Active valve system with more than one stage

Abstract

A modular active valve system having a reduced footprint for use in smaller shock absorber platforms is disclosed. The modular active valve system includes a multi-stage valve having a first stage and at least a second stage, wherein at least the first stage includes a semi-active valve for electronic damping control.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of co-pending USSN 17 / 017,750, filed on October 15, 2020, which claims priority to U.S. Provisional Patent Application No. 62 / 915,383, entitled “A Modular Active Valve System Having A Reduced Footprint For Use In A Smaller Shock Platform,” filed by Connor Randall on October 15, 2019 and assigned to the assignee of this application, the entire disclosure of the above application is incorporated herein by reference. Technical Field

[0003] Embodiments presented herein generally relate to methods and apparatus for use in vehicle suspensions. Generally, the technology relates to a modular active valve system with a reduced footprint for use in smaller shock absorber platforms. Background Art

[0004] Vehicle suspension systems typically include a spring component or components and a damping component or components that form a suspension to provide a comfortable ride, enhance the performance of the vehicle, etc. For example, a stiffer suspension is typically preferred on smooth surfaces, while a softer suspension is typically selected for off-road environments. Thus, there is no single universal setting, but rather, suspension systems are almost always a collection of compromises to achieve optimal performance in a variety of possible encounters. As with every collection of compromises, advancements in one area almost always bring about a new problem or set of problems that require further improvement, analysis, and invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1A is a perspective view of a damping assembly according to an embodiment.

[0006] Figure 1B is a side view of a portion of a damping assembly having a modular active base valve according to an embodiment.

[0007] Figure 2 is a side cross-sectional view of a modular active valve system in a base valve configuration according to an embodiment.

[0008] Figure 3 is a side cross-sectional view of a modular active valve system in a master piston valve configuration according to an embodiment.

[0009] Figure 4A is a side cross-sectional view of a closed flow path through a main piston valve during compression, according to an embodiment.

[0010] Figure 4B is a side cross-sectional view of an open flow path through a main piston valve during compression, according to an embodiment.

[0011] Figure 5A is a side cross-sectional view of a closed flow path through a primary piston valve during rebound according to an embodiment.

[0012] Figure 5B is a side cross-sectional view of an open flow path through a primary piston valve during rebound according to an embodiment.

[0013] Figure 6 is an exploded view of an asymmetric boost cylinder according to an embodiment.

[0014] Figure 7 is a graph of force in pounds versus velocity in inches per second as a clamp presses against a larger diameter valve shim, effectively turning the larger diameter shim into a "pivot shim," according to an embodiment.

[0015] Figure 8 According to an embodiment, when the clamp is pressed at a position greater than Figure 7 A graph of force in pounds versus velocity in inches per second when pressing on a relatively small diameter valve gasket.

[0016] Fig. 9 is a graph of force in pounds versus velocity in inches per second for a number of different duty cycle percentages, according to an embodiment.

[0017] Fig.10 is a graph of force in pounds versus velocity in inches per second for a number of different currents, according to an embodiment.

[0018] Fig.11 is a side cross-sectional view of a three-section modular valve system in a main piston valve configuration according to an embodiment.

[0019] Fig.12 is a perspective view of a modular active valve system in a damper having a reduced footprint for use in smaller shock absorber platforms according to an embodiment.

[0020] Fig.13 is a perspective view of a modular active base valve with control wires according to an embodiment.

[0021] Fig.14 is a graph of dynamometric data of force in pounds versus velocity in inches per second comparing a modular active valve system with a reduced footprint for use in a smaller shock absorber platform with a current quick switch lockout (QSL), according to an embodiment.

[0022] Fig.15 is a schematic diagram showing a control arrangement for an active valve according to an embodiment.

[0023] Fig.16 is a schematic diagram of a control system based on any or all of vehicle speed, damper rod speed, and damper rod position, according to an embodiment.

[0024] Fig.17 is an enlarged cross-sectional view showing an active bottoming valve and a plurality of valve operating cylinders in selective communication with an annular piston surface of the valve according to an embodiment.

[0025] Unless otherwise noted, the drawings referred to in this specification should be understood as not being drawn to scale. DETAILED DESCRIPTION

[0026] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be implemented. Each embodiment described in this disclosure is provided only as an example or illustration of the present invention and should not necessarily be interpreted as being more preferred or advantageous than other embodiments. In some cases, well-known methods, procedures, objects, and circuits are not described in detail to unnecessarily obfuscate aspects of the present disclosure.

