User accessible shock travel spacer

A user accessible shock travel spacer assembly is disclosed herein. The system is used on a shock assembly having a shaft with an initial predefined stroke length. A retaining cap having a retaining cap thickness and a retaining cap opening therethrough. The retaining cap opening having a diameter that is larger than an outer diameter (OD) of a shaft of a shock assembly. At least one fastener to fasten the retaining cap with a portion of the shock assembly about the shaft, such that the retaining cap reduces a stroke length of the shaft of the shock assembly by the retaining cap thickness.

FIELD OF THE INVENTION

Embodiments of the invention generally relate to methods and apparatus for use in vehicle suspension.

BACKGROUND OF THE INVENTION

Vehicle suspension systems typically include one or more shock assemblies to provide a comfortable ride, enhance performance of a vehicle, and the like. For example, changes in the travel (or stroke) of the suspension are also desired depending upon the terrain. A shorter stroke is usually preferred on a smooth surface while a longer stroke is often the choice for an off-road environment. However, in operation, the real-world suspension firmness and stroke are affected by the amount of weight being suspended. For example, if a vehicle suspension is setup up for a 150-pound rider, when a 200-pound rider borrows (or purchases) the same vehicle, the suspension settings would no longer be correct. Thus, the heavier rider would need to change components of (or the entirety of) the shock to obtain performance characteristics similar to the lighter rider and vice-versa.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure.

In the following discussion, the term ride height refers to a distance between a portion of a vehicle and the surface across which the vehicle is traversing. Often, ride height is based on one or more of a number of different measurements such as, but not limited to, a distance between a part of the vehicle and the ground, a measurement between the top of an unsprung portion of a vehicle and a suspended portion of the vehicle there above, etc. For example, a portion of the wheel(s) (or ski, track, hull, etc.) will be in contact with the surface, while one or more shock assemblies and/or suspension components maintain the suspended portion of the vehicle a certain height there above.

In one embodiment using a wheeled vehicle example, a portion of the wheel will be in contact with the surface while a shock assembly and/or other suspension components will be coupled between a wheel retaining assembly and the suspended portion of the vehicle (often a portion of the vehicle frame). The ride height is established by the geometries of the shock assembly and/or other suspension components, the wheel retaining assembly, the wheel and tire profile, and the like.

Similarly, in a snow machine, a portion of the track (and similarly the skis) will be in contact with the surface while a shock assembly and/or other suspension components will be coupled between a track retaining assembly (and similarly the skis retaining assembly) and the suspended portion of the vehicle (often a portion of the vehicle frame). Here again, the ride height is established by the geometries of the shock assembly and/or other suspension components, the track and ski retaining assemblies, the track and/or ski profile, and the like.

In one embodiment, such as a boat or PWC vehicle, a portion of the hull will be in contact with the surface of the water while a shock assembly and/or other suspension components will be coupled between the hull and the suspended portion(s) of the vehicle (such as the seat, the handlebars, a portion of the vehicle frame, and/or the like). Here again, the ride height is established by the geometries of the shock assembly and/or other suspension components, with respect to the hull and the suspended portion(s) of the vehicle.

In the following discussion, the term initial SAG settings or “SAG” refers to a predefined vehicle ride height and suspension geometry based on the initial compression of one or more shock assemblies of the suspension system for a given vehicle when it is within its normal load envelope configuration (e.g., with a rider/driver and any initial load weight). Once the SAG is established for a vehicle, it will be the designated ride height of the vehicle, until and unless the SAG is changed.

The initial SAG for a vehicle is usually established by the manufacturer. The vehicle SAG can then be modified and/or adjusted by an owner, a mechanic, or the like. For example, an owner can modify the SAG to designate a new normal ride height based on a vehicle use purpose, load requirements that are different than the factory load configuration, an adjustment modification and/or replacement of one or more of the suspension components, a change in tire size, a performance adjustment, aesthetics, and the like.

For example, an unloaded motorcycle may have an initially assembled suspension ride height ranging from 30-38 inches from ground to saddle. The manufacturer will then set the manufacturer initial SAG for the vehicle based on a use category, a user weight/height range, the performance envelope, and the like.

In one embodiment, for example, the manufacturer could set the SAG for a 34-inch ride height (a middle of the performance envelope) based on a rider with a weight of 150 lbs. This would mean that unencumbered, the motorcycle would have a seat height that was higher than 34-inches of ride height (such as for example, a seat height of 38 inches). However, when a 150 lb. rider sits on the motorcycle, the suspension would compress and the motorcycle would be at the SAG ride height of 34-inches.

In one embodiment, an owner (or agent of the owner such as a mechanic, friend, shop, or the like) will modify the initial SAG to designate an owner specific SAG. For example, if the user wanted to have a lower ride height, they could adjust, modify, and/or replace one or more of the suspension components to reduce the SAG to 32-inches. In contrast, if the user wanted a higher ride height, they could adjust, modify, and/or replace one or more of the suspension components to increase the SAG to 36-inches.

In one embodiment, the owner could adjust, modify, and/or replace one or more of the suspension components to achieve the manufactures initial SAG. For example, if the rider weighed 250 lbs., when the rider sat on the motorcycle configured for a 150 lb. rider, the ride height would be lower than the 34-inch SAG. As such, the rider would adjust, modify, and/or replace, one or more of the suspension components to return the motorcycle to the 34-inch SAG.

In one embodiment, the initial manufacturer will use SAG settings resulting in a pre-established vehicle ride height based on vehicle use, size, passenger capacity, load capacity, and the like. For example, a truck (side-by-side, car, or the like) may have a pre-established SAG based on an expected load (e.g., a number of passengers, an expected cargo requirement, etc.).

Regardless of the vehicle type, once the SAG is established, in a static situation the ride height of the expectedly loaded vehicle should be at or about the established SAG. When in motion, the ride height will change as the vehicle travels over the surface, and while the suspension system is used to reduce the transference of any input forces received from the surface to the rest of the vehicle it is also used to maintain the vehicle's SAG.

However, when additional weight is added to the vehicle, the suspension and one or more shock assemblies will be compressed, and the vehicle ride height will be less than the SAG.

For example, if a vehicle such as a snow machine, PWC, boat, motorcycle, or bicycle is loaded with an additional 100 lbs. of cargo in the rear, the extra 100-pound load will cause shock assembly compression (and the like) thereby causing the vehicle to ride lower in the rear (or to ride in a bow up orientation). In general, skewed rear-low ride height will move the vehicle out of SAG and change the vehicle geometry, e.g., cause a slant upward from rear to front. Often, an out of SAG condition is visually identifiable and in this particular example can result in lightness in steering, rear suspension bottom out, forward visual obstruction, and the like.

In one embodiment, for example in a side-by side that is loaded with 250 lbs. of additional weight, the additional weight will reduce the available operating length of one or more suspension components which can be detrimental to steering and performance characteristics, could cause an unwanted impact between wheel (or wheel suspension) and frame, increase the roughness of the ride, increase suspension stiffness, result in suspension bottom out, loss of control, tire blow out, and the like.

