling valve disposed at each air spring, in which each ng valve includes a manifold and a plunger disposed in a chamber of the manifold. The plunger is conﬁgured to move in the chamber of the manifold between one or more positions including at least a ﬁrst position to establish cross-ﬂow n the ﬁrst and second pneumatic ts and a second on to adjust independently the height of a respective side of the vehicle. Rather than having a control arm to actuate air ﬂow, the ld may include an electronic acmator to move the plunger between the one or more positions so that air flow may be supplied or removed from the respective air spring. In one exemplary conﬁguration, the air management system may have a central manifold that includes individual ports connected to each air spring of the air management system.

In one exemplary conﬁguration, the leveling valves may consist of one or more solenoid valves that allow air to be adjusted to each side of the vehicle independently while ively allowing cross—ﬂow between the ﬁrst and second pneumatic ts to equalize air pressure between the ﬁrst and second sets of air springs. The air management system may further include a controller in electrical communication (e.g. wireless or wired) with the leveling valves to control the operation of the electronically-actuated leveling valves. The air management system may further include air pressure sensors provided in the air lines to sense pressure changes and imbalances and communicate such data to a controller in electrical communication (e.g. wireless or wired) with the leveling valves or to one or more leveling valves themselves. The air management system may further include inputs based on ride height sensors for height control, ﬂow sensors at one or more of the ports, and communication with electronic systems, e.g., any onic stability control (ESC), including, but not limited to electronic stability program (ESP), dynamic stability control (DSC), vehicle stability l (VSC), automatic traction control (ATC), and/or roll -27_ stability control s of the vehicle 1. Linking actuation of the air management system to a controller that also linked to the ESP, DSC ATC, or VSC of the vehicle enhances the overall safety of the vehicle by syncing braking and steering control with the operation of the air management system.

In various conﬁgurations, the controller of the air management system is in electrical communication with the leveling valves, sensors, and other vehicle electronic systems (e.g., ESC, ESP, DSC, VSC, ATC, etc). In various ments, the controller may receive measurement s, such as height and pressure ements of the air springs, transmitted from the sensors.

Based on the measurement and data signals, the controller is conﬁgured to calculate a t state of each air spring of the air management system and a dynamic operating state of the vehicle. In one conﬁguration, the controller is conﬁgured to calculate a pressure differential or a height differential between the air springs of the air management system based on the received measurement and data signals. The controller is conﬁgured to actuate the valve in the active mode when the pressure differential or the height differential between the air s is above a predetermined threshold and actuate the valve in a neutral mode when the pressure differential or height differential is below a ermined threshold. Accordingly, when there is a substantial height difference between respective sides of the vehicle, the controller is conﬁgured to transmit commands to the leveling valves to independently adjust the height of the air springs of its respective pneumatic t to bring the vehicle to a level condition at a faster rate. In various embodiments, the controller may transmit commands to the leveling valve to operate in an active mode at any e speed. When there is only a slight height differential between the respective sides of the vehicle that does not trigger a rolling condition, the controller is conﬁgured to transmit a command to the leveling valves to be set in the neutral mode and mitigate any pressure ential between the air springs by establishing cross-ﬂow between the air springs. In various embodiments, the controller transmit commands to the leveling valves to operate in the neutral mode at any vehicle speed, ing speeds substantially above zero miles-per—hour or kilometers-per-hour.

FIGS. 7-9 illustrate air ments systems sing a series of air lines, in which the lengths of all the airlines extending between a respective air spring and a control valve have an equal length and internal diameter. rates an air management system 200a comprising a ﬁrst pneumatic circuit, a second pneumatic circuit, and at least two ng valves 300a. Each tic circuit es one or more air springs 205a, an air supply tank 210a, a supply line 220a extending between the leveling valve 300a and the supply tank 210a, and a set of —28- spring lines 230a ting the one or more air springs 2053 to the leveling valve 300a. The air management system 200a further includes a pressure protection valve 240a (not required for all air management systems) connected to each supply line 220a. In some conﬁgurations of the air management system 200a, the spring lines 230a may have equal lengths and diameters, and the supply lines 220a may have equal s and diameters. Each leveling valve 300a is mechanically actuated by a control arm 305 and red to independently adjust the air ﬂow to one of the ﬁrst or second pneumatic circuits. The leveling valves 300a are linked together by a cross-ﬂow line 250a to establish ﬂuid communication between the first and second tic circuits when all leveling valves are set in the neutral mode. Thus, the leveling valves 300a are conﬁgured to provide cross-ﬂow between ﬁrst and second pneumatic circuits when neither air is supplied from the air tank to the air springs nor air is removed from the air springs to the here. ] illustrates an air management system 200b sing a ﬁrst pneumatic circuit, a second pneumatic circuit, and at least two leveling valves 30%. Each pneumatic circuit includes one or more air springs 205b, an air supply tank 210b, a supply line 22% extending between the ng valve 300b and the supply tank 210b, and a set of spring lines 23Gb connecting the one or more air springs 205b to the leveling valve 300b. In some conﬁgurations of the air management system 200b, the spring lines 23Gb may have equal lengths and diameters, and the supply lines 220b may have equal lengths and diameters. The air management system 200b further includes a pressure protection valve 24Gb connected to each supply line 220b. As shown in the leveling valves 30% are electronically—actuated leveling valves connected together by a cross— ﬂow line 250b. The electronically-actuated leveling valve is conﬁgured to provide cross-ﬂow between ﬁrst and second pneumatic circuits when neither air is ed from the air tank to the air s nor air is removed from the air springs to the atmosphere, i.e., in the neutral mode. illustrates an air management system 2000 comprising a ﬁrst pneumatic circuit, a second pneumatic circuit, and at least two leveling valves 3000. The air management system 2000 comprises one or more air s 2050, a supply air tank 2100 that is connected to each leveling valve 3000 by a respective supply line 2200, in which a pressure protection valve 2400 is incorporated into the supply line 2200. Each leveling valve 3000 is connected to the one or more air springs 2050 by a series of spring lines 2300. In some conﬁgurations of the air ment system 2000, the spring lines 2300 may have equal lengths and diameters, and the supply lines 2200 may have equal lengths and diameters. The ng valves 3000 are connected together by a cross- ﬂow line 2500. As shown in the leveling valves 3000 are electronically-actuated leveling valves and are in electrical communication with a control unit 260. The electrical communication may be ished by a wired connection or a wireless tion. The electronically-actuated leveling valve is conﬁgured to provide cross-ﬂow between ﬁrst and second pneumatic circuits when neither air is supplied from the air tank to the air springs nor air is removed from the air springs to the atmosphere, i.e., in the neutral mode.

FIGS. 16-18 illustrate air management systems that sync control of air ﬂow with an electronic l unit. shows an air management system 500a comprising a ﬁrst pneumatic circuit 510a, a second tic circuit 520a, and at least two leveling valves 600a.

Each pneumatic circuit 510a, 520a, includes one or more air springs 530a. Each leveling valve 600a is conﬁgured to independently adjust the air flow to one of the ﬁrst or second pneumatic circuits. The leveling valves 600a are linked together by a cross-ﬂow line 550a to establish ﬂuid communication between the ﬁrst and second pneumatic circuits 510a, 520a when all leveling valves 600a are set in the neutral mode. Each leveling valve 6003 is mechanically actuated by a control arm 610 and includes a control arm sensor (not shown) disposed in the housing of the leveling valve 600a to detect the position of the l arm. In one example, the control arm sensor may be a potentiometer. The control arm sensor is in electrical communication with a control unit 650a, which may be integrated into ESP, DSC or VSC of the vehicle. The electrical communication may be established by a wired connection or a wireless connection. The control arm sensor is red to detect the position of the control arm and transmit the position of the l arm to the control unit 650a as a control arm position input. The control unit 650a is conﬁgured to determine vehicle height at each respective side of the vehicle based on the control arm position input. shows an air management system 500b comprising an air supply tank 505b, a ﬁrst pneumatic circuit 51% connected to the supply tank 505b, a second tic t 52% connected to the supply tank 505b, and at least two leveling valves 600b, in which each leveling valve is conﬁgured to control independently the air ﬂow to one of the ﬁrst or second pneumatic circuits 510b, 520b. In other rations of the air management system 500b, the air management system may have more than one air supply tank 505b. Each pneumatic t 510b, 520b, includes one or more air springs 530b. Each leveling valve 600b includes a valve element (not shown) conﬁgured to move between a plurality of ons including a l position, a supply position, and an exhaust position. In one example, the valve element may be a poppet, a plunger, etc. When the valve element is set in the neutral position, the port neither supplies air to the air springs from the air tank nor removes air from the air springs to the atmosphere. Each leveling valve 600b is electronically actuated by an electronic actuator 620. In one example, the electronic actuator 620 may be a solenoid, a motor, etc. As shown in FIG. l7, the leveling valves 600b are connected together by a cross-ﬂow line 55% to establish ﬂuid communication between the ﬁrst and second tic circuits 510b, 520b when all valve elements are set in the neutral position. The air management system further es a plurality of leveling sensors 630, ing at least one leveling sensor 630 disposed at each side of the vehicle to detect vehicle height positions, air re of a respective air spring, or any other information pertinent to vehicle stability. The level sensors 630 are in electrical communication with a control unit 650b. The electrical communication may be ished by a wired connection or a wireless connection. Each leveling sensor 630 is conﬁgured to transmit measurements to the control unit 650b as a vehicle leveling input. The control unit 650b is conﬁgured to determine vehicle height at each respective side of the vehicle based on the vehicle leveling input. The control unit 650b is further conﬁgured to control the electronic actuators 620 at each leveling valve 600b to trigger movement of the valve element to a desired position, thereby controlling the air ﬂow to the ﬁrst and second pneumatic circuits.

In one conﬁguration, the control unit 650b is conﬁgured to actuate the leveling valves 60% to establish cross-ﬂow when the pressure differential or height differential between the air springs of the ﬁrst and second pneumatic circuits 510b, 520b are within a predetermined threshold. The control unit 650 is conﬁgured to actuate the valves 600b in the active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure differential or height differential between the air s of the ﬁrst and second pneumatic circuits 510b, 52% are r than a predetermined old. The control unit 650b may determine the pressure or height differential of the air springs 530b based on measurement s received from the sensors 630. shows an air management system comprising an air supply tank 5050, a ﬁrst pneumatic circuit 510C, a second pneumatic circuit 5200, and a manifold 6000 that, in certain embodiments, is disposed at or near the center of the vehicle. In other conﬁgurations of the air management system 5000, the air management system may have more than one air supply tank 5050. The ld 6000 is connected to the supply tank 5050 by one or more supply lines 5060.

