Patent Publication Number: US-11644079-B2

Title: Multi-mode air shock

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation application of and claims the benefit of co-pending U.S. patent application Ser. No. 15/942,337, filed Mar. 30, 2018, entitled “A MULTI-MODE AIR SHOCK” by Andrew Laird, assigned to the assignee of the present application, which is incorporated herein in its entirety by reference thereto. 
     The application Ser. No. 15/942,337 claims benefit of U.S. Provisional Patent Application Ser. No. 62/490,407, filed Apr. 26, 2017, entitled “DUAL CHAMBER GAS SPRING WITH TERTIARY CHAMBER” by Andrew Laird, assigned to the assignee of the present application, which is herein incorporated by reference in its entirety. 
    
    
     FIELD OF THE INVENTION 
     Embodiments of the invention generally relate to gas springs and more specifically to gas springs including a plurality of selectively combinable gas chambers for a plurality of travel modes. 
     BACKGROUND 
     Shock absorbers are used in numerous different vehicles and configurations to absorb some or all of a movement that is received at a first portion of a vehicle before it is transmitted to a second portion of the vehicle. For example, when a wheel hits a pothole the encounter will cause a significant impact and jolt on the wheel. However, by utilizing suspension components including one or more air shocks, the impact and jolt can be significantly reduced or even absorbed completely before it is transmitted to a person on a seat of the vehicle. However, depending upon the terrain being traversed, it can be valuable to be able to change the amount of shock absorption provided by the shock. For example, if a vehicle is traveling on a smooth road, the length of travel, stiffness, etc. for the shock would be a first shorter level of travel and higher stiffness to provide a high level of smooth road performance. However, if the same vehicle moves from the smooth road to off-road or a bumpy road, the length of travel, stiffness, etc. for the shock would be a second longer level of travel and reduced stiffness to provide better off-road performance. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Aspects of the present invention are illustrated by way of example, and not by way of limitation, in the accompanying drawings, wherein: 
         FIG.  1    is a perspective view of a bicycle having an air shock, in accordance with an embodiment. 
         FIG.  2    is a cross-sectional view of a multi-mode air shock with primary and secondary air chambers, in accordance with an embodiment. 
         FIG.  3    is a cross-sectional perspective of a single mode air shock with an extra volume sleeve, in accordance with an embodiment. 
         FIG.  4    is a perspective view of a multi-mode air shock with a tertiary air chamber, in accordance with an embodiment. 
         FIG.  5    is a cross-sectional side view of the multi-mode air shock of  FIG.  4   , in accordance with an embodiment. 
         FIG.  6    is a perspective view of a tubular outer wall, in accordance with an embodiment. 
         FIG.  7    is a perspective view of a gusset adjuster housing, in accordance with an embodiment. 
         FIG.  8    is a perspective view of the tubular outer wall coupled with a gusset adjuster housing and having one or more volume adjusting spacers and a lever, in accordance with an embodiment. 
         FIG.  9    is a perspective view of the inside of a sleeve, in accordance with an embodiment. 
         FIG.  10    is a perspective view of the outside of the sleeve, in accordance with an embodiment. 
         FIG.  11    is a cross-sectional side view of the multi-mode air shock with two air chamber valves, in accordance with an embodiment. 
         FIG.  12    is a perspective view of the multi-mode air shock having two air chamber valves, in accordance with an embodiment. 
         FIG.  13    is a schematic diagram showing a control arrangement for a remotely-operated adjuster, in accordance with an embodiment. 
         FIG.  14    is a schematic diagram of a remote-control system based upon any or all of vehicle speed, damper rod speed, and damper rod position, in accordance with an embodiment. 
     
    
    
     The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted. 
     DESCRIPTION OF EMBODIMENTS 
     The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention is to be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, and objects have not been described in detail as not to unnecessarily obscure aspects of the present disclosure. 
       FIG.  1    illustrates bicycle  50  having a main frame  24  with a suspension system comprising a swing arm portion  26  that, in use, is able to move relative to the rest of main frame  24 ; this movement is permitted by, inter alia, a rear shock  38 . The front fork  34  also provides a suspension function via a damping assembly in at least one fork leg; as such the bicycle  50  is a full suspension bicycle (such as an MTB or mountain bike), although the embodiments described herein are not limited to use on full suspension bicycles. In particular, the term “suspension system” is intended to include vehicles having front suspension or rear suspension only, or both. In one embodiment, swing arm portion  26  is pivotally attached to the main frame  24  at pivot point  12  which is located above the bottom bracket axis  11 . Although pivot point  12  is shown in a specific location, it should be appreciated that pivot point  12  can be found at different distances from bottom bracket axis  11  depending upon the rear suspension configuration. The use of the specific pivot point  12  herein is provided merely for purposes of clarity. Bottom bracket axis  11  is the center of the pedal and front sprocket assembly  13 . Bicycle  50  includes a front wheel  28  which is coupled to the main frame  24  via front fork  34  and a rear wheel  30  which is coupled to the main frame  24  via swing arm portion  26 . A seat  32  is connected to the main frame  24  in order to support a rider of the bicycle  20 . 
