Abstract:
Combination adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles. 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.

Description:
This invention relates to air suspension and dampers, in particular to a combination adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for 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 harsh rides that are not comfortable for many riders such as the elderly, overweight individuals, and women. 
     Current springs used in motorcycles can be 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. 
     U.S. Pat. No. 8,113,322 to Arnott, which has the same assignee as the subject invention, which is incorporated by reference in its&#39; entirety, describes a motorcycle air suspension system and method that requires the use of two identical air suspension devices 1, FIG. 14 mounted side by side to provide adjustable air suspension for the rider. 
       FIG. 13  shows another prior art side cross-sectional view of a current shock that combines both air suspension through a spring and oil damping in one housing. Similar to Arnott &#39;322, this combined air shock with damping would also be used in a pair arrangement as shown by FIG. 14 of the Arnott &#39;322 patent. 
       FIG. 13  is a cross-sectional view of a prior art air suspension device with an internal damper  470 . In the prior art assembly  470 , includes an oil filled chamber  80  with an internal fixed damping piston  490  having a fixed damping piston shaft  500 . Oil metering pass-through holes  510  are through the head of the piston  490 . A ring attachment  520  secures the oil filled assembly to a bike frame or suspension member. Inside the air suspension device with internal damper  470  can be an airbag  530 , top end  540 , housing  550  and spring  560 . 
     Combining both liquid damping with the air shock requires extra seals to keep fluid from leaking out of the housing and also contaminating the air suspension components in the same housing. As such, there can be reliability issues by combining both air suspension and the liquid damping effects in the same housing. 
     Additionally, the cost of using a pair of identical air suspension shocks with built in oil dampening adds extra expenses, where one or more of the combined units must be serviced and/or replaced. 
     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 combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles which is less expensive (lower cost) than a pair of adjustable air shocks with fluid damping in the same housings. 
     A secondary objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles which provides larger air area (with lower air pressure) than a pair of adjustable air shocks with fluid damping in the same housings. 
     A third objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles which uses less parts than a pair of adjustable air shocks with fluid damping in the same housings. 
     A fourth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles which uses uses less seals with more controlled sealing surfaces than a pair of adjustable air shocks with fluid damping in the same housings. 
     A fifth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles which is more reliable than using a pair of adjustable air shocks with fluid damping in the same housings. 
     A sixth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles to allow the rider to adjust the suspension to accommodate their personal weight as well as any cargo weight with a smoother ride base on a smoother and comfortable ride with suspension, adjustable suspension height, and adjustable suspension stiffness. 
     A seventh objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, 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. 
     An eighth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles to allow the shock absorber(s) to act as an extendable and retractable rod to lower or raise the vehicle. 
     A ninth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles where tuning air suspension is done to individual tastes and usually reduced to a few minutes via onboard adjustability. 
     A tenth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, and methods, for motorcycles where air suspension can be instantly set to specific driving conditions, resulting in improved drive handling. 
     An eleventh objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, 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 twelfth objective of the present invention is to provide combinations of adjustable air suspension shocks with separate dampers, systems, devices, apparatus, 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. 
     The invention allows for using an adjustable fluid shock, such as an air shock which can have fluid flow to increase and decreases air inside of the air shock. An hydraulic damper which is separate and decoupled from the adjustable fluid shock, is preferably attached side by side the adjustable fluid shock. The fluid can be air, liquid, or gas inside of the adjustable shock. 
     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 shaft of the air spring. A unique aspect of the invention is that the shaft of the air spring slides between the o-rings. This allows the air spring 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 air spring is assembled by using 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 pressure 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 pressure 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 shaft 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 assembly is 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 view of motorcycle frame with and air spring suspension device and decoupled damper mounted thereon. 
         FIG. 1A  is an enlarged view of a handlebar control panel shown in  FIG. 1 . 
         FIG. 1B  is a perspective view of the air shock assembly and damping assembly separate from the motorcycle frame. 
         FIG. 2  is a perspective enlarged view of the novel shock assembly shown in  FIG. 1  with the reciprocating shaft extended. 
         FIG. 3  is a perspective view of the shock assembly of  FIG. 2  with the shaft retracted. 