Each pneumatic circuit 5100, 5200, includes one or more air s 53 00. The manifold 6000 includes a plurality of ports 640, including at least one port 640 connected to each air spring 5300 by a spring line 5350. The ld 6000 includes a valve element (not shown) disposed at each port 640 to control the flow of air through the port. In one example, the valve element may be a poppet, a plunger, etc. The valve element is red to move between a ity of positions including a neutral position, a supply position, and an exhaust position. When the valve element is set in the neutral position, the port neither supplies air to the air springs from the air tank nor removes air from the air springs to the atmosphere. The manifold 6000 further includes a cross— ﬂow passage (not shown) to establish ﬂuid communication between the ﬁrst and second pneumatic circuits 5100, 5200 when all the valve elements are set in the neutral position. The ld 6000 further es an electronic actuator (not shown) disposed at each port to trigger movement of the valve element. In one example, the onic actuator may be a solenoid, a motor, etc. The air management system 5000 further es a plurality of ng sensors 630, including at least one leveling sensor 630 disposed at each side of the vehicle to detect vehicle height positions, air pressure of a respective air spring, or any other information pertinent to vehicle stability. The level sensors 630 are in electrical communication with a control unit 6500. The electrical communication may be established by a wired connection or a wireless connection. Each leveling sensor 630 is conﬁgured to transmit measurements to the control unit 6500 as a e leveling input. The control unit 6500 is red to determine vehicle height at each respective side of the vehicle based on the vehicle leveling input. The control unit 6500 is further conﬁgured to control the electronic actuators at each port 640 to trigger the movement of the valve element to a d position, thereby controlling the air flow to the ﬁrst and second pneumatic ts 5l00, 5200.

In one conﬁguration, the control unit 6500 is conﬁgured to actuate the manifold 6000 to establish cross—ﬂow when the pressure differential or height differential between the air springs of the ﬁrst and second pneumatic circuits 5100, 5200 are within a predetermined threshold. The control unit 65 00 is conﬁgured to actuate the ld 6000 in the active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure ential or height differential between the air springs of the ﬁrst and second pneumatic circuits 5100, 5200 are greater than a predetermined threshold. The control unit 6500 may determine the pressure or height differential of the air s 53% based on measurement signals received from the sensors 630.

FIGS. 19 and 20 illustrate air management s that sync control of air ﬂow with a control unit associated with each air spring. shows an air management system 700a comprising an air source 702a, a supply air tank 704a, a ﬁrst pneumatic circuit 710a disposed on a ﬁrst side of the vehicle, and a second pneumatic circuit 720a disposed on a second side of the vehicle. Each tic circuit 710a, 720a, includes one or more air springs 730a. Each air spring 7303 comprises a l unit 740a disposed within a chamber of the air spring 730a. The control unit 740a comprises a housing 780a mounted to a top plate 732a of the air spring 730a. By being disposed within the air spring 730, the control unit 740a is not exposed to the outside environment, thereby being protected from damage caused by debris or inclement weather conditions. The l unit 740a is conﬁgured to adjust the height of the air spring 73Gb to a desired height that is determined based on one or more operating conditions monitored by the l unit 740a. The control unit 740a may take into account conditions of other air s 7303 of the air management system 700a in determining the desired height for its associated air spring 730a, but the control unit 740a adjusts the height of its associated air spring 730a independent to the other control units 740a of the air management system 700a. As shown in , a cross-ﬂow line 760a connects the control unit 740a of an air spring 730a in the ﬁrst tic circuit 710a to a control unit 740a of an air spring 730a in the second tic circuit 720a. Each control unit 740a is conﬁgured to provide cross-ﬂow between the two air springs 730a of the ﬁrst and second pneumatic circuits 710a, 720a when neither air is supplied from the air source 702a to the air springs 730a nor air is removed from the air springs 730a to the atmosphere, i.e., in the neutral mode.

Referring to FIGS. 19 and 22, the control unit 740a comprises an inlet port 741a disposed along a ﬁrst surface of the housing 780a, an outlet port 742a disposed along the ﬁrst e of the housing 780a, a ﬂow port 743a disposed along a ﬁrst surface of the housing 780a, and a delivery port 744a disposed along a second surface of the housing 780a. The control unit 740a comprises a valve chamber 745a and a plurality ofpassages 751a-754a connecting the ry port 744a, the inlet port 741a, the outlet port 742a, and the cross-flow port 743a to the valve chamber 745a. The inlet port 741a is conﬁgured to t to a ﬁtting 736a disposed on the top plate 732a, thereby ishing pneumatic communication between the air supply tank 704a and the control unit 740a. The outlet port 742a is conﬁgured to t to an exhaust port 738a disposed on the top plate 7323, thereby establishing pneumatic communication between the atmosphere and the control unit 740a. The cross—ﬂow port 743a is conﬁgured to connect to the cross-ﬂow line 760a, y establishing pneumatic communication between a control unit 740a of a ﬁrst air spring 730a and a control unit 740a of a second air spring 730a. The delivery port 744a is conﬁgured to establish pneumatic communication between the valve chamber 745a and the chamber of the air spring 730a such that air may be supplied into or released from the chamber of the air spring 730a.

As shown in , the control unit 740a comprises a valve 746a disposed in the _33_ valve chamber 745a for selectively controlling the supply and exhaust of air to and from the chamber of the air spring 73 0a. The valve 746a is conﬁgured to switch between a plurality of modes, including a ﬁrst mode in which the air is released out of the chamber of the air spring 730a, a second mode in which the air is supplied into the chamber of the air spring 730a, a neutral mode in which the chamber of the air spring 730a is pneumatically connected to the cross-ﬂow line 760a.

In the ﬁrst mode, the valve 746a establishes pneumatic communication between the inlet port 741a and the delivery port 744a. In the second mode, the valve 746a ishes pneumatic communication between the outlet port 742a and the delivery port 744a. When the valve 746a is set in the ﬁrst or second modes, the valve 7463 is independently adjusting the height of its associated air spring 73 0a (i.e., active mode) such that the valve 746a is not in pneumatic communication with other air springs 730a of the air management system 700a. In the neutral mode, the valve 746a establishes pneumatic ication between the cross-ﬂow port 743a and the delivery port 744a, resulting in cross—ﬂow between its associated air spring 730a and a second air spring 730a disposed on an te side of the vehicle.

The valve 746a may take any suitable form or ration, such as a two-way, three-way, or variable position valve, to selectively control the ﬂow of air in and out of the chamber of the air spring 73 0a at a plurality of ﬂow rates. In one example (not shown), the valve 746a comprises a rotary member disposed in the valve chamber and an electronic actuator operatively linked to the rotary member. In one ration, the onic actuator is a stepper motor. The rotary member is conﬁgured to rotate between a ity of positions ing a ﬁrst position ishing pneumatic communication between the inlet port and the delivery port, a second position establishing pneumatic communication between the outlet port and the delivery port, and a third position establishing pneumatic communication n the delivery port and the ﬂow port. The electronic actuator (e.g., stepper motor) is conﬁgured to receive energy from a power source and actuate movement of the rotary member between the plurality of positions. In some conﬁgurations, the rotary member is a disk comprising a plurality of holes conﬁgured to ively overlie the plurality of passages at the ﬁrst, second, and third positions, and the stepper motor includes a shaft that is rotatably coupled to the disk. In some conﬁgurations, the stepper motor is conﬁgured to actuate movement of the rotary member to a plurality of positions such that the volumetric ﬂow rate for supplying or removing air from the r may vary at each respective position of the rotary member. Accordingly, the stepper motor may actuate movement of the rotary member to a ﬁrst position, in which air is supplied or removed from the chamber of the air spring _34_ 730a at a ﬁrst rate, and the stepper motor may actuate movement of the rotary member to a second position, in which air is supplied or removed from the chamber of the air spring 730a at a second rate that is r or less than the ﬁrst rate.

In another example (not shown), the valve 746a may e a plunger received in the valve chamber 745a and a solenoid operatively connected to the plunger. The plunger is conﬁgured to slide within the valve chamber 745a between a plurality of positions, including a ﬁrst position establishing pneumatic communication between the inlet port and the delivery port, a second position establishing pneumatic communication between the outlet port and the delivery port, and a third on establishing pneumatic communication between the delivery port and the cross-ﬂow port. The solenoid is conﬁgured to receive energy from a power source and e nt of the plunger between the plurality of positions. In some conﬁgurations, the solenoid is conﬁgured to’actuate movement of the plunger to a plurality of positions such that the volumetric ﬂow rate for ing or removing air from the chamber may vary at each respective position of the plunger.

In another e as shown FIGS. 26A and 26B, the valve 746a may include a rical-shaped ld 780 and a throttle t 790 telescopically received in the manifold 780 such that the le element 790 is in sliding engagement with the interior surface of the manifold 780. In one conﬁguration, the manifold 780 includes a plurality of openings 781-783 disposed along a surface of the manifold 780. The plurality of openings 781—783 include a ﬁrst opening 781 disposed imate a ﬁrst end of the ld 780, a second opening 782 disposed approximate a second end of the manifold 780, a third opening 783 disposed between the ﬁrst and second openings 781, 782. The ﬁrst opening 781 is conﬁgured to provide pneumatic communication between the inlet port 741 a and the delivery port 744a of the control unit 740a. The second g 782 is conﬁgured to provide pneumatic communication between the chamber of the air spring and the outlet port 742a of the control unit 740a. The third opening 783 is conﬁgured to provide pneumatic communication between the cross-ﬂow port 743a and the chamber of the air spring.

In one conﬁguration, the throttle t 790 is conﬁgured to receive an electric signal and slide along the longitudinal axis of the manifold 780 in response to receiving an electric signal. By sliding along the longitudinal axis of the manifold 780, the throttle element 790 is red to control the exposure of the ﬁrst, second, and third openings 781—783 such that the valve 746a is conﬁgured to selectively supply air, remove air, or establish cross-ﬂow for the _35_ associated air spring 730a. The displacement of the throttle element 790 further ls the rate of air flow through the control unit 740a. The throttle element 790 may r be set in a position that isolates the air spring 730a from all other components of air management system 700 such that the air pressure of the air spring 730a remains static.