     The front wheel  28  is supported by front fork  34  which, in turn, is secured to the main frame  24  by a handlebar assembly  36 . The rear wheel  30  is connected to the swing arm portion  26  of the frame  22  at rear wheel axis  15 . A rear shock  38  is positioned between the swing arm portion  26  and the frame  22  to provide resistance to the pivoting motion of the swing arm portion  26  about pivot point  12 . Thus, the illustrated bicycle  50  includes a suspension member between swing arm portion  26  and the main frame  24  which operate to substantially reduce rear wheel  30  impact forces from being transmitted to the rider of the bicycle  50 . 
     Bicycle  50  is driven by a chain  19  that is coupled with both front sprocket assembly  13  and rear sprocket  18 . As the rider pedals the front sprocket assembly  13  is rotated about bottom bracket axis  11  a force is applied to chain  19  which transfers the energy to rear sprocket  18 . Chain tension device  17  provides a variable amount of tension on chain  19 . 
       FIG.  2    illustrates an air shock  100  (which in one embodiment is similar to rear shock  38 ) with a spring portion  110  and a damper portion  150 . The spring portion  110  is a gas spring or air spring. The spring portion  110  includes two positive air chambers: a primary air chamber  112  and a secondary air chamber  114 . A negative air chamber  116  may also be utilized or a coil spring. A gas piston  113  separates the primary air chamber  112  from the negative air chamber  116 . The gas piston  113  may be coupled with a telescoping damper portion  150 . The primary air chamber  112  and the secondary air chamber  114  may be combined to provide two different compression ratios. A bulkhead  115  separates the primary air chamber  112  from the secondary air chamber  114 . In one embodiment, one end of damper portion  150  couples with a portion of a vehicle, such as the frame, or the like. In one embodiment, the coupling could be with an eyelet, a strut, or the like. 
     Typically, the air shock  100  with two positive air chambers allows for communication between the chambers to be selectively closed by a valve  118  or some selectively adjustable flow path. For example, the valve  118  may include an adjuster  120  which rotates a cam  122  to position a needle  124  which displaces a check plate  126  to open or close ports in the bulkhead  115  that permits communication between the primary air chamber  112  and the secondary air chamber  114 . This allows for a decreased compression ratio in the air spring when the valve is open and combining the primary air chamber  112  and secondary air chamber  114  and an increased compression ratio in the air spring when the valve is closed and sealing the primary air chamber  112  from the secondary air chamber  114 . This allows for two different riding modes: short travel when the communication is closed and long travel when open. 
     Often, a relatively low compression ratio is desirable in the long travel mode when the primary air chamber  112  and the secondary air chamber  114  are combined. For example, a range of 2.5:1 to 4:1 may be common for the long travel mode. The primary air chamber is typically designed to be as small as possible to achieve a relatively high compression ratio in the short travel mode. For example, a range of 8:1 to 20:1 may be common for the short travel mode. Thus, the combined volume of the primary air chamber  112  and the secondary air chamber  114  must decrease the compression ratio by at least 50% and as much as 800%. 
     The size of the primary air chamber  112 , however, may be restricted by the ability of the damper portion  150  to telescope within the primary air chamber  112 . For example, lowering the bulkhead to decrease the length of the primary air chamber  112  and increase the length of the secondary air chamber  114  would decrease the overall travel of the air shock  100 . The additional volume needed to decrease the compression ratio in long travel mode must be in communication with only the secondary air chamber  114  else the primary air chamber  112  will also experience a decreased compression ratio when in short travel mode. 
     Because the secondary air chamber  114  typically is in a mounting structure  128 , such as a body cap, available volume for the secondary air chamber  114  may be limited. Furthermore, space surrounding the mounting structure  128  may be limited due to features of the vehicle on which the air shock  100  is mounted, such as seat posts and other structural support members of a bicycle. What is needed is an extra volume in communication with only the secondary air chamber  114  that does not interfere with other structures. 
     On some air shocks, such as air shock  200  of  FIG.  3    (which in one embodiment is similar to rear shock  38 ), extra volume may be added by including a positive air sleeve  130  which together with seals and an outer wall  132  of the primary air chamber  112 , forms an extra volume (EV) chamber  134  as shown in  FIG.  3   . In the air shock  200  of  FIG.  3   , no secondary air chamber  114  is present. However, if the positive air sleeve  130  were added to the air shock  100  of  FIG.  2   , the volume of the EV chamber  134  would be added to the total volume of the air spring in both long and short travel modes. When the positive air sleeve  130  is added to the air shock  100 , communication between positive air sleeve  130  and primary air chamber  112  occurs through communication port  137 . 
