Abstract:
A snow vehicle is disclosed comprising a vehicle frame, a propulsion unit coupled to the frame, and at least one front ski steered by a steering mechanism. The front of the vehicle includes a first front suspension and a second front suspension coupled to the ski. The rear suspension includes a bumper assembly preventing bottoming out of the rear suspension. The rear suspension is coupled to the vehicle frame such that the longitudinal spacing between the vehicle frame and rear suspension is adjustably controllable.

Description:
BACKGROUND 
       [0001]    The present application is a continuation-in-Part of patent application Ser. No. 14/935,224, filed Nov. 6, 2015, and Ser. No. 14/935,265, filed Nov. 6, 2015, the subject matter of which is disclosed herein by reference. 
     
    
       [0002]    The present disclosure relates to snow vehicles including snowmobiles and or snow bikes and in particular a front suspension for the same. 
         [0003]    Many types of vehicles are configured with tracks to drive in the snow. Regardless of whether the vehicle is a snowmobile or a wheeled vehicle converted to a tracked vehicle, tracked vehicles typically include a front suspension system that supports a ski and is coupled to the frame. In the case of snow bikes, the front suspension comprises the suspension of the motorbike or dirt bike, that is, a front shock absorber. In the case of snowmobiles, the front suspension is typically includes two control arms, also known as double A-arms. However the front snowmobile suspension can also be a trailing arm suspension. The suspension described herein would typically supplement any of the front suspensions discussed above, although it could also be the primary suspension. 
         [0004]    One such snow vehicle is shown in our U.S. Pat. No. 8,910,738, the subject matter of which is incorporated herein by reference. This patent discloses a conversion of a motorbike into a snow vehicle where the motorbike powertrain is utilized to power the track of the converted snow vehicle. 
       SUMMARY 
       [0005]    In a first embodiment, a snow vehicle comprises a frame; a propulsion unit coupled to the frame; at least one front ski; a steering mechanism coupled to the frame; a first front suspension coupled to the frame; a second front suspension positioned intermediate the first front suspension and the at least one ski; a rear suspension coupled to the frame, the rear suspension comprising: at least one slide rail; at least one control arm coupled between the slide rail and the frame; at least linear force element coupled between the slide rail and the frame; and at least one carrier roller coupled to the at least one slide rail; and a drive system comprising a drive track slidably guided by the at least one slide rail and drivably coupled to the propulsion unit. 
         [0006]    In a second embodiment, a front suspension for a snow vehicle comprises a spindle body; a knuckle for coupling to a ski of the snow vehicle; and at least one control arm coupled intermediate the spindle body and the knuckle. 
         [0007]    In another embodiment, a front suspension is provided for a snow vehicle having two front skis, and comprises a spindle body; at least two control arms coupled to the spindle body; and a linear force element coupled between each control arm and the spindle, whereby each control arm is attachable to one of the skis, and each control arm is movable independently of the other. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0008]    The invention will now be described in relation to the drawing Figures where: 
           [0009]      FIG. 1  is a side view of one of the embodiments of snow vehicle as disclosed in the present disclosure; 
           [0010]      FIG. 2A  shows a left front perspective view of the front suspension coupled to the snow vehicle; 
           [0011]      FIG. 2B  is a front suspension similar to that of  FIG. 2A  showing the front suspension coupled to a conventional snowmobile; 
           [0012]      FIG. 3  is a front left perspective view of the suspension assembly; 
           [0013]      FIG. 4  is a rear right perspective view of the suspension assembly of  FIG. 3 ; 
           [0014]      FIG. 5  is a view similar to that of  FIG. 3  showing the suspension in an exploded manner; 
           [0015]      FIG. 5A  is an enlarged portion of the linkage assembly shown in  FIG. 5 ; 
           [0016]      FIG. 5B  is an enlarged portion of the shock absorber mounting as shown in  FIG. 5 ; 
           [0017]      FIG. 6A  shows a side view of the front suspension coupled to a ski in the fully extended position; and 
           [0018]      FIG. 6B  shows the front suspension of  FIG. 6 a    in a full trounce position; 
           [0019]      FIG. 7  shows a right front perspective view of an alternate front suspension with two skis and an independent suspension for each ski; 
           [0020]      FIG. 8  shows a right rear perspective view of the front suspension of  FIG. 7 ; 
           [0021]      FIG. 9  shows a side perspective view of the front suspension of  FIG. 7 ; 
