FLOW SENSITIVE, ACCELERATION SENSITIVE SHOCK ABSORBER

Abstract: An acceleration sensitive shock absorber has a tubular housing and a piston assembly in the housing (11) dividing the housing into an upper chamber (13) and a lower chamber (12). The piston is connected to the wheel of a vehicle and the housing is connected to the chassis of the vehicle. Fluid can pass between the upper and lower chamber to the upper chamber upon downward acceleration of the wheel. A movable inertia valve (46) in the piston assembly opens the first port when acceleration of the wheel of the vehicle is greater than a predetermined magnitude for increasing flow between the chambers. In addition, there is a first restricted flow path (48) downstream from the first port for creating hydraulic pressure which biases the inertia valve in an open position in response to fluid flow between the chambers. There is a second port (43) or passage for providing fluid flow from the upper chamber to the lower chamber. A second restricted flow path upstream from the second which provides hydraulic pressure to decrease the response time during compression.

Description: FLOW SENSITIVE, ACCELERATION SENSITIVE SHOCK ABSORBER Background This invention relates to vehicle shock absorbers which are typically mounted between the wheels and chassis of an automobile, truck, motorcycle, etc. The invention relates to a shock absorber with damping characteristics that change depending upon die acceleration of parts of the shock absorber, most importantly, upon downward acceleration of the vehicle wheel. More specifically, it relates to the control of fluid flow for acceleration sensitivity in the shock absorber. Hydraulic shock absorbers are universally employed in automotive vehicles. Each wheel of the vehicle is coupled to the vehicle chassis or frame by a spring so that bumps or dips in the road are not transmitted directly to the passengers or vehicle load. A spring alone, however, would still give a rough ride. Shock absorbers are therefore mounted in parallel with the springs to damp the accelerations applied to the chassis from the wheel. Most shock absorbers are designed to have a certain operating characteristic or load- velocity curve which is a compromise of the characteristics desired for a variety of road conditions. The characteristics suitable for driving on relatively smooth road may, however, be inappropriate where the vehicle wheels may encounter short range bumps or dips. Shock absorbers which respond to accelerations of a vehicle wheel are known in the art. One such method implemented in a standard cylinder - piston arrangement allows dynamic adjustment of valves and orifices to control the flow of hydraulic fluid from one end of the cylinder to the other end through the piston in response to terrain defects. Such acceleration sensitive shock absorbers have demonstrated a remarkable ability to improve the performance of vehicles equipped with such shock absorbers, however, it is still desirable to provide additional improvement in an acceleration sensitive shock absorber. Brief Summary of the Invention There is, therefore, provided in practice of this invention according to a presently preferred embodiment an acceleration sensitive shock absorber having a tubular housing and a piston assembly in the housing, dividing the housing into an upper chamber and a lower chamber. The shock absorber is connected at one end to the chassis of a vehicle and the other end to a wheel of the vehicle. Fluid can pass between the upper and lower chambers with a restricted flow rate during either extension or compression of the shock absorber. There is a first port for increasing fluid flow between the chambers and a moveable inertia valve for opening the first port when the downward acceleration of the vehicle wheel is greater than a predetermined magnitude. In addition, the acceleration sensitive shock absorber has means for biasing the inertia valve towards its open position in response to fluid flow from the lower chamber to the upper chamber. The acceleration sensitive shock absorber further provides a means for closing the first port with the inertia valve as soon as the flow in the first port ceases. In a preferred embodiment, the inertia valve is mounted in the piston assembly for normally keeping the first port closed and opening the port upon extension of the shock absorber, i.e., acceleration of the vehicle wheel downwardly. The first port is kept open by having a first restricted flow path downstream from the first port which has a flow area smaller than the flow area of the first port when the first port is open. The first port is closed by having a lip formed with the inertia valve that extends into the second port whereby a downward force is exerted on the inertia valve during fluid flow from the upper chamber to the lower chamber. The magnitude of downward pressure is further enhanced by an upstream restricted flow path which has a flow area smaller than the second port. In another embodiment for a single tube shock absorber, the inertial mass is mounted in the piston assembly for normally keeping the port closed and opening the port upon extension of the shock absorber, i.e. , acceleration of the vehicle wheel downwardly. The port is kept open by having a restricted flow path downstream from the port which has a slower rate of opening than the port when the port is partly open. In an embodiment for a twin tube shock absorber, a sleeve-like inertial mass is mounted in a fluid reservoir surrounding the chambers for normally keeping a port between one of the chambers and the reservoir closed and opening the port upon acceleration of the vehicle wheel downwardly. The port is kept open by having a restricted flow path downstream from the port which has a flow area smaller than the flow area of the port during at least a portion of the travel of the inertial mass between a port-open position and a port-closed position. Brief Description of the Drawings These and other features and advantages of the present invention will be better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: FIG. 1 illustrates in longitudinal cross-section an acceleration sensitive shock absorber constructed according to principles of this invention when there is no acceleration of the vehicle wheel; FIG. 2 is a fragmentary longitudinal cross-section of the piston assembly when the vehicle wheel is accelerating downwardly and an acceleration sensitive valve has opened; FIG. 3 illustrates in longitudinal cross-section a piston for an acceleration sensitive shock absorber where the left side of the drawing depicts the shock absorber when there is no acceleration of the vehicle wheel, and the right side of the drawing depicts the shock absorber upon downward acceleration of the wheel; and FIG. 4 is a fragmentary semi-schematic longitudinal cross-section of a twin tube shock absorber with a flow sensitive inertial mass. Detailed Description The first two drawings illustrate a piston assembly of a single tube shock absorber which is acceleration sensitive and flow sensitive. The piston assembly is on a piston rod 10 connected to the wheel (not shown) of a vehicle. The piston assembly is