ADJUSTABLE SHOCK ABSORBER ASSEMBLY

Abstract: In vehicles, different driving characteristics have required the use of shock absorbers having a complexity of adjustable parts. To reduce such a complexity of parts, a shock absorber has its valve and actuator located within the shock absorber's piston and piston rod assembly (40, 38) which is mounted for reciprocation in cylinder (42), the piston (40) dividing the cylinder (42) into upper and lower chambers. A floating inner piston (122) is slidably disposed in a fluid reserve chamber (120) of the piston (40) for movement between first and second positions to selectively open and close fluid passages (142, 144, 146) associated with the assembly to vary the resistance to damping fluid moving through the assembly and between the chambers. The floating piston (122) movement is controlled by a solenoid-plunger and, when the floating piston is in a first position, provides "soft" compression and rebound strokes and, when the floating piston is in a second position, provides "firm" compression and rebound strokes.

Description: ADJUSTABLE SHOCK ABSORBER ASSEMBLY Background and Summary of the Invention This invention relates to a piston-type fluid suspension system and more particularly to a piston assembly having a bypass valve for selectively adjusting the damping characteristics of the shock absorber both during compression and rebound strokes of the shock absorber piston. Various piston-type fluid shock absorbers have included apparatus for adjusting or controllably varying the shock absorbers" damping characteristics or cushioning effects during compression or rebound of the shock absorber. In prior shock absorbers of this type, various fluid openings have been disposed in, or otherwise associated with, the shock absorber piston or the piston rod, along with means for selectively opening or closing such fluid openings in order to vary the resistance to hydraulic fluid flowing through the piston or piston end piston rod assembly. Because different driving characteristics depend upon the amount of damping forces the shock absorber provides, it is often desirable to have a shock absorber in which the amount of damping forces generated by the shock absorber is adjustable. Exemplary of a shock absorber for selectively changing the damping characteristics of a shock absorber is U.S. Patent Application Serial No. 322,744, filed March 19, 1989, "Method and Apparatus for Controlling Shock Absorbers", the disclosure of which is hereby incorporated by reference. Further, the greater the degree to which the flow of damping fluid within the working chamber is restricted by a piston assembly, the greater the damping forces which are provided by the shock absorber. Accordingly, a "soft" compression and rebound stroke is produced when the flow of damping fluid is relatively unrestricted- and a "firm" compression and rebound stroke is produced when the flow of damping, fluid is restricted. An object of the shock absorber of this application is provision of a method and apparatus for controlling shock absorbers in which the amount of damping fluid flowing between the upper and lower portions of the working chamber can be controlled with a relatively high degree of accuracy and speed. Advantageously, such apparatus when adjusted would provide enhanced road holding and handling by rapidly changing between "firm" and "soft" rebound and compression conditions. Another object of this invention is simplification of the piston assembly by reducing both the number and complexity of the components thereof needed to control the damping forces. Advantageously, a by-pass valve is driven by a ported plunger, from a first position, to produce a soft compression stroke and a firm rebound stroke, and to a second position, to produce a firm-compression stroke and a soft rebound stroke. The improved piston assembly enhances the road handling ability and/or road holding ability of the vehicle by controlling the damping forces of the shock absorber. Another object of the invention is to provide a new and improved piston assembly for a shock absorber that employs a "floating" piston within the piston of an existing shock absorber to control the damping flow conditions. Advantageously the floating piston is a relatively uncomplicated design, economical to manufacture, and is adaptable to a wide variety of adjustment applications. Another object of the present invention is to provide a method of apparatus for controlling shock absorbers in which the occurrence of a compression or rebound stroke may be determined by measuring the pressure differential between the damping fluid in the upper and lower portions of the working chamber (i.e., the pressure difference across the piston of the shock absorber) . Yet another object of the present invention is to provide a shock absorber whose damping characteristics can be easily and conveniently controlled from a remote or external position relative to the shock absorber and which is adaptable to a wide variety of adjustment actuation