In one embodiment, for example in a truck that is loaded with 500 lbs. of additional weight, when the weight is added to the vehicle, if it is not centered, it will not only cause a change in the front or rear SAG (depending upon the load location fore or aft), but will also cause SAG changes that will differ between the left and right side of the vehicle. For example, if the load is in the rear and off-center to the left, the load-modified ride-height of the vehicle will be lopsided. That is, not only will the rear of the vehicle be lower than the front, but the left-side suspension will also be compressed more than the right-side suspension causing the rear left of the vehicle to have a lower ride-height than the other three corners.

Thus, while the entire rear of the vehicle will be out of SAG and therefore riding lower than the front of the vehicle, it will also be lopsided between the left and right sides. Such lopsided suspension characteristics can be extremely deleterious while driving and will often result in a number of deleterious issues including, but not limited to: steering problems, suspension bottom out, loss of control, tire blowout, and vehicle rollover.

In contrast to the examples above, when the weight on the vehicle (e.g., rider, passengers, cargo, etc.) is less than the expectedly loaded vehicle weight, the suspension and one or more shock assemblies will be less compressed, and the vehicle ride height will be higher than the SAG. This lighter loaded situation can also result in a number of deleterious issues including, but not limited to: improper seat height (e.g., a rider will be higher off the ground than expected), change in vehicle height clearance, suspension top-out, suspension issues caused by the vehicle operating outside of the operating envelope for the suspension, and the like.

Additional information regarding SAG and SAG setup can be found in U.S. Pat. No. 8,838,335 which is incorporated by reference herein, in its entirety.

Overview

One embodiment utilizes a travel spacer in the suspension to adjust the stroke of a suspension. However, unlike many other spacer configurations, embodiments described herein allow end users, repair shops, manufacturer's service centers, and the like, to add or remove a travel spacer to increase or decrease shock travel without having to rebleed or charge the shock assembly.

In one embodiment, as one or more travel spacers are added to or removed from inside the air chamber of the air shock portion of the shock assembly, the external geometry of the air chamber, the external geometry of the air shock, and the overall external geometry of the shock assembly will not change. E.g., same eyelet-to-eyelet length, exterior dimensions, and the like. As such, the fitment of the shock assembly will remain the same regardless of whether or not travel spacers are added or removed.

However, as one or more spacers are added to the air piston within the air chamber, the available axial length of the internal air chamber (e.g., the stroke) will be shortened, and the volume of the air in the internal air chamber will be reduced. In one embodiment, the reduced internal air chamber volume could also be used to increase a firmness of the shock assembly.

Conversely, when one or more travel spacers are removed from within the internal air chamber of the air shock, the available axial distance within the internal air chamber will be increased along with the volume of the internal air chamber. This change to the geometry of the internal air chamber will result in an increased stroke, e.g., an increase in the available piston travel range. In addition, in one embodiment, the increase in the internal air chamber volume will reduce the firmness of the shock assembly.

In one embodiment, by utilizing the newly invented method and system to modify the performance of the shock assembly, a number of additional benefits are realized. One benefit is realized by shock assembly manufactures. Although they will still need to manufacture a number of different shock assemblies (or components) due to one or more different external geometries of different shock assemblies; they will not need to include an additional step of modifying (or tuning) the size of the internal air chamber or the range of travel of the shock assembly.

Another benefit is realized by the seller who will be able to stock fewer pre-configured aftermarket (AM) shock assemblies. For example, the seller could stock a number of shock assemblies A that have a first geometry, e.g., each shock assembly A having the same external geometries, e.g., eyelet-to-eyelet length, exterior sizing, range of travel, etc. The seller could also stock a number of shock assemblies B, (designed with one or more different external geometries than the external geometries of shock assembly A) e.g., shock assemblies B having the same external geometries, e.g., eyelet-to-eyelet length, exterior sizing, range of travel, etc.

Moreover, the seller would be able to make aftermarket or custom adjustments to the performance of the shock assembly, by adding (or removing) one or more travel spacers to the internal air chamber prior to shipment. A dealer would similarly be able to make aftermarket or custom adjustments to the performance of the shock assembly, by adding (or removing) one or more travel spacers to the internal air chamber.

Referring now toFIG.1, is a perspective view of a bicycle50having a user accessible shock travel spacer integrated with at least one shock assembly is shown in accordance with an embodiment. Although a bicycle is used in the discussion. In one embodiment, the shock assembly could be used on another vehicle such as, but not limited to a road bike, a mountain bike, a gravel bike, an electric bike (e-bike), a hybrid bike, a scooter, a motorcycle, an ATV, a personal water craft (PWC), a four-wheeled vehicle, a snow mobile, a UTV such as a side-by-side, and the like. Thus, between the disclosed examples as provided in view of a bicycle, the disclosed embodiment for implementing the user accessible shock travel spacer on a shock assembly can be used on shock assemblies used by vehicles with wheels, skis, tracks, hulls, and the like. As such, it should be appreciated that the disclosed examples and embodiment for modifying a shock assembly, would be similar to performing the shock assembly modifications on a different vehicle.

Referring again toFIG.1, In one embodiment, bicycle50has a main frame24with a suspension system comprising a swing arm26that, in use, is able to move relative to the rest of main frame24; this movement is permitted by, inter alia, rear shock assembly38. The front fork assembly34also provide a suspension function via a front shock assembly35in at least one fork leg. In one embodiment, at least one valve in the shock assembly is an active valve (such as active valve450discussed herein).

In one embodiment, bicycle50is a full suspension bicycle. In another embodiment, bicycle50has only a front shock assembly35and no rear shock assembly38(e.g., a hard tail). In yet another embodiment, bicycle50could have a saddle32or seatpost33suspension (e.g., a dropper post, shock assembly within seatpost33, etc.). In one embodiment, bicycle50could have a combination of at least two different suspension components such as, for example, front shock assembly35, rear shock assembly38, a saddle32or seatpost33suspension, etc. Moreover, bicycle50could be a road bike, a mountain bike, a gravel bike, an electric bike (e-bike), a hybrid bike, a motorcycle, a scooter, or the like.

In one embodiment, swing arm26is pivotally attached to the main frame24at pivot point12. Although pivot point12is shown in a specific location, it should be appreciated that pivot point12can be found at a different location depending upon the rear suspension configuration. The use of the pivot point12herein is provided merely for purposes of clarity.

For example, in a hardtail bicycle embodiment, there would be no pivot point12. In one embodiment of a hardtail bicycle, main frame24and swing arm26would be formed as a fixed frame.

Bicycle50includes a front wheel28which is coupled with the front fork assembly34via axle85. In one embodiment, a portion of front fork assembly34(e.g., a steerer tube) passes through the bicycle main frame24and couples with handlebar assembly36. In so doing, the front fork assembly and handlebars are rotationally coupled with the main frame24thereby allowing the rider to steer the bicycle50.

Bicycle50includes a rear wheel30which is coupled to the swing arm26at rear axle15. A rear shock assembly38is positioned between the swing arm26and the frame22to provide resistance to the pivoting motion of the swing arm26about pivot point12. Thus, the illustrated bicycle50includes a suspension member between swing arm26and the main frame24which operate to substantially reduce rear wheel30impact forces from being transmitted to the rider of the bicycle50.

