Abstract:
Adjustable air suspension shocks with rotatable damper assemblies, apparatus, systems and method for motor vehicles, such as automobiles, vans, trucks, off the road vehicles, motorcycles, the like. Deflating interior air springs/airbags (bladders) allows for pistons on shock absorbers to expand outward separating lower front and rear frame portions which effectively lowers the motor vehicle to the ground surface and for the driver to have a firmer ride. Inflating the airbags (bladders) allows for the pistons on the shock absorbers in the devices to retract so that devices have a more shock absorbing effect giving the driver and passenger(s) a smoother ride, which also raises the motor vehicles above the ground surface. A sleeve attached to the air shock allows for a damper assembly to rotate relative to the air shock so that it can be installed within mounting brackets where the axial mounting openings need not be perpendicular to one another.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a Continuation In Part of U.S. patent application Ser. No. 15/007,785 filed Jan. 27, 2016, which is a Continuation In Part of U.S. patent application Ser. No. 14/988,342 filed Jan. 5, 2016, which is a Continuation In Part of U.S. patent application Ser. No. 14/966,678 filed Dec. 11, 2015. The entire disclosure of each of the applications listed in this paragraph are incorporated herein by specific reference thereto. 
    
    
     FIELD OF INVENTION 
     This invention relates to air shocks and dampers, in particular to adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles. 
     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, some types of motor vehicles are known to have harsh rides that are not comfortable for many riders such as the elderly, overweight individuals, and women. 
     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 control. 
     Combining both liquid damping with the air shock generally 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. 
     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 motor vehicles that allows the rider to have an adjustable ride based on the air suspension cylinders, with a rotatable damper assembly. 
     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 shocks with built-in rotatable damper device, apparatus, system and method for all types of motor vehicle and motor cycles. 
     A secondary objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles, which can be mounted in different radial orientation positions in all types of motor vehicles and motor cycles. 
     A third objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles having more versatility than existing shocks and dampers. 
     A fourth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles having a more smoother and comfortable ride with suspension, adjustable suspension height, 
     A fifth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles having 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 sixth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles to allow the shock absorber(s) to act as an extendable and retractable rod to lower or raise the vehicle. 
     A seventh objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles where tuning air suspension is done to individual tastes and usually reduced to a few minutes via onboard adjustability. 
     An eighth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles where air suspension can be instantly set to specific driving conditions, resulting in improved drive handling. 
     An ninth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles where adjustability can be customized between various settings that are smooth and comfortable, firm and rigid, or somewhere in the middle. Motor vehicle rider performance can be based on the driver&#39;s desired settings, with existing components on the motorcycle. 
     A tenth objective of the present invention is to provide adjustable air suspension shocks with built-in rotatable damper device, apparatus, system and method for all vehicles 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 motor vehicle 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 along with an hydraulic damper. 
     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 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 in the motor vehicle 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. 
     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. 
     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 motor vehicle with adjustable air shock device with rotating damper assembly. 
         FIG. 1A  is an enlarged view of the control panel shown in  FIG. 1 . 
         FIG. 1B  is a perspective view of the adjustable air shock device with rotating damper assembly shown in  FIG. 1 . 
         FIG. 2  is a perspective view of a two wheeled motorcycle type vehicle installed with the adjustable air shock device with rotating damper assembly of  FIG. 1B . 
         FIG. 2A  is an enlarged view of the control panel shown in  FIG. 2 . 
         FIG. 2B  is a perspective view of the adjustable air shock device with rotating damper assembly shown in  FIG. 2 . 
         FIG. 3  is a front side view of a prior art air shock without the rotating damper assembly which is only restricted to axial reciprocal movement. 
         FIG. 4  is a top side view of the prior art air shock of  FIG. 3  which is restricted only to axial reciprocal movement. 
         FIG. 5  is a cross-sectional view of the prior art air shock of  FIG. 4  along arrows  5 Y. 
         FIG. 6  is an exploded view of the prior art air shock of  FIGS. 3-5 . 
         FIG. 7  is a perspective view of a prior art damper assembly having no radial grooves. 
         FIG. 8  is another perspective view of the prior art air damper assembly with radial grooves in place for use with an airbag. 