applications. To achieve the above-mentioned objects, a controllable fluid shock absorber assembly includes a cylinder defining a fluid pressure chamber, a piston rod slidably movable within the chamber, and a piston secured to the piston rod for movement therewith. The piston rod extends outwardly from the chamber, is centrally bored, and has fluid openings to pass fluid. The piston comprises a cylindrical piston body that divides the pressure chamber into an upper rebound and a lower compression chamber. In accordance with the preferred embodiments of the present invention, the piston body has a fluid reserve chamber therewithin which receives a "floating" piston, restricted first flow passages which operate to pass fluid between the upper and lower chambers during respective compression and rebound strokes, second flow passages which operate to pass fluid between the upper and lower chambers via * internal pilot ports and the fluid reserve chamber, and third flow passages or openings to communicate damping fluid between the chamber • and the second passages. The floating piston divides the fluid reserve chamber into upper and lower pressure chambers and includes an internal chamber that defines a passageway to pass fluid from the second passages, through the third flow passages, through the internal chamber of the piston and through the bore of the piston rod. The floating piston is controlled by operating pressures found inside the chamber which are routed by a solenoid valve that controls the flow of damping fluid between the upper and lower chambers of the working chamber ' during compression and rebound of the piston. An external control unit electrically controls a solenoid valve to move the respective openings of a plunger between a first .and second position to control the flow of damping fluid through first and second flow paths, respectively, relative to the first and second chamber portions. Advantageously, the floating piston operates to efficiently and rapidly change the ride characteristics of the shock absorber assembly. Further, sensor means used in connection externally with the shock absorber change the ride characteristics of a car depending upon the user's desires. Other objects, advantages and features of the present invention will become apparent to one skilled in the art upon reading the following description and dependent claims, taken in conjunction with the following drawings. Brief Description of the Drawings Figure 1 is an illustration of an automobile using the method and apparatus for controlling piston-type fluid shock absorbers according to an exemplary preferred embodiment of the present invention. Figures 2A and 2B are longitudinal cross-sectional views, respectively, of the upper and lower end portions of the shock absorber according to an exemplary preferred embodiment of the present invention. Figure 3 is a partial longitudinal cross-sectional view of the piston assembly shown in Figure 2B and shows a floating piston in the piston assembly being positioned so as to provide a firm rebound. Figure 4 is similar to Figure 3 and shows the floating piston being positioned so as to provide a firm compression. Figure 5 is similar to Figure 3 and shows the floating piston being positioned so as to provide a soft rebound. Figure 6 is similar to Figure 3 and shows the floating piston positioned so as to provide a soft compression. Description of the Preferred Embodiment Figures 1-6 illustrate an exemplary embodiment of an adjustable shock absorber according to the present invention, as adapted for providing a damping or cushioning effect between sprung and unsprung portions of the undercarriage of an automobile vehicle, or between other interconnected but relatively movable components of other devices. The term "shock absorber" as used herein refers to shock absorbers in the general sense of the phrase and includes MacPherson struts. Although, the present invention is depicted in the drawings as being adapted for various automotive application, one skilled in the art will readily recognize from the following discussion that the principles of the present invention are equally applicable to other types of suspension systems. Referring to Figure 1, four shock absorbers 10 according to the preferred embodiment of the present invention are shown in operative association with a diagrammatic representation of a conventional automobile 12. The automobile 12 includes a rear suspension system 14 having a transversely extending rear axle assembly (not shown) adapted to operatively support the vehicle's rear wheels 18. The rear axle assembly is operatively connected to the automobile 12 by means of a pair of shock absorbers 10 as well as by the helical coil springs 20. Similarly, the automobile 12 has a front suspension system 22 including a transversely extending front axle assemble (not shown) to operatively support the vehicle's front wheels 24. The front axle assembly is operatively connected to the automobile 12 by means of a second pair of shock absorbers 