In one embodiment, saddle32is connected to the main frame24via seatpost33. In one embodiment, seatpost33is a dropper seatpost. In one embodiment, front shock assembly35, rear shock assembly38, seatpost33, handlebar assembly36, and/or the like include one or more active and/or semi-active damping components such as, or similar to, the active valve450discussed herein.

In one embodiment, bicycle50includes a suspension controller system including a controller, power source, and one or more sensors such as described in U.S. Pat. Nos. 7,484,603; 8,838,335; 8,955,653; 9,303,712; 10,060,499; 10,443,671; and 10,737,546; each of which is herein incorporated, in its entirety, by reference.

FIG.2Ais a section view of an air-type shock assembly200with a travel spacer assembly255incorporated therewith is shown in accordance with an embodiment. In one embodiment, air-type shock assembly200can be front shock assembly35and/or rear shock assembly38ofFIG.1.

In one embodiment, air-type shock assembly200includes eyelets208aand208b(e.g., eyelets208), an air shock including air piston212, shaft218(in one embodiment, a rebound needle shaft), air sleeve207which forms the air chamber209, and a piggyback reservoir225, and an active valve450.

In one embodiment, an eyelet-to-eyelet measurement is used to determine the total length of the air-type shock assembly200, as measured from the center of each of eyelets208, e.g., the distance between the center of eyelet208aand the center of eyelet208b.

In one embodiment, the stroke is a measurement of the total distance the shock assembly can compresses. In air-type shock assembly200, it is defined by the length of travel available to the air piston212. In a fluid-type shock assembly300(hereinafter “shock assembly300” as shown inFIG.3A), stroke length is the difference between the measured length of the shock assembly300in a fully extended position and measured length of shock assembly300in a fully compressed position.

In one embodiment, the as built stroke length for air-type shock assembly200is shown as stroke length333. In one embodiment, travel spacer assembly255is added to the air-type shock assembly200on the positive air chamber side258of air chamber209, e.g., the side of air piston212facing toward eyelet208a. In so doing, travel spacer assembly255has shortened the available length of travel in air chamber209to the new shorter stroke length333R.

Referring now toFIG.2B, a perspective view of a number of different configurations of traveler spacer assembly255are shown in accordance with an embodiment. The different configurations of travel spacer assemblies are labeled255a,255b,255c, and255d.

In one embodiment, travel spacer assembly255aincludes a retaining cap250having an outer diameter (OD)293, opening262having a diameter294, fastener(s)266, and attachment hole(s)268.

Travel spacer assembly255bis an embodiment of travel spacer assembly255acoupled to air piston212by fastener266.

Travel spacer assembly255cis an embodiment that includes a number of different travel spacers251having an attachment hole268and a seam or dividing line273. As shown in Further detail inFIG.2D, the travel spacer(s)251are formed of at least two pieces251aand251bsuch that the travel spacer251can be installed in position about air piston212to form travel spacer assembly255cwithout requiring disassembly of the shock assembly. In one embodiment, the travel spacers251are retained by retaining cap250and fastener266as shown in travel spacer assembly255d.

In other words, after positioning the sections of one or more travel spacers251about shaft218the travel spacer sections can be coupled together to form travel spacer251. In one embodiment, travel spacer(s)251include an attachment hole268therethrough, such that travel spacer251is coupled with air piston212via retaining cap250and fasteners266. In one embodiment, (as shown in detail inFIG.2E) travel spacer251does not require an attachment hole268and is coupled with shaft218via one or more fasteners such as a clip, hook, snap, or the like.

In one embodiment, the geometry of the travel spacer251resembles a clamshell or a multipiece circular disk. That is, the travel spacer251geometry is a semicircular portion of a flat circular disk divided as shown in dividing line273. For example, in the circular disk travel spacer251geometry, without the dividing line273(or similar) cutting the travel spacer in half to form two semicircles, the installation of travel spacer251would require placing it over the shaft218before attaching it to air piston212. However, if the travel spacer251is halved, then the travel spacer can be inserted around the shaft218. Once each travel spacer251is inserted, the travel spacer assembly255acan be attached to the air piston212.

In yet another embodiment, the travel spacer251could be of any geometric shape as long as it remains within the defined tolerances. For example, if the travel spacer251is of a flat semicircular geometry and it is being used to reduce the stroke and displacing as large an amount of air as possible from air chamber209, the geometry of the travel spacer251would be as wide as the tolerance limits allowed. E.g., using the measurement from the above example, the travel spacer251would have an OD283of approximately 39.9 mm and the diameter294of the opening262would be approximately 10.1 mm.

In contrast, if the travel spacer251is of a flat semicircular geometry and it is being used to reduce the stroke while displacing as little an amount of air as possible from air chamber209, the geometry of the travel spacer251would be as narrow as the tolerance limits allowed. E.g., using the measurement from the above example, the travel spacer251would have an OD283of approximately 15 mm (or some value less than 39.9 mm) and the diameter294of the opening262would be approximately 10.1 mm. In one embodiment, the OD283would be constrained by the smallest OD size that would still allow the attachment holes268for the fasteners266. As such, the length of stroke would be reduced while the loss of air volume in air chamber209would be minimized.

In one embodiment, the pieces251aand251bof the travel spacer would be placed around the shaft218and fastened in place by a fastener277such as a clip, hook snap, or the like such that there would be no attachment holes268in the travel spacer assembly255. Thus, in one embodiment, retaining cap250of the travel spacer assembly255and its fasteners266would not be used to retain the travel spacer assembly255. As such, in one embodiment, the OD283would not be constrained by the smallest OD size that would still allow the attachment holes268for the fasteners266since the travel spacer assembly255would not require attachment holes268to retain the travel spacer with respect to the shaft218.

In yet another embodiment, the travel spacer251geometry could be of a different geometric shape such as a half star, half oval, half crosshatch, or the like, such that similar to the examples above. In one embodiment, different travel spacer251geometries can be used to adjust the amount of air displaced from air chamber209between the maximum possible amount and the minimum possible amount for a given travel spacer assembly255thickness needed to achieve the correct stroke length reduction. In one embodiment, the ability to change the air volume in air chamber19independent of the adjustment to the stroke length will allow additional tuning changes to the operational characteristics of air-type shock assembly200.

Referring now toFIG.2C, a side view of a number of different sizing configurations of the travel spacer assemblies are shown in accordance with an embodiment. InFIG.2C, the number of example embodiments of different sizing configurations for travel spacer assembly255are labeled travel spacer assembly255J, travel spacer assembly255K, travel spacer assembly255L, and travel spacer assembly255M.