mounted in the hollow cylindrical body 11 of the shock absorber, which is connected to the frame or chassis (not shown) of the vehicle. The piston assembly divides the interior of the cylinder 11 into a lower chamber 12 below the piston and an upper chamber 13 above the piston. The rest of the shock absorber, including means for connecting to the vehicle is conventional and need be illustrated for an understanding of this invention. It will be understood that references are made to an upper chamber and a lower chamber, since this is the way the shock absorber is normally mounted in a vehicle. It may alternatively be inverted in some arrangements. When mounted as illustrated, movement of the piston assembly downwardly occurs upon extension of the shock absorber such as, for example, when the wheel moves away from the vehicle as the terrain drops away beneath the vehicle or the wheel rebounds from compression. Alternatively, upon compression of the shock absorber, the wheel and piston assembly move upwardly within the cylinder. The piston assembly has a hollow piston 14 threaded onto the upper end of the hollow piston rod 10. A set screw 15 prevents the piston from unscrewing from the piston rod. A hollow inertia valve retainer 16 is threaded into a smaller diameter end of the piston. A set screw (not shown) in a diagonal hole 20 in the inertia valve retainer bites into the end of the piston to prevent the retainer from unscrewing from the piston. The perimeter of the piston is sealed to the inside of the cylinder by a circumferentially extending scarf-cut wear band 17 made of polytetrafluoroethylene or the like. The wear band is backed up an O-ring 18 which acts as a "spring" for biasing the wear band against the inside of the cylinder. An adjustment rod 19 extends through the hollow piston rod and piston. The upper end of the adjustment rod is hollow and is closed by a threaded plug 21. The exterior of the upper end of die adjustment rod is hexagonal and fits in a hexagonal hole of a rebound adjuster 22 which is held in the inertia valve retainer by a snap ring 23. An annular rebound valve 24 has a larger diameter portion that seats against a shoulder inside the inertia valve retainer and is biased against the shoulder by a rebound spring 26. There are four diagonally extending slots 27 in the outside of a reduced diameter portion of the rebound valve. During the extension or rebound of the shock absorber the piston moves downwardly in the cylinder, raising the pressure in the lower chamber and decreasing pressure in the upper chamber. This causes fluid to flow through radial openings 28 in the piston rod and additional radial openings 29 communicating with the hollow interior of the adjustment rod. The increased fluid pressure against the rebound valve 24 moves d e valve upwardly against the rebound spring, moving d e diagonal slots 27 past die shoulder in the retainer so that fluid can flow past die valve and through holes 31 through the rebound adjuster at the upper end of die piston assembly. It will also be noted that die changing position of the threaded rebound adjuster also changes the total travel of the rebound valve. This affects the maximum opening of the slots adjacent the shoulder and hence d e flow rate of fluid through the valve. As mentioned above, die end of die adjustment rod 19 is hexagonal and fits in a hexagonal hole in the rebound adjuster. The rebound adjuster is d readed into the inertial valve retainer. Thus, rotation of the adjustment rod can move the rebound adjuster longitudinally in die threads. This changes die force on die rebound spring and hence die opening force of the rebound valve. The adjustment rod extends through the lower end of the shock absorber for adjustment of die rebound characteristics as described in d e aforementioned patent. An annular compression valve 32 fits around die adjustment rod and has a shoulder which seats against the end of a smaller diameter portion of the rebound valve 24. A smaller diameter portion of the compression valve fits within a portion of the rebound valve. The smaller diameter portion of d e compression valve has diagonally extending slots 33 on d e outside surface facing toward the inside of d e rebound valve. The compression valve is biased toward d e closed position against die rebound valve by a compression spring 34. The other end of the compression spring bears against a compression adjuster 36 which fits onto the adjustment rod and seats against a shoulder 37. The compression adjuster is captive between diat shoulder and a snap ring 40. To adjust d e opening force for die compression valve one moves d e adjustment rod longitudinally. As the compression adjuster moves away from the compression valve, die force on die compression spring 34 is relaxed, reducing d e opening force of the valve. Conversely, as the adjustment rod is moved upwardly toward d e valve die opening force is increased. Four longitudinal extensions 39 on d e compression adjuster are positioned for engagement widi die bottom of d e compression valve. When d e adjustment rod is in its fully up position the extensions actually bear against the end of the compression valve and prevent it from opening. This provides die maximum stiffness of the shock absorber in compression. This adjustment also changes the travel of the compression valve. When the adjustment rod is moved downwardly, die extensions are spaced away from the end of the compression valve 32 so mat d e valve can open. Typically, a longitudinal travel of 2.5 millimeters is appropriate for adjustment to die softest desired compression resistance. Thus, the compression adjuster sets both die compression opening force for die compression valve and the travel of the valve. The limitation on travel of the valve regulates the amount of opening of the slots 33 and meters e quantity of fluid diat can flow through the compression valve. In the event of the vehicle hitting a bump, for example, so that the shock absorber is compressed, me fluid pressure in the upper chamber 13 becomes greater than the pressure in the lower chamber. Shock absorber fluid flows dirough the holes 31 in the rebound adjuster, dirough the center hole of die rebound valve 24, through the slots 33 in the compression valve, dirough openings (not shown) between the extensions 39 on die compression adjuster, dirough the radial holes 29 in the hollow end of the adjustment rod, and dirough the openings 28 through the piston rod into the lower chamber. The compression spring 34 biasing the compression valve 32 against the rebound valve 24 has a sufficient travel d at it keeps the compression valve closed even when the rebound valve moves toward its open position. The pressure from the lower chamber during rebound also helps keep me compression valve closed. The arrangement of an annular rebound valve wid a compression valve coaxial and partly nested within die rebound valve provides a very compact valving arrangement for the tightly confined space in a shock absorber. In d is arrangement the compression valve and rebound valve are dueling, with the compression valve biased towards opening the rebound valve. The rebound spring 26 has a higher spring constant