10 and by the helical coil springs 20. The shock absorbers 10 serve to damp the relative movement of the unsprung portion (i.e., the front and rear suspension systems 22 and 14) and the sprung portion (i.e., shown as body 26 in Figure 2A) of automobile 12. To allow the damping characteristics of the shock absorbers 10 to be controlled, a mode select switch 28 and an electronic control module 30 are provided. The mode select switch 28 is located within the passenger compartment of the automobile 12 and is accessible by the occupants of the automobile 12. The mode select switch 28 is used for selecting which type of damping characteristics the shock absorbers 10 are to " provide (i.e., firm, soft or automatic). The electronic control module 30 receives the output from the mode select switch 28 and is used for generating electronic control signals for controlling damping characteristics of the shock absorbers 10. By controlling the damping characteristics of the shock absorbers 10, the shock absorbers are able to dampen relative movement between the body 26 and the suspension system of the automobile in such a manner as to optimize both ride and comfort and road handling ability simultaneously. The structure of the shock absorbers 10 are of the type shown and described in conjunction with the hereinabove Application Serial No. 322,774, filed March 13, 1989. In the discussion which follows, the shock absorber will be described briefly and only to the extent needed to identify the novel changes. Figures 2A and 2B disclose that shock absorber 10 comprises an elongated, generally cylindrical, reserve tube 32, a cup-shaped cap 34 which closes the upper end of the tube, and a cup-shaped cap 36 which closes the lower end of the tube, thereby forming a closed chamber to store damping fluid. Extending axially through upper cap 34 is a piston rod 38 which is secured to a reciprocating piston assembly 40. The piston assembly 40 is axially displaceable within an elongated tubular pressure cylinder 42 which is disposed within the reserve tube 32. The pressure cylinder 42 defines a working chamber 44 in which upper and lower portions of the working chamber are, respectively, located above and below the piston assembly 40. A teflon sleeve 46 is disposed between the piston assembly 40 and the pressure cylinder 42 to facilitate movement of the piston assembly 40 with respect to pressure cylinder 42. The shock absorber 10 is connected at its opposite end portions to the rear axle assembly of the automobile 12 and to the body 26 of the automobile 12. The details of such connection do not form part of this invention, as such, and a suitable construction is fully set forth in the hereinabove referenced patent application. To permit electrical communication between the electronic control module 30 and an electrical coil described below, the shock absorber 10 further comprises an electrical connector assembly 48 which when operated allows for rapid electrical decoupling of the shock absorber 10 from the electronic control module 30 so that the shock absorber 10 may be replaced. The electronic control module 30 and its operation relative to control the shock absorbers is described in detail in the hereinabove incorporated Serial No. 322,774. The electrical connector assembly 48 may be of the type which is shown in Figures 8-10 of U.S. Patent Application Serial No. 105,404 filed on October 5, 1987, although other suitable electrical connectors may be used. To support the piston assembly 40 on the piston rod 38, an axially extending piston post 50 and a piston post rod nut 52 are provided. The piston post 50 is generally circular in cross-section and extends axially through the central bore 54 (e.g., see Figure 3) of the piston assembly 40. The piston post 50 is secured to the piston rod 38 by the piston post rod nut 52. To allow damping fluid of the damping fluid reservoir 56 to flow into the working chamber 44, a base valve assembly 58 is provided as shown in Figure 2B. The base valve assembly 58 comprises a generally cup-shaped pressure cylinder end portion 60 which is disposed coaxially with and adjacent to, the lower portion of the pressure cylinder 42. The end portion 60 contains a peripherally upwardly disposed recess which is operable to engage the lower portion of the pressure cylinder 42. The pressure cylinder 42 is secured to the recess by a suitable means such as a press-fit. It should be understood, however, that other suitable base valves may be used. * The piston assembly 40 will now be described in greater detail with respect to Figures 3, 4, 5 and 6. In this regard, details of certain associated structure are more specifically set out in the above-referenced Patent Application Serial No. 322,774, incorporated herein by reference. Piston assembly 40 is used for controlling the flow of damping fluid between the upper and lower portions of the working chamber 44 and comprises a valve body 68 having a first and second plurality of restricted vertical flow passages 70 and 72, a counter-recessed