[0027] In one embodiment, a pilot valve (e.g., a solenoid-type pilot valve) has an armature and a coil located in an upper region. The coil is used to provide a magnetic ring for moving the armature up and down. The movement of the armature acts as a valve core to change the flow through the port, such as opening, closing, or partially opening or partially closing the port to change the flow through the port.

[0028] The size of the port determines the maximum flow. Therefore, if it is a smaller port, the maximum flow is less than the maximum flow of a larger port, so when using port adjustment damping, a smaller port size with a smaller maximum flow results in a smaller damping control range than a larger port size with a larger maximum flow.

[0029] In a single-stage valve, in order to provide an appropriate damping control range, a larger coil is used in combination with a larger armature and a larger port size (e.g., diameter P). However, the use of a larger coil, a larger port, and a larger armature results in a valve footprint of a first size (f), resulting in a first deadband length (ds). Therefore, there is a certain port diameter (P1) and component size that are necessary for the desired damping control range, and any reduction in the port diameter (P1-d) and component size will reduce the damping control range of the valve.

[0030] In contrast, in the disclosed modular valve (eg, multi-stage valve), the active pilot valve 220 is used to control the valve acting on the main stage (eg, Fig.11 The main relief valve 210, or Figure 3 Since the active pilot valve controls only the pressure on the main stage, the flow rate (and therefore the port diameter P2) can be much smaller than a comparable single-stage valve P1 providing the same damping control range. In other words, a small flow rate is used to regulate the pressure applied to the main valve (e.g., boost cylinder or pilot valve), where the damping is controlled.

[0031] In one embodiment, a multi-stage valve will be able to use a smaller coil, smaller ports, and a smaller armature to achieve a similar (or even greater) damping range as compared to a single-stage valve. Thus, a multi-stage valve having a similar damping range as a single-stage valve will have a footprint (f2) that is smaller than the footprint f of a single-stage valve and similarly have a deadband length (ds2) that is smaller than the deadband length ds of a single-stage valve.

[0032] Due to their smaller size, multi-stage active valves can be used to replace single-stage valves in applications that require a smaller footprint while maintaining a similar damping control range.

[0033] In one embodiment, the damper is modular so that it can be used with pre-existing components of similarly sized dampers. In one embodiment, the only modification to the damper is replacing the base valve with a multi-stage base valve, adding a multi-stage valve and a new shaft used as an active main piston, or a combination thereof. In one embodiment, the rest of the shock absorber body remains modular.

[0034] In one embodiment, the multi-stage active valve is used in a modal situation (e.g., direct current is sent to the valve) or a semi-active situation, such as various sensor inputs provided to an electronic control unit (ECU). The multi-stage active valve can be a solenoid controlled type, such as an on / off solenoid. In one embodiment, the active valve is a solenoid controlled type with an infinitely adjustable range.

[0035] In one embodiment, one or more multi-stage active valves are used for a variety of different shock absorbers on a vehicle suspension. In doing so, the multi-stage active valve will provide independent control for multiple shock absorbers.

[0036] In one embodiment, multi-stage active valves in the shock absorbers can be used on a vehicle so that when cornering, some dampers will soften while others will stiffen to reduce body roll. For example, when cornering, the outboard shock absorber will stiffen for compression while the inboard shock absorber will soften for compression.

[0037] More specifically, when cornering, the outboard shock absorber will not receive current to the multi-step active valve (thereby maintaining compression stiffness), while the inboard shock absorber will receive full current to the multi-step active valve (thereby reducing compression stiffness).

[0038] For example, in a whoop, the multi-stage active valve will open to soften the suspension. In case of rough road, the dampers can stiffen or soften depending on performance requirements, user preference, etc. In a fully extended situation (e.g., to make the vehicle jump), the dampers will stiffen the suspension for landing.

[0039] In one embodiment, the electronic valve is in a system with a controller to adjust between softer, firmer, etc. for body roll, body motion, etc. In one embodiment, the full current is 0.88 amps, which opens the multi-stage active valve to soften the damping. In a normally firm suspension setting, to make the valve soft (e.g., open setting), the full current would be applied.

[0040] In one embodiment, when the first stage valve is energized, it will reduce the pressure behind the second stage valve. The reduction in pressure behind the second stage valve will allow fluid to bypass the main piston, which will result in a softer damping setting and a smoother ride, which is very important when traversing bumps, rough terrain, etc.

