FLOW SENSITIVE, ACCELERATION SENSITIVE SHOCK ABSORBER WITH ADDED FLOW CONTROL

Abstract: An acceleration sensitive shock absorber has a tubular housing and a piston assembly in the housing dividing the housing into an upper chamber and a lower chamber. 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 chambers with a restricted flow rate during either extension or compression of the shock absorber. There is a first port for providing fluid flow from the lower chamber to the upper chamber during downward acceleration of the wheel. A movable inertia mass in the piston assembly opens the first port during downward acceleration of the wheel of the vehicle for increasing flow between the chambers. A pocket beneath the inertial mass applied sufficient pressure to the inertial mass to retain it in a port-open position during fluid flow after acceleration has decreased. There is a fluid turning vane for applying sufficient fluid pressure to the inertial mass to maintain the mass in a port-closed position when acceleration of the wheel has decreased or stopped. In addition there is a pressure relief system including a port from the pocket and a pressure relief valve for relieving fluid pressure in the pocket, thus minimizing mechanical noise as the inertial mass moves toward the port-open position.

Description: FLOW SENSITIVE, ACCELERATION SENSITIVE SHOCK ABSORBER WITH ADDED FLOW CONTROL Background of the Invention This application concerns improvements to inventions described and illustrated in International Application No. PCT7US93/04257, published as International Publication Number WO/93/22581 , and in International Application No. PCT US96/02765, published as International Publication Number WO/96/27091. The subject matter of the prior International applications is hereby incorporated by reference. This invention relates to vehicle shock absorbers which are typically mounted between the wheels and chassis or body of an automobile, truck, bicycle, motorcycle, etc. The invention relates to a shock absorber with damping characteristics that change depending upon the acceleration of parts of the shock absorber, most importantly, during acceleration of the vehicle wheel. More specifically, it relates to the control of fluid flow for movement of an inertia valve in the shock absorber. Shock absorbers may also be referred to as dampers, particularly in Europe where that term is almost universally used. Applicant has developed an improved acceleration sensitive shock absorber having a movable inertia valve for opening a port during downward acceleration of the vehicle wheel. The acceleration sensitive shock absorber further includes means for biasing the inertia valve towards its open position in response to fluid flow through the shock absorber. The acceleration sensitive shock absorber also provides a means for closing the port with the inertia valve as soon as the flow in the port ceases. As the inertia valve moves to a port-open position, fluid exits ports into the piston annulus and against the inertia valve. The fluid momentum can impart too much kinetic energy into the inertia valve, creating high inertia valve velocities as the inertia valve moves toward its port-open mechanical stop which creates unacceptable noise levels in the shock absorber. It is also desirable to apply a spring load to the inertia valve in the shock absorber to reduce the effects of gravity. Ideally, the inertia valve is a pure inertial element unaffected by gravity. As the inertia valve approaches a weightless condition, the more sensitive it becomes to acceleration inputs. A problem with pressure sensitivity exists when a high spring load is exerted on the inertia valve to counteract the effects of gravity. A "weightless" inertia valve also becomes sensitive to pressure differentials during non-inertia valve extension events or body motion events. Body motion events create high pressure inside the piston as fluid is metered through the body motion valving. Due to clearances from manufacturing tolerances in the assembly, high pressure fluid can act on the inertia valve, making it pressure sensitive. An undesirable result is that fluid pressure can move the inertia valve to a port-open position during body motion events which leads to a reduction in rebound damping force when high rebound forces are necessary to control vehicle body motions. Summary of the Invention There is, therefore, provided in practice of this invention a flow sensitive, acceleration sensitive shock absorber with added flow controls for minimizing noise levels created by opening of the inertia valve, and for controlling the pressure sensitivity effects on the inertia valve when spring loaded to overcome the effects of gravity. The shock absorber includes a tubular housing and a piston assembly in the housing, dividing the housing into an upper chamber and a lower chamber. The shock absorber includes a port for increasing fluid flow between the chambers and a movable inertia valve for opening the port during downward acceleration of the vehicle wheel. The shock absorber includes means for biasing the inertia valve towards its open position in response to fluid flow between the lower chamber and the upper chamber and a means for closing the port with the inertia valve as soon as the flow through the port ceases. In an exemplary embodiment, a reed valve system is provided on the piston to dissipate enough fluid momentum energy to reduce inertia valve noise to an acceptable level. The reed valve system comprises passages formed in the piston to connect a pocket in the piston annulus to the upper chamber of the shock absorber. Each of these passages is covered by a reed valve and a retainer to limit travel of the reed valve. The reed valves are pressure relief valves that provide an alternate path for fluid exiting the pocket in the piston annulus. The result is less energy imparted to the inertia valve, which reduces the associated mechanical noise. To overcome the effects of pressure sensitivity created by applying a spring load to the inertia valve to reduce the effects of gravity, a fluid turning vane is positioned on the piston assembly for diverting flow of fluid during body motion events. The fluid turning vane vectors the fluid at least partly back towards the inertia valve or into a counterbore in the inertial member of the inertia valve for maintaining the valve in a port-closed position during body motion events. The fluid momentum forces created during body motion events are enough to overcome the pressure sensitive forces trying to move the inertia valve to a port-open 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 is a schematic longitudinal cross-section of an acceleration sensitive shock absorber; FIG. 2 is a fragmentary longitudinal cross-section of a piston assembly for an acceleration sensitive shock absorber where the left side of the drawing depicts the shock absorber when there 5 is no acceleration of the vehicle wheel, and the right side of the drawing depicts the shock absorber during downward acceleration of the wheel; FIG. 3 is a fragmentary longitudinal cross-section of a piston assembly for an acceleration sensitive shock absorber incorporating a dynamic fluid turning vane and a pressure relief valve for the inertia valve where the right side of the drawing depicts the fluid flow path past the ι o dynamic fluid turning vane; FIG. 4 is a fragmentary top view of the pressure relief valve of FIG. 3; FIG. 5 is a fragmentary longitudinal cross-section of the piston assembly of FIG. 3 incorporating a static fluid turning vane for a spring loaded inertia valve where the right side of the drawing depicts the fluid flow path past the static fluid turning vane; 15 FIG. 6 is a fragmentary longitudinal cross-section of another embodiment of piston assembly for a shock absorber. Detailed Description The first drawing illustrates schematically a single tube shock absorber which is 0 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 14 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, 5 including means for connecting to the vehicle is conventional and need not 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. In other embodiments the shock absorber may be inverted with a tube connected to a vehicle wheel and a piston rod connected to a vehicle chassis. In an embodiment for a bicycle 30 or motorcycle, a shock absorber may be mounted horizontally. Details of the operative structure differ accordingly. When mounted as illustrated, movement of the piston assembly downwardly occurs during 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 piston assembly moves 35 upwardly within the cylinder. During 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. An important feature of the shock absorber is acceleration sensitivity. This is provided by a somewhat massive inertia valve member (not shown separately in Fig. 1). In the event of downward acceleration of the wheel to which the piston rod is attached, the piston accelerates 5 downwardly. Because of the inertia of the inertia valve member, it tends to remain at a fixed location in space and the piston moves away from it. When the inertial mass moves to this open position, the inertia valve member no longer obstructs ports through the piston and fluid from the lower chamber can therefore flow into the upper chamber with little flow resistance. Thus, upon downward acceleration of the wheel, the inertia valve is opened and there is reduced resistance ι o to extension of the vehicle spring and wheel, permitting the wheel to travel downwardly rapidly and maintain engagement with the road surface. It has been found desirable to maintain the inertia valve in an open position even after acceleration has diminished. A restricted flow path is therefore provided downstream from the ports controlled by the inertia valve member for hydraulically biasing the inertia valve member 15 toward its open position as fluid flows from the lower chamber to the upper chamber. As the inertia valve member moves from its open position toward its closed position the pressure in the space between the end of the inertia valve member and the piston face increases while fluid is flowing through the ports and restricted flow path from the lower chamber to the upper chamber. The increased pressure retards closing of the valve, thereby permitting rapid 0 flow of fluid for a longer period. FIG. 2 is a fragmentary longitudinal cross-section of the piston and inertia valve of a first embodiment of acceleration sensitive, fluid flow sensitive shock absorber which includes means for rapidly closing the inertia valve upon reverse flow occurring. In FIG. 2 the left portion of the drawing illustrates the shock absorber when there is no acceleration of the vehicle wheel in the 5 downward direction and the right side of the drawing illustrates the shock absorber during downward acceleration of the vehicle wheel. In this illustration as well as for other embodiments part of the structure of the piston assembly is deleted, since not required for an understanding of the invention. Such details are disclosed, for example, in the above identified International Applications. 0 Just as in Fig. 1 a piston 14 is mounted on a piston rod 10. There is an intermediate sleeve 60 between the piston and a longitudinally extending upper sleeve. These parts are held to the piston by a nut 70 threaded on the rod 10. An inertial mass 46 is mounted on the piston. Guide pins 71 on the piston hold coil springs 72 which offset part of the weight of the inertial mass to expedite opening of the inertia valve. 