In r conﬁguration (not shown), the throttle element is conﬁgured to rotate about the udinal axis of the manifold in response to receiving an electric signal. By rotating about the longitudinal axis of the manifold, the manifold is red to control exposure of the ﬁrst, second, and third openings such that the valve 746a is conﬁgured to selectively supply or remove air from the chamber of the air spring. The valve 746a may include an electronic actuator conﬁgured to trigger movement of the throttle element along the longitudinal axis of the manifold.

In r ration (not shown), the ld includes a plurality of openings disposed along a surface of the manifold. The plurality of gs include a ﬁrst opening disposed approximate a ﬁrst end of the manifold, a second opening disposed approximate a second end of the manifold, a third opening disposed between the ﬁrst and second openings and disposed on an opposite side of the manifold to the ﬁrst and second openings, and a fourth opening ed n the ﬁrst and second openings. The ﬁrst opening is in direct pneumatic communication with the inlet port 741a. The second g is in direct pneumatic communication with the outlet port 742a. The third opening is in direct pneumatic communication with the delivery port 744a.

The fourth opening is in direct pneumatic communication with the cross—ﬂow port 143a. In one conﬁguration, the throttle element is conﬁgured to receive an electric signal and slide along the longitudinal axis of the manifold in response to ing an electric signal. By sliding along the longitudinal axis of the manifold, the throttle element is red to control the exposure of the ﬁrst, second, third, and fourth openings such that the valve 746a is conﬁgured to selectively supply air, remove air, or establish ﬂow for the associated air spring 730a. The displacement of the throttle element further controls the rate of air ﬂow through the control unit 740a. The throttle element may ﬁirther be set in a position that isolates the air spring from all other components of air management system 700 such that the air pressure of the air spring remains static.

In another conﬁguration (not shown), the throttle element is conﬁgured to rotate about the longitudinal axis of the manifold in response to ing an electric signal. By rotating about the udinal axis of the manifold, the manifold is conﬁgured to control exposure of the ﬁrst, second, and third openings such that the valve 746a is conﬁgured to selectively supply or remove air from the chamber of the air spring. The valve 746a may include an electronic actuator -3 6- conﬁgured to trigger movement of the throttle element along the udinal axis of the manifold.

The control unit 740a comprises one or more sensors 748a, a communication interface 749a, and a processing module 750a operatively linked to the one or more sensors 748a and the communication interface 749a. In some conﬁgurations, the control unit 740a may comprise a power source (not shown), such as a rechargeable battery and/or a supercapacitor integrated with the housing 780a of the control unit 740a or external to the housing 780a of the control unit 740a, to provide operating power to the one or more sensors, communication interface, and processing module. The power source may be operatively linked to the power supply of the vehicle to receive a recharging current. In other conﬁgurations (not shown), the housing of the control unit 740a may extend above the top plate such that the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside the chamber of the air spring.

The one or more s 748a may be any le ration or device for sensing a condition of the vehicle or any of the components of the air management system. In one example, the one or more sensors 748a include a height sensor conﬁgured to continuously monitor the axial distance between the top plate 732a and a base plate 734a of the air spring 730a. The height sensor is red to generate a signal indicating a height or distance ated with the air spring 730a, such as the axial distance between the top plate 732a and the base plate 734a. In one conﬁguration, the height sensor may be a ultrasonic sensor, in which sensor transmits ultrasonic waves, detects the waves reﬂected from base plate 734a, and determines the axial separation between the top and base plate based on the detected waves. In another ration, the height sensor may be an infrared sensor, in which the sensor transmits an infrared light by a transmitter, receives a reﬂected infrared light by a receiver, and determines the axial separation between the top and‘base plates based on the amount of infrared radiation reﬂected back to the er. The height sensor may be any other suitable type or conﬁguration for monitoring the height of the air spring 730a, such as a potentiometer, linear on transducer, a laser sensor, or an electromagnetic wave sensor. In another example, the one or more sensors may include a pressure sensor conﬁgured to continuously monitor the al air pressure of the air spring 730a and te a signal indicating the internal air pressure of the air spring 730a. In one conﬁguration, the pressure sensor is a pressure ucer.

] The ication interface 7493 may be any suitable device or component for relaying analog or digital signals to, from, and between the processing module 750a and the l units 740a of other air springs 730a of the air management system 700a and/or other vehicle operating systems. In the illustrated conﬁguration shown in , the air spring 730a includes a plurality of leads 73 5a that connect the control unit 740a to the control units 740a of other air springs 730a of the air management system 700a and other e operating systems, such as a CAN, RSC, ESC, ABS, PTC, AEB, collision avoidance systems, etc. The communication interface 749a is red to receive any signals received from the wired leads 735a and relay those signals to the processing module 750a. The communication interface 7493 is conﬁgured to receive any signals generated by the processing module 750a and transmit those signals over the wired leads to the control units 740a of other air s 730a of the air ment system 700 and other vehicle ing systems. Accordingly, the control unit 740a for each air spring 730a may be in electrical communication with the control units 7403 of the other air springs 730a of the air management system 700 such that the control unit may directly transmit and receive data or commands to and from the control units 740a of the other air springs 730a without relaying the signals through other system components.

The processing module 750a of the control unit 740a may be any le device or component for receiving input signals from the one or more sensors 748a and the communication interface 749a and outputting commands to adjust height of the air spring 730a to a desired height based on the received input s. The processing module 750a may comprise one or more processors, central processing units, application speciﬁc integrated circuits, microprocessors, digital signal processors, microcontrollers or omputers. The processing module 750a may further comprise memory, such as read-only memory, to store all necessary software that embodies the control strategy and mathematical ations for the ion of the control unit 740a. The processing module 750a may comprise an oscillator and clock circuit for generating clock signals that allow the processing module 750a to control the operation of the control unit 740a. The processing module 750a may comprise a driver module, such as a driving circuit, operatively linked to the valve such that the sing module may selectively actuate valve. The processing module 750a may signal the driver module to e the valve in any suitable manner, such as by pulse width modulation or hit-and-hold actuation. For example, the processing module 750a may alter the rotation of the valve by modulating the electronic signal transmitted from the driver module to the electronic actuator of the valve. The processing module 750a may comprise a sensor interface for receiving signals generated by the one or more sensors. The processing module 750a may comprise an analog-to—digital ter linked to the sensor ace so that analog signals received from the one or more sensors may be converted to digital signals. In turn, the digital signals are _33_ processed by the processing module 750a to determine one or more conditions of the air spring 730a, such as spring height or internal air pressure. ingly, the processing module 750a is conﬁgured to receive all the necessary inputs to calculate a desired air pressure for the air spring 73 0a, determine the necessary air ﬂow rate to alter the air pressure of the air spring 730a, and convey commands in terms of supplying or purging air to the valve 746a of the control unit 740a.

The control unit 740a operates as a closed-loop control system to adjust the height of its ated air spring 730a to a desired height based on the monitored operating conditions of the vehicle. In operation, the sing module 750a receives inputs from the one or more sensors 748a, such as the height sensor and the pressure , to determine the height and the internal air pressure of the air spring 7303. The processing module 750a commands the communication interface 749a to transmit signals indicating the spring height and the internal air pressure of the air spring 730a to the control units 740a of the other air springs 73 0a of the air management system 700a. In return, the communication ace 749a may receive data signals from the control units 740a of the other air springs 73 0a and relay those data signals as inputs to the processing module 750a. The processing module 750a then determines the desired air pressure for its ated air spring 730a based on inputs from the one or more sensors 748a and data signals received from the other air springs 730a of the air management system 700. In determining the desired air pressure for its associated air spring 730a, the processing module 750a may take into account the differences in air pressures between all the air springs 730a of the air ment system 700a so that the processing module 750a may determine the vehicle pitch and roll rates. The processing module 750a determines the ﬂow rate needed to adjust the al air pressure of its associated air spring 730a based on the vehicle roll and pitch rates. In one conﬁguration, the calculated ﬂow rate is based on how fast the height of the air spring 730a is changing in response to a load or displacement (i.e., height differential rate). Based on the height differential rate and the al pressure of the air spring 730a and the differences between heights of the air springs 730a of the air management system 700a, the processing module 750a is conﬁgured to determine the desired air pressure and ﬂow rate needed to adjust the air spring 730a to provide optimal stability and comfort for the e. After determining the desired air re and ﬂow rate, the processing module 750a is conﬁgured to control the flow rate of air being exhausted from or supplied to its associated air spring 730a. While each control unit 740a may determine the desired air pressure for its associated air spring 730a based at least partly on the spring heights of the other air springs 730a, each control unit 740a acts ndent to other control units 74021 of the air ment system. Accordingly, -39_ the air pressure for each air spring 730a of the air management system may be adjusted at a different rate, which tely orients the vehicle in a stable position at a faster rate.

In one conﬁguration, each control unit 7403 is conﬁgured to provide cross-flow n the ﬁrst and second pneumatic circuits 710a, 720a when neither air is supplied from the supply tank 704a to the air s 730a nor air is removed from the air springs 730a to the atmosphere. In operation, each time that the processing module 750a determines that the height or the air pressure of its associated air spring 730a does not need to be adjusted independently, the processing module 750a actuates the valve 746a to switch to its neutral state establishing pneumatic communication between the delivery port 744a and the cross-ﬂow port 743a. The processing module 750a may determine to e the valve 746a to its neutral mode based on sensor input s from its associated sensors 748a and data signals from the control units 740a of the other air springs 730a. In one ration, the processing module 750a is conﬁgured to take into account a difference between a spring height of its associated air spring 730a and a second spring height of the second air spring 730a in determining to actuate the valve between the active mode and the neutral mode. In one conﬁguration, the processing module 750a is conﬁgured to take into account a difference between the air pressure of its associated air spring 730a and a second air pressure of the second air spring 730a in determining to actuate the valve 746a between the active mode and the neutral mode. Once each control unit 740a es its associated valve 746a to its neutral mode, then pneumatic ication is established between the air spring 730a in the ﬁrst tic circuit 710a and the air spring 730a in the second pneumatic circuit 720a via the cross—flow line 760a. Accordingly, pressure differences between air springs 730a disposed on opposite sides of the vehicle are ated, providing a more stable ride for the vehicle. In various embodiments, the control unit 740 is conﬁgured to provide cross-ﬂow between the ﬁrst and second pneumatic circuits when the vehicle is traveling at any speed, include velocities substantially above zero miles-per— hour or ters-per-hour, so that the pressure differences between air springs 7303 disposed on opposite sides of the vehicle are eliminated at any time during e operation.