         FIG. 9  is a perspective view of the prior art air damper assembly of  FIG. 8  with an air shock. 
         FIG. 10  is a partial breakaway view of the prior art air shock with air damper assembly of  FIG. 3 . 
         FIG. 11  is front side view of the novel adjustable air shock with rotatable damper assembly shown in  FIGS. 1B and 2B . 
         FIG. 12  is a top side view of the adjustable air shock and rotatatable damper assembly of  FIG. 11   
         FIG. 13  is a cross-sectional view of the adjustable air shock and rotatable damper assembly of  FIG. 12  along arrows  13 Y. 
         FIG. 13A  is an enlarged view of the air bag crimped to the damper sleeve shown in  FIG. 13 . 
         FIG. 13B  is an enlarged view of the top of the damper assembly with groove in damper assembly to support O-ring. 
         FIG. 13C  is an enlarged view of the bottom of the damper assembly with gap between the sleeve and rotatable assembly which allows rotational movement. 
         FIG. 14  is an exploded view of the adjustable air shock and rotatable damper assembly within the damper sleeve of  FIGS. 11-13C . 
         FIG. 15  is a perspective view of the adjustable air shock with rotatable damper assembly of  FIGS. 11-14 . 
         FIG. 16  is partial breakaway view of the adjustable air shock and rotatable damper assembly of  FIG. 15  with damper assembly rotating relative to the sleeve. 
         FIG. 17  is another perspective view of the adjustable air shock with rotatable damper assembly of  FIG. 15 . 
         FIG. 18  is another perspective view of  FIG. 17  with adjustable air shock rotatable damper starting to rotate counter-clockwise. 
         FIG. 19  is another perspective view of  FIG. 17  with adjustable air shock rotatable damper starting to rotated approximately 90 degrees counter-clockwise. 
         FIG. 20  is another perspective view of  FIG. 17  with adjustable air shock rotatable damper starting to rotated approximately 180 degrees counter clockwise. 
         FIG. 21  is a perspective view of the novel adjustable air shock with rotatable damper assembly installed into a motor vehicle with the orientation of the both shock mount brackets axes are parallel to one another. 
         FIG. 21A  is a perspective view of the air shock assembly with rotatable damper assembly of  FIG. 21 . 
         FIG. 22  is a perspective view of another installation of the novel adjustable air shock with rotatable damper assembly where the orientation of the shock mount brackets are approximately 45 degrees out of parallel to one another. 
         FIG. 22A  is a perspective view of the air shock assembly with rotatable damper assembly of  FIG. 22 . 
     
    
    
     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. 
     This application is a Continuation In Part of U.S. patent application Ser. No. 15/007,785 filed Jan. 27, 2016, which is a Continuation In Part of U.S. patent application Ser. No. 14/988,342 filed Jan. 5, 2016, which is a Continuation In Part of U.S. patent application Ser. No. 14/966,678 filed Dec. 11, 2015. The entire disclosure of each of the applications listed in this paragraph are incorporated herein by specific reference thereto. 
     A list of the components will now be described.