than the compression spring 38 so that when there is no pressure differential across die piston assembly die rebound valve remains closed against the shoulder in die inertia valve retainer and die compression valve remains closed against the end of the rebound valve. The edge of die shoulder in the inertia valve retainer cooperates with the diagonal slots 27 in die rebound valve to meter die flow through the valve during die rebound or extension stroke of the shock absorber. As the rebound valve moves away from die shoulder as pressure in the lower chamber increases, the slots progressively open and more fluid can flow through d e valve. It will be apparent diat me same function can be achieved with diagonal slots in the inertia valve retainer and a cooperating cylindrical surface on d e outside of die rebound valve. Similarly, the smaller diameter end of die rebound valve cooperates with the diagonal slots 33 in d e compression valve to meter flow during d e compression stroke of the shock absorber. When the compression valve is in its maximum nested position inside the rebound valve, the slots 33 are completely closed and no fluid flows through the valve. As the compression valve moves out of its nested position, the area of the slots through which fluid can flow progressively increases. The limitation on travel of the compression valve before encountering the extensions 39 on the compression adjuster determines the maximum flow rate of fluid and die compression stiffness of the shock absorber. If desired the slots can be provided inside d e rebound valve. The force of the compression valve on die rebound valve tending to open d e rebound valve varies depending on die opening force adjustment of d e compression valve. Thus, when it is desired to adjust the stiffness of die shock absorber, it is best to adjust d e compression before die rebound. It is also desirable to have a "blow off" of pressure in the event of rapid compression of me shock absorber. For this purpose there is a conventional deflected disk valve 41 held in place against the bottom of the piston by a disk retainer 42. In the event of substantially increased pressure in die upper chamber, fluid flows through diagonal passages 43 through the piston and pops die deflected disk valve open to permit direct fluid flow from d e upper chamber to the lower chamber. An important feature of the shock absorber is acceleration sensitivity. This is provided by a somewhat massive inertia valve 46 which fits closely around a smaller diameter longitudinal extension 47 of d e piston. There is a close fit between the outside diameter of the piston extension and die inside diameter of die inertia valve member for minimizing fluid leakage when the valve is closed. For example, die diametral clearance is about 60 to 65 micrometers. There are generally radially extending ports 48 through die piston extension adjacent to the inside surface of the inertia valve member 46 when it is closed as illustrated in FIG. 1. In die illustrated embodiment me ports are machined diagonally dirough d e wall of d e extension 47 to avoid interference during machining with a circumferentially extending rib 49 on d e upper end of die piston. In an exemplary embodiment diere are four such ports, each wi i an area of 20 mm , or a total flow area through the ports of 80 mm 2 . In the event of downward acceleration of the wheel to which die piston rod is attached, die piston accelerates downwardly. Because of d e inertia of die inertia valve member, it tends to remain at a fixed location in space and the piston moves away from it. Upon sufficient acceleration the inertia valve member can move upwardly (relative to the piston) until it engages the inertia valve retainer 14. When it moves to this upward or open position as illustrated in FIG. 2, d e lower portion of d e inertia valve member no longer obstructs die ports dirough die piston. Fluid from me lower chamber can therefore flow through the radial ports 28 in die hollow piston rod, dirough a check valve 51, and through d e ports 48 into the upper chamber. Thus, when the downward acceleration of the wheel exceeds some selected magnitude, the inertia valve is completely opened to permit relatively rapid fluid flow from d e lower chamber to the upper chamber. This, of course, reduces die resistance to extension of the vehicle spring and wheel, permitting me wheel to travel downwardly rapidly and maintain engagement with the road surface. An optional feature is a light weight spring 52 between the upper face of the piston and the inertia valve member. The spring is selected so d at when the inertia valve is completely closed as illustrated in FIG. 1, the spring supports only 80 to 90% of the weight of the inertia valve member. This means that gravity closes the inertia valve against the spring force, bringing the lower end of the inertia valve member against the upper face of die piston as illustrated in FIG. 1. Also, when die spring is fully extended as illustrated in FIG. 2, wid the inertia valve member against the inertia valve retainer, the spring supports from 10 to 20% of the weight of die inertia valve member. The addition of such a spring assists in promoting lift-off of the inertia valve member and promotes rapid opening of the inertia valve. The check valve 51 is biased closed by a relatively light spring 53. The check valve permits flow from the lower chamber to the upper chamber when the ports 48 through the piston are opened by upward displacement of the inertia valve member. The check valve, however, closes quickly and prevents reverse flow in the event of compression before the inertia valve member is completely closed. The inertia valve provided by me inertial mass is on the piston connected to wheel of d e vehicle. This is preferred since it is desired diat die shock absorber be "soft" when activated by acceleration of the wheel, but remain "stiff" when activated by acceleration of the vehicle body. Thus, die shock absorber permits the wheel to easily move to follow a surface, such as for example, dropping into a chuck hole, wimout transmitting much acceleration to the body of the vehicle. On d e odier hand, if the body should try to move relative to the wheel, it is desired that d ere be little deflection of die shock absorber so diat die acceleration is effectively resisted and passengers do not sense much motion. It has been found desirable to maintain the inertia valve in an open position (as illustrated in FIG. 2) even after acceleration has diminished. A restricted flow padi is dierefore provided downstream from d e ports 48 controlled by d e inertia valve member for hydraulically biasing the inertia valve member toward its open position as fluid flows from the lower chamber to me upper chamber. This restricted flow padi is provided by a small annular clearance between the inside diameter of the rib 49 and the circumferential outside surface 54 on the inertia valve member. When the inertia valve is completely closed as illustrated in FIG. 1, an exemplary clearance between the inside of d e rib and die outside of die inertia valve member is as low as 0.6 millimeter. The relative areas and spacings of die ports 48 and die