         FIG. 4  is an enlarged perspective view of the damper assembly shown in  FIG. 1  with the shaft extended. 
         FIG. 5  is a perspective view of the damper assembly of  FIG. 4  with the shaft retracted. 
         FIG. 6  is a top view of the shock assembly of  FIG. 2  with shaft extended. 
         FIG. 7  is a front view of the shock assembly of  FIG. 6 . 
         FIG. 8  is a left end view of the shock assembly of  FIG. 6 . 
         FIG. 9  is a right end view of the shock assembly of  FIG. 6 . 
         FIG. 10A  is a cross sectional perspective view of the shock assembly of  FIG. 2  with the shaft extended. 
         FIG. 10B  is a cross-sectional planar view of the shock assembly with shaft extended of  FIG. 10A  along arrows  10 B. 
         FIG. 11A  is a cross-sectional perspective view of the shock assembly of  FIG. 10A  with the shaft retracted along arrows  11 B. 
         FIG. 11B  is a cross-sectional planar view of the shock assembly with shaft retracted of  FIG. 11A . 
         FIG. 12  is an exploded perspective view of the shock assembly of  FIG. 2 , with seals removed. 
         FIG. 13  is a cross-sectional view of a prior art shock assembly with oil filled damping piston. 
     
    
    
     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. 
     In the Summary above and in the Detailed Description of Preferred Embodiments and in the accompanying drawings, reference is made to particular features (including method steps) of the invention. It is to be understood that the disclosure of the invention in this specification does not include all possible combinations of such particular features. For example, where a particular feature is disclosed in the context of a particular aspect or embodiment of the invention, that feature can also be used, to the extent possible, in combination with and/or in the context of other particular aspects and embodiments of the invention, and in the invention generally. 
     In this section, some embodiments of the invention will be described more fully with reference to the accompanying drawings, in which preferred embodiments of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will convey the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout, and prime notation is used to indicate similar elements in alternative embodiments. 
     A list of the components will now be described.
       10  air shock assembly without damper (air spring air suspension assembly     20  Damper assembly.     30  Optional ring attachment rod end.     40  Damper post.     50  Compressed air inlet.     60  Reciprocating rod (shaft) end on shock assembly.     70  Reciprocating rod (shaft) end on damper assembly.     80  Shock/damper attachment shaft is part of the rear suspension assembly and reciprocates toward the front and the back of the bike when the rear wheel encounters bumps in the road.     90  Rear wheel reciprocates up and down when it encounters bumps in the road. The rear suspension translates this motion into the forward and reward reciprocation of the shock/damper attachment shaft.     100  Motorcycle.     110  Air suspension control panel mounted on handlebar.     120  Air compressor.     130  Battery.     140  Motorcycle frame.     145  Frame attachment     150  Mono-tube damper assembly.     160  Rear wheel mount frame.     170  Fixed rod nut.     180  Fixed rod on shock assembly.     182  Stopper end     190  Fixed ring attachment on shock assembly.     200  Hard mounting point on motorcycle frame for securing the shock and damper assemblies.     210  Ring attachment secured to reciprocating rod on shock assembly.     220  Control button adds compressed air to the shock assembly and lifts the back of the bike.     230  Set button can lock the compressed air value after the desired pressure is attained.     240  Air gauge shows air pressure in shock assembly.     250  Control button bleeds compressed air from the shock assembly and drops the back of the bike.     260  Rubber shock absorbing ring on reciprocating rod of shock assembly.     270  Air bag can.     272  air space bottom of can     280  Top of shock assembly.     282  Inner chamber     285  conical opening     290  Bottom of shock assembly.     300  Coil spring.     310  Air bag.     320  Crimp ring.     330  Shaft seal.     335  Wiper seal.     340  Shaft bushing.     350  Interior wall threads for top.     360  Exterior top threads.     370  Interior wall threads for bottom.     380  Exterior bottom threads.     390  Piston.     400  Fixed rod external thread.     410  Bottom internal thread.     420  Piston internal thread.     430  Reciprocating rod external thread.     440  Air bag air chamber.     450  Groove pattern on piston skirt for air bag crimp ring grip.     460  Groove pattern on top for air bag crimp ring grip.     470  Prior art shock assembly with internal damper.     480  Oil filled, reciprocating piston with an internal fixed damping piston. The damping piston is perforated to pass oil at a metered rate and thereby “damp” the action of the shock assembly.     490  Fixed internal damping piston.     500  Fixed damping piston shaft.     510  Oil metering pass-through holes in damping piston.     520  Ring attachment on reciprocating piston secures to bike frame or suspension member.     530  Prior art airbag.     540  Prior art top.     550  Prior art air bag can.     560  Prior art coil spring.   