     Referring now, to  FIGS.  4  and  5   , an air shock  300  (which in one embodiment is similar to rear shock  38 ) of the present disclosure includes an air shock spring portion  310  with a primary air chamber  312 , a secondary air chamber  314 , and a tertiary air chamber  334 . A gas piston  313  separates the primary air chamber  312  from a negative air chamber  316 . The primary air chamber  312  selectively communicates with the secondary air chamber  314  by a valve  318  similar to air shock  100 . For example, the valve  318  may include an adjuster  320  which rotates a cam to position a needle which displaces a check plate  326  to open or close ports  328  in the bulkhead  315  that permits communication between the primary air chamber  312  and the secondary air chamber  314 . This allows for a decreased compression ratio in the air spring when the valve is open and combining the primary air chamber  312  and secondary air chamber  314  and an increased compression ratio in the air spring when the valve is closed and sealing the primary air chamber  312  from the secondary air chamber  314 . This allows for two different riding modes: short travel when the communication is closed and long travel when open. The gas piston  313  may be coupled with a telescoping damper portion  350 . 
     The tertiary air chamber  334  may be formed by addition of a sleeve  330  together with seals and an outer wall  332  of the primary air chamber  312 . A flow path  336  may be formed within the outer wall  332  of the primary air chamber  312  to communicate the secondary air chamber  314  with the tertiary air chamber  334 . The volume of the tertiary air chamber  334  may be adjusted using one or more volume spacers  338  that fill a portion of the tertiary air chamber  334 . The volume spacers  338  may be comprised of a hard plastic, polymer, rubber, or other material that can remove some of the available volume within the tertiary air chamber  334  to alter a compression ratio of the air shock  300  when the secondary air chamber  314  is utilized. In one embodiment, tertiary air chamber  334  is a modular air sleeve removably coupled about an outside perimeter of at least a portion of the air spring. 
     The air shock  300  may include more flow paths  336  which may include multiple channels, passageways, and the like that are bored or machined from the outer wall  332 . The flow paths  336  may extend from a top surface  340  of the outer wall  332 , through a portion of the outer wall  332 , and open on a radial surface of the outer wall  332 . Radially extending ledges  344  and  346  may form an annular recess  348  in the outer wall  332  that communicates with the flow paths  336 . Each ledge  344  and  346  may include seals to prevent air from exiting the tertiary air chamber  334 . The sleeve  330  may be coupled with the ledges  344  and  346  to form a tertiary air chamber  334 . The sleeve  330  may be removable. The sleeve  330  may include a plurality of sizes and shapes to accommodate various compression ratios as well as various fitments depending on the application. 
     The tertiary air chamber  334  only communicates with the secondary air chamber  314 . Thus, the compression ratio of the air shock  300  in a short travel mode is unaffected by the added volume of the tertiary air chamber  334 . That is, in a short travel mode, when the primary air chamber  312  does not communicate with the secondary air chamber  314 , the compression ratio of the air shock spring portion  310  depends solely upon the volume of the primary air chamber  312 . In a long travel mode, when the primary air chamber  312  does communicate with the secondary air chamber  314 , the compression ratio of the air shock spring portion  310  depends upon the volume of the primary air chamber  312 , the secondary air chamber  314 , the tertiary air chamber  334 , and any volume spacers  338  which may be present. The compression ratio in long travel mode may be adjustable without affecting short travel mode. 
     One of the benefits of the annular design is that it allows a user to remove the sleeve  330 . After a retaining ring is removed the user will take off the sleeve and have access to add or remove volume spacers  338 . Another way to get a lower compression ratio is to make the air chamber larger and add more room in the region. However, in an enlarged air chamber design it would not be as easy to access the air chamber to add or remove spacers. Thus, by putting the variable volume of tertiary air chamber  334  on the sleeve  330  a user is able to adjust the volume much more readily than if the user had to disassemble the shock to obtain access to the air chamber. 
       FIG.  6    is a perspective view of a tubular outer wall  600 , in accordance with an embodiment. In one embodiment, tubular outer wall  600  includes holes  615  about the perimeter of tubular outer wall  600 , threads  633 , and a depression  621  in tubular outer wall  600 . In one embodiment, depression  621  is created in a central exterior portion of the tubular outer wall  600 . Threads  633  are formed by threading an outside portion of one end of the tubular outer wall  600 , the threading stopping before depression  621  to form a threaded portion as shown covered by threads  633 . 