In one embodiment, travel spacer assembly255J consists only of the retaining cap250and the fasteners266. In one embodiment, travel spacer assembly255J is formed during the manufacturing or assembly process. As shown in the exploded view ofFIG.2D, in one embodiment, retaining cap250is a complete circle that is installed during a point of assembly (or disassembly) of air-type shock assembly200(or shock assembly300) such that retaining cap250is inserted over shaft218(or shaft318) and fastened with the air piston212(or respectively housing305) before the shock assembly is completely assembled. In one embodiment, travel spacer assembly255J has a thickness of255twhich is the thickness of the retaining cap250.

In one embodiment, travel spacer assembly255K is an example of a travel spacer assembly including a retaining cap250(which in one embodiment has a thickness of 0.5 mm), fasteners266, and a single travel spacer251(which in one embodiment has a thickness of 2 mm), retaining cap250. In one embodiment, travel spacer assembly255J has a thickness of255t1which is the thickness of the retaining cap250and the single travel spacer251. Thus, in one embodiment, travel spacer assembly255K is an example of a 2.5 mm stroke reduction.

In one embodiment, travel spacer assembly255L includes retaining cap250, fasteners266, and two travel spacers251. In one embodiment, travel spacer assembly255J has a thickness of255t2which is the thickness of the retaining cap250, a first travel spacer251(which in one embodiment has a thickness of 2 mm), and a second travel spacer251(which in one embodiment has a thickness of 2.5 mm). Thus, in one embodiment, travel spacer assembly255K is an example of a 5 mm stroke reduction.

In one embodiment, travel spacer assembly255M includes retaining cap250, fasteners266, and three travel spacers251. In one embodiment, travel spacer assembly255J has a thickness of255t3which is the thickness of the retaining cap250, a first travel spacer251(which in one embodiment has a thickness of 2 mm), a second travel spacer251(which in one embodiment has a thickness of 2.5 mm), and a third travel spacer251(which in one embodiment has a thickness of 2 mm). Thus, in one embodiment, travel spacer assembly255M is an example of a 7 mm stroke reduction.

In one embodiment, a metric size shock assembly will have a base stroke size (e.g., stroke length333) of, in one example, 65 mm of travel. Moreover, it is common for original equipment manufacturers (OEMs) to sell the air-type shock assembly200with a stroke spec that is the full size (e.g., 65 mm), or they will sell the air-type shock assembly200with a reduced stroke length333R which is often incrementally spaced down by distances such as, but not limited to, 2, 2.5, 5, or 7.5 mm. Thus, in one embodiment, different travel spacers can be of different thicknesses (e.g., 2, 2.5, 5, and 7.5 mm) as shown inFIG.2Cand described herein. In so doing, the use of the addable travel spacer assembly255in place of manufacturer added internal spacers, will reduce the overall manufacturing process while allowing the OEM, seller, dealer, or rider, to achieve the reduced stroke length333R by replacing the previously manufacture added spacers with a similarly sized travel spacer assembly255that can be installed without complete disassembly of the shock assembly200.

In one embodiment, although a few different travel spacer assemblies with different thicknesses are shown inFIG.2Cand described herein, it should be appreciated that one or more travel spacer251thickness options could include any number of different thicknesses.

Referring now toFIG.2D, an exploded view of a travel spacer assembly (such as travel spacer assembly255M ofFIG.2C) is shown in accordance with an embodiment. In one embodiment, exploded view of travel spacer assembly255M includes fasteners266, attachment holes268, retaining cap250, and three travel spacers where travel spacer251xis a different thickness (e.g., 2 mm) than at least one of the other travel spacers (e.g., 2.5 mm of travel spacer251). However, it should be appreciated that in different embodiments, one or more of the travel spacers251in the travel spacer assembly could be of similar and/or different sizes, geometries, thicknesses and the like.

In one embodiment, as shown in exploded view of travel spacer assembly255M, the travel spacer251consists of two or more pieces (e.g.,251aand251b) that can be assembled to form a single travel spacer251. This is important for different geometries and also for ease of insertion or removal of the travel spacer251into the travel spacer assembly255. For example, the travel spacer pieces251aand251bcan be placed in the appropriate position around shaft218(or shaft318ofFIG.3A) without requiring disassembly of the shock assembly.

For example, in one embodiment, the fasteners266are removed and retaining cap250is raised up to provide room for the travel spacer251. In one embodiment, once the pieces of the travel spacer251are placed in the appropriate position around shaft218they will reconnect to form a complete travel spacer251(or travel spacer layer). Once the desired number of travel spacer(s)251have been added to travel spacer assembly255M, the retaining cap250is moved back into position and fasteners266are used to couple retaining cap250and travel spacer(s)251into position. In one embodiment, the fasteners266couple travel spacer assembly255M, with air piston212. In one embodiment, as shown inFIG.3A, the fasteners266couple travel spacer assembly255M, with housing305.

In one embodiment, the size of the travel spacer251geometry is constrained by a number of tolerance limitations. For example, in one embodiment, the OD283of the travel spacer251must be smaller than the inner diameter (ID) of the air chamber209into which the travel spacer251is being added. For example, if the ID of the air chamber is 40 millimeters (mm), then, the OD283of the travel spacer251would need to be less than 40 mm.

In one embodiment, a tolerance of the retaining cap250and travel spacer251geometry is the diameter294of an opening262therethrough. In one embodiment, the diameter294of the opening262of the retaining cap250and the travel spacer(s)251is larger than the OD of the shaft218in the air shock to which it is being added. For example, if the rebound needle shaft218has an OD of 10 mm, then the diameter294of the opening262of the retaining cap250and travel spacer251would need to be larger than 10 mm. In one embodiment, opening262is approximately central to the geometry of retaining cap250and/or travel spacer251.

In one embodiment, the travel spacer251also includes one or more attachment holes268therethrough. In one embodiment, one or more fasteners266are inserted into the attachment holes268to fixedly couple the travel spacer assembly255M with the air piston212to ensure the travel spacer251is not able to move freely about within air chamber209. In one embodiment the fasteners266are screws. However, in one embodiment, the fasteners266could be a clip, bolt, or the like.

In one embodiment, as shown inFIG.2E, the adjustment to air-type shock assembly200would use the addition of self-fastening travel spacer251to the negative air chamber portion252. For example, a travel spacer251could also be added to the air-type shock assembly200at negative air chamber portion252of air chamber209, e.g., the portion of air chamber209that is below air piston212. By adding one or more travel spacers251to negative air chamber portion252, air sleeve207would be moved further into air chamber209. This movement would decrease both the stroke length and the eye-to-eye length of air-type shock assembly200.

In one embodiment, the pieces251aand251bof the travel spacer251would be placed around the shaft218and fastened in place by a fastener such as a clip, hook snap, or the like such that there would be no attachment holes268in the travel spacer251. Thus, in one embodiment, fasteners266of the travel spacer assembly255would not be used to retain the travel spacer assembly255.

In one embodiment, travel spacer assembly255could be used in both the negative air chamber portion252and positive air chamber side258to provide an additional level of user accessible custom adjustments to the performance and geometry of the air-type shock assembly200.

Referring once again toFIG.2A, in one embodiment, a travel spacer assembly255can include one or more travel spacers, and the reduced stroke length333R and associated air volume displacement for a given travel spacer assembly255is adjustable based on one or more features such as, the number and thickness of travel spacer(s)251, one or a mixture of travel spacer251geometries, one or a mixture of travel spacer251thicknesses, one or a mixture of travel spacer251compositions, and the like.