       FIG. 1  is a perspective view of motorcycle frame  100  with and air spring suspension device (air shock assembly)  10  and decoupled damper assembly  20  both mounted to the motorcycle frame  100 .  FIG. 1A  is an enlarged view of a handlebar control panel  110  shown in  FIG. 1 .  FIG. 1B  is a perspective view of the air shock assembly  10  and damping assembly  20  separate from the motorcycle frame  100 . 
       FIG. 2  is a perspective enlarged view of the novel air shock assembly  10  shown in  FIG. 1  with the reciprocating shaft (rod)  60  extended. 
       FIG. 3  is a perspective view of the air shock assembly  10  of  FIG. 2  with the shaft (rod)  60  retracted (R). 
       FIG. 4  is an enlarged perspective view of the damper assembly  20  shown in  FIG. 1  with the shaft (rod)  70  extended.  FIG. 5  is a perspective view of the damper assembly  20  of  FIG. 4  with the shaft  70  retracted. 
       FIG. 6  is a top view of the air shock assembly  20  of  FIG. 2  with shaft (rod)  60  extended.  FIG. 7  is a front view of the shock assembly  10  of  FIG. 6 .  FIG. 8  is a left end view of the shock assembly  10  of  FIG. 6 .  FIG. 9  is a right end view of the shock assembly  10  of  FIG. 6 . 
       FIG. 10A  is a cross sectional perspective view of the shock assembly  10  of  FIG. 2  with the shaft (rod)  60  extended.  FIG. 10B  is a cross-sectional planar view of the shock assembly  10  with shaft (rod)  60  extended of  FIG. 10A . 
       FIG. 11A  is a cross-sectional perspective view of the shock assembly  10  of  FIG. 10A  with the shaft (rod)  60  retracted.  FIG. 11B  is a cross-sectional planar view of the shock assembly  10  with shaft (rod)  60  retracted of  FIG. 11A . 
       FIG. 12  is an exploded perspective view of the shock assembly  10  of  FIG. 2 , with seals  330 ,  335  (shown in  FIGS. 10A-11BO  removed. 
     Referring to  FIGS. 1B, 2-3, and 6-12 , the air shock assembly  10  can include a cylindrical air bag can  270  with a top end  280  threadably 350/360 attached thereto. A ring attachment  210  can be threadably secured to an outer end of a reciprocating rod  60 , with a rubber shock absorbing ring  260  on the reciprocating rod  60  for fitting into the outer end conical shaped opening  285  in the top  280  of the air bag can  270 . Shaft seal(s)  330  and a wiper seal  335  and shaft bushings  340  can allow for rod  60  to sealingly slide within inner chamber  282 . Inner end of rod  60  can be fixably and threadably attached  420 / 430  to piston  390   
     Cylindrical air bag can  270  can have a bottom end  290  threadably attached  370 / 380  thereon. A fixed rod  180  can have an inner end fixably and threadably attached  400 / 410  into a mid-portion of the bottom end  290  by a stopper portion  182  extending into an air space  272  inside of the bottom end of the cylindrical can  270 , with a rod nut  170  locking the inner end of the rod  180  in place. The outer end of the rod  180  can be fixed to a ring attachment  30 . A bottom end of an airbag  310  can be secured to a piston  390  by a crimp ring  320  about a groove pattern  450  about piston  390 , with the top end of the airbag  310  can be secured to a groove pattern  460  on the top end  280  of the air shock assembly by a another crimp ring  320 . A coil spring  300  can be compressed inside the can  270  between top end  280  and piston  390 . 