           [0022]      FIG. 10  shows an exploded view of the front suspension of  FIG. 7 ; 
           [0023]      FIG. 10A  is an enlarged portion of the spindle assembly shown in  FIG. 10 ; 
           [0024]      FIG. 10B  is an enlarged portion of the linkage assembly shown in  FIG. 10 ; 
           [0025]      FIG. 10C  is an enlarged portion of the shock absorber mounting as shown in  FIG. 10 ; 
           [0026]      FIG. 11  shows a right front perspective view similar to that of  FIG. 7  with the left ski lifted relative to the right ski; 
           [0027]      FIG. 12  shows a right rear perspective view with the left ski lifted relative to the right ski; 
           [0028]      FIG. 13  shows a right side perspective view with the left ski lifted relative to the right ski; 
           [0029]      FIG. 14  shows a left side view with the left ski lifted relative to the right ski; 
           [0030]      FIG. 15  shows a right side view with the left ski lifted relative to the right ski; 
           [0031]      FIG. 16  shows a rear view with the left ski lifted relative to the right ski to clear an obstacle; 
           [0032]      FIG. 17  shows a front view with the left ski lifted relative to the right ski to clear an obstacle; and 
           [0033]      FIG. 18  shows a front view with the left ski lifted relative to the right ski to ride on a slope. 
       
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
       [0034]    With reference first to  FIG. 1 , a snow vehicle is shown generally at  2  as comprised of a motorcycle portion  4  having a propulsion unit  5 , which is shown as a two-cylinder motorcycle engine, a frame  6 , an operators seat  8 , and a steering assembly  10  which includes a front fork  12 . A first suspension member is shown at  14  as a shock absorber assembly axially coupled with the forks  12 . A second front suspension assembly is shown at  16  which couples the steering assembly  10  directly to a ski  18 . A full description of the entire snow vehicle is described in our co-pending patent application Ser. No. 14/935,224, filed Nov. 6, 2015, incorporated herein by reference. 
         [0035]    A rear suspension assembly  20  is shown having an upper frame portion  22 , slide rails  24 , carrier rollers  25 , side panels  26 , control arms  28 ,  30 , linear force elements  32  and  34  (shown as shock absorbers) and an endless belt or drive track  36 . As shown, the control arms  28 ,  30  and the linear force elements  32  and  34  are coupled between the slide rail  24  and the frame  22 . A carrier roller  25  is coupled to the slide rail  24 . A drive system  36  comprising a drive track  40  is slidably guided by the slide rail  24  and is drivably coupled to the propulsion unit  5 . 
         [0036]    With reference now to  FIGS. 2A and 3-5 , the front suspension assembly  16  will be described in greater detail. As shown best in  FIGS. 3 and 4 , front suspension assembly  16  generally includes a spindle body  40 , a lower linkage portion  42 , and a mounting portion  44 . As shown best in  FIG. 5 , spindle body  40  is generally comprised of two plates  50  and  52  where each plate includes a plurality of apertures. Namely, plate  50  includes apertures  50   a - 50   g  together with an enlarged aperture at  50   h.  Likewise, plate  52  includes apertures  52   a - 52   g  and an enlarged aperture at  52   h.  Spindle body  40  also includes a plurality of spacers to space the plates  50  and  52  apart, namely spacers  54   a,    54   b,    54   c,  and  54   g.  An enlarged spacer is provided at  54   h.  It should be noted each of the spacers  54   a,    54   b,    54   c,  and  54   g  are somewhat spool-shaped having an enlarged head portion  56  at each end as well as threaded openings  58  at each end. Enlarged spacer  54   h  is embossed at each end to define a reduced diameter section  60  defining shoulders  62 . 
         [0037]    Thus, the spindle body may be preassembled by placing the reduced diameter portion  60  of spacer  54   h  into respective apertures  50   h  and  52   h.  This positions the reduced diameter portion  60  through the corresponding apertures  50   h  and  52   h  as shown in  FIGS. 3 and 4 . Spacers  54   c  and  54   g  may then be aligned with corresponding apertures  50   c,    52   c;  and  50   g,    52   g.  Fasteners and washers may then be positioned against plates  50  and  52  to retain the two plates together and coupled to the spacers. Namely, fastener  70   c  and washer  72   c  may be aligned with aperture  52   c  and brought into threaded engagement with threaded aperture  58  of spacer  54   c.  Likewise, fasteners  70   g  and washers  72   g  may be received through apertures  50   g  and  52   g  to be received into the threaded ends  58  of spacer  54   g.  The fasteners should be brought into engagement with the threaded apertures of their corresponding spacers but not fully torqued down at this position as other spacers and assembly is required within the spindle assembly. 