restricted flow path between d e rib and inertia valve member are such that d e restricted flow path has a smaller area than the ports when die ports are open, except for a short distance when the ports are almost closed. Thus, when d e inertia valve is partly or fully open, the cross-sectional area for fluid flow through the restricted flow padi is less dian the cross-sectional area for fluid flow dirough the ports. Because of the restricted flow padi downstream from the ports there is a higher pressure in die space between the piston and the inertia valve member than there is in the upper chamber 13. This hydraulic pressure differential between the lower end of d e inertia valve member and its upper end biases die acceleration sensitive valve toward its open position. The outside edge of die lower end of the inertia valve member has a radius 56, and mere is a radius 57 on die inside of die top of die rib on die piston. The restricted flow path for flow control downstream from die ports has an area controlled by die clearance between die rib and inertia valve member until near the upper end of d e travel of the inertia valve member when die two radii begin to enlarge die distance between diese members, and die flow area increases. Even when fully open as illustrated in FIG. 2, die flow area through die restricted flow path between the radii 56 and 57 is less dian the flow area dirough die ports. Conversely, when d e inertia valve starts to close, the area of die restricted flow padi decreases for part of d e stroke and dien remains essentially constant for the rest of the stroke. As the inertia valve member moves from its open position toward its closed position die pressure in the space between the end of the inertia valve member and the piston face increases while fluid is flowing dirough d e ports and restricted flow path from the lower chamber to the upper chamber. The increased pressure retards closing of die valve, d ereby permitting rapid flow of fluid for a longer period. As suggested above, d e check valve 51 inhibits reverse flow in the event of compression before die inertia valve closes. The radial clearance and d e radii help determine the pressure in die space under d e inertia valve member, and hence, die tendency of d e valve to remain open. It has been found diat making die radial clearance rather tight can make the inertia valve stay open too long. Increasing the clearance makes the inertia valve close sooner. The exemplary clearance mentioned above is suitable for an off-road race car which encounters rough terrain at high speed where rapid shock absorber performance is required. For an automobile for more customary street usage where bumps and dips are encountered at a slower pace, a smaller clearance is preferable for a slower closing inertia valve. Adjustment features as described above are suitable for costly race cars, for example, but are probably too expensive for most production line cars. The adjustment features can be used in development work, however, to determine the appropriate parameters best suited to a selected vehicle. Those parameters can then be duplicated in fixed parameter shock absorbers for production vehicles. FIG. 3 is a fragmentary longitudinal cross-section of d e piston and inertia valve of another embodiment of acceleration sensitive, fluid flow sensitive shock absorber with includes as an additional feature, namely means for rapidly closing die inertia valve upon reverse flow occurring. A portion of die structure illustrated in FIG. 3 is die same as hereinabove described and illustrated in FIGS. 1 and 2. The same reference numerals are therefore employed to designate die parts. FIG. 3 differs from FIGS. 1 and 2 by illustrating in the left portion of the drawing die shock absorber when diere is no acceleration of the vehicle wheel in the downward direction and die right side of die drawing illustrates the shock absorber upon downward acceleration of die vehicle wheel. In this illustration, part of the structure of die piston is deleted, since not required for an understanding of die invention. Any such omitted structure is similar to what is disclosed in FIGS. 1 and 2. Thus, what is illustrated in FIG. 3 is a piston 14 on a piston rod 10. Instead of having a sleeve 47 integral widi d e piston, diere is an intermediate sleeve 60 between d e piston and die longitudinally extending upper sleeve. These parts are held to die piston by a nut 70 threaded on the rod. Part of die reason for doing this is to make it easier to machine an internal structure on the larger diameter portion of the piston and radial ports 48 for fluid flow dirough die piston assembly. An inertial mass 46 mounted on die piston is also illustrated in FIG. 3. Guide pins 71 on die piston hold coil springs 72 which offset part of the weight of me inertial mass to expedite opening of the inertia valve. There is a deflected disk valve 41 on die bottom face of the piston and anodier deflected disk valve 73 at d e top of die piston assembly. The upper disk valve 73 has deflection characteristics suitable for damping body motion imposed on d e shock absorber. In d e embodiment illustrated in FIG. 3, the restricted fluid flow padi downstream from the fluid ports 48 is provided by a small annular clearance between the bottom edge 61 of d e inertial mass 49 and a shoulder portion 62 on die piston 49, when the inertia valve is open. The relative areas and spacings of die ports 48 and die annular restricted flow padi are such d at the restricted flow path has a smaller area than die ports when die inertia valve is open. Thus, when d e inertia valve is open, d e cross-sectional area for fluid flow dirough the restricted flow path is less than the cross-sectional area for fluid flow dirough the ports. Because of d is restricted flow padi downstream from die ports, there is a higher pressure below the inertia valve member 46 than there is in the upper chamber 13. This hydraulic pressure differential due to die restricted flow padi biases die acceleration sensitive valve member 46 toward its open position. This upward bias continues as long as mere is fluid flow, even after acceleration has concluded. When die inertial mass is moved upwardly relative to the piston due to acceleration, and is retained in its uppermost position by fluid flow, the lower edge 61 of d e inertial mass is above the shoulder 62 on the piston and the cross-sectional area of the flow path is larger than when the edge and shoulder are immediately adjacent each other. Thus, as the inertia valve begins to descend from its maximum upward displacement, the flow area of the restricted flow padi decreases, resulting in increased pressure below the inertial mass. Such increased pressure retards closing of the inertia valve, thereby permitting rapid flow of fluid from die lower chamber to the upper chamber for a longer period. There are two sets of fluid flow ports 48a and 48b for fluid flow from the lower chamber into the pocket below die inertial member. Upon lower acceleration, the inertial member may be moved a small distance above d e piston, opening die lower ports 48a and leaving the upper, somewhat larger ports 48b closed. There is partial bypassing