flow passage 74 in the upper end face of valve body 68, and a counter-recessed flow passage 76 in the lower end face of valve body 68. Each flow passage 70 comprises a valve controlled upper outlet end portion 78 and a lower counter-recessed inlet end portion 80. Similarly, each flow passage 72 comprises a valve controlled lower outlet end portion 82 and an upper counter-recessed inlet end portion 84. To allow the piston assembly 40 to regulate the flow of damping fluid between the upper and lower portions of the working chamber 44, an upper spring disk 86 and a lower spring disk 88 are provided. The upper spring disk 86 is disposed adjacent to the upper outlet end portion 78 of the flow passages 70, as well as to the upper inlet end portion 84 of the flow passages 72. To place a biasing force on the upper surface of the spring disk 86, a first helical valve spring 90 and an annularly-shaped spring seat 92 are provided. The spring seat 92 has a radially extending portion 94 as well as an axially extending portion 96. The radially extending portion 94 is disposed adjacent to the upper end face of the valve body and against the upper surface of the upper spring disk 86 and superposes the flow passage 74. The axially extending portion 96 of the spring seat 92 extends axially from the radially extending portion 94 to a position immediately below the piston rod nut 52. The axially extending portion 96 further comprises a flow passage 98 which allows damping fluid in the upper portion of the working chamber 44 to flow therethrough and to the flow passage 74. The helical valve spring 90 is disposed between the piston post rod nut 52 and the upper surface of the radially extending portion 94 of the spring seat 92. Valve spring 90 is in compression and forces the radially extending portion 94 of the spring seat 92 against the upper surface of the spring disk 86, which in turn forces the lower surface of the spring disk 86 against and in closing relation against the upper • outlet end portion 78 of the vertical flow passages 70. The lower spring disk 88 is disposed adjacent to the lower surface of the piston assembly 40 adjacent to the lower outlet end portion 82 of the vertical flow passages 72 as well as the lower inlet end portion 80 of the vertical flow passages 70. The lower spring disk 88 is securedly sandwiched between the lower surface of the valve body 68 and a spring seat 100. The spring seat 100 comprises a radially extending first portion 102, a step portion 104, and a radially extending second portion 106, the step portion 102 having a flow passage 108 therein which allows damping fluid to flow therethrough. A second helical valve spring 110 biases the spring seat 100 against the lower spring disk 88. A disk-shaped spacer 112 is disposed coaxially above a piston nut 114 which threadably engages the piston post 50. The second valve spring 110 is disposed adjacent to the outer periphery of the upper portion of the piston nut 114 with the valve spring 110 placing an upward biasing force on the spring seat 100 which in turn places an upwardly directed biasing force on the lower spring disk 88. Accordingly, the lower spring disk 88 is able to limit the flow of damping fluid flowing through the flow passages 72 during rebound. The valve body 68 comprises a pair of cylindrical body portions 116 and 118 which are joined together to form an interior fluid reserve chamber 120 and an annular inner piston 122, the valve body being disposed coaxially with the axial centerline of the piston post 50, and disposed on the outer radial periphery of the piston post between the upper spring disk 86 and the lower spring disk 88. In the embodiment shown, the upper first body portion 116 comprises a plurality of flow passages 124 which extend coaxially with the axial centerline of the piston post, and the lower second body portion 118 comprises a plurality of flow passages 126 and 128 which extend coaxially with the centerline of the piston post, the flow passages 124 and 126 cooperating to form a continuous vertical flow passage from the upper face inwardly and the flow passages 128 cooperating to form a vertical flow passage from the lower face inwardly. Further, the upper body portion 116 includes a plurality of pilot ports 130 and 132 which communicate, respectively, the fluid between the flow passage 124 into the fluid reserve chamber 120 and the fluid reserve chamber 120 into respective openings 134 of the piston post. Further, the lower body portion 118 includes a plurality of pilot ports 136 and 138, respectively, to pass fluid from the vertical passages 126 into the fluid reserve chamber 120 and therefrom through an respective openings 140 in the piston post. The body portions further include openings 142 and 144, respectively, which communicate fluid between passage 124 and 126 and the fluid reserve chamber 120 and therefrom to vertical passage 128. The inner piston 122 is in the form of a two-part disk which is positioned in the fluid reserve chamber to move between upper and