         [0038]    With reference still to  FIG. 5 , mounting portion  44  is shown including clamp halves  80 ,  82 ;  84 ,  86 . Each of the pairs of clamp halves includes semi-cylindrical openings which may encompass the front forks of the motorcycle frame as described above with reference to  FIG. 1 . Thus, spacers  54   a  and  54   b  are now aligned with respective pairs of apertures  50   a,    50   b;    52   a  and  52   b;  and fasteners  70   a  and  70   b  are received through their respective apertures as shown in  FIG. 5 . This brings fasteners into engagement with the threaded ends  58  of the corresponding spacers  54   a  and  54   b  to a position where the clamp may be closed. 
         [0039]    With reference now to  FIG. 5A , the link assembly  42  is shown and will be described in greater detail. As shown best in  FIG. 5A , link assembly  42  includes front links or control arms  100  and rear links or control arms  102 . Each control arm  100  includes an upper coupling  100   a  and a lower coupling at  100   b.  Likewise, control arms  102  include upper couplings at  102   a  and lower couplings at  102   b.  Each of the upper couplings  100   a  and  102   a  receive sleeves  104  which are profiled to be received in the couplings  100   a,    102   a.  Spacers  106  and  108  respectively, are then inserted through corresponding couplings  100   a,    102   a  and into sleeves  104 . Likewise, spacer  108  is received into couplings  102   a,  and into sleeves  104 . Thus, control arms  100  and  102  may be aligned with respective apertures  50   e,    52   e,  and  50   f,    52   f  ( FIG. 5 ) and fastened to the spindle assembly by way of fasteners and washers  70   e,    72   e  and  70   f,    72   f.    
         [0040]    With reference again to  FIG. 5A , linkage assembly  42  further includes a knuckle  110  having a front pivot coupling  110   a  having an aperture at  110   b  and a rear pivot coupling  110   c  having an aperture  110   d.  Sleeves  112  may be received in lower couplings  100   b  of control arms  100  (in the orientation shown in  FIG. 5A ) and then couplings  100   b  may be received in alignment with apertures  110   b  whereupon fasteners  114   a  and washers  114   b  may be aligned with threaded apertures  110   b  to couple control arms  100  with the knuckle  110 . In a like manner, sleeves  116  may be received in lower couplings  102   b  (in the orientation shown in  FIG. 5A ) whereby couplings  102   b  and sleeves  116  are received over rear pivot coupling  110   c  and in alignment with threaded apertures  110   d.  Thereafter, fasteners  120   a  and washers  120   b  may be aligned with sleeves  116  to couple alignment arms  102  with knuckle  110 . 
         [0041]    Finally, with reference to  FIG. 5B , linkage  42  further includes a shock absorber  124  having a lower coupling at aperture  124   a  and an upper coupling at aperture  124   b.  Split sleeves  126  include reduced diameter portions  126   a  and threaded apertures at  126   b.  Split sleeves  126  may be positioned with reduced diameter portions  126   a  in apertures  124   b  and the shock may be coupled to the spindle assembly by way of fasteners  70   d  and washers  70   e  positioned through apertures  50   d  ( FIG. 5 ) and into threaded engagement with threaded apertures  126   b.  The lower aperture  124   a  of shock  124  may then be coupled to bracket arms  102   c  as shown in  FIG. 5B . Sleeves  130  are positioned with reduced diameter portions  130   a  within the shock aperture  124   a.  The sleeves  130  and the shock aperture  124   a  are then aligned with apertures  102   d  whereupon fastener  140  may be received through sleeves  130 , apertures  102   d  and receive a fastener  142  and lock washer  144 . Thus, the entire assembled second suspension system  16  is shown in  FIGS. 3 and 4  where knuckle  110  is shown as providing an aperture  110   e  for coupling to ski  18  as shown above in  FIG. 2A . That is, ski  18  includes ski rails  18   a  whereby a pin  18   b  may be received through the rails and into aperture  110   e  for retaining ski  18  to the second suspension system  16 . Ski  18  could be similar to that shown in U.S. Pat. No. 8,381,857, the subject matter of which is incorporated herein by reference. 