5 There is a deflected disk valve 41 on the bottom face of the piston and another deflected disk valve 73 at the top of the piston assembly. The upper disk valve 73 has deflection characteristics suitable for damping chassis or body motion imposed on the shock absorber. A restricted fluid flow path downstream from the fluid ports 48 is provided by a small annular clearance between the bottom edge or lip 61 of the inertial valve 46 and a shoulder portion 62 on the piston 14, when the inertia valve is open. The relative areas and spacings of the ports 48 and the annular restricted flow path are such that the restricted flow path has a smaller area than the ports when the inertia valve is open. Thus, when the inertia valve is open, the cross-sectional area for fluid flow through the restricted flow path is less than the cross-sectional area for fluid flow through the ports. Because of this restricted flow path downstream from the 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 the restricted flow path biases the acceleration sensitive inertia valve 46 toward its open position. This upward bias continues as long as there is fluid flow, even after acceleration has concluded. The inertial member has sufficient stroke beyond the initial port-open position that the lip 61 travels beyond the shoulder 62 on the piston. When the 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 the 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. This minimizes back pressure inhibiting free flow of fluid through the ports. As flow continues even after acceleration has concluded, the inertial member "floats" at some position where the lip is above the shoulder. When flow stops, the inertial member can move downwardly toward the port-closed position. Thus, as the inertia valve begins to descend from its maximum upward displacement, the flow area of the restricted flow path 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 the 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 the inertial member. Upon lower acceleration, the inertial member may be moved a small distance above the piston, opening the 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 the shoulder 62 on the piston and fluid can follow a path through the undercut 64 in the piston, around the lip 61 and past the shoulder 62 through a relief 67 in the inertial mass. During this "stage one" effect, the flow area downstream from the first stage ports 48a is larger than the area of the ports and fluid flow does not cause appreciable pressure increase in the pocket below the lip 61 and shoulder 62. Thus, upon low accelerations of the rod and piston, the inertia valve opens and remains open by acceleration effects only. The valve opening is effectively insensitive to fluid flow. The first stage bypass via an inertia valve has been found effective in minimizing freeway hop. During larger acceleration the inertial mass moves further; the "stage two" upper ports 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 the 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 the second stage since fluid pressure in the pocket tends to keep the valve open after acceleration has stopped. 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 the upper chamber, fluid flows through relief passages 63 through the piston and pops the deflected disk valve 41 open to permit direct fluid flow from the upper chamber to the lower chamber. The relief passages terminate in an annular internal undercut portion 64 in the piston below the shoulder. This undercut region and the lower end of the inertial mass form a pocket 66 between the ports 48 and the downstream annular restricted flow path. It has been found that fluid in this 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 the return of the inertial mass to its closed position. By having the relief passages 63 connect between the lower chamber and the pocket, fluid can be removed rapidly from the pocket and the inertia valve can close quickly. 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. Furthermore, increased hydraulic pressure in the upper chamber relative to the pocket beneath the inertial mass when the 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 the inertial mass is adjacent the shoulder and the annular space is small. The force decreases as the inertial mass moves downwardly and fluid flows from the upper chamber to the relief passages 63 through an annular relief 67 above the lower lip 61 on the inertial mass. The annular relief permits a larger volume of fluid flow than when the restricted flow path is small. The diversion of fluid around the lip, as well as continued higher pressure in the upper chamber, continues to bias the inertia valve towards its closed position. It has been found that such a valve operates so quickly that it can be heard as the inertial mass strikes the adjacent parts at the end of its stroke. This metal-to-metal impact noise is minimized by placing an elastomeric buffer so as to engage each end of the inertial mass at the ends of its stroke. An O-ring 81 is placed in a groove adjacent the bottom of the inertial mass as a buffer. A square cross-section elastomeric ring 82 is provided adjacent the upper end of the stroke of the inertial mass to avoid metal-to-metal contact upon inertia valve opening. Radial 5 grooves 83 are formed in the bottom of the inertial mass to interrupt the otherwise flat surface and avoid a seal to the O-ring. FIG. 3 illustrates an alternative means for minimizing the mechanical noise associated with the inertia valve 46 striking the longitudinally extending upper sleeve 47 which acts as an inertia valve retainer. As the inertia valve moves from its port-closed position toward its I o port-open position the fluid exits ports 48a and 48b into the pocket 66 and piston annulus 67 and against the inertia valve, eventually exiting to the upper chamber of the shock absorber through the annulus created by the lip 61 and shoulder 62. The fluid momentum during this flow imparts considerable kinetic energy into the inertia valve, creating high inertial mass velocities as the inertia valve moves towards the upper sleeve. 15 To minimize the noise level, a reed valve system 85 is incorporated into the shock absorber to relieve fluid pressure in the piston annulus as the inertia valve moves toward the port-open position. The reed valve system comprises four passages 86 formed into the piston which connect the pocket and piston annulus to the upper chamber above the piston. The passages are covered by reed valves 88, which, as seen in FIG. 4 are arcuate-shaped valves which o are positioned on the upper surface of the piston around a portion of the inertia valve annulus. Each "banana-shaped" valve is held in place by a pair of rivets or screws 87 and has ends covering each of two passages 86, respectively. To resist fatigue of the reed valve, a reed valve retainer 90 is positioned above the reed valve to limit vertical deflection of the reed valve. The reed valve retainer is also arcuate in 5 shape and includes an angled portion 92 to create a gap between the reed valve and the retainer. The retainer is held in place by rivets or screws 87. The reed valve is a pressure relief valve that provides an alternate path for fluid exiting the piston annulus. The result is that less energy is imparted to the inertia valve member, which reduces mechanical noise associated with movement to the port-open position. The fluid 0 pressure required for the reed valve to operate is above the pressure that is required to maintain the inertia valve in a port-open position. The reed valve does not relieve fluid pressure at sufficiently low fluid pressures to affect the inertia valve flow sensitivity. The upper limit of fluid pressure for the reed valve is that which dissipates enough fluid momentum energy to reduce inertia valve noise to an acceptable level. 35 The shock absorbers of FIGS. 3 and 5 include guide pins 71, positioned on the piston 14, and coil springs 72 around the guide pins between the piston and the inertia valve 46 to apply a spring load to the inertia valve to reduce the effects of gravity. The coil springs ideally counteract the gravity force of the inertia valve to suspend the inertia valve in a substantially weightless condition. This permits the inertia valve to open upon very low acceleration of the wheel. The guide pins and coil springs have been omitted from FIG. 3 for clarity so that the reed valve system could be clearly illustrated. Similarly, the reed valve system has been omitted from FIG. 5 so that the guide pins and coil springs can be clearly illustrated. As the inertia valve approaches a weightless condition it becomes more sensitive to acceleration inputs to the piston and fluid flow through the shock absorber. Because the inertia valve becomes more sensitive to fluid pressure effects, such as during automobile body movements, a fluid turning vane 95 is positioned above the rebound retainer sleeve 47. The fluid turning vane vectors the exiting fluid from the body motion valving towards the inertia valve to apply sufficient fluid force on the inertia member to maintain the valve in a port-closed position during body or chassis motion events. The fluid turning vane of FIG. 3 is formed integrally with a rebound valve 24. The fluid turning vane is a disk positioned around threaded nut 70 and has a machined angled surface 96 for directing the fluid approximately 180° from its intended direction of travel during body motion events. The fluid turning vane is dynamic in that fluid forces the rebound valve upwardly against a coil spring 98 held between the rebound valve and an upper lip of the nut 70. The fluid is then directed around the rebound valve retainer sleeve 47 and towards the inertia valve. The fluid turning vane 95 of FIG. 5 is static and is also a disk located around the piston rod 10 above the deflected disk valve 73. The turning vane is held rigidly against the deflected disk valve by a nut 70. The fluid turning vane includes a machined angled surface 96 which turns the fluid approximately 180° toward the inertia valve as it exits the deflected disk valve. FIG. 6 illustrates a variation of the turning vane that has much less effect on the inertia member than the vane 95 illustrated in FIGS. 3 and 5. It is found in some embodiments that a vane that turns the fluid approximately 180° may have a sufficiently large pressure effect in the counterbore of the inertia valve member 46 that the inertia valve will not open at the desired acceleration. In this embodiment, the turning vane is the lower surface of the rebound valve member 24. Fluid exiting the passages through the inertia valve retainer sleeve 47 impacts against the lower surface of the rebound valve member and is deflected approximately 90°. Wide cuts are made in the radially extending lip of the inertia valve retainer sleeve, approximating half of the circumference. The fluid flowing generally radially from the turning vane must turn again to exit the counterbore of the inertia valve. This generates a pressure within the inertia valve counterbore which biases the inertia member downwardly and inhibits undesired opening of the inertia valve during body motion events. The magnitude of the force biasing the inertia valve toward a valve-closed position can be modified by changing the outside diameter of the turning vane as well as changing the angle of the lower surface of the turning vane. The embodiments of shock absorbers described herein have been concerned with changing the damping characteristics upon wheel motion, particularly downward acceleration of the wheel. There are reasons for wishing to also change the performance characteristics of the shock absorber in response to upward wheel acceleration, such as when the shock absorber is used on a bicycle or motorcycle, or even to change performance characteristics in the event of body motions. Thus, equivalent structures and functions can be incorporated into shock absorbers for such service.

Claims: WHAT IS CLAIMED IS: 1. An acceleration sensitive shock absorber comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston dividing the 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 a chassis of the vehicle and the other portion being a wheel of the vehicle; means for passing shock absorber fluid between the upper chamber and the lower chamber with a restricted flow rate during compression of the shock absorber; means for passing shock absorber fluid between the upper chamber and the lower chamber with a restricted flow rate during extension of the shock absorber; a port for providing an alternative fluid flow path during one of extension or compression of the shock absorber; a movable inertial mass in the shock absorber for opening the port during vertical acceleration of a portion of the shock absorber for increasing flow of fluid; and means for applying sufficient fluid force to the inertial mass for maintaining the inertial mass in a port-closed position during chassis motion events. 2. The shock absorber of claim 1 wherein the inertial mass is suspended in a substantially weightless condition by a compression spring which counteracts a gravitational force of the inertial mass. 3. The shock absorber of claim 2 wherein the means for passing shock absorber fluid includes a valve located on the piston rod spaced apart from the piston, and the means for applying fluid force comprises a fluid turning vane positioned adjacent the valve. 4. The shock absorber of claim 3 wherein the fluid turning vane is stationary and the valve is a deflected disk valve. 5. The shock of absorber of claim 3 wherein the fluid turning vane is movable and is integral with the valve. 6. The shock absorber of claim 1 wherein the means for applying fluid force comprises a fluid turning vane for deflecting fluid at least partly toward the inertial mass. 7. The shock absorber of claim 1 wherein the means for applying fluid force comprises a fluid turning vane for deflecting fluid at least partly radially. 8. The shock absorber of claim 1 further comprising a pressure relief system for reducing hydraulic force on the inertial mass as the inertial mass moves toward the port-open position. 0 9. The shock absorber of claim 8 wherein the pressure relief system comprises a passage through the piston extending from a pocket in the piston to one of the chambers, and a pressure relief valve positioned over the passage. 10. An acceleration sensitive shock absorber comprising: 5 a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston and a piston rod for connection to another portion of the vehicle, one of said portions being a chassis of the vehicle and the other portion being a wheel of the vehicle; means for passing shock absorber fluid between portions of the shock absorber through o a restricted flow rate path during one of compression or extension of the shock absorber; an inertia valve in a first portion of the shock absorber for bypassing fluid flow past the restricted flow rate path; a movable inertial mass in the shock absorber for opening the inertia valve during acceleration of the first portion of the shock absorber for increasing bypass flow of fluid; 5 fluid pressure means for biasing the inertial mass toward a valve-opened position in response to fluid flow through the inertia valve after acceleration has decreased; and means for relieving at least a portion of the fluid pressure biasing the inertial mass toward the valve-opened position. 0 11. The shock absorber of claim 10 wherein the means for relieving fluid pressure comprises a passage through the piston assembly extending from a pocket in the piston to one of the chambers, and a pressure relief valve positioned over the passage. 12. The shock absorber of claim 11 wherein the pressure relief valve is moved to a 5 passage-open position at a pressure sufficient to maintain the inertial mass at the valve-opened position. 13. The shock absorber of claim 10 further comprising means for applying sufficient fluid pressure to the inertial mass for maintaining the inertial mass in a valve-closed position during chassis motion events. 14. The shock absorber of claim 13 wherein the inertial mass is suspended in a weightless condition by a compression spring positioned between the inertial mass and the piston which counteracts a gravitational force of the inertial mass. 15. The shock absorber of claim 13 wherein the means for passing shock absorber fluid includes a fluid turning vane for directing fluid during one of extension or compression of the shock absorber, in a generally radial direction. 16. An acceleration sensitive shock absorber according to claim 13 wherein fluid turning vane directs fluid at least partly toward the inertial mass. 17. An acceleration sensitive shock absorber comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing comprising a piston dividing the 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 a chassis of the vehicle and the other portion being a wheel of the vehicle; means for passing shock absorber fluid between the upper chamber and the lower chamber with a restricted flow rate during compression of the shock absorber; means for passing shock absorber fluid between the upper chamber and the lower chamber with a restricted flow rate during extension of the shock absorber; a port for providing an alternative fluid flow path during one of extension or compression of the shock absorber; a movable inertial mass suspended in the shock absorber for opening the port during acceleration of a portion of the shock absorber for increasing flow of fluid; and means for directing fluid flow toward an end portion of the inertial mass for biasing the inertial mass toward a port-closed position. 18. A shock absorber according to claim 17 wherein the means for directing fluid flow comprises a fluid turning vane for deflecting fluid at least partly toward the inertial mass. 19. A shock absorber according to claim 17 wherein the inertial mass is suspended in a substantially weightless condition by a spring which counteracts a gravitational force of the inertial mass. 20. A shock absorber according to claim 17 wherein the fluid turning vane deflects fluid into a counterbore in the inertial mass. 0 21. An acceleration sensitive shock absorber comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing, comprising a piston dividing the housing into an upper chamber and a lower chamber, and a piston rod for a connection to another portion of the vehicle, one of the portions being the chassis of the vehicle and the other portion being a wheel of the 5 vehicle; means for passing shock absorber fluid between the upper chamber and the lower chamber; a port for providing fluid flow between the lower chamber and the upper chamber; a movable inertial mass in the shock absorber for opening the port during acceleration of o the wheel of the vehicle for increasing flow of fluid between the upper chamber and the lower chamber; and means for minimizing mechanical noise when the inertial mass moves between port-open and port-closed positions. 5 22. An acceleration sensitive shock absorber according to claim 21 wherein the means for minimizing noise comprises an elastomeric buffer adjacent to an end of the stroke of the inertial mass between the port-open and port-closed positions. 23. An acceleration sensitive shock absorber according to claim 21 wherein the 0 elastomeric buffer is adjacent to the piston when the piston is in the port-open position. 24. An acceleration sensitive shock absorber according to claim 21 wherein the means for minimizing noise comprises a pressure relief between the port and the inertial mass. 5 25. An acceleration sensitive shock absorber comprising: a tubular housing for connection to one portion of a vehicle; a piston assembly in the housing, comprising a piston dividing the housing into an upper chamber and a lower chamber, and a piston rod for a connection to another portion of the vehicle, one of the portions being the chassis of the vehicle and the other portion being a wheel of the vehicle; means for passing shock absorber fluid through the piston between the upper chamber and the lower chamber; a port extending through a portion of the piston for providing fluid flow from the lower chamber to the upper chamber; a movable inertial mass on the piston for opening the port during acceleration of the wheel o of the vehicle for increasing flow of fluid between the lower chamber and the upper chamber; a shoulder portion on the piston assembly; a lip on the inertial mass which is adjacent to the shoulder portion when the inertial mass is in a port-open position; a pocket below the shoulder portion; and 5 a pressure relief valve between the pocket and the upper chamber. 26. An acceleration sensitive shock absorber according to claim 25 further comprising a passage and check valve between the pocket and the lower chamber. o 27. An acceleration sensitive shock absorber comprising: a tubular housing for connection to the chassis of a vehicle; a piston assembly in the housing comprising a piston dividing the housing into an upper chamber and a lower chamber, and a piston rod for connection to a wheel of the vehicle; a rebound valve for passing shock absorber fluid through the piston with a restricted flow 5 rate during extension of the shock absorber; a port for providing an alternative fluid flow path between the lower and upper chambers during extension of the shock absorber; a movable inertial mass mounted on the piston assembly for opening the port during downward acceleration of the piston for increasing flow of fluid through the piston; and 0 an elastomeric buffer adjacent an end facing portion of the inertial mass for minimizing direct metal-to-metal contact of the end facing portion of the inertial mass with adjacent portions of the piston assembly. 28. An acceleration sensitive shock absorber according to claim 27 wherein the 5 elastomeric buffer is mounted on the inertial mass.

Inventors: RICHARDSON DONALD G, SHIRLEY DAVID A, RICHARDSON, DONALD, G., SHIRLEY, DAVID, A.
Applicants: RICOR RACING AND DEV L P, RICOR RACING AND DEVELOPMENT, L.P.
Application year: 1998
Main classification: F16F
IPC codes: F16F9