lower positions and divide the fluid reserve chamber into upper and lower chamber portions. Inner piston 122 basically "floats" between its upper and lower positions and includes a central passageway or annulus 146 which is adapted to be brought into and out from register with openings 142 and 144 to pass fluid from vertical passage 124 and 126 through the fluid reserve chamber 120 to the vertical passage 128. A plunger member 148 is disposed coaxially within the piston post 50 and is cylindrical in cross-section, the lower end portion of which includes a region 150 which has a reduced external radius and a plurality of openings 152. The region 150 is used to allow damping fluid to flow between the piston openings 134 and pilot ports 132, or piston openings 140 and pilot ports 138, and the fluid reserve chamber member 120. In addition plunger 148 includes a central pressure passage 154 which allows damping fluid in the lower portion of the working chamber 44 to fluidly communicate through piston post 50. To cause movement of plunger member 148 an annular coil is provided as discussed in the hereinabove incorporated patent application, the plunger member and the coil forming a solenoid. Application of current to the coil causes the plunger to be displaced thereby causing the region 150 to move proximate the respective openings 134 and 140 of piston post 50, the region being appropriately dimensioned to close one opening while the other is open. : is During rebound, the piston is moving upwardly as shown in Figures 3 and 5. When plunger 148 closes piston post openings 140, as in Figure 3, the upper chamber is put under high pressure and damping fluid is able to flow from the upper portion of the working chamber 44 to the lower portion of working chamber through the following passages: the flow passage 98, the flow passage 74, the flow passage 124 and 126, the pilot ports 130 and 136 into the fluid reserve chamber 120, the pilot port passages 132 and into the respective piston post openings 134, the passage formed by the region 150 between the piston and the plunger, the opening 152 through the plunger, and into center passage 154 of plunger 148. When this occurs, fluid flowing through pilot port 130 into the upper half of cavity 120 is vented through pilot port 132 an thus upper cavity 120 is at a lower pressure than the lower half of cavity 120 which is at a high pressure because plunger 148 blocks opening 140. Because of this disk 122 is driven upwardly, causing openings 140 and 142 to be covered. The increased pressure caused by the fluid flowing through flow passage 72 overcomes the biasing forces of spring 88, thereby causing the lower spring disk 88 to be displaced in a downward direction and fluid to flow outwardly of 82 to the lower chamber. More damping fluid is therefor able to flow through the flow passages 72 thereby decreasing the damping forces which the piston assembly 40 generates and provides a firm rebound stroke. During compression, the piston is moving downwardly as shown in Figures 4 and 6. When plunger 148 closes piston post openings 134 . , as in Figure 4, the lower chamber 44 is put under high pressure and damping fluid is able to flow through the following flow passages from the lower portion of the working chamber 44 to the region immediately above the upper end face of the valve body: through plunger central passage 154 and through plunger openings 152, through region 150, through pilot ports 138 into the lower half of chamber 120, through pilot ports 136 into passage 126 and 124, and outwardly of flow passage 74. Similarly, the fluid flowing through pilot port 138 into the lower half of chamber 120 is at high pressure, greater than the pressure of the upper half of chamber 120, causing disk to be driven upwardly and cover openings 140 and 142. The increased pressure caused by fluid passing through flow passage 70 overcomes the biasing forces of spring 90 thereby causing spring disk 86 to be displaced in an upward direction and uncovering opening 78. This provides a firm compression stroke. During the rebound shown in Figure 5, when the plunger member 144 is displaced downward in such a manner that the upper openings 134 of piston 50 are closed and the region 150 of solenoid plunger 148 communicates with piston lower openings 138, a soft rebound is provided. In this situation, high pressure in the upper chamber 44 communicates via passages 124 and 126 with pilot ports 130 and 136. Because piston post opening 134 is closed by the solenoid plunger, the pressure is upper half of chamber 120 is greater than that in the lower half of chamber 120. As a consequence, pressure forces cause the floating piston 122 to be driven downwardly in chamber 120 whereby its passageway 146 is brought into register with openings 142 and 144 of piston body 68. In this situation, augmented flow of damping fluid passes through passageway 124 and 126, through opening 142 into passageway 146 of the floating piston, through opening 144, and downwardly and outwardly via passages 128, 76 and 108. The increased flow through the floating piston 122, plus the flow through passage 72, provides a "soft" rebound. Finally, during the compression shown in Figure 6, when the plunger 144 is displaced upwardly in such a manner that the piston openings 140 are covered and openings 134 are uncovered, the floating piston 122 is driven downwardly and have its passageway 146 aligned with openings 142 and 144 of piston 68. The augmented flow of fluid through floating piston 122, plus the flow of fluid through passage 70 between the upper and lower chambers, results in a "soft" compression. As discussed in more detail in Serial No. 322,774, a pressure sensor is provided to determine whether the shock absorber is in compression or rebound, the sensor being electrically interconnected to signal conditioning units, and to the control module to control the pressure differential between the upper and lower chambers. While details of the control arrangement are provided in Serial No. 322,774, the sensor determines the difference in pressure between the damping fluid in chamber 44 and generates a first electrical signal in response to that difference. A second sensor in the form of an accelerometer detects movement of the body of the automobile and generate a second electrical signal in response to that acceleration (or velocity) . A control member is provided to receive the electrical signals and generate a command signal directing the plunger to be energized into a first or a second position. While the above description constitutes the preferred embodiment of the invention, it will be appreciated that the invention is susceptible to modification, variation, and change without departing from the proper scope or fair meaning of the accompanying claims. For example, floating piston 122 could comprise a solid disk of suitable thickness and the openings 142 and 144 of the piston body 68 adjusted appropriately such that the piston, as modified, would divide chamber 122 into two portions and would move from a first position, such as shown in Figures 3 and 4, wherein the disk thickness closes openings 142 and 144, to a second position, such as shown in Figures 5 and 6, wherein the disk thickness uncovers openings 142 and 144.

Claims: What I claim is : 1. A shock absorber for damping the movement of the body " of an automobile relative to a wheel of said automobile, comprising a pressure cylinder with a reciprocating piston disposed therein operable to divide the working chamber formed by said pressure cylinder into first and second portions, first valve means for permitting damping fluid to flow one way and from said first to said second chamber portion during compression, second valve means for permitting damping fluid to flow one way and from said second to said first chamber portion during rebound, by-pass valve means formed in said piston for .permitting damping fluid to flow in both directions between the first and second chamber portions during compression and rebound, said by-pass valve means including a disk member disposed in a cavity and movable between an upper and lower position in said cavity by operating pressures in said first and second chambers, electrically operable flow control means to control the actuation of said valve means and the flow of said damping fluid, said flow control means comprising a solenoid having a plunger operable to be displaced in first and second positions, "a first flow path between said first portion and said second valve means through said flow control means, a second flow path between the second portion and said first valve means through said flow control means, and a third flow path between said first and second portions and said by-pass means through said flow control means, and actuating means for controllably actuating said flow control means in response to the pressure differential between said first and second portions of said working chamber as the piston reciprocates and responsive to the movement of the body of said automobile, said actuating means operable to generate a firm damping during compression and rebound by displacing said disk member to close said third flow, path and a soft damping during compression and rebound by displacing said disk member to open said third flow path. 2. The shock absorber as set forth in Claim 1, wherein said shock absorber comprises a piston rod secured to said piston, and said disk member has an annular flow passage therethrough, the annular flow passage being adapted to form parts of said third flow path. 3. The shock absorber as set forth in Claim 1, wherein said piston includes a pair of passages and a respective pair of spring disks, said disks respectively for controlling the flow of damping fluid through the chambers of said pressure cylinder during compression and rebound of the shock absorber. 4. The shock absorber as set forth in Claim 1, wherein said plunger is operable to control the flow of damping fluid through said first and second flow paths. 