     In general, holes  615  are milled. That is, milling a pattern of holes  615  axially through the threaded portion of the tubular outer wall  600  is performed. The pattern of holes  615  proceeding from at an exterior end of the threaded portion of the tubular outer wall  600  through to depression  621 . The pattern of holes  615  running within the tubular outer wall  600  and perpendicular to the threading, e.g., threads  633  thereon. In general, holes  615  allow air flow between secondary air chamber  314  and tertiary air chamber  334 . While one of holes  615  will house plunger  1102 . Moreover, as described herein, shim  1120  will block the air flow through holes  615 . 
     In one embodiment, depression  621  is what creates the tertiary air chamber  334  space when air shock  800  is assembled. By utilizing the tertiary air chamber  334  and the ability to cut off communication between tertiary air chamber  334  and secondary air chamber  314  the compression ratio in long travel mode can be lowered from approximately 3.6:1 to 2.8:1 or the like, to better suit longer travel shocks/bikes. 
       FIG.  7    is a perspective view of a gusset adjuster housing  700 , in accordance with an embodiment. In one embodiment, gusset adjuster housing  700  has the two opposing threaded holes, but additional structure  738  providing additional rigidity and strength has been added. In one embodiment, the additional structure  738  has been added to the top and also to the trunnion bosses. In one embodiment, additional structure  738  is shaped like a fin. Although a fin shape is shown, it should be appreciated that additional structure  738  could be added in any number of different shapes. The use of the fin is provided merely as an example. In one embodiment, additional structure  738  (e.g., the fin) is used to increase the structural integrity of gusset adjuster housing  700  and as such, reduce the opportunity for the tubular outer wall  600  to separate from gusset adjuster housing  700 . 
       FIG.  8    is a perspective view of a tubular outer wall coupled with a gusset adjuster housing  700  and having one or more volume spacers  338 , in accordance with an embodiment. In one embodiment, volume spacers  338  are plastic although they could be made from other material. In one embodiment, the volume spacers  338  are provided at the non-travel end. As such, they do not limit the travel of the shock but they are used to adjust the amount of air volume in the chamber. As the shock stroke length increases with different frame models, the adjuster housing design is typically the same for part reuse. To accommodate the different lengths of travel, volume spacers  338  are used to adjust the compression ratio as needed. The design of adjuster housing and whole package is done knowing the travel distances needed and the compression ratios needed. 
       FIG.  8    also includes a lever  808  affixed to a cam  812  (e.g., keyed with cam  812 ). The cam  812  rotates nominally 60-70 degrees with the lever  808 . The cam  812  lifts the cam follower  814 . In one embodiment, cam follower  814  has support wings that extend out on both sides of the cam follower  814  so that the cam follower  814  does not rock or twist about its axis as the lever  808  is utilized. One embodiment translates, via cam follower  814 , a rotational movement of cam  812  into a linear movement. In one embodiment, plunger  1102  is installed, e.g., threaded or otherwise coupled with cam follower  814 , after tubular outer wall  600  is fixedly attached to gusset adjuster housing  700 . The volume spacers  338  can also be added at that time or at a later time.  FIG.  8    also shows milled features  643 . In general, milled features  643  are a pattern of indentations milled into the tubular outer wall  600  on a side of depression  621  opposite and offset from the pattern of holes  615 . 
       FIG.  9    is a perspective view of the inside of a sleeve  900 , in accordance with an embodiment. During manufacture of sleeve  900  a tab  905  is formed in the interior of sleeve  900 , e.g., on an internal side of sleeve  900 . In general, tab  905  provides clocking with one of milled features  643  which allows lever  808  to be oriented close to front of air shock  800 , and maintains alignment between cam  812  and cam follower  814 . 
       FIG.  10    is a perspective view of the outside of sleeve  900 , in accordance with an embodiment. In one embodiment, a groove  925  and lever boss  935  (e.g., lever hole and detent) are formed on the exterior of sleeve  900 . 
     During assembly of air shock  800 , sleeve  900  is slid over tubular outer wall  600 . In one embodiment, groove  925  on the exterior of sleeve  900  acts as guide to align the lever boss  935  with the plunger  1102  during installation, e.g., when sleeve  900  is slid over tubular outer wall  600 . While using groove  925  for alignment, tab  905  will fit into one of the milled features  643  of tubular outer wall  600  and key sleeve  900  to tubular outer wall  600  in proper orientation. That is, tab  905  allows the lever  808  to be oriented close to the front of the air shock  800  and also maintains alignment between cam  812  and cam follower  814 . 
       FIG.  11    is a cross-sectional side view of the multi-mode air shock  1100  with two air chamber valves, in accordance with an embodiment. the lever assembly includes lever  808 , cam  812  coupled to lever  808 , cam  812  rotating when lever  808  is activated, cam follower  814  coupled to cam  812 , cam follower  814  moving when cam  812  is rotated. Plunger  1102  having a first end fixedly coupled to cam follower  814 , plunger  1102  moving in concert with cam follower  814 , plunger  1102  having a second end opposite the first end, the second end to contact and open shim  1120  in the valve when lever  808  is activated. Such that the opening of shim  1120  causes fluid communication between tertiary air chamber  334  and secondary air chamber  314  or similarly when there is only a single valve fluid communication between primary air chamber  312  and secondary air chamber  314 . 