In one embodiment, because of the relatively easy access to air chamber209(e.g., by removing air sleeve207—which is already done for cleaning purposes) the ability to add or remove a travel spacer assembly255or one or more travel spacers251from travel spacer assembly255, can be performed without having to rebleed or charge the air-type shock assembly200. As such, a manufacturer, original equipment (OE) seller, end user, bike shop, service center, or the like, is able to perform the insertion (removal or replacement) of one or more travel spacers251to modify the performance of the air-type shock assembly200to include increasing or decreasing the stroke length.

In one embodiment, the travel spacer assembly255can be modified, or reconfigured, after it has been installed on air piston212to further tune or modify the performance of the air-type shock assembly200. For example, if the installed travel spacer assembly255has made the air-type shock assembly200to firm (or soft), or the stoke too short (or long); an addition, removal, or replacement of one or more travel spacers251from the travel spacer assembly255can be performed by a user, a friend, a dealer, a shop, or the like. By providing user access to the travel spacer assembly255, the addition, removal, and replacement, of travel spacers215to/from the travel spacer assembly255(and in one embodiment, in conjunction with different travel spacer251geometry options) will allow the end user to experiment with and ultimately arrive at a customized stroke length for the air-type shock assembly200.

Referring now toFIG.3A, a perspective view of a shock assembly300including eyelet208aand eyelet208b, a housing305, a piggyback reservoir225, helical spring363, and a manual compression adjuster365is shown in accordance with an embodiment. In one embodiment, shock assembly300also includes a preload adjustment collar308, rebound adjuster315, and shaft318. In one embodiment, shock assembly300may be a front shock assembly35and/or rear shock assembly38ofFIG.1.

In one embodiment, the as built stroke length333is shown. In one embodiment, travel spacer assembly255has been added to about shaft318and coupled to housing305and in so doing has changed the stroke to the new shorter stroke length333R.

In one embodiment, piggyback reservoir225, is described in U.S. Pat. No. 7,374,028 the content of which is entirely incorporated herein by reference.

With reference now toFIG.3B, a perspective view of a shock assembly300rsincluding eyelet208aand eyelet208b, a housing305, a piggyback reservoir225, and an active valve450is shown in accordance with an embodiment. In one embodiment, shock assembly300rscan be a front shock assembly35and/or rear shock assembly38ofFIG.1.

In one embodiment, shock assembly300rsincludes a preload adjustment collar308, rebound adjuster315, and shaft318such as shown in shock assembly300ofFIG.3A. However, inFIG.3Band for purposes of clarity, the helical spring363has been removed from the picture. Thus,FIG.3Bis the same or similar to shock assembly300but it is labeled shock assembly300rsbecause the helical spring363is not shown for clarity.

In one embodiment, the as built stroke length333is shown. In one embodiment, when travel spacer assembly255is added about shaft318and coupled with housing305, the stroke length is changed to the new shorter stroke length333R. As described herein with respect toFIGS.2B and2C, although a travel spacer assembly255is shown with only a retaining cap250, the travel spacer assembly255used on shock assembly300(and shock assembly300rs) could include any version of the numerous travel spacer geometries, travel spacer assemblies, and the like such as, but not limited to those shown inFIGS.2C-2E.

InFIGS.3A and3B, the addition of the travel spacer assembly255does not change any volumes of any chambers; However, it's ease of accessibility and numerous configurations once again allow a repair shop, end user, and the like with the ability to experiment and individually customize the stroke length of the shock assembly300.

In one embodiment, due to the relative ease of adding and/or removing travel spacer(s)251to change the size of travel spacer assembly255(and thus the stroke length), it is possible that a rider could develop a number of different travel spacer assembly255configurations for different riding environments. For example, the rider could develop a first customized travel spacer assembly255for a downhill cross-country ride having a first thickness, a second different customized travel spacer assembly255for a gravel ride having a second thickness, a third customized travel spacer assembly255for a road ride having a third thickness, etc.

Referring now toFIG.3C, a front sectional detail view383of a portion of shock assembly300ofFIG.3Ais shown in accordance with an embodiment.

In detail view383, one embodiment for coupling the travel spacer assembly255to the housing305is shown. In one embodiment, travel spacer assembly255includes retaining cap and fasteners266. In one embodiment, the retaining cap is placed into its position about shaft318during manufacture. In one embodiment, the fasteners266are then inserted into attachment holes268of the retaining cap and threaded into correlating fastener retaining holes366, formed in the housing305. The fasteners266are threaded into fastener retaining holes366until the travel spacer assembly255is securely coupled with the housing305about the shaft318.

In one embodiment, if a customer, manufacturer, repair shop, or the like wants to change the stroke length of the shock assembly300, they can add one or more travel spacer(s)251thereto. In one embodiment, (as shown inFIG.2D) the travel spacer251consists of two or more pieces (e.g.,251aand251b) that can be assembled to form a single travel spacer251. This is important for different geometries and also for ease of insertion or removal of the travel spacer251into the travel spacer assembly255. For example, the travel spacer pieces251aand251bcan be placed in the appropriate position around shaft318without requiring disassembly of the shock assembly300.

For example, in one embodiment, the fasteners266are removed and retaining cap250is raised up to provide room for the travel spacer251. In one embodiment, once the pieces251aand251bof the travel spacer251are placed in the appropriate position around shaft318they will reconnect to form a complete travel spacer251(or travel spacer layer). Once the desired number of travel spacer(s)251have been added to travel spacer assembly255to obtain the thickness of the desired reduction in stroke length, the retaining cap250is moved back into position and fasteners266are used to couple retaining cap250and travel spacer(s)251with housing305.

In one embodiment, instead of a retaining cap, travel spacer assembly255includes a travel spacer and fasteners266. As such, the travel spacer251can be placed into position about shaft318after the manufacturing and assembly process of shock assembly300is performed and without having to disassemble shock assembly300. In one embodiment, the missing side of the sectional view would include another clamshell shaped portion of the travel spacer positioned about shaft318. In one embodiment, once the travel spacer pieces are united, the fasteners266are then inserted into attachment holes268and threaded into correlating fastener retaining holes366, formed in the housing305until the travel spacer assembly255is securely coupled with the housing305about the shaft318.

In one embodiment, the travel spacer assembly255geometry is constrained by a number of tolerance limitations. For example, in one embodiment, the OD283of the travel spacer assembly255must be smaller than the inner diameter (ID) of the helical spring363within which the travel spacer is being added. For example, if the ID of the helical spring363is 35 mm, then, the OD283of the travel spacer251would need to be less than 35 mm.

In one embodiment, a tolerance of the retaining cap250and travel spacer251geometry (e.g., travel spacer assembly255) is the diameter294of an opening262therethrough. In one embodiment, the diameter294of the opening262of the travel spacer assembly255is larger than the OD of shaft318of the shock assembly300to which it is being added. For example, if the shaft318has an OD of 12 mm, then the diameter294of the opening262of the travel spacer assembly255would need to be larger than 12 mm. In one embodiment, opening262is approximately central to the geometry of travel spacer assembly255.