In one conﬁguration, the processing module 750a is conﬁgured to receive ement signals, such as height and pressure measurements of the air spring 730a, from the one or more sensors 748a and data signals from the communication interface 749a. The data signals may include ement signals from control units 740a of other air springs 730a of the air management system 700. Based on the measurement and data signals, the processing module 750a is conﬁgured to calculate a current state of its associated air spring 730a, the current state of the _40_ other air springs 730a of the air management system 700, and a dynamic operating state of the vehicle. Based on the calculated t states of the air springs 73 0a and the c operating state of the vehicle, the processing module 750a is conﬁgured to determine to actuate the valve 746a n the active mode and the neutral mode. In one conﬁguration, the processing module 750a is conﬁgured to ate a pressure differential or a height differential between the air springs 730a of the air management system 400 based on the received measurement and data signals. The processing module 750a is conﬁgured to actuate the valve 746a in the active mode when the re differential or the height differential between the air springs 73 0a is above a predetermined threshold and actuate the valve in a neutral mode when the pressure differential or height differential is below a predetermined threshold. ingly, when there is a substantial height difference n respective sides of the vehicle, the control unit 740a is conﬁgured to independently adjust the height of its air spring to bring the vehicle to a level condition at a faster rate. The l unit 740a may actuate the valve 746a in an active mode at any e speed. On the other hand, when there is only a slight height differential between the respective sides of the vehicle that does not trigger a rolling condition, the control unit 740a is conﬁgured to mitigate any pressure ential between the air springs by establishing cross-ﬂow between the air springs. The control unit 740a may actuate the valve in a neutral mode at any vehicle speed.

The current state of an air spring may include the current height of the air spring, the current internal pressure of the air spring, the height differential rate of the air , and/or the internal pressure differential rate of the air spring. The dynamic operating state of the vehicle may include the vehicle pitch rate and the vehicle roll rate. Vehicle pitch is a relative displacement between the front and rear of a vehicle, which may be ented by a rotation about a lateral axis passing through the center of mass of the vehicle. Accordingly, the vehicle pitch rate refers to the r motion velocity of the vehicle about its lateral axis, the axis extending from one side to the opposite side of the vehicle. Vehicle roll is a relative displacement n two sides of a vehicle, which may be represented by a rotation about a longitudinal axis g through the center mass of the vehicle. Accordingly, the vehicle roll rate refers to the angular motion velocity of the vehicle body relative to its longitudinal axis, i.e., the axis that extends from the back of the vehicle to front. shows an air management system 700b comprising a supply air tank 704b, a ﬁrst pneumatic circuit 71% disposed on a ﬁrst side of the vehicle, and a second pneumatic circuit 72% disposed on a second side of the vehicle. Each pneumatic circuit 7101), 720b, includes one or more air springs 73%. Each air spring 730b comprises a control unit 740b disposed within a chamber of the air spring 73 0b. The air management system 700b further ses a system ller 770 that is operatively linked to the air springs 730b. The system controller 770 allows the air management system 700b to ively supply air to or remove air from each air spring 730b of the air management system 700b. As shown in , a ﬂow line 760b connects the control unit 740b of an air spring 730b in the ﬁrst pneumatic circuit 7lOb to a l unit 74% of an air spring 730b in the second pneumatic circuit 720b. The system controller 770 is conﬁgured to command each control unit 740b to provide cross-ﬂow between the two air springs 73Gb 0f the ﬁrst and second pneumatic circuits 710b, 72% when neither air is supplied from the supply tank 704b to the air springs 730b nor air is removed from the air springs 73Gb to the atmosphere, i.e., in the neutral mode.

As shown in , the system controller 770 comprises a sing module 772 that may t of one or more processors, central processing units, ation speciﬁc integrated circuits, microprocessors, digital signal processors, microcontrollers or microcomputers. The system controller 770 comprises memory 774, such as read-only memory or random-access memory, to store all necessary software that embodies the control strategy and mathematical formulations for the operation of the system controller. The system controller 770 comprises a communication interface 776 for relaying signals to, from, and between the sing module 772 and the control units of other air springs 73% of the air management system 700b and/or other vehicle operating systems. The system controller 770 comprises a bus 778 that couples the various components of the system controller to the processing module 772. Accordingly, the system controller 770 is conﬁgured to receive all the necessary inputs to calculate a desired air re for each air spring 730b of the air management system 700b, determine the necessary air ﬂow rate to alter the air pressure of each air spring 73% of the air management system 700b, and convey commands in terms of supplying or purging air to the control unit 740b of each air spring 730b of the air management system 700b.

Similar to the control unit 740a shown in , the control unit 740b shown in comprises an inlet port 741b disposed along a ﬁrst e of the housing 780b, an outlet port 742b disposed along the ﬁrst surface of the housing 780b, a cross-flow port 743b disposed along a ﬁrst surface of the housing 780b, a delivery port 744b disposed along a second surface of the housing 780b, a valve 746b disposed in a valve chamber 745b, one or more sensors 748b, a ication interface 749b, and a processing module 75% operatively linked to the one or more sensors 748b and the communication ace 74%. The control unit 740b differs from the control unit 740a shown in in that the communication ace 74% comprises an antenna (not shown) that is conﬁgured to communicate wirelessly to the system controller 770.

The system controller 770 and the control units 740b are linked together to operate as a closed—loop control system to adjust the height of each air spring 730b to a desired height based on the monitored ing conditions of the e. In ion, each control unit 740b transmits signals indicating the spring height and the internal air pressure of its associated air spring 730b to the system controller 770. In return, the system controller 770 determines the desired air re and the desired volumetric ﬂow rate to remove and supply air to and from each air spring 730b based on the signals received from the control units 74Gb. In determining the desired air pressure for each air spring 730b, the system controller 770 may take into account the differences in air pressures and spring heights between all the air s 730b of the air management system 700b.

After determining the desired air pressure and ﬂow rate for each air spring 730b, the system controller 770 transmits commands to the control unit of each air spring 730b of the air management system 700b, in which the command includes actuating the valves 746b of each control unit 740b between the active and neutral modes.

In one conﬁguration, the system controller 770 is conﬁgured to provide cross—ﬂow between the ﬁrst and second pneumatic circuits 710b, 720b when neither air is ed from the supply tank 704b to the air springs 73% nor air is removed from the air springs 73% to the here. In operation, each time that the system ller 770 determines that the height of the air springs 730b do not need to be adjusted independently, the system controller 770 transmits command signals to the control units 74% to actuate its respective valve 746b to its neutral mode.

The system controller 770 may determine to command each control unit 74% to switch to its neutral mode based on height measurement signals received from the control units 74Gb. Once each l unit 74% actuates its associated valve 746b to its neutral mode, then pneumatic communication is established between the air spring 730b in the ﬁrst pneumatic circuit 71% and the air spring 730b in the second pneumatic circuit 720b via the cross-ﬂow line 76%. Accordingly, pressure differences between air springs 73Gb disposed on opposite sides of the vehicle are eliminated, ing a more stable ride for the vehicle.

A shows an air management system 800 comprising a supply air tank 804, a ﬁrst pneumatic circuit 810 disposed on a ﬁrst side of the vehicle, and a second pneumatic circuit 820 disposed on a second side of the vehicle. Each pneumatic circuit 810, 820 includes one or more air springs 830. The air management system 800 further comprises a system controller 840 and a plurality of valves 850 operatively linked to the system controller 840. Referring to A, one of the valves 850 is deposed in the ﬁrst pneumatic t 810, and the other one of the valves 850 is disposed in the second tic circuit 820. The system controller 840 allows the air management system 800 to selectively supply air to or remove air from each air spring 830 of the air management system 800 by actuating the plurality of valves 850.

As shown in A, 21 cross-ﬂow line 860 connects one valve 850 in the ﬁrst pneumatic circuit 810 to a valve 850 in the second pneumatic circuit 820, thereby establishing a pneumatic connection between the air springs 830 of the ﬁrst and second pneumatic circuits 810, 820. Each valve 850 is conﬁgured to switch between a plurality of states, including a ﬁrst mode in which air is released out of the air spring 830, a second mode in which the air is ed into the spring 830, a neutral mode in which the air spring 830 is pneumatically connected to the cross—ﬂow line 860. The system controller 840 is configured to command each valve 850 to switch to a neutral mode to provide cross-ﬂow between the two air springs 830 of the ﬁrst and second pneumatic circuits 810, 820 when r air is supplied from the supply tank 804 to the air springs 830 nor air is removed from the air springs 830 to the atmosphere.

Referring to A, a height sensor 870 is disposed in the top plate 832 of each air spring 830 and is conﬁgured to continuously monitor the height of its associated air spring 830.

The height sensor 870 may be any suitable device for ring the axial height of the air spring, such as the examples described above. Each height sensor 870 is wired to the system controller 840 so that each height sensor 870 may transmit signals indicating the height of its associated air spring 830 to the system controller 840. In other conﬁgurations, the air management system 800 may ' include an air pressure sensor disposed in the top plate of the 832 of each air spring 830. The air pressure sensor is conﬁgured to r the air pressure of its associated air spring 830 and generate a signal indicating the air pressure of its associated air spring.

Similar to the system controller shown in , the system ller 840 shown in ses a processing module 842 for determining the desired air pressure and ﬂow rate for each air spring 830 of the air management system 800, a communication interface 8464 for relaying signals to and from the processing module 842 and the height sensors of the air springs 830, a memory 844 for storing all necessary software that embodies the control gy and atical formulations for the operation of the system controller 840, and a bus 848 connecting the communication interface 846 and memory 84 to the processing module 842. The system controller 840 r comprises a driver module 845, such as a driving circuit, operatively linking the processing module 842 to each valve 850 such that the system controller 840 may selectively actuate valve 850. The processing module 842 of the system controller 840 may signal the driver module 845 to actuate the valve 850 in any suitable manner, such as by pulse width modulation or hit-and—hold actuation. Accordingly, the system controller 840 is conﬁgured to e all the necessary inputs to ate a desired air pressure for each air spring of the air ment system 800, determine the necessary air ﬂow rate to alter the air pressure of each air spring 830 of the air management system 800, and actuate at least one of the valves 850 to adjust the air pressure and height of at least one of the springs 830 of the air management system 800.