         [0042]    Thus, in operation and with reference to  FIGS. 6A and 6B , ski  18  is shown in a fully extended position in  FIG. 6A  and in a full trounce position in  FIG. 6B . As shown in  FIG. 6B , control arms  100  and  102  are shown collapsed with the shock absorber  124  in a stroked position. Advantageously, the ski is lifted up and rearwardly relative to spindle assembly  40 . It is lifted upwardly in the sense that it rotated (in the clockwise sense as viewed in  FIG. 6B ). It is rotated in the range of 1-5°. It also moves rearwardly, for example, the position of the pin  18   b  which couples the ski to knuckle  110  moves rearwardly from the positions shown in  FIG. 6A  to the position shown in  FIG. 6B . That is, the distance in  FIG. 6A  between the upper pivot point of front control arm  100  (about fastener  70   e ) is shown as X 1 , whereas in  FIG. 6 b    the distance is shown as X 2 , where X 2  is greater than X 1 . This provides an enhanced suspension system in that the ski is lifted up and rearward; for example, if the snow bike is going over a rock or log, the ski is lifted up and over the log rather than pushing the ski into the log. This movement also reduces the friction between the ski and the snow due to the lifting of the ski. 
         [0043]    It should be understood that the spindle assembly may also be usable on a conventional snowmobile, and as shown in  FIG. 2B , spindle  16 ′ is shown coupled to upper and lower alignment arms or control arms  150 ,  152 , where upper control arm  150  is coupled to spindle assembly  16 ′ by way of a ball joint at  154 . Although not shown in  FIG. 2B , lower control arm  152  would also be coupled by way of a ball joint to spindle assembly  16 ′. It should be further understood that spindle assembly  16  or  16 ′ could be adapted for use with a trailing arm type snowmobile suspension of the type shown in U.S. Pat. No. 6,328,124, the subject matter of which is incorporated herein by reference. 
         [0044]    With reference now to  FIGS. 7-10C , a second embodiment of the front suspension assembly will be described. As shown best in  FIGS. 7-9 , front suspension assembly  216  is shown, but in this embodiment, the suspension  216  is coupled to two skis  218  (Left ski  218 L and right ski  218 R). Front suspension assembly  216  generally includes a spindle body  240 , and a lower linkage portion  242 . The front suspension  216  would also include a mounting portion similar to that as shown at  44  in  FIG. 3 , for connection to the forks  12 . In this embodiment, front suspension assembly  216  includes an independent suspension for each one of the skis  218 , as discussed herein. 
         [0045]    As shown best in  FIGS. 10-10C , spindle body  240  is generally comprised of two plates  250  and  252  where each plate includes a plurality of apertures. Namely, plate  250  includes apertures  250   a - 250   c  together with enlarged apertures at  250   d - 250   f.  Likewise, plate  252  includes apertures  252   a - 252   c  and enlarged apertures at  252   d - 252   f.  Spindle body  240  also includes a plurality of spacers to space the plates  250  and  252  apart, namely spacers  254   a,    254   b,    254   c,    254   e  and  254   f.  An enlarged spacer is provided at  254   d.  It should be noted that each of the spacers  254   e  and  254   f  are somewhat spool-shaped having an enlarged head portion  256  ( FIG. 10A ) at each end as well as threaded openings  258  at each end ( FIG. 10A ). Enlarged head portion  256  defines reduced diameter portion  256   a  and shoulder  256   b  ( FIG. 10A ). Enlarged spacer  254   d  is embossed at each end to define a reduced diameter section  260  defining shoulders  262  ( FIG. 10A ). 
         [0046]    Thus, the spindle body  240  may be preassembled by placing the spacers  254   d,    254   e  and  254   f  between the plates  250  and  252 . This is done by placing the reduced diameter portions  260  of spacer  254   d  into respective apertures  250   d  and  252   d;  by placing the reduced diameter portions  256   a  of spacer  254   e  into respective apertures  250   e  and  252   e;  and by placing the reduced diameter portions  256   a  of spacer  254   f  into respective apertures  250   f  and  252   f  ( FIGS. 10 and 10A ). This positions the reduced diameter portions  260  through their corresponding apertures as shown in  FIG. 7 . This also positions the reduced diameter portions  256   a  through their corresponding apertures ( 250   e,    250   f;    252   f,    252   f ) as the shoulders  256   b  abut the plates  250 ,  252 . 