     A compressed air inlet  50  has an airline attached to an air compressor  120  (shown in  FIG. 1 ), which allows air to be injected into the air bag can  270  into the interior airbag chamber  440  of the air bag  310 . 
     Referring to  FIGS. 1B, 4-5 , damper assembly  20  can include a mono-tube damper assembly  150  with reciprocating rod  70 , that can function as a hydraulic shock absorber, such as, but not limited to the hydraulic shock absorber shown and described in U.S. Pat. No. 2,856,035 to Rohacs, which is incorporated by reference. A damper post  40  can have an inner end threadably attached to the outer end of shaft (rod)  70  by a stopper  45 , which can limit the retraction of rod (shaft)  70  into damper assembly  150 . The outer end of damper post  40  can be fixably and threadably attached to ring attachment  30 . The opposite end of damper assembly  150  can have a fixed ring attachment  190 . 
     Referring to  FIGS. 1, 1A, 1B, 2-12 , ring attachment ends  30  of air shock assembly  10  and damper assembly  20  can be attached to a hard mounting point  200  on a lower section of the motorcycle frame  140 . 
     Fixed ring attachment  190  on damper assembly  20  and ring attachment  210  on air shock assembly  10  can be attached to shaft  80  which is part of the rear suspension assembly on the back of motorcycle frame  140 . The shock/damper shaft  80  reciprocates toward the front and back of the bike  100  when the rear wheel  90  (which is attached to frame  140  by rear wheel mount frame  160 ) encounters a bump in the road. The rear wheel  90  can reciprocate up and down then the wheel  90  encounters bumps in the road. The rear suspension translates this motion into the forward and rearward reciprocation of the shock/damper attachment shaft  80 . 
     The air compressor  120  can be powered by a battery  130  that can both be attached to frame  140  by frame member  145 . 
     Referring to  FIGS. 1, 1A, 1B , a handlebar mounted control panel  110  can be connected to the battery power supply  130  located on the bike  100  which operates an air compressor  120  which supplies compressed air through air inlet port  50  previously described on the air shock assembly  10 . On the panel  110 , switches  220 ,  250  can be push button switches which either add compressed air to the air shock assembly  10  by depressing button  220 , or remove air from the air shock assembly  10  by pressing on button  250 . The depressible buttons  2250 ,  250  allow for instant inflation and deflation of the airbag (air bladder)  310  (shown in  FIGS. 10A, 10B, 11A, 11B ) within the air shock assembly  10 , and allow the driver to achieve desired operating conditions of the air shock assembly  10  in minutes. 
     The air shock assembly  10  can operate similar to the combined air suspension device  1 , shown and described in U.S. Pat. No. 8,113,322 to Arnott, which is incorporated by reference in its&#39; entirety. 
     Here, an operating gauge  240  can show in real-time the amount of compressed air in air shock assembly  10 , 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  230  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. 
     Adding Compressed Air (Inflating Airbag (Bladder)) 
     Referring to  FIGS. 1, 1A, 1B, 10A, 10B, 11A, 11B , as compressed air is pumped into compressed air inlet  50 , airbag  310  expands downward (inflates) within can  170  as shown in  FIGS. 7 and 11 , while allowing spring  300  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  60  retract into the airbag can  270 , 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 of U.S. Pat. No. 8,113,322 to Arnott, which is incorporated by reference. 
     Removing Compressed Air (Deflating Airbag (Bladder)) 
     Referring to  FIGS. 1, 1A, 1B, 10A, 10B, 11A, 11B , as compressed air is released outward from air inlet  50 , airbag  320  retracts (deflates) within airbag can  270 , while contracting spring  300  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  FIGS. 10A, 10B , the air gap  272  allows for a greater amount of shock cushion effect which results in a smoother ride. 
     In addition, as the piston member  60  extends from the air shock assembly  10 , the air suspension assembly  10  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 of U.S. Pat. No. 8,113,322 to Arnott, which is incorporated by reference. 
     While the figures show the novel combination of air shock assembly  10  and damper assembly  20  mounted in one arrangement, the air shock assembly  10  and damper assembly  20  can be oppositely mounted to 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.