In one conﬁguration, the system controller 840 is conﬁgured to provide cross-ﬂow between the ﬁrst and second pneumatic circuits 810, 820 when neither air is supplied from the supply tank 804 to the air springs 830 nor air is removed from the air springs 830 to the atmosphere.

In operation, each time that the system controller 840 determines that air does not need to be removed or added to the air springs 830, the system controller 840 actuates each valve 850 to its neutral mode. The system controller 840 may determine to actuate the valves 850 to the neutral mode when the pressure entials between the air springs 830 are within a predetermined tolerance. The system controller 840 may calculate the pressure differentials between the air springs 830 based on signals received from the pressure sensors of the air springs 830. The system ller 840 may determine to e the valve 850 to its l mode based on height measurement signals received from the height sensors 870. The system controller 840 may take into account the height differences between the air springs 830 when determining whether to actuate the valves to an active mode (i.e., the ﬁrst or second modes) or a neutral mode. Once each valve 850 is actuated to its neutral mode, then pneumatic communication is established between the air spring 830 in the ﬁrst pneumatic circuit 810 and the air spring 830 in the second pneumatic circuit 820 via the cross-ﬂow line 860. Accordingly, pressure differences between air springs 830 disposed on opposite sides of the e are eliminated, providing a more stable ride for the vehicle.

] B illustrates an air management system 800’ according to one conﬁguration of the t ion. The air management system 800’ is r to the air management system 800 of A except that the system controller 840’ comprises a single valve 850’ that is pneumatically connected to each air spring 830 of the air management system 800’. Accordingly, the system ller 840’ may selective supply or remove air from the air springs 830 through the use of only one valve 850’. In one conﬁguration, the system controller 840’ is conﬁgured to calculate a difference between the air pressures of the air springs 830 based on received measurement signals from the sensor. If the system controller 840’ ines that the difference between the air pressures of the air springs 830 is within a predetermined tolerance, then system controller 840’ actuates the valve 850’ to set the air pressure of each air spring 830 to the same air pressure.

In each ration of the air management system shown in FIGS. , the control units or the system controller may be conﬁgured to execute a dump cycle such that the air is released from each air spring of the air management at the same time. In each air management system shown in FIGS. 19-21B, the air management system may include a user interface unit operatively linked to the control units or the system controller and conﬁgured it a command to the system controller or the l units to execute a dump cycle so that air is released from all the air springs. The user interface unit may be disposed in the vehicle dashboard or conﬁgured as an application downloaded on a display device, such as a smartphone or hand-held computer.

] All the conﬁgurations of the air management systems described herein may be orated with any type of vehicle, trailer, or towable, including but not limited to, sport-utility vehicles, ger vehicles, racing vehicles, pick-up trucks, dump trucks, freight rs, trailers of any type including trailers for boats, cattle, horses, heavy equipment, tractors, lture implements (e.g, granular Spreaders, fertilizer Sprayers and other types of Sprayers, feeders and Spreaders), liquid hauling vehicles, bafﬂed and unbafﬂed liquid tankers, machinery, towing equipment, rail vehicles, road-rail vehicles, street cars, and any other type of chassis having air bags, etc.

The air management systems described herein have been found to signiﬁcantly increase tire life both in terms of reducing wear and resulting in even wear, even when the tires are not d. In one exemplary embodiment, it has been observed that truck tires having an average life of 100,000 km when mounted on trucks that were not equipped with the air management systems described herein, experience signiﬁcantly d wear when d on identical trucks that are equipped with the air management systems described herein. In certain embodiments, average truck tire life is extended by at least 20%, and in some instances by up to 30%, 40%, 50%, or more. As such, an unexpected and signiﬁcant ﬁnancial, time ed time waste in rotating, changing, retreading, and replacing tires), and environmental s is realized as additional surprising ages of the inventions of this disclosure.

The air management systems described herein have been found to signiﬁcantly -46— reduce the unsafe effects of wind shears on vehicles traveling at speed, particularly on truck trailers.

Wind shears ilize trucks hauling rs at highway speeds and have caused such trailers to overturn g to devastating injuries and losses of life, cargos, and multi—vehicle wrecks. In one exemplary embodiment, trailers and recreational vehicles that are equipped with the air ment systems described herein may be signiﬁcantly more stable and resistant to wind shear forces at highway speeds. As such, an unexpected and signiﬁcant safety and comfort advantage is ed as additional surprising advantages of the inventions of this disclosure.

The air management s described herein have been found to cantly reduce road noise, vibrations, and discomfort for drivers, passengers as well as live cargo including livestock, horses and the like. In one exemplary embodiment, it has been observed that road noise, ions, and discomfort are significantly reduced such that drivers that could previously drive large vehicles only a few hundred miles per day due to discomfort were able to drive signiﬁcantly longer distances due to the ion in aches, pains, discomfort and fatigue, which was achieved from very noticeably improved ride quality and stability. As such, an unexpected and signiﬁcant comfort advantage is realized as additional surprising advantages of the inventions of this disclosure.

The air management systems described herein have been found to significantly reduce or even ate vehicle nose-diving when braking. Such nose—diving can create unsafe conditions, is highly uncomfortable for drivers and passengers, and puts increased stress on numerous vehicle components. By reducing and in many cases eliminating such nose-diving, an unexpected and significant safety and comfort advantage is realized as additional sing advantages of the ions of this disclosure.

The air management systems described herein have been found to significantly increase traction ing in improved handling, even in slippery ions. In one exemplary embodiment, it has been observed that trucks requiring use of four-wheel drive mode (when not equipped with the air ment systems described herein) to drive through uneven and/or ry terrain were able to be drive through the same terrain in two—wheel drive mode without losing traction and becoming immobilized. As such, an unexpected and signiﬁcant safety and utility advantage is realized as additional surprising advantages of the inventions of this disclosure.

The air management systems described herein may enhance brake performance. In vehicles equipped with electronic stability systems, e.g., any electronic stability control (ESC), including, but not limited to electronic stability m (ESP), dynamic stability control (DSC), vehicle stability control (VSC), automatic on l (ATC), the air management s described herein have been found to reduce the incidence rate of such electronic systems applying brakes because the vehicle is maintained in a level and stable position, and thereby avoids activation of such electronic systems, which may enhance brake performance and life.

In the present context, the phrase "adjust independently" refers to a state in which the leveling valve is adjusting the air pressure of air springs in one pneumatic circuit while the leveling valve is not in pneumatic communication with any components of another pneumatic t.

As used herein, the terms "substantially" and antial" refer to a considerable degree or extent. When used in conjunction with, for example, an event, circumstance, characteristic, or property, the terms can refer to instances in which the event, stance, characteristic, or property occurs precisely as well as instances in which the event, circumstance, characteristic, or property occurs to a close approximation, such as accounting for typical tolerance levels or variability of the examples described herein.

As used herein, the term "about" when used in connection with a cal value should be interpreted to e any values which are within 5% of the d value. Furthermore, recitation of the term about and approximately with respect to a range of values should be interpreted to include both the upper and lower end of the recited range.

As used herein, the terms "attached," "connected," or "fastened," may be interpreted to include two elements that are secured together with or without contacting each other.

] The present disclosure includes methods, kits, and systems for retroﬁtting vehicles that have been manufactured t air springs including but not limited to coil spring or leaf spring suspension systems. A symmetrically dynamic equalized volume and pressure distributing air management system may be installed as a retroﬁt on such vehicles by providing a kit comprising an air tank, a compressor, a symmetrically dynamic equalized volume and pressure distributing pneumatic valve on each of the left and right sides of the vehicle, at least one air spring connected to each symmetrically dynamic zed volume and pressure distributing pneumatic valve, and a plurality of air hoses connecting the air management system components as described and illustrated herein. In some conﬁgurations of the present disclosure, the plurality of air hoses may have equal lengths and diameters.