         [0047]    Spacers  254   a  and  254   c  are also installed by aligning them with corresponding apertures  250   a,    252   a  and  250   c,    252   c.  Fasteners may then be positioned against plates  250  and  252  to retain the two plates together and coupled to the spacers. Namely, fastener  270   a  ( FIG. 10A ) may be aligned with aperture  250   a  of plate  250  and brought into threaded engagement with threaded aperture of spacer  254   a.  Likewise, fastener  270   a  may be aligned with aperture  252   a  of plate  252  ( FIG. 10 ) and received into the threaded aperture of spacer  254   a.  Also fastener  270   c  ( FIG. 10A ) may be aligned with aperture  250   c  of plate  250  and brought into threaded engagement with threaded aperture of spacer  254   c.  Likewise, fastener  270   c  may be aligned with aperture  252   c  of plate  252  ( FIG. 10 ) and received into the threaded aperture of spacer  254   c.    
         [0048]    With reference still to  FIGS. 10-10C , the link assembly  242  will be described in greater detail. As shown best in  FIG. 10 , link assembly  242  includes two independent suspensions, namely a right suspension  264  and a left suspension  266 . Right suspension  264  includes a front link or control arm  300  and a rear link or control arm  302 . As shown best in  FIG. 10A , control arm  300  includes an upper coupling  300   a  and a lower coupling at  300   b.  Likewise, control arm  302  includes an upper coupling at  302   a  and a lower coupling at  302   b.  Left suspension  266  includes a front link or control arm  304  and a rear link or control arm  306 . Control arm  304  ( FIG. 10 ) includes an upper coupling  304   a  and a lower coupling at  304   b  ( FIG. 10B ). Likewise, control arm  306  includes an upper coupling at  306   a  and a lower coupling at  306   b  ( FIG. 10B ). 
         [0049]    Each of the upper couplings  300   a  and  302   a  receive sleeves  305  ( FIG. 10A ) which are profiled to be received in the couplings  300   a,    302   a.  Couplings  300   a  and  302   a  of control arms  300  and  302  are then positioned over the reduced diameter portions  256   a  of spacers  254   e  and  254   f  which protrude through apertures  250   e    250   f.  Thus, control arms  300  and  302  of right suspension  264  may be aligned with respective apertures  250   e  and  250   f,  ( FIG. 10A ) and fastened to the spindle assembly by way of fasteners and washers  270   e,    272   e  and  270   f,    272   f.  In a like manner, control arms  304  and  306  of left suspension  266  also receive sleeves  305  ( FIG. 10 ) and are then positioned over the reduced diameter portions  256   a  of spacers  254   e  and  254   f  which protrude through apertures  252   e,    252   f  of plate  252  ( FIG. 10 ). Thus, control arms  304  and  306  of left suspension  266  may be aligned with respective apertures  252   e  and  252   f,  ( FIG. 10 ) and fastened to the spindle assembly by way of fasteners and washers  270   e,    272   e  and  270   f,    272   f.    
         [0050]    With reference again to  FIG. 10A , linkage assembly  242  further includes a knuckle  310  having a front pivot coupling  310   a  having a threaded aperture at  310   b  and a rear pivot coupling  310   c  having a threaded aperture  310   d.  Spacer  311  and sleeves  312  may be received in lower couplings  300   b,    302   b  of control arms  300 ,  302  whereupon lower couplings  300   b,    302   b  may be received in front and rear pivot coupling  310   a,    310   c  and fasteners  314  may be received in alignment with threaded apertures  310   b,    310   d  to couple control arms  300 ,  302  with the knuckle  310 . 
         [0051]    Finally, with reference to  FIG. 10C , linkage  242  further includes shock absorbers  324 ,  325  having lower couplings at aperture  324   a,    325   a  and upper couplings at  324   b,    325   b.  Split sleeves  326 ,  327  include reduced diameter portions  326   a,    327   a.  Split sleeves  326  may be positioned with reduced diameter portions  326   a  in apertures  324   b  of shock absorber  324 . Likewise, split sleeves  327  may be positioned with reduced diameter portions  327   a  in apertures  325   b  of shock absorber  325 . The shock absorbers  324 ,  325  may then be coupled to the spindle assembly by way of spacer  254   b.  That is, spacer  254   b  is positioned through sleeves  326 ,  327  with spacer  254   b  aligned with apertures  250   b,    252   b.  Fasteners  272   b  are then inserted through apertures  250   b,    252   b  and into threaded apertures of spacer  254   b.  This pivotally couples the two shock absorbers  324  and  325  to the spindle  240 . 