       FIG.  11    shows a position when the tertiary air chamber  334  is closed and not communicating with secondary air chamber  314 . In one embodiment, a lever assembly includes plunger  1102  threadedly coupled with the cam follower  814 . A shim  1120  (sealing plate, etc.) is in contact with the second end of plunger  1102  opposite to the end of the plunger  1102  threadedly coupled with cam follower  814 . In the closed position, shim  1120  stops the communication between the secondary air chamber  314  and tertiary air chamber  334 . In one embodiment, there is a wave spring that biases shim  1120  against the face of the tubular outer wall  600  to keep shim  1120  in the closed position. In one embodiment, the sealing mechanism of a shim with a wave spring is similar to the discussion herein regarding the air shock valve between the primary air chamber  312  and the secondary air chamber  314 . Although a shim and a wave spring combination are discussed, it should be appreciated that there may be other objects that are capable of performing the same function. As such, the use of a shim  1120  bias is merely one method of blocking the communication between secondary air chamber  314  and tertiary air chamber  334 . 
     In one embodiment, as lever  808  is rotated, the radius changes on cam  812  which drives cam follower  814  toward shim  1120 . As cam follower  814  continues to move plunger  1102  toward shim  1120 . The plunger  1102  makes contact with and props open shim  1120  to allow air flow between the secondary air chamber  314  and the tertiary air chamber  334 . 
     For example, shim  1120  blocks all the holes  615  until lever  808  is rotated and shim  1120  is lifted from a portion of holes  165  about the perimeter of tubular outer wall  600 . The depression  621  in tubular outer wall  600  is what creates the tertiary air chamber  334  space when the sleeve 
       FIG.  12    is a perspective view of the multi-mode air shock having two air chamber valves, in accordance with an embodiment. In one embodiment, the addition of lever  808  to control an additional volume of air, e.g., tertiary air chamber  334 , for the air spring and controlling it through an annular region around the tubular outer wall  600  provides on the fly adjustability and compactness. That is, the use of an annular design for tertiary air chamber  334  allows the overall air shock  800  footprint to remain compact. Further, in one embodiment of the present invention tertiary air chamber  334  is a modular design and the addition of the tertiary air chamber  334  is completed in a modular manner. As a result it can be added or removed to adjust the operation of air shock  800  without having to redesign any components therein. The modularity also allows the overall length of air shock  800  to remain consistent thereby keeping the length of the shock within the frame geometry. 
     In one embodiment, lever  808  is to be nominally in the front of air shock  800 . In a clocking process, (which is more expensive in manufacture time, additional processes, etc.), after the threads  633  are formed and prior to the milling of holes  615 , tubular outer wall  600  could be threaded onto gusset adjuster housing  700  and then the proper location for lever  808  would be marked (indexed). Tubular outer wall  600  would then be removed from the adjuster housing and milled at the marked location. 
     Referring again to  FIGS.  6 - 9   , in one embodiment, to save time during the manufacturing process, a clocking process is not used. Instead, the orientation of tubular outer wall  600  with respect to gusset adjuster housing  700  is unknown prior to tubular outer wall  600  being threaded to gusset adjuster housing  700  (e.g., during the actual assembly of air shock  800 ). In one embodiment, tubular outer wall  600  begins as a standard piece of metal, or composite, or the like. For example, tubular outer wall  600  is a turned part with no indexing. The threading tool also forms threads  633  on tubular outer wall  600  with no indexing. However, because it is not clocked, there is only a chance that the alignment of lever  808  would be at the front of air shock  800 . To resolve the location problem, in one embodiment, a pattern of holes  615  are milled in tubular outer wall  600 , any of which are capable of being occupied by plunger  1102 . 
     Moreover, as shown in  FIG.  8   , a number of milled features  643  (e.g., arches, semi-circles, indents, or the like) are formed in tubular outer wall  600  on the other side of the cam follower  814  valley (e.g., depression  621 ) opposite the milled plunger holes  615 . In one embodiment, there are an equal number of milled features  643  as there are milled plunger holes  615 . Further, in one embodiment, milled features  643  are offset and spaced evenly between (e.g., as opposed to being aligned with) the milled plunger holes  615 . 
     During assembly of air shock  800 , tubular outer wall  600  is threaded into gusset adjuster housing  700  and after it is torqued to the appropriate specification (e.g., in its final assembled position) the closest appropriate hole of holes  615  is used as the housing for plunger  1102 . Thus, the number of milled holes  615  dictates the level of accuracy (or resolution) of how close lever  808  will be to the center line of air shock  800 . For example, the closest hole for plunger  1102  might be +10 degrees of the centerline of air shock  800 . 