In one embodiment, the travel spacer assembly255can be modified, or reconfigured, after it has been installed on shock assembly300to further tune or modify the performance thereof. For example, if the installed travel spacer assembly255has made shock assembly300too firm (or too soft), or the stoke too short (or too long); an addition, removal, or replacement of one or more travel spacers251from the travel spacer assembly255can be performed by a user, a friend, a dealer, a shop, or the like. By providing user access to the travel spacer assembly255, the addition, removal, and replacement, of travel spacers215in the travel spacer assembly255(and in one embodiment, in conjunction with different travel spacer251geometry options) will allow the end user to experiment with and ultimately customize the stroke of the shock assembly300.

Example Active Valve

Referring now toFIG.4, an enlarged view of an active valve450is shown in accordance with an embodiment.

In the following discussion, the term “active”, as used when referring to a valve or shock assembly component, means adjustable, manipulatable, etc., during typical operation of the valve. For example, an active valve can have its operation changed to thereby alter a corresponding shock assembly characteristic damping from a “soft” setting to a “firm” setting (or a stiffness setting somewhere therebetween) by, for example, adjusting a switch in a passenger compartment of a vehicle. Additionally, it will be understood that in some embodiments, an active valve may also be configured to automatically adjust its operation, and corresponding shock assembly damping characteristics, based upon, for example, operational information pertaining to the vehicle and/or the suspension with which the valve is used. Similarly, it will be understood that in some embodiments, an active valve may be configured to automatically adjust its operation, and corresponding shock assembly damping characteristics, based upon received user input settings (e.g., a user-selected “comfort” setting, a user-selected “sport” setting, and the like). Additionally, in many instances, an “active” valve is adjusted or manipulated electronically (e.g., using a powered solenoid, or the like) to alter the operation or characteristics of a valve and/or other component. As a result, in the field of suspension components and valves, the terms “active”, “electronic”, “electronically controlled”, and the like, are often used interchangeably.

In the following discussion, the term “manual” as used when referring to a valve or shock assembly component means manually adjustable, physically manipulatable, etc., without requiring disassembly of the valve, damping component, or shock assembly which includes the valve or damping component. In some instances, the manual adjustment or physical manipulation of the valve, damping component, or shock assembly which includes the valve or damping component, occurs when the valve is in use. For example, a manual valve may be adjusted to change its operation to alter a corresponding shock assembly damping characteristic from a “soft” setting to a “firm” setting (or a stiffness setting somewhere therebetween) by, for example, manually rotating a knob, pushing or pulling a lever, physically manipulating an air pressure control feature, manually operating a cable assembly, physically engaging a hydraulic unit, and the like. For purposes of the present discussion, such instances of manual adjustment/physical manipulation of the valve or component can occur before, during, and/or after “typical operation of the vehicle”.

It should further be understood that a vehicle suspension may also be referred to using one or more of the terms “passive”, “active”, “semi-active” or “adaptive”. As is typically used in the suspension art, the term “active suspension” refers to a vehicle suspension which controls the vertical movement of the wheels relative to vehicle. Moreover, “active suspensions” are conventionally defined as either a “pure active suspension” or a “semi-active suspension” (a “semi-active suspension” is also sometimes referred to as an “adaptive suspension”). In a conventional “pure active suspension”, a motive source such as, for example, an actuator, is used to move (e.g. raise or lower) a wheel with respect to the vehicle. In a “semi-active suspension”, no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle. Rather, in a “semi-active suspension”, the characteristics of the suspension (e.g. the firmness of the suspension) are altered during typical use to accommodate conditions of the terrain and/or the vehicle. Additionally, the term “passive suspension”, refers to a vehicle suspension in which the characteristics of the suspension are not changeable during typical use, and no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle. As such, it will be understood that an “active valve”, as defined above, is well suited for use in a “pure active suspension” or a “semi-active suspension”.

AlthoughFIG.4shows the active valve450in a closed position (e.g. during a rebound stroke of the shock assembly), the following discussion also includes the opening of active valve450. Active valve450includes a valve body404housing a movable valve piston405which is sealed within the body. The valve piston405includes a sealed chamber407adjacent an annularly-shaped piston surface406at a first end thereof. The chamber407and annularly-shaped piston surface406are in fluid communication with a port425accessed via opening426. Two additional fluid communication points are provided in the body including an inlet (such as orifice402) and an outlet (such as orifice403) for fluid passing through the active valve450.

Extending from a first end of the valve piston405is a shaft410having a cone shaped member412(other shapes such as spherical or flat, with corresponding seats, will also work suitably well) disposed on an end thereof. The cone shaped member412is telescopically mounted relative to, and movable on, the shaft410and is biased toward an extended position due to a spring415coaxially mounted on the shaft410between the cone shaped member412and the valve piston405. Due to the spring biasing, the cone shaped member412normally seats itself against a valve seat417formed in an interior of the valve body404.

As shown, the cone shaped member412is seated against valve seat417due to the force of the spring415and absent an opposite force from fluid entering the active valve450along orifice402. As cone shaped member412telescopes out, a gap420is formed between the end of the shaft410and an interior of cone shaped member412. A vent421is provided to relieve any pressure formed in the gap. With a fluid path through the active valve450(from403to402) closed, fluid communication is substantially shut off from the rebound side of the cylinder into the valve body (and hence to the compression side) and its “dead-end” path is shown by arrow419.

In one embodiment, there is a manual pre-load adjustment on the spring415permitting a user to hand-load or un-load the spring using a threaded member408that transmits motion of the valve piston405towards and away from the conical member, thereby changing the compression on the spring415.

Also shown inFIG.4is a plurality of valve operating cylinders451,452,453. In one embodiment, the cylinders each include a predetermined volume of fluid455that is selectively movable in and out of each cylindrical body through the action of a separate corresponding piston465and rod466for each cylindrical body. A fluid path470runs between each cylinder and port425of the valve body where annularly-shaped piston surface406is exposed to the fluid.

Because each cylinder has a specific volume of substantially incompressible fluid and because the volume of the sealed chamber407adjacent the annularly-shaped piston surface406is known, the fluid contents of each cylinder can be used, individually, sequentially or simultaneously to move the piston a specific distance, thereby effecting the shock assembly damping characteristics in a relatively predetermined and precise way.

While the cylinders451-453can be operated in any fashion, in the embodiment shown each piston465and rod466is individually operated by a solenoid475and each solenoid, in turn, is operable from a remote location of the vehicle, like a cab of a motor vehicle or even the handlebar area of a motor or bicycle (not shown). Electrical power to the solenoids475is available from an existing power source of a vehicle or is supplied from its own source, such as on-board batteries. Because the cylinders may be operated by battery or other electric power or even manually (e.g. by syringe type plunger), there is no requirement that a so-equipped suspension rely on any pressurized vehicle hydraulic system (e.g. steering, brakes) for operation. Further, because of the fixed volume interaction with the bottom out valve there is no issue involved in stepping from hydraulic system pressure to desired suspension bottom out operating pressure.