       10  Air Shock device with rotating damper assembly.     15  Air Shock assembly without rotating damper. (Prior Art)     17  Air Shock axis.     20  Fixed end mounting ring. Non-rotating damper Air Shock.     25  Radial bearing axis of the fixed end mounting ring.     30  Reciprocating end mounting ring.     35  Radial bearing axis of the reciprocating end mounting ring.     40  Reciprocating damper assembly.     41  Radial grooves cut into damper cylinder to provide grip points to the air bag when it is attached.     42  Reciprocating &amp; rotating damper assembly.     43  Hemispherical bearing assembly (Prior Art).     44  Reciprocating &amp; rotating end mount ring.     46  Radial bearing axis of the reciprocating &amp; rotating end mount ring.     47  Fixed end mounting ring.     48  Fixed end mounting ring axis.     49  Axial bearing assembly. (Prior Art)     50  Air bag can.     60  Compressed air inlet.     70  Fixed end attachment bracket on motor vehicle.     75  Fixed end attachment bracket on motor vehicle.     80  Reciprocating end attachment bracket on lower suspension arm of motor vehicle. (Prior Art)     90  Motor vehicle.     100  Air suspension control mounted in view of vehicle operator.     110  Battery. (Prior Art)     120  Air Compressor. (Prior Art)     130  Wheel/tire assembly. (Prior Art)     140  Pivoting lower suspension arm. (Prior Art)     145  Pivoting upper suspension arm. (Prior Art)     150  Pivot axis for lower suspension arm. (Prior Art)     155  Pivot axis for upper suspension arm. (Prior Art)     160  Motor vehicle frame. (Prior Art)     170  Control button adds compressed air to the shock assembly and firms up the vehicles ride.     180  Set button can lock the compressed air valve after the desired pressure is attained.     190  Air gauge shows air pressure in shock assembly.     200  Control button bleeds compressed air from shock assembly and softens the vehicles ride.     210  Control lines from air suspension control.     215  Compressed air lines to shock.     220  Purchased damper assembly, unmodified.     222  Damper piston shaft.     223  Damper piston.     224  Damper cylinder.     227  Upper shoulder of top shock part.     228  Piston shaft collar.     229  Piston shaft cavity in top of shock.     230  Air bag.     240  Upper crimp ring.     250  Lower crimp ring for modified damper.     260  Lower crimp ring for rotating damper sleeve.     270  Top of shock assembly.     280  External thread on top of shock.     285  Internal cylinder portion with grip edges     290  Internal thread on air bag can.     300  Rotating damper sleeve.     302  Reference mark on rotating damper sleeve is used to show     301  tapering second end the damper sleeve is staying stationary as the damper assembly rotates.     303  Reference mark on damper assembly is used to show that the damper sleeve is staying stationary as the damper assembly rotates.     304  raised rim     306  stepped portion     308  narrow diameter top end     310  O-ring seals.     320  Set screw threads into top of shock and secures rod end of damper assemblies.     322  Groove in purchased damper assembly for retaining ring.     324  Retaining ring.     330  Motorcycle assembly. (Prior Art)     340  Motorcycle handlebar. (Prior Art)     350  Motorcycle rear wheel/tire assembly. (Prior Art)     352  Fixed end attachment point on motorcycle. (Prior Art)     354  Reciprocating end attachment point on motorcycle rear wheel mount frame.     360  Pivoting rear wheel frame.     362  Pivot axis for rear wheel frame.     370  Motorcycle frame.   

       FIG. 1  is a perspective view of motor vehicle  90  with adjustable air shock device  10  with rotating damper assembly  42 . In this installation, the mounting axis of the shock mounting brackets  70 ,  80  can be parallel to each other. As such, the radial position of the damper inside the air shock device  10  can be oriented such that its mounting ring axis  46  are not restricted to being parallel to the mounting ring axis  48  of the top of the air shock device  10 . 
     One claim of this patent application is that that the new air shock with rotating damper sleeve is not restricted to this parallel orientation as previous air shock designs are. This freedom of orientation will be illustrated in subsequent figures ( FIGS. 15-22 ). 
       FIG. 1A  is an enlarged view of the control panel  100  shown in  FIG. 1 .  FIG. 1B  is a perspective view of the adjustable air shock device  10  with rotating damper assembly  42  shown in  FIG. 1 . 
       FIG. 2  is a perspective view of a two wheeled motorcycle type vehicle  330  installed with the adjustable air shock device  10  with rotating damper assembly  42  of  FIG. 1B .  FIG. 2A  is an enlarged view of the control panel  100  shown in  FIG. 2 .  FIG. 2B  is a perspective view of the adjustable air shock device  10  with rotating damper assembly  42  shown in  FIG. 2 . Referring to  FIG. 2 , the air shock device  10  with rotating damper assembly  42  can be installed in a two wheeled vehicle  330 . As in  FIG. 1 , this can be a typical installation with the mounting axis  46 , 48  of the air shock device  10  with rotatable damper assembly  42  oriented such that they are parallel to each other. 