In the appended claims, the term "including" is used as the English equivalent of the respective term "comprising." The terms "comprising" and "including" are intended herein to be open-ended, including not only the recited ts, but further assing any additional elements. Moreover, in the following claims, the terms "ﬁrst,,7 4‘second,’-’ and "third," etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. r, the limitations of the following claims are not written in means—plus-function format and are not intended to be interpreted based on 35 U.S.C. §l 12(f), unless and until such claim limitations expressly use the phrase "means for" followed by a statement of function void of further structure. s embodiments of the invention comprise one or more of the following items: 1. An air management system for a vehicle, the air management system comprising: a ﬁrst pneumatic circuit having a ﬁrst leveling valve conﬁgured to adjust independently the height of a ﬁrst side of the vehicle; a second pneumatic circuit having a second leveling valve conﬁgured to adjust independently the height of a second side of the vehicle; and a cross-ﬂow line connecting the ﬁrst leveling valve with the second leveling valve; wherein the ﬁrst and second leveling valves are conﬁgured to establish pneumatic communication between the ﬁrst and second pneumatic circuits when the ﬁrst leveling valve is not independently adjusting the height of the ﬁrst side of the e and the second leveling valve is not ndently adjusting the height of the second side of the e. 2. The air ment system of item 1, wherein the ﬁrst and second leveling valves each include a housing body and a control arm pivotably connected to a shaft extending through the housing body, and the control arm is conﬁgured to pivot from a neutral position to one or more response positions. 3. The air management system of items 1 or 2, wherein the ﬁrst and second leveling valves are red to establish pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of both the ﬁrst and second level valves are set in the neutral position, and the ﬁrst and second leveling valves are red to prevent pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of one of the ﬁrst and second leveling valves is set to the one or more response positions. ] 4. The air ment system of any of items 1-3, wherein the ﬁrst and second leveling valves each include a control arm sensor red to detect the position of the control arm. 5. The air management system of any of items 1-4, r comprising a control unit in electrical communication with each control arm sensor, n each control arm sensor is red to transmit the position of the control arm as a control arm position input to the control unit, and the control unit is conﬁgured to ine a vehicle height relative to the axle at the ﬁrst and second sides of the vehicle based on the control arm position input. 6. The air management system of any of items 1-5, wherein the ﬁrst pneumatic circuit comprises a ﬁrst set of air springs disposed on a ﬁrst side of the vehicle, a ﬁrst supply tank, a ﬁrst plurality of air lines pneumatically ting the ﬁrst set of air springs with the ﬁrst leveling valve, and a ﬁrst supply line pneumatically connecting the ﬁrst leveling valve with the ﬁrst supply tank; and the second pneumatic t comprises a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically ting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. 7. The air management system of any of items 1-6, wherein the ﬁrst plurality of air lines and the'second ity of air lines being of the substantially the same diameter and length, and the ﬁrst supply line and the second supply line being of substantially the same diameter and length. 8. The air management system of any of items 1-7, wherein the ﬁrst and second leveling valves are each rotary valves comprising a housing body and a rotary disk conﬁgured to rotate within the housing body to alter communication between the between the ﬁrst and second pneumatic circuits. 9. The air management system of any of items 1—8, wherein the ﬁrst and second leveling valves each include a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator, wherein the valve element is conﬁgured to move in the bore of the manifold housing to one or more positions including at least a neutral position to establish pneumatic communication between the ﬁrst and second tic ts and a supply position to supply air to a tive pneumatic circuit from an air supply tank, and an exhaust position to remove air from the respective pneumatic circuit into the atmosphere, and the electronic or is conﬁgured to trigger movement of the r between the one or more positions. 10. The air management system of any of items 1-9, wherein the valve element is selected from the group consisting of a plunger, a rotary disk, and a . 11. The air management system of any of items 1-10, n the electronic actuator is selected from the group consisting of a solenoid, a servomotor, and a stepper motor. 12. The air ment system of any of items 1-11, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is conﬁgured to transmit a command to each electronic actuator to trigger movement of the valve element between the neutral, supply, and exhaust positions. 13. The air management system of any of items 1-12, further comprising one or more leveling sensors, wherein each leveling sensor is conﬁgured to detect vehicle height relative to the axle along a position of the e and transmit the detected vehicle height to the l module as a e leveling input, and the control module is conﬁgured to determine a vehicle height relative to the axle at the ﬁrst and second sides of the vehicle based on the vehicle ng input. 14. The air management system of any of items 1—13, wherein the ﬁrst pneumatic circuit comprises one or more air springs, and the second pneumatic t comprises one or more air springs; and wherein the ﬁrst leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring. 15. The air management system of any of items 1-14, wherein the ﬁrst and second leveling valves each include, a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the ld, and an electronic actuator operatively linked to the valve member; wherein the manifold comprises a plurality of gs disposed along a side e of the manifold, and the electronic actuator is red to e the valve member to slide along the longitudinal axis of the manifold to l the exposure of the plurality of openings such that a respective ng valve is conﬁgured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross—flow between the first and second pneumatic circuits. 16. A leveling valve comprising: an upper housing mounted on a lower housing to form a valve body, wherein the valve body deﬁnes a r extending between the upper housing and the lower housing; the lower housing comprising a plurality of ports communicating with the chamber, wherein the plurality of ports include a supply port, an t port, one or more spring ports, and a cross-ﬂow port; a control arm having a ﬁrst end attached to a shaft extending h an upper surface of the upper housing, wherein the control arm is conﬁgured to rotate about the valve body in response to extension or compression of the vehicle suspension; a rotary disk positioned in the chamber of the valve body and connected to the control arm by the shaft, wherein the rotary disk is conﬁgured to rotate about the supporting element within the chamber of the valve body; and wherein the rotary disk is conﬁgured to establish communication between the one or more spring ports and the ﬂow port while neither establishing communication between the _51_ one or more spring ports and the supply port nor the one or more spring ports and the exhaust port. 17. The leveling valve of item 16, wherein the lower housing comprises a dump port, n the cross—ﬂow port is disposed on a ﬁrst side of the lower housing and the dump port is disposed on a second side of the lower housing opposite to the ﬁrst side. 18. The leveling valve of any of items 16-17, wherein the control arm induces the rotary disk to rotate between a plurality of angular positions to alter communication n the supply port, the exhaust port, the one or more spring ports, and the cross-ﬂow port, n the plurality of angular positions include (i) a neutral position, in which the one or more spring ports pneumatically communicate with the cross—ﬂow port, and neither the supply port nor the exhaust port pneumatically communicates with the one or more spring ports, (ii) a supply position, in which the one or more spring ports pneumatically communicate with the supply port, and neither the exhaust port nor the cross—ﬂow port pneumatically communicates with the one or more spring ports, and (iii) an exhaust position, in which the one or more spring ports tically communicate with the exhaust port, and neither the supply port nor the cross—flow port pneumatically communicates with the one or more spring ports. 19. The leveling valve of any of items 16—18, wherein the lower housing comprises a ﬁrst surface mating with a lower e of the upper g, wherein the ﬁrst e deﬁnes a supply hole directly communicating with the supply port; an exhaust hole directly icating with the exhaust port; a reservoir cavity directly communicating with the one or more spring ports. 20. The leveling valve of any of items 16-19, wherein the rotary disk comprises a central aperture for receiving the shaft, a plurality of -shaped slots, and a cross—ﬂow slot, wherein the plurality of oblong-shaped slots and cross-ﬂow slot are spaced around the central aperture with dead band deﬁned there between and along the periphery of the rotary disk. 21. The leveling valve of any of items 16-20, wherein each oblong-shaped cavity is conﬁgured to at least partially overlie the reservoir cavity of the lower housing and the cross-ﬂow slot over is conﬁgured to overlie the cross-ﬂow hole of the lower housing when the rotary disk is set at the neutral position. 22. The leveling valve of any of items 16-20, wherein the oblong-shaped slots are symmetrically spaced from a central axis extending along a face of the rotary disk, and the cross- ﬂow slot overlies the central axis. ] 23. A method for lling stability of a vehicle comprising: providing an air management system comprising: a ﬁrst pneumatic circuit having a ﬁrst leveling valve conﬁgured to -52.. adjust independently the height of a ﬁrst side of the vehicle; a second pneumatic circuit having a second leveling valve conﬁgured to adjust independently the height of a second side of the vehicle; and a cross-ﬂow line connecting the ﬁrst ng valve with the second leveling valve; establishing, by the ﬁrst and second leveling valves, tic communication between the ﬁrst and second pneumatic circuits when the ﬁrst leveling valve is not independently adjusting the height of the ﬁrst side of the vehicle and the second leveling valve is not ndently adjusting the height of the second side of the vehicle. 24. The method of item 23, wherein the ﬁrst and second ng valves each e a housing and a control arm pivotably connected to a shaft extending h the housing, and the control arm is red to pivot from a neutral position to one or more response positions. 25. The method of item 24, further comprising: establishing, by the ﬁrst and second leveling valves, pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of both the ﬁrst and second level valves are set in the neutral position, and preventing, by the ﬁrst and second leveling valves, pneumatic communication between the ﬁrst and second pneumatic circuits when the control arm of one of the ﬁrst and second leveling valves is set to the one or more response positions. 26. The method of any of items 23 -25, wherein the ﬁrst pneumatic circuit comprises a ﬁrst set of air springs disposed on a ﬁrst side of the vehicle, a ﬁrst supply tank, a ﬁrst plurality of air lines pneumatically ting the ﬁrst set of air springs with the ﬁrst leveling valve, and a ﬁrst supply line pneumatically ting the ﬁrst leveling valve with the ﬁrst supply tank; and the second pneumatic circuit comprises a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air s with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. 27. The method of any of items 23-26, wherein the ﬁrst plurality of air lines and the second plurality of air lines being of the substantially the same diameter and length, and the ﬁrst supply line and the second supply line being of ntially the same diameter and length. ] 28. The method of any of items 23-27, wherein the ﬁrst pneumatic circuit comprises one or more air springs, and the second pneumatic circuit comprises one or more air springs; and wherein the ﬁrst leveling valve and the second leveling valve are each an electronically—actuated valve disposed in a chamber of a respective air spring. 29. The method of any of items 23-28, wherein the ﬁrst and second leveling valves each include, a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator operatively linked to the valve member; wherein the manifold comprises a ity of gs disposed along a side surface of the manifold, and the electronic actuator is conﬁgured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the ity of openings such that a tive ng valve is conﬁgured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-ﬂow between the ﬁrst and second tic ts. ] 30. A method for adjusting air pressure of an air management system of a vehicle comprising one or more air supply tanks, a ﬁrst pneumatic circuit disposed on a ﬁrst side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the method comprising: adjusting independently the air pressure of the ﬁrst tic circuit by a ﬁrst leveling valve such that the ﬁrst leveling valve is either supplying air from the one or more air supply tanks to the ﬁrst pneumatic circuit or removing air from the ﬁrst pneumatic circuit to the atmosphere, adjusting independently the air pressure of the second pneumatic circuit by a second leveling valve such that the second leveling valve is either supplying air from the one or more air supply tanks to the second pneumatic circuit or removing air from the second pneumatic circuit to the atmosphere, and establishing pneumatic communication between the ﬁrst pneumatic circuit and the second pneumatic circuit only when both the ﬁrst leveling valve and the second leveling valve are set in a neutral mode such that each leveling valve is neither supplying air from the one or more air supply tanks or removing air into the atmosphere. 31. The method of item 30, wherein each leveling valve includes a housing body comprising a supply port connected to the air supply tank, an exhaust port for purging air into the atmosphere, one or more ports connected to one or more air springs, and a cross-ﬂow port ted to the other one of the ﬁrst or second leveling valves. 