5. In an adjustable shock absorber for damping the movement of the body of an automobile relative to a wheel of said * automobile, the shock absorber including a cylinder including damping fluid, a piston assembly dividing the cylinder into upper and lower chambers, valve means for controlling "the flow of damping fluid between said chambers, electrically controllable flow control means for controlling the actuation of said valve* means, said control means comprising a solenoid having a plunger operable to be displaced to first and second positions, and actuation means for controllably actuating said control means in response to the pressure differential between said upper and lower chambers and the movement of the body of said automobile, the improvement wherein said piston assembly is formed with an internal cavity, a disk is disposed within said cavity for movement between an upper and a lower position, a first flow path is formed between the upper chamber and said cavity, a second flow path is formed between the lower chamber and said cavity, said disk being operated by the pressure differential in said upper and lower chambers and in response to said plunger being displaced in one of its position, movement of said disk to said upper position in said cavity preventing flow through said first and second flow paths and movement of said disks to the lower position preventing flow fluid to flow between said first and second flow paths. 6. The adjustable shock absorber as set forth in Claim 5 wherein said piston assembly includes a first pair of by-pass ports communicating with the upper portion of said cavity and a second pair of by-pass ports communicating with the lower portion of said cavity, selective movement of said plunger operable to pressurize the upper and lower portions of said cavity to move said disk in response to the pressure differential in the chambers. 7. In an adjustable shock absorber, comprising: a cylinder containing a damping fluid, an axially displaceable piston rod extending in sealed manner into the cylinder, and a damping piston which divides said cylinder into upper and lower chambers and is provided with flow passages which produce damping forces, the improvement wherein: said piston rod is centrally bored to pass fluid between the upper and lower chambers; said piston includes a central hydraulic pressurizable reaction chamber separately connected by respective first and second flow passages with the upper and lower chambers; means disposed in said reaction chamber, movable in response to fluid pressure differential in said upper and lower chambers during operation of said piston, for controlling flow of fluid between said first and second flow passages; and electromagnetic drive means, including a solenoid operated plunger movable between first and second positions, for controlling the flow of fluid between the central bore in said piston rod and between the upper and lower chambers. 8. An adjustable fluid shock absorber comprising a fluid pressure housing defining a fluid pressure chamber therewithin, a fluid reserve housing defining a fluid reserve chamber therebetween, a piston slidably movable within said fluid pressure chamber, fluid passage means for providing fluid communication therethrough between said fluid pressure chamber and said fluid reserve chamber in response to predetermined movement of said piston within said fluid pressure chamber, and an adjustment valve means associated with said piston and selectively operable for selectively providing and preventing fluid communication therethrough between said fluid pressure chamber portions in order to adjustably alter the damping characteristics of the shock absorber, said fluid communication through said adjustment valve means being in addition to said fluid communication through said fluid passage means, said adjustment valve means including at least one fluid passage extending through said piston in communication with said fluid pressure chamber portions and defining therewithin a fluid reserve cavity, and a closure member having an aperture extending therethrough in said cavity, said closure member being selectively movable to a first position wherein said aperture is generally aligned with said f.luid passage in order to provide additional fluid communication between the fluid pressure chamber portions and to a second position wherein said closure member blocks off said fluid path in order to prevent said additional fluid communication therethrough between said pressure chamber portions. 