of fluid through the lower ports, making the shock absorber somewhat softer. The lip 61 on the inertial member is below die shoulder 62 on die piston and fluid can follow a path through die undercut 64 in the piston, around die lip 61 and past die shoulder 62 through a relief 67 in the inertial mass. During diis "stage one" effect, the flow area downstream from die first stage ports 48a is larger dian die area of d e ports and fluid flow does not cause appreciable pressure increase in die pocket below die lip 61 and shoulder 62. Thus, upon low accelerations of die rod and piston, die inertia valve opens and remains open by acceleration effects only. The valve opening is effectively insensitive to fluid flow. This low acceleration first stage operation is useful for small acceleration events such as may be found due to a wheel passing over an expansion joint between concrete slabs of a roadway. A phenomenon known as "freeway hop" occurs when a vehicle passes over a uniformly spaced series of such expansion joints. The repetitive small events acting on the vehicle are amplified and a vehicle may have an annoying cyclic pitching motion. This is particularly troublesome in some light trucks travelling without loads, where the back of die truck may bounce a rather large amount considering the small magnitude of die accelerations at the expansion joints. The first stage bypass via an inertia valve has been found effective in minimizing freeway hop. An exemplary embodiment may have six stage one holes 48a, each with a diameter of about 1.5 mm. Upon larger acceleration the inertial mass moves further; the upper ports stage two 48b also open and the lip and shoulder are near each other, permitting a larger volume fluid flow after the inertial member has moved most of the way to its full port-open position. There is some additional opening force near the end of die stroke of the inertial mass, which occurs only after acceleration has caused the valve to open. Duration of opening is primarily what is controlled during d e second stage since fluid pressure in the pocket tends to keep the valve open after acceleration has stopped. By varying the longitudinal extents and locations of d e lip and shoulder, the sizes of die ports and width of the annulus between the lip and shoulder, the force on the inertial member can tailored widiin wide ranges to provide a suitable duration diat die inertial valve remains open to obtain good shock absorber performance for a given vehicle type. In one embodiment, eighteen second stage holes 48b are employed, each with a diameter of 2.2 mm. The flow area through the annulus between the lip and shoulder is smaller than the flow area through all of die ports 48. It has been found to be desirable to rapidly close the inertia valve in the event of compression before the inertia valve is completely closed. In the event of increased pressure in die upper chamber, fluid flows dirough relief passages 63 through the piston and pops die deflected disk valve 41 open to permit direct fluid flow from the upper chamber to the lower chamber. The relief passages do not communicate directly from the upper chamber, as described and illustrated in FIGS. 1 and 2. Instead these passages terminate in an annular internal undercut portion 64 in the piston below die shoulder. This undercut region and die lower end of die inertial mass form a pocket 66 between e ports 48 and die downstream annular restricted flow pad . Aldiough less pronounced in me embodiment illustrated in FIGS. 1 and 2, mere is an analogous pocket beneadi die inertial mass. It has been found diat fluid in d is pocket tends to retard closing of the inertia valve. Such fluid cannot quickly flow back directly to the lower chamber because of a check valve 51 in a return path through the ports and must pass through the flow restrictive annular space between the lip and shoulder. The pocket of fluid can inhibit die return of the inertial mass to its closed position. By having die relief passages 63 connect between the lower chamber and die pocket, fluid can be removed rapidly from the pocket. There is a check valve 51 in series with the ports permitting upward flow and restricting downward flow. The check valve comprises a valve disk 76 biased downwardly by a coil spring 77. A number of holes 78 permit some flow through the disk. The spring rate, spring constant and hole areas can be adjusted to obtain desired rebound tuning of wheel motion damping for a particular model of vehicle. From three to eight holes, each about 1.5 mm diameter have been found suitable. Furthermore, increased hydraulic pressure in the upper chamber relative to the pocket beneadi die inertial mass when die inertial mass is in its elevated position, produces a large closing force against the inertial mass, driving it towards its closed position. This force is relatively large while the lower edge of die inertial mass is adjacent me shoulder and the annular space is small. The force decreases as me inertial mass moves downwardly and fluid flows from d e upper chamber to the relief passages 63 dirough an annular relief 67 above the lower lip 61 on the inertial mass. The annular relief permits a larger volume of fluid flow dian when die restricted flow padi is small. The diversion of fluid around die lip, as well as continued higher pressure in die upper chamber, continues to bias the inertia valve towards its closed position. Thus, the lip on die inertia valve member opposite the shoulder on the piston serves two functions. When fluid flow is upwardly dirough the piston during wheel extension, die hydraulic pressure on the lower face of die inertial mass enhances die rate of opening once acceleration has commenced die opening. On die other hand, when die fluid flow is downwardly, die higher pressure above the inertia valve than adjacent die relief passages 63 accelerates the inertia valve towards its closed position. It has been found d at performance is significantly enhanced by closing the inertia valve in response to reverse fluid flow. The forces tending to bias the valve towards its closed position can be varied by changing me relative dimensions of the parts to change the dimensions of the annulus between die lip and shoulder, and of die fluid flow passages. A portion of die fluid is passed from the pocket below the inertial mass to the lower chamber by way of the relief passages 63, and anodier portion is passed directly from the upper chamber to the lower chamber through passages 74 and die lower disk valve 41. This is an added way for adjusting die speed of closing of the valve. It has been found diat such an arrangement for quickly closing the inertia valve significantly enhances performance of the shock absorber. The valve operates so quickly diat it can be heard as the inertial mass suikes the adjacent parts at the end of its stroke. This noise is minimized by placing a rubber buffer so as to engage each end of die inertial mass at me ends of its stroke. Even a thin cushion can noticeably reduce die noise. An O-ring 81 is placed in a groove adjacent die bottom of the inertial mass as a buffer. A square cross- section rubber ring 82 is provided adjacent d e upper end of die stroke