32. The method of item 31, n each leveling valve includes a valve element disposed in a chamber of the housing body and an or conﬁgured to trigger movement of the valve element, wherein the valve element is conﬁgured to move between a plurality of positions to alter ication between the plurality of ports. 33. The method of item 32, wherein the plurality of positions include a l position to establish pneumatic communication between the ﬁrst and second pneumatic circuits, a supply position to supply air from the one or more air supply tanks to a respective pneumatic -54_ circuit, and an exhaust position to remove air from the respective pneumatic circuit into the atmosphere. 34. The method of items 32 or 33, wherein the valve element is selected from the group consisting of a plunger, a rotary disk, and a . 35. The method of any of items 32-34, wherein the actuator is a control arm pivotably connected to a shaft extending through the housing body and the valve element is a rotary disk. 36. The method of any of items 32-35, wherein the control arm is red to pivot from a neutral position to one or more response ons, and each leveling valve is set in the neutral mode When the control arm is set in the l position, and each leveling valve is adjusting independently the air re of a respective pneumatic circuit when the control arm is set to the one or more response positions. 37. The method of any of items 32-36, wherein the actuator is an onic actuator selected from the group consisting of a solenoid, a servomotor, and a stepper motor. 38. The method of item 37, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is conﬁgured to transmit a command to each electronic actuator to trigger movement of the valve element between the plurality of positions. 39. The method of item 38, further comprising one or more leveling sensors, wherein each leveling sensor is conﬁgured to detect vehicle height relative to the axle along a position of the vehicle and it the detected vehicle height to the control module as a vehicle leveling input, and the control module is conﬁgured to determine a vehicle height relative to the axle at the ﬁrst and second sides of the vehicle based on the vehicle leveling input. 40. The method of any of items 30—39, wherein the ﬁrst pneumatic circuit comprises a ﬁrst set of air springs disposed on the ﬁrst side of the vehicle, a ﬁrst plurality of air lines pneumatically connecting the ﬁrst set of air springs with the ﬁrst leveling valve, and a ﬁrst supply line pneumatically connecting the ﬁrst leveling valve with at least one of the one or more air supply tanks; and the second pneumatic circuit comprises a second set of air springs ed on the second side of the e, a second plurality of air lines pneumatically ting the second set of air springs with the second leveling valve, and a second supply line tically connecting the second ng valve with at least one of the one or more air supply tanks. 41. The method of any of items 30-40, wherein the ﬁrst pneumatic circuit comprises one or more air s, and the second pneumatic circuit comprises one or more air springs; and wherein the ﬁrst leveling valve and the second leveling valve are each an electronically—actuated valve disposed in a chamber of a respective air spring. 42. A l unit associated with an air spring of an air management system for a e, the control unit comprising: a housing red to be mounted to a top plate of the air spring, wherein the g comprises a valve r; a valve disposed in the valve r, wherein the valve is conﬁgured to switch between a plurality of modes including: (i) an active mode wherein the valve is ing independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a cross—ﬂow line connected to a second air spring of the air management system when the valve is not in the active mode; one or more sensors conﬁgured to monitor at least one condition of the air spring and generate a measurement signal indicating the at least one condition of the air spring; a ication interface conﬁgured to transmit and receive data signals to and from a second control unit associated with the second air spring of the air management system; and a processing module ively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is conﬁgured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface. 43. The control unit of item 42, wherein the housing comprises: an inlet port red to receive air ﬂow from an air source, an outlet port conﬁgured to release air to the atmosphere, a cross—ﬂow port conﬁgured to connect to the cross-ﬂow line connected to the second air spring of the suspension system and a delivery port conﬁgured to supply or release air to and from a chamber of the air spring, wherein the valve chamber is connected to the inlet port, the outlet port, and the delivery port by a plurality of passages. 44. The control unit of items 42 or 43, wherein the one or more sensors comprises a height sensor conﬁgured to r the height of the air spring and generate a signal indicating the height of the air spring. 45. The control unit of item 44, wherein the height sensor is an ultrasonic sensor, an infrared sensor, an electromagnetic wave , or a potentiometer. ] 46. The control unit of any of items 42-45, wherein the sing module is conﬁgured to take into account a difference between a spring height of its associated air spring and -56.. a second spring height of the second air spring in determining to e the valve between the active mode and the neutral mode. 47. The control unit of any of items 42—46, n the valve chamber, the valve, and the processing module are mounted below the top plate and disposed in the chamber of the air spring. 48. The control unit of any of items 42-47, wherein the valve chamber, the valve, and the processing module are d above the top plate and disposed outside the chamber of the air spring. 49, The l unit of any of items 42-48, n the valve comprises a rical-shaped manifold, a valve member disposed in the ld and in sliding engagement with an interior surface of the manifold, and an electronic actuator ively linked to the valve member and the sing module; wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is conﬁgured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that the valve switches between the active mode and neutral mode. 50. An air management system for a e, the air management system comprising: a ﬁrst pneumatic circuit having one or more air springs disposed at a first side of a vehicle; a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle; and one or more flow lines, wherein each cross-ﬂow line extends from an air spring associated with the ﬁrst pneumatic t to an air spring associated with the second pneumatic circuit; wherein each air spring comprises a control unit, and each control unit comprises: a housing conﬁgured to be mounted to a top plate of an associated air spring, wherein the g comprises a valve chamber; a valve disposed in the valve chamber, wherein the valve is conﬁgured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross— ﬂow line when the valve is not in the active mode; one or more sensors conﬁgured to monitor at least one condition of the associated air spring and generate a measurement signal indicating the at least one condition of the associated air spring; a communication interface conﬁgured to directly transmit and receive data signals to and from other control units associated with other air springs of the sion ; and a processing module operatively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is conﬁgured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the ed measurement signals from the one or more sensors and the data signals from the communication interface. 51. The air management system of item 50 comprising a system controller in electrical communication with the communication interface of each control unit of the air management system, and wherein the system controller is red to: (i) receive measurement signals from each control unit of the air management system, (ii) determine a desired volumetric ﬂow rate for removing or supplying air to and from the chamber of each air spring of the air management system based on the received ement signals, and (iii) it commands to each control unit of the air management system such that each control unit actuates its ated valve between the active mode and the neutral mode. 52. The air management system of items 50 or 51, wherein the housing comprises: an inlet port conﬁgured to receive air ﬂow from an air source, an outlet port conﬁgured to release air to the atmosphere, a cross—ﬂow port conﬁgured to connect to the cross—ﬂow line connected to the second air spring of the air management system and a delivery port red to supply or release air to and from a chamber of the air , wherein the valve chamber is connected to the inlet port, the outlet port, and the delivery port by a plurality of es. 53. The air management system of any of items 50~52, wherein the valve chamber, the valve, and the processing module are d below the top plate and disposed in the r of the air spring. 54. The air management system of any of items 50-53, wherein the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside the chamber of the air spring. 55. A method for controlling the stability of a vehicle sing an air ment system, wherein the air management system comprises a ﬁrst pneumatic circuit having one or more air springs disposed at a ﬁrst side of a e; a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle; and one or more cross-ﬂow lines, wherein each cross-ﬂow line extends from an air spring associated with the ﬁrst pneumatic circuit to an air spring associated with the second pneumatic circuit, the method comprising: monitoring, by a height sensor and an air pressure sensor, a height and an air pressure of a respective air spring; generating, by the height sensor and air pressure , a signal indicating the height and air -58— pressure of the respective air spring; receiving, by a processing , the signal indicating the height and air pressure of the respective air spring; calculating, by the processing module, a height differential rate and pressure differential rate of the respective air spring based on the received signal indicating the height and air pressure of the respective air spring; determining, by the processing module, whether to adjust the height and air pressure of the air spring independently or establish pneumatic communication between the air spring and a tive cross-ﬂow line; and actuating, by the processing module, a valve to switch to one of the modes: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross—ﬂow line when the valve is not in the active mode; wherein the height sensor, processing , and the valve are ed in a chamber of the air spring. ] 56. A method for reducing e nose—diving when braking, avoiding rollover of a e, trailer or towable due to wind shear or rapidly changing road conditions, sing tire life of a tire on a vehicle, reducing brake wear of a vehicle, and/or increasing traction of a vehicle, comprising providing a vehicle equipped with an air management system according to any of items 1—55; driving the vehicle under changing road conditions; managing air in a ity of pneumatic circuits in the vehicle according to any of items 1—55 such that the vehicle experiences at least one of reduced vehicle nose~diving when braking, avoids er of the vehicle or a r or towable attached thereto, increased tire life of a tire on the vehicle, reduced brake wear of the vehicle, and increased traction of the vehicle.57. A kit comprising two or more symmetrically dynamic equalized volume and re distributing pneumatic valve, at least one air spring conﬁgured to be connected to each symmetrically dynamic equalized volume and pressure distributing pneumatic valve, a plurality of air hoses conﬁgured to be connect the air management components as described and illustrated in any of items 1—56, and optionally an air tank, a compressor, pressure protection valve, and/or dump valve. ] 5 8. An air management system for a vehicle, the air management system comprising: a ﬁrst pneumatic t having a ﬁrst leveling valve red to adjust independently the height of a ﬁrst side of the vehicle; a second pneumatic circuit having a second leveling valve red to adjust independently the height of a second side of the vehicle; and a cross-ﬂow line connecting the ﬁrst leveling valve with the second leveling valve; wherein the ﬁrst and second leveling valves are red to establish pneumatic communication between the ﬁrst and second pneumatic circuits when the ﬁrst leveling valve is not independently adjusting the height of the ﬁrst side of the _59- vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle; wherein the air ment system is conﬁgured to perform the method of item 30. 59. The air management system of item 58 further comprising the t matter of any one of items 2-14. 60. An air management system for a vehicle, the air management system comprising: a ﬁrst tic circuit having one or more air springs disposed at a ﬁrst side of a e; a second tic circuit having one or more air springs disposed on a second side of a vehicle; and one or more cross-ﬂow lines, wherein each cross-ﬂow line extends from an air spring associated with the ﬁrst pneumatic circuit to an air spring associated with the second pneumatic circuit; wherein each air spring comprises a control unit, and each control unit comprises: a housing conﬁgured to be d to a top plate of an associated air spring, wherein the housing comprises a valve chamber; a valve ed in the valve chamber, wherein the valve is conﬁgured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the ated air spring and a respective cross— ﬂow line when the valve is not in the active mode; one or more s conﬁgured to monitor at least one condition of the ated air spring and generate a measurement signal indicating the at least one condition of the associated air ; a communication interface conﬁgured to directly transmit and receive data signals to and from other control units associated With other air springs of the suspension system; and a processing module operatively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is conﬁgured to: (i) receive measurement s from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication ace; wherein wherein the air management system is conﬁgured to perform the method of item 55. 61. The air management system of item 60 further comprising the subject matter of any one of items 52-54.