9. The adjustable shock absorber as set forth i Claim 8, including an electrically controllable flow means operable to control the actuation of said closure member, said controllable flow means comprising a solenoid having a plunger operable to.be displaced relative to said piston rod and into upper and lower positions thereabout, the upper and lower positions being associated with the positions of said closure member when positioned to open and close the passage, respectively, to prevent and permit fluid to flow through the cavity and between the upper and lower chamber portions, and means for controllably actuating the controllable flow means in response to the pressure differential between the first and second portions of the working chamber and the movement of the piston rod. 10. An adjustable fluid shock absorber comprising a fluid pressure cylinder defining a fluid pressure chamber therewithin, a fluid reserve cylinder generally surrounding said fluid pressure cylinder and defining a fluid reserve chamber therebetween, a piston assembly slidably movable within said fluid pressure chamber both in an inward compression direction and in an outward rebound direction, said assembly including a piston attached to a piston rod for movement therewith and said piston dividing said fluid pressure chamber into a first and a second chamber portion, first fluid passage means, including a flow control passage, for providing fluid communication through said piston between said first and second chamber portions, second fluid passage means for providing fluid communication through said piston and between said fluid pressure chamber and said fluid reserve chamber in response to predetermined movement of said piston within said fluid pressure chamber, valve means for controlling the flow of damping fluid between said chambers, electrically controllable flow means operable to control the actuation of said valve means and comprising a solenoid having a plunger disposed about the piston rod and operable to be displaced to first and second positions, adjustment valve means associated with said piston and selectively operable for selectively providing and preventing fluid communication therethrough between said fluid pressure chamber portions, said adjustment means including a disk member axially displaceable about said piston rod between a first position wherein said disk blocks said control passage in order to prevent fluid communication therethrough between said fluid pressure chamber portions and a second position wherein said disk uncovers said control passage in order to permit said fluid communication therethrough between said fluid pressure chamber portions, and means for controllably actuating said electrical controllable flow means in response to the pressure differential between the upper and lower portions of said fluid pressure chamber and movement of the body of said automobile, said plunger operating to allow chamber pressures to position said disk to cover the control passage.to provide firm damping in rebound and compression and to uncover the control passage to provide a soft damping in rebound and compression. 11. The adjustable fluid shock absorber as recited in Claim 10, wherein said disk member has an aperture extending therethrough adapted to be brought into alignment with said control passage to permit flow to pass therethrough. 12. The adjustable shock absorber as set forth in Claim 11, wherein said piston includes an interior cavity for receiving said disk member, the disk member moves relative to said cavity, and a plurality of pilot ports communicate fluid from the upper and lower chamber portions into the upper and lower cavity portions to displace the disk member into covering and uncovering positions as a result of the plunger and piston movement. 13. A method for regulating the flow of damping fluid between first and second portions of the working chamber of a direct acting hydraulic shock absorber, said shock absorber being disposed between the sprung and unsprung portions of a vehicle and having a pressure cylinder, said method comprising the steps of: sensing the pressure differential between said first and second portions of said working chamber, sensing the vertical velocity of the sprung portion of said vehicle, delivering damping fluid to electrical controllable flow means for regulating the flow of damping fluid between said first and second portions of said working chamber, said electrical controllable flow means comprising a plunger operable to- be disposed in upper and lower positions and operable to selectively position a floating piston in first and second positions corresponding to said plunger positions depending on said pressure differential, and regulating the flow of damping fluid between said first and second portions of said working chamber by said electrical controllable flow means in response to the pressure differential between sai first and second portions of said working chamber and the vertical velocity of said sprung portion of said vehicle, said step of regulating the flow of damping fluid comprising the step .of generating firm rebound and firm compression of said sprung portion when said disk is disposed in said first position and generating soft compression and soft rebound when said disk is disposed in said second position.

Inventors: SACKETT RAY ANDREW, TYRRELL CHARLES EDWIN, SACKETT, RAY, ANDREW, TYRRELL, CHARLES, EDWIN
Applicants: MONROE AUTO EQUIPMENT CO, MONROE AUTO EQUIPMENT COMPANY
Application year: 1991
Main classification: F16F9
IPC codes: B60G17, F16F9