of the inertial mass. It is found diat widi an O-ring at the bottom, a seal is formed against the bottom of the inertial mass when the inertia valve is closed. This sealing can inhibit rapid action of die valve. To minimize any such effect, radial grooves 83 are formed in the bottom of the inertial mass to interrupt me otherwise flat surface and avoid a seal to die O-ring. FIG. 4 illustrates die upper end of a twin tube shock absorber. This embodiment illustrates fluid flow sensitivity employing the principle of a downstream restricted flow pad smaller than a flow port for keeping an inertia valve open for a longer period. The shock absorber has an outer tube 210 sealed at its upper end by an upper end cap 213. An inner tube 214 is also sealed to d e upper end cap. This defines an annular fluid reservoir 216 between the inner and outer tubes. A movable piston 217 is sealed in the inner tube, dividing its interior into an upper chamber 218 and a lower chamber 219. The piston is connected to a shaft 221 which extends dirough the upper end cap and terminates in a fitting 222 which is used for bolting die shaft to a vehicle chassis 225. A rebound or extension acceleration sensitive valve is provided at die upper end of die inner tube for permitting fluid flow from the upper chamber 218 into the annular reservoir 216 in die event of rapid acceleration of die wheel downwardly. An axially movable upper sleeve 241 surrounds die inner tube near its upper end. A significant portion of the weight of the upper sleeve is supported by a low spring rate coil spring 242. The sleeve serves as an inertia mass for controlling the rebound valve. The spring is sufficiently light that it will not support die entire weight of die inertia mass, but simply offsets a portion of that weight so diat the inertia mass can displace more quickly. When the sleeve is in its lower position, i.e. , when there is no downward acceleration of die wheel, die bottom of die sleeve rests on a stop shoulder 243 on an inner sleeve 244 as illustrated in die left side of Fig. 4. As described above, when die wheel of die vehicle encounters a dip in me terrain or passes over the top of a bump, the wheel rebounds or accelerates downwardly. Sufficiently rapid acceleration leaves the inertial mass 241 in place as the inner tube of the shock absorber accelerates downwardly. This opens the acceleration sensitive valve. When the outer sleeve 241 moves toward its upper or open position as illustrated at die right side of FIG. 4, die upper end of me sleeve clears radial ports 246 dirough die wall of die inner tube. When the inertial mass is in its lower position against the stop 243, die end of d e sleeve covers die ports and prevents fluid flow from d e upper chamber into die annular reservoir. The inner sleeve 244 has a conical external surface which tapers from the relatively smaller diameter at the upper end toward a relatively larger diameter near the lower stop shoulder 243. The inside surface of the outer inertia mass 241 is essentially cylindrical. The relative dimensions of these parts and die angle of the taper provide an annular restricted flow path 247 between die inner sleeve and die outer sleeve so diat diroughout most of the travel of the outer inertial mass the flow area through the restricted flow padi is less d an die flow area dirough die radial ports in the inner tube. Thus, when the valve is substantially completely open with die outer inertial mass in its uppermost position as illustrated on the right side of FIG. 4, diere is a maximum flow area through both the ports and downstream restricted flow path. Since the flow area dirough the restricted flow path is smaller than the ports, the pressure in the space between die movable outer sleeve and die fixed inner sleeve is greater than d e pressure in the annular reservoir. This tends to bias die inertial mass toward the open position. Furthermore, in this arrangement when the valve is, for example, one-third open and two-diirds closed, the remaining flow area through the radial ports is still larger than the annular restricted flow path between die sleeves because of die taper. It will also be noted d at once die inertia valve in this embodiment is partly opened due to acceleration, flow through the partially opened ports 246 and downstream restricted flow path may induce a higher pressure in die space between die inertia mass and die sleeve and further expedite opening of the ports. In the illustrated embodiment die taper extends die full lengdi of the inner sleeve so that at substantially all positions of the outer sleeve the downstream restricted flow path has a smaller flow area than the ports. If desired, the taper may extend only part of the way along the inner sleeve and nearer the larger diameter lower end, die sleeve may become cylindrical. In such an embodiment, as valve approaches its closed position, the restricted flow path area stops getting smaller, thereby minimizing or eliminating the pressure differential between die space between die sleeves and die surrounding annular reservoir. In such an embodiment d e increased pressure tends to hold die valve open when it is most of the way open and permits it to close more readily when die outer sleeve has moved most of the way towards die closed position. Small radial slots (not shown) may be provided at die stop 243 so diat mere is a small opening adjacent to die restricted flow padi when d e valve is completely closed and me inertial mass is against d e stop. Aldiough the inner taper is illustrated in this embodiment on a separate sleeve it will be apparent that part of the structure providing die annular restricted flow padi may be integral with die inner tube. It will also be apparent that die variable area restricted flow padi may be provided by an internal taper inside die inertial mass which moves adjacent to a shoulder on me outside of die inner tube. A flow sensitive arrangement for biasing the inertia valve open also assists in preventing "chatter" when the valve is only partly open. Although die present invention has been described in considerable detail widi reference to certain preferred embodiments thereof, it will be apparent that diere may be many modifications, variations and embellishments of flow sensitive, acceleration sensitive shock absorbers. Some of the check valves may be omitted or replaced by flow restricting passages in specific embodiments. The shape of the restricted flow padis and passages may be varied or chamfers provided so diat die change between stiff and soft characteristics of the shock absorber change at a controlled rate. Furthermore, die invention has been described for an inertia valve that opens upon rebound of die shock absorber. It is apparent diat die same principles may be employed in an inertia valve that opens during the compression stroke of the shock absorber. Thus, upper, lower and die like are used herein for convenience and other directions may be equivalent. Also, aldiough me annular space between the edge of die inertia valve and die surrounding shoulder performs as a hydraulic restricted flow padi for bodi opening and closing die inertia valve, separate hydraulic orifices could be used.