The present disclosure includes the ornamental design for a leveling valve, its lower housing, its top housing, one or more rotary disks, a shaft, and any other ment of the present disclosure, as shown and described.

While the subject matter of this disclosure has been described and shown in —60— considerable detail with reference to certain illustrative embodiments, including various combinations and mbinations of features, those skilled in the art will readily appreciate other embodiments and ions and modiﬁcations f as encompassed Within the scope of the t disclosure. Moreover, the descriptions of such embodiments, combinations, and sub- combinations is not intended to convey that the claimed subject matter requires features or combinations of features other than those expressly recited in the claims. Accordingly, the scope of this disclosure is intended to include all modiﬁcations and variations encompassed Within the spirit and scope of the following appended claims.

I/

Claims

WE CLAIM

1. An air management system for a vehicle, the air management system comprising: a first pneumatic circuit having a first leveling valve ured to adjust independently the height of a first side of the vehicle, wherein the first leveling valve comprises a first cross-flow port and a first valve element; a second pneumatic circuit having a second leveling valve configured to adjust independently the height of a second side of the vehicle, n the second leveling valve comprises a second cross-flow port and a second valve element; and a cross-flow line connecting the first leveling valve with the second leveling valve; wherein the first and second leveling valves are configured to establish tic communication between the first and second pneumatic circuits through the cross-flow line when the first valve element of the first leveling valve and the second valve element of the second ng valve are simultaneously switched to a flow mode to establish pneumatic communication through the first cross-flow port and the second cross-flow port, and wherein the first and second ng valves are configured to not independently adjust the heights of the first and second sides of the vehicle in the cross-flow mode.

2. The air management system of claim 1, wherein the first and second leveling valves each include a housing body and a control arm bly connected to a shaft ing through the housing body, and the control arm is configured to pivot from a neutral position to one or more response positions.

3. The air management system of claim 2, wherein the first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the control arm of both the first and second level valves are set in the neutral position, and the first and second leveling valves are configured to prevent pneumatic communication between the first and second pneumatic circuits when the control arm of one of the first and second leveling valves is set to the one or more response positions.

4. The air management system of claim 2, wherein the first and second leveling valves each include a control arm sensor configured to detect the position of the control arm.

5. The air management system of claim 4 further sing a control unit in electrical communication with each control arm sensor, wherein each control arm sensor is configured to transmit the position of the control arm as a l arm position input to the control unit, and the control unit is configured to determine a vehicle height relative to the axle at the first and second sides of the vehicle based on the control arm position input.

6. The air management system of claim 1, wherein the first pneumatic circuit comprises a first set of air springs disposed on a first side of the e, a first supply tank, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with the first supply tank; and the second tic circuit comprises a second set of air springs ed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.

7. The air management system of claim 6, wherein the first ity of air lines and the second plurality of air lines being of the substantially the same er and length, and the first supply line and the second supply line being of substantially the same diameter and length.

8. The air management system of claim 1, wherein the first and second leveling valves are each rotary valves comprising a housing body and a rotary disk configured to rotate within the housing body to alter ication between the first and second pneumatic circuits.

9. The air management system of claim 1, wherein the first and second leveling valves each include a manifold housing, an electronic actuator, the respective first or second valve t disposed in a bore of the ld housing, which is configured to move in the bore of the manifold housing to one or more positions including at least a neutral position to establish tic communication between the first and second pneumatic circuits and a supply position to supply air to a respective pneumatic circuit from an air supply tank, and an exhaust position to remove air from the tive tic circuit into the here, and the electronic actuator is configured to r movement of the respective first or second valve element between the one or more positions.

10. The air management system of claim 9, wherein the respective first or second valve element is selected from the group consisting of a plunger, a rotary disk, and a poppet.

11. The air management system of claim 9, wherein the electronic actuator is selected from the group consisting of a solenoid, a servomotor, and a stepper motor.

12. The air management system of claim 9, further comprising a control module in electrical communication with the electronic actuator of each ng valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the respective first or second valve element between the neutral, supply, and exhaust positions.

13. The air management system of claim 12, further comprising one or more leveling sensors, wherein each leveling sensor is configured to detect vehicle height relative to the axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to ine a vehicle height relative to the axle at the first and second sides of the vehicle based on the vehicle leveling input.

14. The air management system of claim 1, wherein the first pneumatic circuit comprises one or more air springs, and the second pneumatic t comprises one or more air springs; and wherein the first leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring.

15. The air ment system of claim 1, wherein the first and second ng valves each e, a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator ively linked to the valve member; wherein the manifold comprises a ity of openings disposed along a side surface of the manifold, and the electronic actuator is configured to e the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that a respective leveling valve is configured to selectively: (i) supply air to a respective pneumatic t, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the first and second pneumatic circuits.

16. A method for controlling stability of a vehicle sing: installing the air management system of claim 1 on a vehicle; and establishing, by the first and second ng valves, pneumatic communication between the first and second pneumatic ts h the cross-flow line when the first valve element and the second valve element are simultaneously switched to a cross-flow mode to establish pneumatic communication through the first cross-flow port and the second cross-flow port.

17. The method of claim 16, wherein the first and second leveling valves each include a housing and a control arm pivotably connected to a shaft ing through the housing, and the control arm is configured to pivot from a neutral position to one or more response positions.

18. The method of claim 17, further comprising preventing, by the first and second leveling valves, pneumatic communication between the first and second pneumatic circuits when the control arm of one of the first and second leveling valves is set to the one or more response positions.

19. The method of claim 16, wherein the first pneumatic circuit comprises a first set of air springs disposed on a first side of the e, a first supply tank, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with the first supply tank; the second pneumatic circuit comprises a second set of air s disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second ng valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.

20. The method of claim 19, wherein the first plurality of air lines and the second plurality of air lines being of the substantially the same diameter and length, and the first supply line and the second supply line being of substantially the same diameter and length.

21. The method of claim 16, n the first pneumatic circuit comprises one or more air s, and the second pneumatic circuit comprises one or more air springs; and wherein the first leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring.

22. The method of claim 16, wherein the first and second leveling valves each include, a cylindrical-shaped manifold, a valve member ed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator operatively linked to the valve member; wherein the manifold comprises a plurality of openings disposed along a side surface of the ld, and the electronic actuator is configured to actuate the valve member to slide along the udinal axis of the manifold to control the exposure of the plurality of openings such that a respective leveling valve is configured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a tive pneumatic circuit, or (iii) establish cross-flow between the first and second pneumatic circuits.

23. A method for adjusting air pressure of an air management system of a vehicle comprising one or more air supply tanks, a first pneumatic t disposed on a first side of the vehicle, and a second tic circuit disposed on a second side of the e, the method comprising: adjusting independently the air pressure of the first pneumatic circuit by a first leveling valve such that the first leveling valve is either supplying air from the one or more air supply tanks to the first pneumatic circuit or removing air from the first tic circuit to the atmosphere, wherein the first ng valve has a cross-flow port and a first valve element, adjusting independently the air pressure of the second pneumatic circuit by a second leveling valve such that the second leveling valve is either supplying air from the one or more air supply tanks to the second pneumatic circuit or removing air from the second pneumatic circuit to the atmosphere, wherein the second leveling valve has a cross-flow port and a second valve t, and establishing pneumatic ication between the first pneumatic circuit and the second pneumatic circuit through a cross-flow line only when the first valve element of the first leveling valve and the second valve element of the second leveling valve are simultaneously ed to a flow mode to establish pneumatic communication through the first cross-flow port and the second cross-flow port, wherein each ng valve is neither supplying air from the one or more air supply tanks or removing air into the here in the cross-flow mode.

24. The method of claim 23, wherein each leveling valve includes a housing body comprising a supply port connected to the air supply tank, an exhaust port for purging air into the atmosphere, one or more ports connected to one or more air springs, and the cross-flow port connected to the other one of the first or second ng valves.

25. The method of claim 24, wherein each leveling valve includes the respective first or second valve element disposed in a chamber of the housing body and an actuator configured to trigger movement of the valve element, wherein the respective first or second valve element is configured to move n a plurality of positions to alter communication between the plurality of ports.

26. The method of claim 25, wherein the plurality of positions include a neutral position to establish pneumatic ication between the first and second pneumatic circuits, a supply position to supply air from the one or more air supply tanks to a respective pneumatic t, and an exhaust position to remove air from the respective pneumatic circuit into the atmosphere.

27. The method of claim 25, wherein the valve element is selected from the group consisting of a plunger, a rotary disk, and a poppet.

28. The method of claim 25, wherein the actuator is a control arm pivotably connected to a shaft extending through the housing body and the valve element is a rotary disk.

29. The method of claim 28, n the l arm is configured to pivot from a neutral position to one or more response positions, and each ng valve is set in the l mode when the control arm is set in the neutral position, and each leveling valve is adjusting independently the air pressure of a respective pneumatic circuit when the control arm is set to the one or more response positions.

30. The method of claim 25, wherein the actuator is an electronic actuator selected from the group consisting of a solenoid, a servomotor, and a stepper motor.

31. The method of claim 30 r comprising a control module in electrical communication with the onic actuator of each leveling valve, n the control module is configured to transmit a command to each electronic actuator to trigger movement of the respective first or second valve element between the plurality of positions.

32. The method of claim 31 r comprising one or more leveling sensors, wherein each leveling sensor is configured to detect vehicle height relative to the axle along a position of the vehicle and transmit the detected e height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the first and second sides of the vehicle based on the vehicle leveling input.

33. The method of claim 23, wherein the first pneumatic circuit comprises a first set of air springs disposed on the first side of the vehicle, a first plurality of air lines pneumatically connecting the first set of air springs with the first ng valve, and a first supply line pneumatically connecting the first ng valve with at least one of the one or more air supply tanks; and the second pneumatic t comprises a second set of air springs disposed on the second side of the vehicle, a second plurality of air lines pneumatically connecting the second set of air springs with the second ng valve, and a second supply line pneumatically connecting the second leveling valve with at least one of the one or more air supply tanks.

34. The method of claim 23, wherein the first pneumatic circuit comprises one or more air springs, and the second pneumatic circuit comprises one or more air springs; and wherein the first leveling valve and the second ng valve are each an electronically-actuated valve disposed in a chamber of a respective air spring.

35. The air management system of claim 1, wherein the air management system further comprises or is in fluid communication with an air re sensor, an air flow sensor, a ride height sensor, or a stability control sensor.

36. The air management system of claim 1 in communication with an electronic stability control (ESC) system, further comprising a controller linking the air management system with the ESC, wherein operation of the air management system is synced with g operation and/or steering control of the vehicle.

37. The air management system of claim 36, wherein the ESC system includes one or more of electronic stability program (ESP), dynamic stability control (DSC), vehicle stability control (VSC), tic on control (ATC), and roll stability control (RSC) systems.

38. The method of claim 16, r comprising the step of monitoring, by a height sensor and an air pressure sensor, a height and an air pressure of a respective air spring.

39. The method of claim 38, further comprising generating, by the height sensor and the air pressure sensor, a signal indicating the height and the air re of the respective air spring. Base Air Management, Inc. By the Attorneys for the Applicant SPRUSON & FERGUSON Per: