Patent Abstract:
Air suspension systems, devices, apparatus, and methods for allowing motorcycle drivers to increase and decrease compressed air supplies in air suspension devices. Deflating interior air springs/airbags (bladders) inside the devices allows for springs and pistons on shock absorbers in the devices to expand outward separating lower front and rear frame portions which effectively lowers the motorcycle to the ground surface and for the driver to have a firmer ride. Inflating the air springs/airbags (bladders) allows for the springs and the pistons on the shock absorbers in the devices to retract into the devices so that the devices have a more shock absorbing effect giving the rider a smoother ride, which also raises the motorcycles above the ground surface.

Full Description:
This invention relates to air suspension, in particular to adjustable air suspension devices, apparatus, systems and methods, for vehicles such as motorcycles. 
     BACKGROUND AND PRIOR ART 
     Conventional, stock, and after-market suspension products such as air shocks and air springs are generally preset to a specific maximum weight accommodation level. This preset suspension does not always provide the best ride or handling for the riders. Additionally, motorcycles are known to have hard rides that are not comfortable for many riders such as the elderly, overweight individuals, and women. 
     Tuning conventional spring and shocks on for motorcycles can be arduously tedious, taking days or even weeks. Thus, it is not practical to allow for real-time tuning of conventional springs and shocks. 
     Current springs used in motorcycles are usually progressive in that their lifespan and use deteriorate over time. For example, as the spring compresses, the spring weakens over time, making the ride less desirable for the riders. 
     Conventional air suspension systems often result in nonsmooth and uncomfortable rides, coupled with undesirable vehicle ride performance. 
     Various types of air suspension systems have been proposed over the years. U.S. Pat. No. 6,648,309 to Beck describes a piston rod with low/high pressure chambers. U.S. Pat. No. 6,374,966 to Lillbacka describes a piston rod that moves within the chamber and is surrounded by an outer chamber with sealing gaskets. An o-ring seals isolate compartment from environment outside of shock absorber; compressible fluid in inner chamber; coil spring provided about piston rod; air inlet, a fluid, i.e. air, pumped into elastomeric tube so that the inflated elastomeric tube acts as air spring to enhance shock absorbing ability of shock absorber. 
     U.S. Pat. No. 6,244,398 to Girvin describes a shock absorber with a shaft that extends into a reservoir housing which includes a hydraulic reservoir and gas chamber. The chamber seal includes an o-ring to separate the gas chamber from the hydraulic reservoir. There are springs on the shaft, a piston, and shim washers at the end of the piston, a reservoir cap, reservoir seal, and a bumper. 
     U.S. Pat. No. 5,833,036 to Gillespie describes an airbag in a reservoir of a cylinder, a piston assembly disposed within an inner cylinder and mounted to a piston rod. The piston rod comprising of piston assembly piston, check valve, a seal ring, seal ring carrier, bypass spring, spring abutment plate, and an end outer cylinder sealed plate with threaded mounting member. 
     U.S. Pat. No. 5,458,219 to Anderson describes a piston; reservoir containing gas cells. U.S. Pat. No. 5,172,794 to Ward describes a gas bag; piston assembly disposed within inner cylinder; piston rod that moves within piston assembly and extends into rebound chamber; outer cylinder with end cap; seal ring; ring; spring; and an end cap. 
     U.S. Pat. No. 4,664,234 to Wight; U.S. Pat. No. 4,566,565 to Wicke et al.; and U.S. Pat. No. 4,560,042 to Sell et al.; each describe self pressurized dampers. U.S. Pat. No. 3,024,875 to Stultz describes a shock absorber. U.S. Pat. No. 2,571,279 to Nils O. Mykestad describes a cylinder that defines a fluid reservoir containing a sack where air is introduced to a piston rod with sealing means and springs bear against it. And U.S. Pat. No. 2,324,058 to A. Boor et al. describes a hydraulic shock absorber structure. 
     The prior art discloses various types of air suspension systems and their respective components. However, none of the cited references overcomes the problems with the prior art described above. More particularly none of the prior art describes an easily adjustable system for use with motorcycles that allows the rider to have an adjustable ride based on the air suspension cylinders on those motorcycles. 
     Thus, the need exists for solutions to the above problems with the prior art. 
     SUMMARY OF THE INVENTION 
     A primary objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles to allow the rider to adjust the suspension to accommodate their personal weight as well as any cargo weight. 
     A secondary objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles to allow the rider to have a smoother ride base on a smoother suspension, adjustable suspension height, and adjustable suspension stiffness. 
     A third objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles to allow the rider to have a more comfortable ride, which in turn provides a more enjoyable ride experience. 
     A fourth objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles so that an increase of air will stiffen the ride and raise the suspension, while a release of air will soften the ride and lower the suspension. 
     A fifth objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles to allows the shock absorber(s) to act as an extendable and retractable rod to lower or raise the vehicle. 
     A sixth objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles where tuning air suspension is done to individual tastes and usually reduced to a few minutes via onboard adjustability. 
     A seventh objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles, where air suspension can be instantly set to specific driving conditions, resulting in improved drive handling. 
     An eighth objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles, where adjustability can be customized between various settings that are smooth and comfortable, firm and rigid, or somewhere in the middle. Vehicle rider&#39;s performance can be based on the rider&#39;s desired settings, with existing components on the motorcycle. 
     A ninth objective of the present invention is to provide adjustable air suspension apparatus, devices, systems and methods for motorcycles, where adjustability can be based on the riders height, weight, desired ride comfort levels, and other customizations. 
     Unlike factory installed air suspension shocks, the invention allows the user to raise or lower the rear shocks through the full range of the suspension travel. This gives the rider the flexibility of setting the height of the rear suspension based on the rider&#39;s weight, height, and preference, helping ensure both safety and comfort through enhanced control and stability. 
     The invention can be manufactured to be used in motorized or non-motorized vehicles. This invention uses an inflatable air spring or rubber/elastomeric airbag/bladder, a shock absorber, a coil spring, and a combination of o-rings to make up the air suspension system. The unique configuration of the parts and o-rings is what separates this air suspension from other suspension devices. 
     The benefits of this invention are a smoother suspension, adjustable suspension height, and adjustable suspension stiffness. A practical application of this invention would be on any softail motorcycle configuration as well as on other vehicles. The end user of the product can adjust the suspension to accommodate their personal weight as well as any cargo weight. This adjustability of the suspension is what improves the ride characteristics of the motorcycle for each individual user. 
     Conventional, stock, and after-market suspension are preset to a specific maximum weight accommodation level. This preset suspension does not always provide the best ride or handling. The invention allows the user to adjust the suspension levels of the vehicle according to their preference. By allowing the user to adjust the suspension level, the adjustable invention provides a comfortable ride, which in turn provides a more enjoyable ride experience. The suspension will absorb the right amount of shock or energy to prevent jerky handling, and adjusting the invention to the appropriate setting will allow the vehicle to handle safer than with a conventional or stock suspension. Air is pumped into and fills the air spring/airbag/bladder, which enables this adjustability; an increase of air will stiffen the ride and raise the suspension, while a release of air will soften the ride and lower the suspension. 
     Another difference between this invention and others is the use of o-rings to seal the housing of the shock absorber. A unique aspect of the invention is that the housing of the shock absorber slides between the o-rings. This allows the shock absorber to act as a rod to lower or raise the vehicle. The invention is divided into three separate assemblies: the spring, the shock absorber, and the casing. The spring is assembled by using an air spring, a sleeve, two static o-rings, coil spring, o-ring custom top, and crimp rings. Assembly of these parts forms the spring. The crimp rings are circularly compressed to the top and the sleeve to seal the air spring. The coil spring may or may not be used in some assemblies. Acting as a lift helper, the coil spring is used to decrease the amount of air that would be needed to lift a load. It keeps the vehicle at a somewhat standard level, so that adjusting the lift level is not entirely dependent upon air pressure. In fact, with this invention, a minimal amount of air is needed. 
     The invention combines a shock absorber with inflatable air spring/airbag/bladder and spring along with O-rings and other components. By placing two o-rings in the custom top, sliding the shock absorber through the spring, and securing the new assembly with the retaining ring, the assembly now has a completed spring and shock absorber that work together. The final assembly of the invention is the mounting and casing of the invention. The bump stop is placed over the extension rod, followed by the extension. The airbag can be placed over the existing assembly, and then secured by the hex nut. After tightening the hex nut, the ASAS is complete and ready for vehicle installation. 
     Further objects and advantages of this invention will be apparent from the following detailed description of the presently preferred embodiments which are illustrated schematically in the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         FIG. 1  is a perspective front right view of a preferred embodiment of the air suspension device in an uncompressed/deflated position with external piston extended. 
         FIG. 2  is a perspective front right view of the air suspension device of  FIG. 1  in a compressed/inflated position with external piston retracted 
         FIG. 3  is a front view of the compressed air suspension device of  FIG. 2 . 
         FIG. 4  is a top view of the compressed air suspension device of  FIG. 2 . 
         FIG. 5  is a left end view of the compressed air suspension device of  FIG. 2 . 
         FIG. 6  is a right end view of the compressed air suspension device of  FIG. 2 . 
         FIG. 7  is a partial cross-sectional perspective view of the compressed air suspension device of  FIGS. 2-6 . 
         FIG. 8  is a partial cross-sectional perspective section view of the uncompressed air suspension device of  FIG. 1 . 
         FIG. 9  is an exploded perspective view of the air suspension device. 
         FIG. 10  is another front view of the compressed air suspension device of  FIG. 3 . 
         FIG. 11  is a side cross-sectional view of the compressed air suspension device of  FIG. 10  along arrows  11 X 
         FIG. 12  is another front view of uncompressed air suspension device of  FIGS. 1 and 8 . 
         FIG. 13  is a side cross-sectional view of the uncompressed air suspension device of  FIG. 12  along arrows  13 X. 
         FIG. 14  is a perspective view of a motorcycle frame with air suspension devices being mounted to the frame. 
         FIG. 14A  is an enlarged view of a handlebar mounted control panel shown in  FIG. 14 . 
         FIG. 15A  is an enlarged partial front view of the rear frame and wheel mounted air suspension device(s) of  FIG. 14  in an uncompressed position. 
         FIG. 15B  is another partial front view of the rear frame and wheel mounted air suspension device(s) of  FIGS. 14 and 15A  in a compressed position. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Before explaining the disclosed embodiments of the present invention in detail it is to be understood that the invention is not limited in its applications to the details of the particular arrangements shown since the invention is capable of other embodiments. Also, the terminology used herein is for the purpose of description and not of limitation. 
     A list of the components will now be described.
       1  air suspension device     10 . air suspension device in an uncompressed and deflated position.     20 . air suspension device in a compressed and inflated position.     30 . airbag can.     33 . interior threaded walls.     36 . curving end walls     38 . protruding ring     40 . Top.     42 . interior ledge     43 . interior grooves     45 . Lower exterior threaded walls     47 . lower narrow diameter outer wall     50 . Outer/external Shock piston ring     51 . piston members     52 . narrowing neck of upper piston member     54 . upper piston member     56 . lower hollow piston member     57 . air gap inside shock portion     60 . Compressed air inlet.     70 . Link rod.     71 . interior threads     72 . enlarged cap end     74 . threaded inner end     76 . optional ring attached ends     78 . threaded outer end     80 . Link rod nut.     90 . Coil spring.     100 . Airbag.     102 . Upper end of airbag     108 . inner opposite end of airbag     110 . O-ring(s).     120 . Piston sleeve.     122 . enlarged upper end     130 . Bumper stop.     140 . Airbag crimp ring # 1 .     150 . Airbag crimp ring # 2 .     160 . Retaining ring.     170 . Shock extension rod.     171 . threaded outer end     178 . opposite end     180 . Motorcycle frame.     190 . Motorcycle.     200 . Hard mounting point on motorcycle frame for Shock housing.     210 . Rear wheel mount frame.     220 . Rocker arm pivot.     230 . Mounting point on rocker arm for shock.     240 . Rocker arm (part of rear wheel mount frame).     250 . Rear wheel.     260 . Wiper seal.     270 . Gland seal.     280 . Front wheel     300 . Air suspension control for handlebar     400  battery     500  air compressor   

       FIG. 1  is a perspective front right view of a preferred embodiment of the air suspension device  1  in an uncompressed position  10  with the moveable shock piston ring  50  extended out from the top  40  of the airbag can  30 . 
       FIG. 2  is a perspective front right view of the air suspension device  1  of  FIG. 1  in a compressed position  20  with the moveable shock piston ring  50  retracted in toward the top  40  of the airbag can  30 . 
       FIG. 3  is a front view of the compressed air suspension device  20  of  FIG. 2 . 
       FIG. 4  is a top view of the compressed air suspension device  20  of  FIG. 2 .  FIG. 5  is a left end view of the compressed air suspension device  20  of  FIG. 2 .  FIG. 6  is a right end view of the compressed air suspension device  20  of  FIG. 2 . 
     Referring to  FIGS. 1-6 , the air suspension device  1  includes an air bag can  30  having a generally cylindrical shape with a top cap end  40  having the outer ring  50  of a moveable piston member  52 ,  54 ,  56  extending therefrom. A compressed air inlet  60 , whose purpose will be described later in reference to  FIGS. 14 ,  14 A,  14 B,  15 A and  15 B allows for a compressed air supply to be selectively input inside of the air suspension device to allow for the extendable piston member  50 - 58  to either retract or extend from the top  40  of the air can  30 . The rear walls  36  of the air can  30  curve back to an external protruding ring  38 , where a link rod  70  is held in place by a link rod nut  80 . 
       FIG. 7  is a partial cross-sectional perspective view  20  of the compressed air suspension device  1  of  FIGS. 2-6 .  FIG. 8  is a partial cross-sectional perspective section view  10  of the uncompressed air suspension device of  FIG. 1 .  FIG. 9  is an exploded perspective view of the air suspension device  1  of the preceding figures. 
       FIG. 10  is another front view  20  of the compressed air suspension device  1  of  FIG. 3 .  FIG. 11  is a side cross-sectional view  20  of the compressed air suspension device  1  of  FIG. 10  along arrows  11 X 
       FIG. 12  is another front view  10  of uncompressed air suspension device  1  of  FIGS. 1 and 8 .  FIG. 13  is a side cross-sectional view  10  of the uncompressed air suspension device  1  of  FIG. 12  along arrows  13 X. 
     Referring to  FIGS. 1-4  and  7 - 12 , the suspension device  1  includes a main airbag can  30  having a generally cylindrical shape, with link rod  70  having a threaded end  78  which extends from the ring portion  38  of the rear wall  36 . An opposite enlarged cap end  72  has a diameter larger than the through-hole opening in ring  38  and has an inner threaded end portion  72 , that is locked in place by link rod nut  80  so that protruding ring end  38  of rear wall  36  is sandwiched between nut  80  and enlarged cap  72 . Interior threads  71  on the other side of cap  72  is used to capture threaded outer end  171  of shock extension rod  170  which has an opposite end  178  inside of piston members  51 ( 56 ,  54 ,  52 , and  50 ). 
     Shock extension rod  170  with the lower portion  56 ,  54  of piston members  51  are positioned inside of top  40  with wiper seal  260  and gland seal  270  positioned within interior grooves  43  of the top  40 , so that a fluid seal exists between moveable piston members  51  and top  40 . Lower exterior threaded walls  45  of top  40  eventually locks about interior threaded walls  33  in the upper end of airbag can  30 . Between the top  40  and the rear wall  36  of airbag can  30 , inside of the can  30  is bumper stop  130  on which shock extension rod  170  protrudes therethrough. Upper end  102  of airbag  100  is attached to the outside of lower narrow diameter outer wall  47  of top  40  and is held in place by large diameter airbag crimp ring  140 . Lower upwardly bent opposite end  108  of airbag  100  is held in place against piston sleeve  120  by a smaller diameter airbag crimp ring  150 . O-ring(s)  110  separate the piston sleeve  120  from the exterior of lower piston member  56 . A coil spring  90  is positioned between enlarged upper end  122  of piston sleeve  120  and interior ledge  42  of top  40 . 
     Adding Compressed Air (Inflating Airbag(Bladder)) 
     Referring to  FIGS. 7-13 , as compressed air is pumped into compressed air inlet  60 , airbag  100  expands downward (inflates) within airbag can  30  as shown in  FIGS. 7 and 11 , while allowing spring  90  to naturally expand to a normal coil expanded state. While in a compressed air state with the airbag (bladder) inflated, the more air added, the firmer the ride is for the rider on the motorcycle. 
     In addition, as the piston members  51  retract into the airbag can  30 , the air suspension device effectively pulls front frame and rear frame portions of the motorcycle together to raise the height of the motorcycle which is explained and shown in relation to  FIGS. 15A-15B . 
     Removing Compressed Air (Deflating Airbag (Bladder)) 
     Referring to  FIGS. 7-13 , as compressed air is released outward from air inlet  60 , airbag  100  retracts (deflates) within airbag can  30  as shown in  FIGS. 8 and 13 , while contracting spring  90  to a contracted state. While in an uncompressed air state with the airbag (bladder) deflated, the more air removed, the smoother the ride is for the rider on the motorcycle. As shown in  FIG. 13 , the air gap  57  within lower piston member  56  and the upper end of shock extension rod  170  allows for a greater amount of shock cushion effect which results in a smoother ride. 
     In addition, as the piston members  51  extend from the top  40 , the air suspension device effectively pushes the front frame and rear frame portions of the motorcycle apart from one another so that the height of the motorcycle becomes lower which is explained and shown in relation to  FIGS. 15A-15B . 
       FIG. 14  is a partial perspective view of a motorcycle  190  with air suspension devices  1  being mounted to portions of the frame  200 ,  230 .  FIG. 14A  is an enlarged view of a handlebar mounted control panel  300  shown in  FIG. 14 . Referring to  FIGS. 14 and 14A , the air suspension devices can have ring end  50  of moveable piston members  51  attached about a hard mounting point  200  on the motorcycle frame that is attached to a front portion of the motorcycle frame  180  toward the direction of front wheel  280 . The opposite fixed link rod  70  can have an optional ring end  76  attached to mounting points on a rocker arm  230  that is attached to the rear frame portion of the motorcycle adjacent to the rear wheel  250 . Rocker arm  230  has a rocker arm pivot  220  that allows the rocker arm  230  to pivot relative to an upper rocker arm  240  which is part of the rear wheel mount frame  210  which attaches to the rear wheel  250 . 
     A handlebar mounted control panel  300  can be connected to the battery power supply  400  located on the bike which operates an air compressor  500  which supplies compressed air through air inlet ports  60  previously described on the air suspension devices  1 . On the panel, switches  310 ,  320  can be push button switches which either add compressed air to the air suspension devices by depressing button  310 , or remove air from the air suspension devices  1  by pressing on button  320 . The depressible buttons allow for instant inflation and deflation of the airbags (air bladders)  100  within the air suspension devices, and allow the driver to achieve desired operating conditions of the air suspension devices  1  in minutes. 
     An operating gauge  340  can show in real-time the amount of compressed air in air suspension devices  1 , which can run from approximately 0 PSI (pounds per square inch) for minimum pressure level to as much as approximately 250 PSI for maximum pressure loads. A set button can be preset to different pressure levels so that the operator can immediately depress to various pre-programmed pressure states for settings such as but not limited to states that are smooth and comfortable, firm and rigid, or somewhere in the middle. The rider can further make adjustments to the air suspension devices  1  based on their height, weight, and any other customized conditions as desired. 
       FIG. 15A  is an enlarged partial front view of the rear frame and wheel mounted air suspension device(s)  1  of  FIG. 14  in a compressed air position with piston members  51  in retracted position. Here the motorcycle is in a raised position over the ground surface where the rider can have a smooth ride. 
       FIG. 15B  is another partial front view of the rear frame and wheel mounted air suspension device(s)  1  of  FIGS. 14 and 15A  in an uncompressed air position where the piston members  51  are extended outward from the air suspension devices  1 . Here, the motorcycle is in a lowered position to the ground surface, where the rider can have a more firm ride. 
     While the figures show the novel air suspension device  1  mounted with the moveable shock piston ring  50  attached to the rear frame of the bike, the air suspension device(s)  1  can be oppositely mounted with the moveable shock piston ring attached to the front frame of the motorcycle. 
     While the preferred embodiment describes the invention as being attached to two wheeled vehicles, such as motorcycles, the invention can be applied to and used with other vehicles. 
     Although the invention describes use of the air suspension system with air, the invention can be used with other fluids, such as but not limited to other types of gases, liquids, and the like. 
     While the invention has been described, disclosed, illustrated and shown in various terms of certain embodiments or modifications which it has presumed in practice, the scope of the invention is not intended to be, nor should it be deemed to be, limited thereby and such other modifications or embodiments as may be suggested by the teachings herein are particularly reserved especially as they fall within the breadth and scope of the claims here appended.

Technology Classification (CPC): 5