Claims: WHAT IS CLAIMED IS: 1. An acceleration sensitive shock absorber connected at one end to die chassis of a vehicle and at die odier end to a wheel of die vehicle comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston dividing die housing into an upper chamber and a lower chamber, and a piston rod for connection to another portion of the vehicle, one of said portions being the chassis of the vehicle and die odier portion being a wheel of the vehicle; means for passing shock absorber fluid between die upper chamber and die lower chamber with a restricted flow rate during compression of the shock absorber; means for passing shock absorber fluid between me upper chamber and d e lower chamber with a restricted flow rate during extension of the shock absorber; a port for providing fluid flow between die lower chamber and die upper chamber; a movable inertial mass in the shock absorber for opening the port when acceleration of the wheel of die vehicle is greater dian a predetermined magnitude for increasing flow of fluid between die upper chamber and die lower chamber; and means for applying sufficient fluid pressure to die inertial mass for maintaining the inertial mass in a port-open position in response to fluid flow between die chambers. 2. An acceleration sensitive shock absorber as recited in claim 1 wherein the means for applying fluid pressure comprises a restricted flow padi downstream from the port, the restricted flow padi having a smaller area for fluid flow dian d e port during at least a portion of the stroke of the inertial mass from a port-closed position to a port-open position. 3. An acceleration sensitive shock absorber as recited in claim 2 wherein the restricted flow padi comprises an annular clearance between the inertial mass and a portion of the piston assembly. 4. An acceleration sensitive shock absorber as recited in claim 2 comprising a fluid pocket between die first port and die restricted flow path. 5. An acceleration sensitive shock absorber as recited in claim 4 further comprising a second port in fluid communication with the pocket for passing fluid between die pocket and one of the chambers. 6. An acceleration sensitive shock absorber as recited in claim 5 wherein the restricted flow padi is upstream from the second port. 7. An acceleration sensitive shock absorber as recited in claim 1 further comprising means for applying a hydraulic pressure against the inertial mass for biasing the inertial mass toward a port-closed position. 8. An acceleration sensitive shock absorber comprising: a tube containing shock absorber fluid for connection to one portion of a vehicle; a piston in die tube dividing die interior of die tube into an upper chamber and a lower chamber, for connection to another portion of a vehicle; and inertia valve means for changing the stiffness of die shock absorber when die shock absorber is subjected to acceleration, me stiffness being greater upon body acceleration and smaller upon wheel acceleration comprising: a first fluid flow port adjacent one chamber; and a restricted flow path downstream from the port, die restricted flow padi having a smaller flow area than the port for creating sufficient fluid pressure for maintaining the inertia valve means open after acceleration has decreased, in response to fluid flow dirough the inertia valve means. 9. An acceleration sensitive shock absorber as recited in claim 8 further comprising a second fluid flow port for passing fluid in die opposite direction from fluid flow dirough the first port, and means responsive to fluid flow through the second port for closing die inertia valve means. 10. An acceleration sensitive shock absorber as recited in claim 8 further comprising means for applying a hydraulic pressure responsive to fluid flow for closing the inertia valve means. 11. An acceleration sensitive shock absorber as recited in claim 8 wherein the first port is through the piston assembly, the inertia valve means comprises an inertial mass mounted in the piston assembly for opening or closing the port, and the restricted flow path comprises an annular clearance between d e inertial mass and a portion of die piston assembly. 12. An acceleration sensitive shock absorber as recited in claim 8 wherein the shock absorber comprises an inner tube and an outer tube fixed to die inner tube with an annular fluid reservoir dierebetween, the piston is widiin the inner tube, the port is through the wall of the inner tube, the inertial valve means comprises an inertial mass mounted in the annular l reservoir for opening or closing the port, and die restricted flow padi comprises an annular clearance between the inertial mass and a portion of the inner tube. 13. An acceleration sensitive shock absorber comprising: 5 an outer tube; means for connecting the outer tube to a portion of a vehicle; an inner tube fixed within me outer tube defining an annular reservoir between the inner and outer tubes for shock absorber fluid; a piston sealed widiin die inner tube and connected to a shaft extending out of die 10 shock absorber, the shaft including means for connecting the shaft to anodier portion of the vehicle, die piston dividing d e inside of the inner tube into an upper chamber and a lower chamber; means for passing fluid between die upper and lower chambers and the reservoir upon compression or extension of the shock absorber; 15 a port dirough die sidewall of the inner tube adjacent one of die chambers; a movable sleeve in the reservoir surrounding die portion of the inner tube containing the port for opening the port upon acceleration of d e tubes in one longitudinal direction and increasing flow of fluid from one of the chambers into the reservoir in die event of longitudinal acceleration of d e shock absorber tubes at more than a preselected magnitude; 20 and means for biasing d e movable sleeve toward a port-open position in response to fluid flow between die chamber and d e reservoir, comprising a restricted flow padi downstream from the port, die restricted flow path having a smaller area for fluid flow dian the port during at least a portion of die stroke of die sleeve from a port-closed position to a port-open 25 position for applying a differential hydraulic pressure to the movable sleeve. 14. An acceleration sensitive shock absorber as recited in claim 13 wherein the restricted flow padi comprises an annular clearance between the sleeve and a portion of the inner tube. 30 35 15. An acceleration sensitive shock absorber as recited in claim 13 wherein the port comprises: an upper port through the sidewall of die inner tube near the top of the inner tube; and wherein the movable sleeve surrounds an upper portion of the inner tube for opening the upper port dirough the sidewall of die inner tube upon downward acceleration of die shock absorber at more man a preselected magnitude. 