[0041] In one embodiment, to reduce body roll, the first stage valve will not be energized, thereby maintaining pressure behind the second stage valve. The pressure behind the second stage will not allow fluid to bypass the main piston, which will result in a firm damping setting that will reduce body roll because most or all of the fluid in the damper will have to pass through the main piston valve.

[0042] In the following discussion, the term "active" when used in reference to a valve or damping component means that it can be adjusted, manipulated, etc. during typical operation of the valve. For example, an active valve can have its operation changed to change the corresponding damping characteristics from a "soft" damping setting to a "firm" damping setting by, for example, adjusting a switch in the passenger compartment of the vehicle. In addition, it will be understood that in some embodiments, the active valve can also be configured to automatically adjust its operation and corresponding damping characteristics based on, for example, operating information related to the vehicle and / or suspension used with the valve. Similarly, it will be understood that in some embodiments, the active valve can be configured to automatically adjust its operation and corresponding damping characteristics to provide damping based on a received user input setting (e.g., a user-selected "comfort" setting, a user-selected "sport" setting, etc.). In addition, in many cases, an "active" valve is adjusted or manipulated electronically (e.g., using an electric solenoid, etc.) to change the operation or characteristics of the valve and / or other components. Therefore, in the field of suspension components and valves, the terms "active", "electronic", "electronically controlled", etc. can often be used interchangeably.

[0043] In the following discussion, the term "manual" when used in reference to a valve or damping component means capable of manual adjustment, capable of physical manipulation, etc., without the need to disassemble the valve, damping component, or suspension damper including the valve or damping component. In some cases, manual adjustment or physical manipulation of the valve, damping component, or suspension damper including the valve or damping component occurs while the valve is in use. For example, a manual valve can be adjusted to change its operation to change the corresponding damping characteristics from a "soft" damping setting to a "firm" damping setting by, for example, manually turning a knob, pushing or pulling a lever, physically manipulating an air pressure control feature, manually operating a cable assembly, physically engaging a hydraulic unit, etc. For purposes of this discussion, this situation of manual adjustment / physical manipulation of the valve or component may occur before, during, and / or after "typical operation of the vehicle."

[0044] It should also be understood that a vehicle suspension may also be referred to using one or more of the terms "passive," "active," "semi-active," or "adaptive." As commonly used in the suspension art, the term "active suspension" refers to a vehicle suspension that controls the vertical movement of a wheel relative to the vehicle. Additionally, an "active suspension" is conventionally defined as a "pure active suspension" or a "semi-active suspension" ("semi-active suspension" is also sometimes referred to as an "adaptive suspension"). In a conventional "pure active suspension," a power source, such as an actuator, is used to move the wheel relative to the vehicle (e.g., raise or lower). In a "semi-active suspension," no power / actuator is used to adjust the movement of the wheel relative to the vehicle (e.g., raise or lower). Specifically, in a "semi-active suspension," the characteristics of the suspension (e.g., the firmness of the suspension) are changed during typical use to adapt to the terrain and / or conditions of the vehicle. Additionally, the term "passive suspension" refers to a vehicle suspension in which the characteristics of the suspension cannot be changed during typical use and no power / actuator is used to adjust the movement (e.g., raising or lowering) of the wheels relative to the vehicle. It will therefore be understood that an "active valve" as defined above is well suited for use in a "pure active suspension" or "semi-active suspension".

[0045] A modular active valve system is disclosed. The system includes at least one damping assembly to connectively couple a vehicle suspension to at least one wheel, the at least one damping assembly having a shaft with an inner diameter of 7 / 8 inches or less. At least one modular active valve system is incorporated within the at least one damping assembly, the at least one modular active valve system having an outer diameter that is smaller than the inner diameter of the at least one damping assembly. An active valve control is provided for actively adjusting the at least one modular active valve to modify a performance characteristic of the at least one damping assembly.

[0046] operate

[0047] Figure 1A is a perspective view of a damping assembly 100 according to an embodiment. In one embodiment, the damping assembly 100 is a smaller platform damping assembly for use in smaller sized vehicles with semi-active damping assemblies, such as motorcycles, ATVs, snowmobiles, watercraft, etc.

[0048] In one embodiment, the damping assembly 100 includes eyelets 105 and eyelets 110, a coil spring 115, a damper housing 120 having a piston and a chamber, a piston shaft 130, and an external fluid reservoir 125. In one embodiment, the external fluid reservoir 125 has a floating piston and pressurized gas to compensate for the decrease in volume in the main damper chamber of the damping assembly 100 when the piston shaft 130 moves into the damper body. Fluid communication between the main chamber of the damper and the external fluid reservoir 125 can be via a flow channel including a base valve (such as Figure 1B). In its basic form, the damping assembly 100 works with a coil spring and controls the speed of movement of the piston shaft during the compression stroke (and conversely during the rebound or extension stroke) by metering incompressible fluid from one side of the damping piston to the other and also from the main chamber to the reservoir.