     In one embodiment, if a user wanted to isolate only primary air chamber  312 , using a manual method, they would depress a remote lever located in a user accessible location. For example, the remote lever could be on the handlebar, the frame, another mounted location the user prefers. In another embodiment the remote lever is on the air shock itself, or otherwise in a user accessible location. The user input on the lever would close the valve, which in operation, would turn the pulley and close off the plunger in the bulkhead between primary air chamber  312  and secondary air chamber  314 . 
     In general, shim  1120  only closes the chamber flow in one direction, e.g., during compression. For example, in the compression direction it prevents air from the air spring flowing from tertiary air chamber  334  into secondary air chamber  314 . However, in one embodiment, if air shock  800  is deep in travel and then shim  1120  is closed, shim  1120  will act as a check and will allow air to backflow from the tertiary air chamber  334  into the secondary air chamber  314  so that at top-out there is still equal pressure between the tertiary air chamber  334  and the secondary air chamber  314 . However, on the subsequent compression, shim  1120  will act closed in compression thereby incorporating the higher compression ratio. 
     In one embodiment, if the user releases lever  808  with a release lever (the release lever may be on the handlebar, the frame, another mounted location the user prefers, on the air shock itself, or the like) the pulley will open, driving plunger  1102  down and opening shim  1120  to allow tertiary air chamber  334  to secondary air chamber  314  communication. 
     For example, to allow communication from secondary air chamber  314  to tertiary air chamber  334 , lever  808  would be activated which would translate to a push on plunger  1102  that would apply pressure to open up shim  1120 . 
     In one embodiment, the operation of the air shock may be a live valve. That is, one or more of lever  808  (or components operated by the levers—e.g., plunger  1102 , shim  1120 , or the like) will be actuated automatically based on actual terrain conditions. For example, a servo instead of a lever  808 ; lever  808 , plunger  1102 , and/or shim  1120  controlled by a servo; or some other component controlled to automatically operate plunger  1102  to open or close shim  1120 . 
     In one embodiment, the live operation includes an electronic signal received by a receiver at the electronic lever from a computing device. For example, the user would have an app on a smart phone (or other computing device) and would control the settings via the app. Thus, when the user wanted to open or close the communication between tertiary air chamber  334  and secondary air chamber  314  (and/or primary air chamber  312  and secondary air chamber  314 ) they would provide the proper command from the computing device and it would be received at the live valve which would then automatically operate the plunger to open or close the shim accordingly. For example, an open signal or a close signal. 
     Referring now to  FIG.  13   , in various embodiments of the present invention, a damper valve includes a plurality of air chambers wherein the communication between the plurality of air chambers is automatically adjustable using lever  808 . In one such embodiment, lever  808  is solenoid operated, hydraulically operated, pneumatically operated, or operated by any other suitable motive mechanism. Lever  808  may be operated remotely by a switch or potentiometer located in the cockpit of a vehicle or attached to appropriate operational parts of a vehicle for timely activation (e.g. brake pedal) or may be operated in response to input from a microprocessor (e.g. calculating desired settings based on vehicle acceleration sensor data) or any suitable combination of activation means. In like manner, a controller for lever  808  may be cockpit mounted and may be manually adjustable or microprocessor controlled or both or selectively either. 
     It may be desirable to increase the damping rate of a damper valve of a suspension damper when moving a vehicle from off-road to on highway use. Off-road use often requires a high degree of compliance to absorb shocks imparted by the widely varying terrain. On highway use, particularly with long wheel travel vehicles, often requires more rigid shock absorption to allow a user to maintain control of a vehicle at higher speeds. This may be especially true during cornering or braking. 
     One embodiment comprises a four-wheeled vehicle having a suspension damper equipped with a plurality of air chambers wherein the communication between the plurality of air chambers is automatically adjustable using lever  808  at each (of four) wheel. The plurality of air chambers wherein the communication between the plurality of air chambers is automatically adjustable using lever  808  (including, for example, a remotely controllable lever  808 ) of each of the front shock absorbers may be electrically connected with a linear switch (such as that which operates an automotive brake light) that is activated in conjunction with the vehicle brake. When the brake is moved beyond a certain distance, corresponding usually to harder braking and hence potential for vehicle nose dive, the electric switch connects a power supply to a motive force generator for lever  808  in the front shocks thereby increasing the stiffness of the damper valve in that shock. As such, the front shocks become more rigid during hard braking. Other mechanisms may be used to trigger the shocks such as accelerometers (e.g. tri-axial) for sensing pitch and roll of the vehicle and activating, via a microprocessor, the appropriate amount of rotation of lever  808  (and corresponding adjustment of the stiffness for the corresponding damper valve) for optimum vehicle control. 