       FIG. 3  is a front side view of a prior art air shock device  15  without the rotating damper assembly  42  (shown in  FIGS. 1-2B ) which is only restricted to axial reciprocal movement. The reciprocating damper assembly  15  is restricted to axial movement only.  FIG. 4  is a top side view of the prior art air shock  15  of  FIG. 3  which is restricted only to axial reciprocal movement.  FIG. 5  is a cross-sectional view of the prior art air shock  15  of  FIG. 4  along arrows  5 Y.  FIG. 4 . Shows the necessity of machining radial grooves  41  into the damper cylinder  224  in order to provide a gripping feature to the air bag  230  when it is crimped to the damper cylinder using crimp ring  250 .  FIG. 6  is an exploded view of the prior art air shock  15  of  FIGS. 3-5 . Here, the machined radial grooves  41  can be clearly seen on the damper cylinder  224 . 
       FIG. 7  is a perspective view of a prior art damper assembly  220  having no radial grooves. 
       FIG. 8  is another perspective view of the prior art air damper assembly  40  with radial grooves  41  in place for use with an airbag  230 . 
       FIG. 9  is a perspective view of the prior art air damper assembly  40  of  FIG. 8  with an air shock  15 .  FIG. 10  is a partial breakaway view of the prior art air shock  15  with air damper assembly  40  of  FIG. 3 . 
     Referring to  FIGS. 3-10 , the prior art air shock  15  with damper assembly  40  can include a reciprocating end mounting ring  30  with a radial bearing axis  35  which generally remains parallel to a radial bearing axis  25  of the fixed end mounting ring  20  on the air shock device  15 . The parallel axes  25 ,  35  can mount to known axial bearing assemblies  49 . 
     The damper assembly with the reciprocating piston shaft 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. 
     Air shock assembly  15  can include an air bag can  50  with an upper end with internal threads  290  threadably attached to external threads  280  on a male portion extending from the fixed end mounting ring  20  of the air shock assembly  15 . A set screw  320  can thread into the top 270 of the shock assembly  15  and secures the piston shaft collar  228  of the rod/shaft  222  in place. The upper end of the rod  222  fits into the piston shaft cavity  229  with O-ring seals  310  forming a fluid seal. A damper piston  223  is formed in the lower end of the piston rod  222 . 
     A crimp ring  240  can lock an upper end of the air bag  230  onto a grooved surface of an internal cylinder portion  285  of the air shock assembly  15 . A lower end of the air bag  230  can be locked in place by a crimping ring  250  that presses against radial grooves  42  that can be cut into the damper cylinder  224  to provide grip points to the air bag  230 . 
     Referring to  FIGS. 3-10 , compressed air inlet  60  allows for compressed air to pass into the inside of air can  50 . The damper assembly  40  is limited to reciprocal movement along one axis  17 , and requires the mounting axes  25 ,  35  to always be parallel to one another. In the prior art, the damper assembly  40  cannot rotate nor twist relative to the air shock assembly  15  since the diaphragm bag  230  is crimped in place by crimping rings  240 ,  250 , 
       FIG. 11  is front side view of the novel adjustable air shock  10  with rotatable damper assembly  42  shown in  FIGS. 1B and 2B .  FIG. 12  is a top side view of the adjustable air shock  10  and rotatatable damper assembly  42  of  FIG. 11   
       FIG. 13  is a cross-sectional view of the adjustable air shock  10  and rotatable damper assembly  42  of  FIG. 12  along arrows  13 Y.  FIG. 13A  is an enlarged view of the air bag  230  crimped by crimper ring  260  to the damper sleeve  300  adjacent to raised rim  304  shown in  FIG. 13 . As shown in  FIG. 13 , opposite end of air bag  230  can be crimped in place by crimping ring  240  crimped about internal cylinder  285 .  FIG. 13B  is an enlarged view of the top of the damper assembly  40  with groove  322  in the upper end of the piston sleeve to support a retaining ring  324 . The retaining ring  324  holds the upper end of the damper assembly about the piston  222 .  FIG. 13C  is an enlarged view of the bottom of the damper assembly  42  with gaps  305  between the sleeve  300  and lower tapering end  301  of damper  220 , which allows rotational movement between the damper assembly  42  and the shock assembly  10 . The gap  305  allows the freedom of rotational movement between the damper assembly  42  and the shock assembly  10 . 