In one embodiment, e.g., when active valve450is in the damping-open position, fluid flow through orifice402provides adequate force on the cone shaped member412to urge it backwards, at least partially loading the spring415and creating a fluid flow path from the orifice402into and through orifice403.

The characteristics of the spring415are typically chosen to permit active valve450(e.g. cone shaped member412) to open at a predetermined pressure, with a predetermined amount of control pressure applied to port425. For a given spring415, higher control pressure at port425will result in higher pressure required to open the active valve450and correspondingly higher damping resistance in orifice402. In one embodiment, the control pressure at port425is raised high enough to effectively “lock” the active valve closed resulting in a substantially rigid compression shock assembly (particularly true when a solid piston is also used).

In one embodiment, the valve is open in both directions when the cone shaped member412is “topped out” against valve body404. In another embodiment however, when the valve piston405is abutted or “topped out” against valve body404the spring415and relative dimensions of the active valve450still allow for the cone shaped member412to engage the valve seat417thereby closing the valve. In such embodiment backflow from the rebound side to the compression side is always substantially closed and cracking pressure from flow along orifice402is determined by the pre-compression in the spring415. In such embodiment, additional fluid pressure may be added to the inlet through port425to increase the cracking pressure for flow along orifice402and thereby increase compression damping. It is generally noteworthy that while the descriptions herein often relate to compression damping and rebound shut off, some or all of the channels (or channel) on a given suspension unit may be configured to allow rebound damping and shut off or impede compression damping.

While the examples illustrated relate to manual operation and automated operation based upon specific parameters, in various embodiments, active valve450can be remotely-operated and can be used in a variety of ways with many different driving and road variables and/or utilized at any point during use of a vehicle. In one example, active valve450is controlled based upon vehicle speed in conjunction with the angular location of the vehicle's steering wheel. In this manner, by sensing the steering wheel turn severity (angle of rotation and rotational velocity), additional damping (by adjusting the corresponding size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402) can be applied to one shock assembly or one set of vehicle shock assemblies on one side of the vehicle (suitable for example to mitigate cornering roll) in the event of a sharp turn at a relatively high speed.

In another example, a transducer, such as an accelerometer, measures other aspects of the vehicle's suspension system, like axle force and/or moments applied to various parts of the vehicle, like steering tie rods, and directs change to position of active valve450(and corresponding change to the working size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402) in response thereto. In another example, active valve450is controlled at least in part by a pressure transducer measuring pressure in a vehicle tire. Wherein, the active valve450will modify a damping characteristic of the shock assembly for one, some, or all of the shock assemblies (by adjusting the working size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402) in the event of, for example, an increased or decreased pressure reading in the vehicle tire.

In one embodiment, active valve450is controlled in response to braking pressure (as measured, for example, by a brake pedal (or lever) sensor or brake fluid pressure sensor or accelerometer). In still another example, a parameter might include a gyroscopic mechanism that monitors vehicle trajectory and identifies a “spin-out” or other loss of control condition. Wherein, the active valve450will modify a damping characteristic for one, some, or all of the vehicle's shock assemblies (by adjusting the working size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402chambers) in the event of a loss of control to help the operator of the vehicle to regain control.

For example, active valve450, when open, permits a first flow rate of the working fluid through orifice402. In contrast, when active valve450is partially closed, a second flow rate of the working fluid though orifice402occurs. The second flow rate is less than the first flow rate but greater than no flow rate. When active valve450is completely closed, the flow rate of the working fluid though orifice402is statistically zero.

In one embodiment, instead of (or in addition to) restricting the flow through orifice402, active valve450can vary a flow rate through an inlet or outlet passage within the active valve450, itself. See, as an example, the electronic valve of FIGS. 2-4 of U.S. Pat. No. 9,353,818 which is incorporated by reference herein, in its entirety, as further example of different types of “electronic” or “active” valves). Thus, the active valve450, can be used to meter the working fluid flow (e.g., control the rate of working fluid flow) with/or without adjusting the flow rate through orifice402.

Due to the active valve450arrangement, a relatively small solenoid (using relatively low amounts of power) can generate relatively large damping forces. Furthermore, due to incompressible fluid inside the shock assembly, damping occurs as the distance between cone shaped member412and orifice402is reduced. The result is a controllable damping rate. Certain active valve features are described and shown in U.S. Pat. Nos. 9,120,362; 8,627,932; 8,857,580; 9,033,122; and 9,239,090 which are incorporated herein, in their entirety, by reference.

It should be appreciated that when the valve body404rotates in a reverse direction than that described above and herein, the cone shaped member412moves away from orifice402providing at least a partially opened fluid path.

FIG.5is a schematic diagram showing a control arrangement500for a remotely-operated active valve450. As illustrated, a signal line502runs from a switch504to a solenoid506. Thereafter, the solenoid506converts electrical energy into mechanical movement and rotates valve body404within active valve450, In one embodiment, the rotation of valve body404causes an indexing ring consisting of two opposing, outwardly spring-biased balls to rotate among indentions formed on an inside diameter of a lock ring.

As the valve body404rotates, cone shaped member412at an opposite end of the valve is advanced or withdrawn from an opening in orifice402. For example, the valve body404is rotationally engaged with the cone shaped member412. A male hex member extends from an end of the valve body404into a female hex profile bore formed in the cone shaped member412. Such engagement transmits rotation from the valve body404to the cone shaped member412while allowing axial displacement of the cone shaped member412relative to the valve body404. Therefore, while the body does not axially move upon rotation, the threaded cone shaped member412interacts with mating threads formed on an inside diameter of the bore to transmit axial motion, resulting from rotation and based on the pitch of the threads, of the cone shaped member412towards or away from an orifice402, between a closed position, a partially open position, and a fully or completely open position.

Adjusting the opening of orifice402modifies the flowrate of the fluid through active valve450thereby varying the stiffness of a corresponding shock assembly. WhileFIG.5is simplified and involves control of a single active valve450, it will be understood that any number of active valves corresponding to any number of fluid channels (e.g., bypass channels, external reservoir channels, bottom out channels, etc.) for a corresponding number of vehicle suspension shock assemblies could be used alone or in combination. That is, one or more active valves could be operated simultaneously or separately depending upon needs in a vehicular suspension system.

For example, a suspension shock assembly could have one, a combination of, or each of an active valve(s): for a bottom out control, an internal bypass, for an external bypass, for a fluid conduit to the external or piggyback reservoir225, etc. In other words, anywhere there is a fluid flow path within the shock assembly an active valve could be used. Moreover, the active valve could be alone or used in combination with other active valves at other fluid flow paths to automate one or more of the performance characteristics of the shock assembly. Moreover, additional switches could permit individual operation of separate active bottom out valves.