     In one embodiment, a vehicle steering column includes right turn and left turn limit switches such that a hard turn in either direction activates the appropriate adjustment of lever  808  (and corresponding adjustment of the communication between the one or more air chambers for the corresponding damper valve) of shocks opposite that direction (for example, a hard, right turn would cause more rigid shocks on the vehicle&#39;s left side). Again, accelerometers in conjunction with a microprocessor and a switched power supply may perform the lever  808  activation function by sensing the actual g-force associated with the turn (or braking; or acceleration for the rear shock activation) and triggering the appropriate amount of rotation of lever  808  (and corresponding adjustment of the stiffness for the corresponding damper valve) at a preset threshold g-force. 
       FIG.  13    is a schematic diagram showing a control arrangement  1300  for a remotely-operated lever  808 . As illustrated, a signal line  1302  runs from a switch  1304  to a solenoid  1306 . Thereafter, the solenoid  1306  converts electrical energy into mechanical movement and shifts position of lever  808 , thereby adjusting communication between the plurality of air chambers and varying the stiffness of a corresponding damper. While  FIG.  13    is simplified and involves control of a single lever  808 , it will be understood that any number of levers corresponding to any number of selectively coupled air chambers for a corresponding number of dampers could be operated simultaneously or separately depending upon needs in a vehicular suspension system. Additional switches could permit individual operation of separate remotely-operable levers. 
     As discussed, a remotely-operable lever  808  like the one described above is particularly useful with an on-/off-road vehicle. These vehicles can have more than 20″ of shock absorber travel to permit them to negotiate rough, uneven terrain at speed with usable shock absorbing function. In off-road applications, compliant dampening is necessary as the vehicle relies on its long travel suspension when encountering often large off-road obstacles. Operating a vehicle with very compliant, long travel suspension on a smooth road at road speeds can be problematic due to the springiness/sponginess of the suspension and corresponding vehicle handling problems associated with that (e.g. turning roll, braking pitch). Such compliance can cause reduced handling characteristics and even loss of control. Such control issues can be pronounced when cornering at high speed as a compliant, long travel vehicle may tend to roll excessively. Similarly, such a vehicle may include excessive pitch and yaw during braking and/or acceleration. With the remotely-operated lever  808 , communication between the plurality of air chambers and, correspondingly, the dampening characteristics of a shock absorber can be changed for higher speeds on a smooth road. 
     In addition to, or in lieu of, the simple, switch-operated remote arrangement of  FIG.  13   , the remotely-operable lever  808  can be operated automatically based upon one or more driving conditions.  FIG.  14    shows a schematic diagram of a remote-control system  1400  based upon any or all of vehicle speed, damper rod speed, and damper rod position. One embodiment of the arrangement of  FIG.  14    is designed to automatically increase dampening in a shock absorber in the event a damper rod reaches a certain velocity in its travel towards the bottom end of a damper at a predetermined speed of the vehicle. In one embodiment, the system  1400  adds dampening (and control) in the event of rapid operation (e.g. high rod velocity) of the damper to avoid a bottoming out of the damper rod as well as a loss of control that can accompany rapid compression of a shock absorber with a relative long amount of travel. In one embodiment, the system  1400  adds dampening (e.g., adjusts communication between the plurality of air chambers) in the event that the rod velocity in compression is relatively low but the rod progresses past a certain point in the travel. Such configuration aids in stabilizing the vehicle against excessive low-rate suspension movement events such as cornering roll, braking and acceleration yaw and pitch and “g-out.” 
       FIG.  14    illustrates, for example, a system  1400  including three variables: wheel speed, corresponding to the speed of a vehicle (measured by wheel speed transducer  1404 ), piston rod position (measured by piston rod position transducer  1406 ), and piston rod velocity (measured by piston rod position transducer  1408 ). Any or all of the variables shown may be considered by logic unit  1402  in controlling the solenoids or other motive sources coupled to lever  808  for changing the communication between the plurality of air chambers. Any other suitable vehicle operation variable may be used in addition to or in lieu of the variables  1404 ,  1406 , and  1408  such as, for example, piston rod compression strain, eyelet strain, vehicle mounted accelerometer (or tilt/inclinometer) data or any other suitable vehicle or component performance data. In one embodiment, the piston&#39;s position within the damping chamber is determined using an accelerometer to sense modal resonance of the suspension damper. Such resonance will change depending on the position of the piston and an on-board processor (computer) is calibrated to correlate resonance with axial position. In one embodiment, a suitable proximity sensor or linear coil transducer or other electro-magnetic transducer is incorporated in the damping chamber to provide a sensor to monitor the position and/or speed of the piston (and suitable magnetic tag) with respect to a housing of the suspension damper. In one embodiment, the magnetic transducer includes a waveguide and a magnet, such as a doughnut (toroidal) magnet that is joined to the cylinder and oriented such that the magnetic field generated by the magnet passes through the rod and the waveguide. Electric pulses are applied to the waveguide from a pulse generator that provides a stream of electric pulses, each of which is also provided to a signal processing circuit for timing purposes. When the electric pulse is applied to the waveguide, a magnetic field is formed surrounding the waveguide. Interaction of this field with the magnetic field from the magnet causes a torsional strain wave pulse to be launched in the waveguide in both directions away from the magnet. A coil assembly and sensing tape is joined to the waveguide. The strain wave causes a dynamic effect in the permeability of the sensing tape which is biased with a permanent magnetic field by the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulse, results in an output signal from the coil assembly that is provided to the signal processing circuit along signal lines. 