       FIG. 14  is an exploded view of the novel shock assembly  10  with rotatable damper assembly  42 , which shows additional detail of the sleeve  300 , such as the raised rim  304 , upper portion  306  which steps down to narrower sleeve cylinder portion  308 , along with O-rings  310  and retaining ring  324  and other parts of the novel invention. 
       FIGS. 13, 13A and 14  show the air bag  230  crimped to the new rotating damper sleeve  300  eliminating the necessity of machining radial grooves  41  onto the prior art damper assembly  220 . 
     Referring to  FIGS. 11-14 , the air shock device  10  with reciprocating and rotating damper assembly  42  can have a reciprocating and rotating end ring  44  with a radial bearing axis  46  that has a radial freedom relative to the fixed end axis  48 . The fixed end axis  48  can run through the fixed end mounting ring  47 . The axis  48  of this upper hemispherical bearing assembly can rotate several degrees out of perpendicular to the axis  17  of the air shock assembly  10 . This increased freedom of movement is not available in a standard axial bearing  49  but is necessary when the reciprocating end mount ring  46  has the freedom to rotate around the axis of the air shock  10  independent of the fixed end mount ring  47 . Those two axis  46 ,  48  can be out of parallel orientations to one another due to the ability of the damper assembly  42  to rotate about air shock axis  17 . 
       FIG. 15  is a perspective view of the adjustable air shock  10  with rotatable damper assembly  42  of  FIGS. 11-14 . The rotating end mount ring axis  46  is shown parallel to the fixed end mount ring axis  46 .  FIG. 16  is partial breakaway view of the adjustable air shock  10  and rotatable damper assembly  42  of  FIG. 15  with damper assembly  42  rotating relative to the sleeve  300 . 
     Referring to  FIGS. 15-16 , motion arrows indicate the ability of the damper assembly  42  to articulate axially and radially. The rotating end mount ring axis  46  is shown rotated approximately 45 degrees out of parallel to the fixed end mount ring axis  48 . 
       FIG. 17  is another perspective view of the adjustable air shock  10  with rotatable damper assembly  42  of  FIG. 15 .  FIG. 18  is another perspective view of  FIG. 17  with adjustable air shock  10  with rotatable damper  42  starting to rotate counter-clockwise.  FIG. 19  is another perspective view of  FIG. 17  with adjustable air shock  10  with rotatable damper  42  starting to rotated approximately 90 degrees counter-clockwise.  FIG. 20  is another perspective view of  FIG. 17  with adjustable air shock  10  with rotatable damper  42  starting to rotated approximately 180 degrees counter clockwise. 
       FIGS. 17-20  are similar with the exception of the orientation of the rotating end mount ring axis  46  relative to the fixed end mount ring axis  48 . The rotating end mount ring axis  46  is shown rotating in 45 degree increments as the figures progress. A radial motion arrow stresses this feature of the new invention. 
     The reference mark  302  on the damper sleeve  300  is used to show the damper sleeve  300  remains stationary as the damper assembly  42  rotates. The reference mark  303  on damper assembly  220  is used to show that the damper sleeve  300  is staying stationary as the damper assembly  42  rotates. 
       FIG. 21  is a perspective view of the novel adjustable air shock  10  with rotatable damper assembly  42  installed into a motor vehicle  90  (shown in  FIGS. 1, 1A, 1B ) with the orientation of the both shock mount brackets axes  70 ,  80  being parallel to one another. This installation will accept the invention  10 ,  42  as well as the prior art version  15 , which does not allow for a rotating damper assembly  42 .  FIG. 21A  is a perspective view of the air shock assembly  10  with rotatable damper assembly  42 . 
     Referring to  FIGS. 1, 1A, 1B, 21 and 21A , motor vehicle frame  160  can support fixed end attachment bracket  70  which allows for mounting ring  47  thereto. Wheel  130  can be held in place by pivoting upper suspension arm  145  with pivot axis  155 , and pivoting lower suspension arm  140  with pivot axis  150 . 