         [0052]    The lower apertures  324   a,    325   a  of shocks  324 ,  325  may then be coupled to control arms  302 ,  306  as shown in  FIG. 10C . A first sleeve  330  is positioned with a reduced diameter portion  330   a  within aperture  324   a  of shock  324 . The sleeve  330  and the shock aperture  324   a  are then aligned with aperture  302   d  on boss  302   e  whereupon fastener  340  may be received through sleeve  330  and into aperture  302   d.  Likewise, a second sleeve  332  is positioned with a reduced diameter portion  332   a  within aperture  325   a.  The sleeve  332  and the shock aperture  325   a  are then aligned with an aperture (not seen in  FIG. 10C ) on boss  306   e  whereupon fastener  342  may be received through sleeve  332  and into the aperture. 
         [0053]    Thus, the entire assembled second suspension system  216  is shown in  FIGS. 7-9  where knuckle  310  is shown as providing an aperture  310   e  ( FIG. 10B ) for coupling to ski  218  as shown. That is, ski  218  includes ski rails  218   a  whereby a pin  218   b  may be received through the rails and into aperture  310   e  for retaining ski  218  to the second suspension system  216 . 
         [0054]    Thus, in operation and with reference to  FIGS. 7-9 , skis  218 R and  218 L are shown in a fully down position as the right and left suspensions are shown in their respective extended positions. However, as the suspensions  264 ,  266  are independent, either ski  218 R or  218 L may move relative to the other. For example, as shown  FIGS. 11-15 , the left suspension  266  is shown in a collapsed position, whereas the right suspension  264  is shown in a fully extended position. This can be seen in  FIG. 12  where the shock absorber  324  is shown in its original and fully extended position, whereas shock absorber  325  is shown fully collapsed. This can also be seen in the comparison of  FIGS. 14 and 15 , where in  FIG. 14 , the control arms  304  and  306  are shown in their collapsed position, whereas in  FIG. 15 , the control arms  300  and  302  are shown in their fully extended position. As in the previous embodiment, and as best shown in  FIG. 14 , when control arms control arms  304  and  306  are collapsed with the shock absorber  324  in a stroked position, the left ski  218 L is lifted up relative to right ski  218 R. It also moves rearwardly, as in the previous embodiment, having the advantages as previously enumerated. In addition ski  218 L is rotated slightly in the clockwise direction, as viewed in  FIG. 14 . 
         [0055]    In the second embodiment, the independent movement of the skis relative to each other has its advantages. First, as there are two skis  218 , the skis may provide a wider base than a single ski providing better stability and steering capability. Second, as the skis  218  may move relative to each other, one of the skis (for example left ski  218 L in  FIGS. 16-17 ) may be lifted to pass over an object  400 , which provides greater stability to the snow bike as the right ski  218 R maintains contact with the ground. This provides the ability for one of the skis to be lifted up and over the object without losing control of the snow bike or without a large jolt to the front end of the snow bike. Third, and with reference to  FIG. 18 , when the snow bike is traversing a side slope, the skis can track with the slope to provide two levels of ski contact with the slope for better stability. Finally, due to the four bar linkage design the amount of ski trail may be adjusted versus the suspension ravel, where ski trail equals the length of the skag or the runner is behind the ski pivot bolt. Thus the ski trail can be adjusted throughout the stroke of the suspension and that can all be dependent of the four bar linkage. 
         [0056]    In another embodiment, the two shocks can be adjusted to act differently from each other. For example, a crossover tube  420  ( FIG. 12 ) between the shocks causes the skis to actuate oppositely. That is, when one shock is stroked, it pushes the other down, as the dampening medium is pushed from the stroked shock to the extending shock. This also helps in steering. The crossover tube  420  connects the air flow shocks such that when you lean left, the inside ski lifts up easier and then applies pressure to the outside ski because it&#39;s equalizing pressure between the two shocks so it&#39;s less rising rate on the inside ski and more of a rising rate on the outside ski which helps it maneuver the corner better than if the two shocks weren&#39;t connected between each other. 
         [0057]    In another embodiment, a connecting rod or sway bar could be coupled between the skis to couple the two shock absorbers together. 
         [0058]    While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.