     By comparing the time of application of a particular electric pulse and a time of return of a sonic torsional strain wave pulse back along the waveguide, the signal processing circuit can calculate a distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. The signal processing circuit provides an output signal, which is digital or analog, proportional to the calculated distance and/or velocity. A transducer-operated arrangement for measuring piston rod speed and velocity is described in U.S. Pat. No. 5,952,823 and that patent is incorporated by reference herein in its entirety. 
     While transducers located at the suspension damper measure piston rod velocity (piston rod velocity transducer  1408 ), and piston rod position (piston rod position transducer  1406 ), a separate wheel speed transducer  1404  for sensing the rotational speed of a wheel about an axle includes housing fixed to the axle and containing therein, for example, two permanent magnets. In one embodiment, the magnets are arranged such that an elongated pole piece commonly abuts first surfaces of each of the magnets, such surfaces being of like polarity. Two inductive coils having flux-conductive cores axially passing therethrough abut each of the magnets on second surfaces thereof, the second surfaces of the magnets again being of like polarity with respect to each other and of opposite polarity with respect to the first surfaces. Wheel speed transducers are described in U.S. Pat. No. 3,986,118 which is incorporated herein by reference in its entirety. 
     In one embodiment, as illustrated in  FIG.  14   , the logic unit  1402  with user-definable settings receives inputs from piston rod position transducer  1406 , piston rod velocity transducer  1408 , as well as wheel speed transducer  1404 . Logic unit  1402  is user-programmable and, depending on the needs of the operator, logic unit  1402  records the variables and, then, if certain criteria are met, logic unit  1402  sends its own signal to lever  808 . Thereafter, the condition, state or position of lever  808  is relayed back to logic unit  1402 . 
     In one embodiment, logic unit  1402  shown in  FIG.  14    assumes a single lever  808  corresponding to a plurality of selectively coupleable air chambers of a single damper, but logic unit  1402  is usable with any number of levers or groups of levers corresponding to any number of dampers or groups of dampers. For instance, the dampers on one side of the vehicle can be acted upon while the vehicles other dampers remain unaffected. 
     While the examples illustrated relate to manual operation and automated operation based upon specific parameters, the remotely-operated lever  808  can be used in a variety of ways with many different driving and road variables. In one example, lever  808  is controlled based upon vehicle speed in conjunction with the angular location of the vehicle&#39;s steering wheel. In this manner, by sensing the steering wheel turn severity (angle of rotation), additional dampening (by adjusting the communication between the plurality of air chambers) can be applied to one damper or one set of dampers on one side of the vehicle (suitable for example to mitigate cornering roll) in the event of a sharp turn at a relatively high speed. In another example, a transducer, such as an accelerometer, measures other aspects of the vehicle&#39;s suspension system, like axle force and/or moments applied to various parts of the vehicle, like steering tie rods, and directs change to position of lever  808  (and corresponding change to the coupling of a plurality of air chambers) in response thereto. In another example, lever  808  is controlled at least in part by a pressure transducer measuring pressure in a vehicle tire and adding dampening characteristics to some or all of the wheels (by changing the communication between the plurality of air chambers) in the event of, for example, an increased or decreased pressure reading. In one embodiment, lever  808  is controlled in response to braking pressure (as measured, for example, by a brake pedal (or lever) sensor or brake fluid pressure sensor or accelerometer). In still another example, a parameter might include a gyroscopic mechanism that monitors vehicle trajectory and identifies a “spin-out” or other loss of control condition and adds and/or reduces dampening to some or all of the vehicle&#39;s dampers (by changing the communication between the plurality of air chambers) in the event of a loss of control to help the operator of the vehicle to regain control. 
     The foregoing Description of Embodiments is not intended to be exhaustive or to limit the embodiments to the precise form described. Instead, example embodiments in this Description of Embodiments have been presented in order to enable persons of skill in the art to make and use embodiments of the described subject matter. Moreover, various embodiments have been described in various combinations. However, any two or more embodiments could be combined. Although some embodiments have been described in a language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed by way of illustration and as example forms of implementing the claims and their equivalents.