       FIG. 22  is a perspective view of another installation of the novel adjustable air shock  10  with rotatable damper assembly  42  where the orientation of the shock mount brackets  75 ,  80  are approximately 45 degrees out of parallel to one another.  FIG. 22A  is a perspective view of the air shock assembly  10  with rotatable damper assembly  42  of  FIG. 22 . This installation will not accept the prior art shock assembly  15  with damper assembly  40  because the prior art version does not offer the freedom to rotate the reciprocating end mount ring axis out of parallel to the fixed end mount ring axis. The detail shown in  FIG. 22A  shows the shock  10  with rotatable damper assembly  42  out of the context of the suspension assembly but with the proper mounting axis orientation. 
     Referring to  FIGS. 2, 2B , the novel shock assembly  10  with rotatable damper assembly  42  can be installed in over a rear wheel/tire assembly  350  on a motorcycle  330 , by being installed between a fixed end attachment point  352  and a reciprocating end attachment point  354  on a motorcycle rear wheel mount frame  360 . that is attached to a motorcycle frame  370  by a pivot axis  362 . 
     Referring to  FIGS. 1, 1A, 1B, 21, 21A, 22 and 22A , a control panel  100  can be mounted within reach of a driver inside of the motor vehicle  90 , with a battery  110  powering an air compressor  120 . 
     Air lines  215  can be attached between the air compressor  120  and the air inlet  60  on each shock device  10 , and allows air to be injected into the air inlet  60  into the interior chamber inside each air bag  230  inside of each air bag can  50  in the shock devices located adjacent to each wheel/tire assembly  130   
     On the panel  100 , switches  170 ,  200  can be push button switches which either add compressed air simultaneously to each air shock assembly  10  by depressing button  170 , or remove air simultaneously from each air shock assembly  10  by pressing on button  200 . 
     Control button  170  adds compressed air to each air bag  230  in each shock device  10  and can lift the motor vehicle  90  relative to a road surface. Control button  200  when pressed can bleed compressed air from air bag  230  in shock device  10  which results in dropping the motor vehicle  90  to a road surface. 
     Set button  180  can lock the compressed air valve in each air shock  10  after the selected pressure in the air bag  230  is reached. 
     Air gauge  190  displays air pressure in PSI inside the shock devices  10 . 
     The depressible buttons  170 ,  200  allow for instant inflation and deflation of the airbag (air bladder)  230  within the air shock assembly  10 , and allow the driver to achieve desired operating conditions of the air shock assembly  10  in seconds. 
     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  190  can show in real-time the pressure 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  180  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 driver can further make adjustments to the air suspension devices  1  based on their height, weight, and any other customized conditions as desired. 
     Referring to  FIGS. 1, 1A, 1B, 21, 21A, 22 and 22A , as compressed air is released outward from air inlet  60 , each airbag  230  retracts(deflates) within airbag can  50 , while compressing spring  250  to a compressed state. While in an uncompressed air state with each airbag (bladder) deflated, the more air removed, the smoother the ride is for the driver and passenger(s). The greater amount of shock cushion effect results in a smoother ride. 
     The motorcycle installation shown in  FIGS. 2, 2A and 2B , can operate with similar controls  100  mounted on motorcycle handlebar  340 , with components  110 ,  120 ,  210  and the like. 
     Although the embodiments show the invention being used on a motor vehicle, such as an automobile, the invention can be used on other motor vehicles, such as but not limited to vans, trucks, four wheel drive vehicles, off the road vehicles, All-terrain vehicles, dune buggies, golf carts, and the like. 
     While the embodiments show the controls being used on all four wheels to raise and lower the motor vehicle, the controls can be used separately on just the rear wheels, and/or separately on just the front wheels, and other combinations thereof. 
     Although the embodiments show motor vehicles having four wheels, the invention can be used with motor vehicles having three wheels or five or more wheels. 
     While the figures show the novel combination of air shock assembly  10  and rotatable damper assembly mounted in one arrangement, the air shock assembly  10  and damper assembly can be oppositely mounted to the motor vehicle 
     Although the preferred embodiment shows the air shock device  10  mounted in a vertical orientation, the novel air shock device  10  can be mounted horizontally on motor vehicles where the existing shocks/springs are mounted. 
     Although the invention describes use of the air shock device 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.