16. An acceleration sensitive shock absorber connected at one end to the chassis of a vehicle and at die odier end to a wheel of die vehicle comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston dividing die housing into an upper chamber and a lower chamber, and a piston rod for connection to another portion of the vehicle, one of said portions being the chassis of die vehicle and die odier portion being a wheel of the vehicle; means for passing shock absorber fluid between the upper chamber and die lower chamber with a restricted flow rate during compression of the shock absorber; means for passing shock absorber fluid between me upper chamber and d e lower chamber with a restricted flow rate during extension of die shock absorber; a first fluid flow port for flow between die upper and lower chambers; a restricted flow pad downstream from the port for flow between the upper and lower chambers; and an inertial mass movable between a port-closed position and a port-open position when acceleration of die wheel is greater dian a selected magnitude, die inertial mass being arranged so that die restricted flow pad has a smaller fluid flow area dian die port during at least a portion of die travel of the inertial mass from the port-closed position toward die port-open position for applying a hydraulic pressure against die inertial mass for biasing the inertial mass toward a port-open position in response to fluid flow sequentially dirough die port and restricted flow padi. 17. An acceleration sensitive shock absorber as recited in claim 16 wherein the port comprises a generally radially extending passage, die inertial mass moves between a position obstructing the passage in the port-closed position and a position exposing me passage in the port-open position, and die restricted flow padi comprises an annular clearance around the inertial mass through which fluid from the port must flow. 18. An acceleration sensitive shock absorber as recited in claim 16 further comprising means for hydraulically biasing the inertial mass toward a port-closed position when fluid flow is in a direction opposite to flow through die port. 19. An acceleration sensitive shock absorber as recited in claim 16 comprising a pocket between the port and die restricted flow padi and a second port for passing fluid from e pocket in a direction opposite to flow through the first port. 20. An acceleration sensitive shock absorber for a vehicle comprising: a shock absorber cylinder including means for connecting the cylinder to die body of a vehicle; a shock absorber piston in the cylinder dividing die cylinder into a lower chamber and an upper chamber, and including means for connecting the piston to a wheel of die vehicle; means for passing shock absorber fluid dirough the piston upon extension of die shock absorber; a fluid flow port dirough die piston for passing fluid from the lower chamber to the upper chamber; an inertial mass in the piston including a portion adjacent to die port for closing the port when die wheel of die vehicle is not accelerating in an extension direction, and opening the port when die acceleration of the vehicle wheel in the extension direction is greater than a selected magnitude; and hydraulic pressure means for applying hydraulic pressure on me inertial mass in response to fluid flow through the port for maintaining the inertial mass in the open position when die port is open. 21. An acceleration sensitive shock absorber as recited in claim 20 wherein me hydraulic means comprises a restricted flow padi downstream from the port, a pocket between die port and die restricted flow path adjacent to an end face of die inertial mass, and means for maintaining a higher hydraulic pressure in the pocket dian d e hydraulic pressure on the opposite end face of the inertial mass when the port is open. 22. An acceleration sensitive shock absorber as recited in claim 21 further comprising a second port communicating between the pocket and die lower chamber for passing fluid from the pocket to die lower chamber. 23. An acceleration sensitive shock absorber as recited in claim 20 wherein the hydraulic means comprises a variable area restricted flow path downstream from the port, the restricted flow padi having a smaller fluid flow area dian the port when the port is partly open. l 24. An acceleration sensitive shock absorber connected between die chassis of a vehicle and a wheel of die vehicle comprising: a hollow cylinder; a piston assembly in the cylinder dividing die cylinder into an upper chamber and a 5 lower chamber, the cylinder being connected to chassis of the vehicle, and die piston assembly being connected to d e wheel of the vehicle; means for passing fluid between die upper and lower chambers upon compression and extension of die shock absorber widi a restricted rate of flow; a fluid flow port between me lower chamber and the upper chamber; 10 an inertial mass in the piston assembly movable axially between (a) a normally closed position for closing the port and (b) an open position for opening the port and increasing flow of fluid from the lower chamber to the upper chamber when downward acceleration of the wheel is at a rate greater dian a predetermined magnitude; and means for applying hydraulic pressure to die inertial mass for retaining the inertial 15 mass at least partly in the port-open position when pressure in the lower chamber is greater than pressure in the upper chamber. 25. An acceleration sensitive shock absorber as recited in claim 24 wherein the means for retaining comprises a restricted flow passage between the inertial mass and a 20 portion of the piston assembly in flow series with die port, die flow passage having a smaller area for fluid flow dian die port when d e port is open. 26. An acceleration sensitive shock absorber as recited in claim 24 wherein the means for retaining comprises an upstream fluid flow port and a downstream restricted flow 25 padi having a variable area, die area of me downstream restricted flow path being less than die area of the port when die port is partly open. 27. An acceleration sensitive shock absorber as recited in claim 24 further comprising pressure responsive means for biasing the inertial mass toward die port-closed 30 position when fluid pressure is greater in me upper chamber than in the lower chamber. 28. An acceleration sensitive shock absorber as recited in claim 24 comprising a pocket between the fluid flow port and die restricted flow pad and a second port for passing 35 fluid from the pocket to die lower chamber. 29. A shock absorber connected at one end to the chassis of a vehicle and at the odier end to a wheel of die vehicle comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston dividing die housing into an upper chamber and a lower chamber, and a piston rod for connection to another portion of the vehicle, one of said portions being the chassis of d e vehicle and die odier portion being a wheel of the vehicle; compression valve means for passing shock absorber fluid between die upper chamber and die lower chamber with a restricted flow rate during compression of the shock absorber; and rebound valve means for passing shock absorber fluid between die upper chamber and die lower chamber with a restricted flow rate during extension of the shock absorber, die rebound valve means and die compression valve means comprising coaxial valve members at least partly nested one inside d e other.

Inventors: RICHARDSON DONALD G, SHIRLEY DAVID A, RICHARDSON, DONALD, G., SHIRLEY, DAVID, A.
Applicants: RICHARDSON DONALD G, RICOR RACING & DEV L P, SHIRLEY DAVID A, RICHARDSON, DONALD, G., RICOR RACING & DEVELOPMENT, L.P., SHIRLEY, DAVID, A.
Application year: 1996
Main classification: F16F9
IPC codes: F16F9