In addition to, or in lieu of, the simple, switch-operated remote arrangement ofFIG.5, the remotely-operable active valve450can be operated automatically based upon one or more driving conditions, and/or automatically or manually utilized at any point during use of a vehicle.FIG.6shows a schematic diagram of a control system600based upon any or all of vehicle speed, damper rod speed, and damper rod position. One embodiment of the arrangement ofFIG.6is designed to automatically increase damping force in a shock assembly in the event a damper rod reaches a certain velocity in its travel towards the bottom end of a shock assembly at a predetermined speed of the vehicle.

In one embodiment, the control system600increases damping force (and control) in the event of rapid operation (e.g. high rod velocity) of the shock assembly to avoid a bottoming out of the damper rod as well as a loss of control that can accompany rapid compression of a shock assembly with a relative long amount of travel. In one embodiment, the control system600modifies the damping force (e.g., adjusts the size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402) in the event that the rod velocity in compression is relatively low but the rod progresses past a certain point in the travel.

Such configuration aids in stabilizing the vehicle against excessive low-rate suspension movement events such as cornering roll, braking and acceleration yaw and pitch and “g-out.”

FIG.6illustrates, for example, a control system600including three variables: wheel speed, corresponding to the speed of a vehicle component (measured by wheel speed transducer604), piston rod position (measured by piston rod position transducer606), and piston rod velocity (measured by piston rod velocity transducer608). Any or all of the variables shown may be considered by logic unit602in controlling the solenoids or other motive sources coupled to active valve450for changing the working size of the opening of orifice402by causing cone shaped member412to open, close, or partially close orifice402. Any other suitable vehicle operation variable may be used in addition to or in lieu of the variables discussed herein, such as, for example, piston rod compression strain, eyelet strain, vehicle mounted accelerometer (or tilt/inclinometer) data or any other suitable vehicle or component performance data.

In one embodiment, the piston's position within the housing of the shock assembly is determined using an accelerometer to sense modal resonance of the suspension shock assembly or other connected suspension element such as the tire, wheel, or axle assembly. Such resonance will change depending on the position of the piston and an on-board processor (computer) is calibrated to correlate resonance with axial position. In one embodiment, a suitable proximity sensor or linear coil transducer or other electro-magnetic transducer is incorporated in the housing of the shock assembly to provide a sensor to monitor the position and/or speed of the piston (and suitable magnetic tag) with respect to a housing of the suspension shock assembly.

In one embodiment, the magnetic transducer includes a waveguide and a magnet, such as a doughnut (toroidal) magnet that is joined to the cylinder and oriented such that the magnetic field generated by the magnet passes through the rod and the waveguide. Electric pulses are applied to the waveguide from a pulse generator that provides a stream of electric pulses, each of which is also provided to a signal processing circuit for timing purposes. When the electric pulse is applied to the waveguide, a magnetic field is formed surrounding the waveguide. Interaction of this field with the magnetic field from the magnet causes a torsional strain wave pulse to be launched in the waveguide in both directions away from the magnet. A coil assembly and sensing tape is joined to the waveguide. The strain wave causes a dynamic effect in the permeability of the sensing tape which is biased with a permanent magnetic field by the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulse, results in an output signal from the coil assembly that is provided to the signal processing circuit along signal lines.

By comparing the time of application of a particular electric pulse and a time of return of a sonic torsional strain wave pulse back along the waveguide, the signal processing circuit can calculate a distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. The signal processing circuit provides an output signal, which is digital or analog, proportional to the calculated distance and/or velocity. A transducer-operated arrangement for measuring piston rod speed and velocity is described in U.S. Pat. No. 5,952,823 and that patent is incorporated by reference herein in its entirety.

While transducers located at the suspension shock assembly measure piston rod velocity (piston rod velocity transducer608), and piston rod position (piston rod position transducer606), a separate wheel speed transducer604for sensing the rotational speed of a wheel about an axle includes housing fixed to the axle and containing therein, for example, two permanent magnets. In one embodiment, the magnets are arranged such that an elongated pole piece commonly abuts first surfaces of each of the magnets, such surfaces being of like polarity. Two inductive coils having flux-conductive cores axially passing therethrough abut each of the magnets on second surfaces thereof, the second surfaces of the magnets again being of like polarity with respect to each other and of opposite polarity with respect to the first surfaces. Wheel speed transducers are described in U.S. Pat. No. 3,986,118 which is incorporated herein by reference in its entirety.

In one embodiment, as illustrated inFIG.6, the logic unit602with user-definable settings receives inputs from piston rod position transducer606, piston rod velocity transducer608, as well as wheel speed transducer604. Logic unit602is user-programmable and, depending on the needs of the operator, logic unit602records the variables and, then, if certain criteria are met, logic unit602sends its own signal to active valve450(e.g., the logic unit602is an activation signal provider) to cause active valve450to move into the desired state (e.g., adjust the flow rate by adjusting the distance between cone shaped member412and orifice402). Thereafter, the condition, state or position of active valve450is relayed back to logic unit602via an active valve monitor or the like.

In one embodiment, logic unit602shown inFIG.6assumes a single active valve450corresponding to a single orifice402of a single shock assembly, but logic unit602is usable with any number of active valves or groups of active valves corresponding to any number of orifices, or groups of orifices. For instance, the suspension shock assemblies on one side of the vehicle can be acted upon while the vehicles other suspension shock assemblies remain unaffected.

In one embodiment, by utilizing the newly acquired ability to modify the performance of the shock assembly, a number of additional benefits are realized. One benefit is realized by shock assembly manufactures. Although they will still need to manufacture a number of different shock assemblies (or components) due to one or more different external geometries of different shock assemblies; they will not need to include an additional step of modifying (or tuning) the size of the internal air chamber or the range of travel of the shock assembly.

Another benefit is realized by the seller who will be able to stock fewer pre-configured aftermarket (AM) shock assemblies. For example, the seller could stock a number of shock assemblies A that have a first geometry, e.g., each shock assembly A having the same external geometries, e.g., eyelet-to-eyelet length, exterior sizing, range of travel, etc. The seller could also stock a number of shock assemblies B, (designed with one or more different external geometries than the external geometries of shock assembly) e.g., shock assembly B having the same external geometries, e.g., eyelet-to-eyelet length, exterior sizing, range of travel, etc.

Moreover, the seller would be able to make aftermarket or custom adjustments to the performance of the shock assembly, by adding (or removing) one or more travel spacers to the internal air chamber prior to shipment. A dealer would similarly be able to make aftermarket or custom adjustments to the performance of the shock assembly, by adding (or removing) one or more travel spacers to the internal air chamber.

Reference throughout this document to “one embodiment,” “certain embodiments,” “an embodiment,” “various embodiments,” “some embodiments,” or similar terminology, means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the appearances of such phrases in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any embodiment may be combined in any suitable manner with one or more other features, structures, or characteristics of one or more other embodiments without limitation.

The foregoing Description of Embodiments is not intended to be exhaustive or to limit the embodiments to the precise form described. Instead, The examples set forth herein were presented in order to best explain, to describe particular applications, and to thereby enable those skilled in the art to make and use embodiments of the described examples. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purposes of illustration and example only. The description as set forth is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Rather, the specific features and acts described above are disclosed as example forms of implementing the Claims and their equivalents.