[0049] Although many features are shown on the damping assembly 100, it should be understood that the damping assembly can have a different configuration, such as having one or fewer components, such as no coil spring 115, no external fluid reservoir 125, etc. Fig.11 Examples of different damping assembly configurations are shown in FIG. In addition, the damping assembly 100 may have one or more additional features instead of (or in addition to) Figure 1A Features shown in .

[0050] Figure 1B is a side view of a portion of the damping assembly 100 having a base valve 200 shown according to an embodiment. Figure 1A As described in, in one embodiment, the damping assembly 100 includes the eyelet 105, the damper housing 120, the external fluid reservoir 125, the base valve 200, and the strain relief 280 for the control wire to the base valve 200. In one embodiment, the length of the strain relief 280 varies depending on space, occupied space or other manufacturing reasons or usage reasons. In one embodiment, there may be no strain relief 280 at all.

[0051] Figure 2 is a side cross-sectional view of an embodiment of a modular active valve system 250 in a base valve 200 configuration. In one embodiment, the modular active valve system 250 is a compact design (e.g., suitable for many / most / all shock absorber structures) and electronically controlled relief (e.g., greater flow capacity). For example, the modular active valve system 250 can be used as a base valve 200, a main piston valve, etc. Due to the reduced size of the modular active valve system 250, the modular active valve system 250 can be used for smaller platform dampers. In one embodiment, the modular active valve system 250 includes a first stage and a second stage. In one embodiment, the modular active valve system 250 includes a first stage, a second stage, and a third stage.

[0052] In one embodiment, the modular active valve system 250 in a base valve 200 configuration includes a (first stage) active pilot valve 220 (e.g., solenoid valve, etc.), which may be a modal valve on / off, a proportional valve, etc. The base valve 200 also includes a port 265, an upstream restriction 270 (to control maximum flow), a primary relief valve 210 having an orifice 275, and a strain relief 280.

[0053] In one embodiment, the base valve 200 can be a modal (2-position) base valve with little added dead length. In doing so, the base valve system has a wide range of compression damping similar to a conventional active valve system. In one embodiment, if a proportional valve is used for semi-active control, the active pilot valve 220 can be operated by a simple control system with a 2-position valve for modal setting or a more advanced control system. This can also be combined with a boost cylinder upstream of the active pilot valve 220 if desired.

[0054] In one embodiment, the modular active valve system 250 located within the base valve 200 will have a high range of compression adjustability (e.g., until locked). In addition, due to the low deadband length of the modular active valve system 250, the modular active valve system 250 can meet almost all applications because the deadband length is similar to the length of the knob. In addition, the modular active valve system 250 has a large flow capacity and can be combined with the boost main piston valve 300 to provide further damping control and adjustment capabilities for the damping assembly 100.

[0055] In a single-stage valve, in order to provide an appropriate damping control range, a larger coil is used with a larger armature and a larger port size (e.g., diameter P). However, the use of a larger coil, a larger port, and a larger armature results in a valve footprint of a first size (f), resulting in a first deadband length (ds). Therefore, there is a certain port diameter (P1) and component size that are necessary for the desired damping control range, and any reduction in the port diameter (P1-d) and component size will reduce the damping control range of the valve.

[0056] In contrast, in a modular active valve system 250 (eg, a multi-stage valve), the active pilot valve 220 is used to control the valve acting on the main stage (eg, Figure 2 The main relief valve 210 or Figure 3 Because the active pilot valve 220 controls only the pressure on the main stage, the flow rate (and therefore the diameter P2 of the port 265) can be much smaller than a comparable single-stage valve P1 that provides the same damping control range. In other words, a small amount of flow through the port 265 is used to regulate the pressure applied to the main valve (e.g., the boost cylinder 325 or the main relief valve 210), which is used to control the flow through the larger main valve path, where the damping is controlled.

[0057] In one embodiment, the multi-stage valve of the modular active valve system 250 will be able to use a smaller coil, smaller ports, and a smaller armature to achieve a similar (or even greater) damping range compared to a single-stage valve. Thus, the multi-stage valve of the modular active valve system 250 (having a similar damping range as a single-stage valve) will have a smaller footprint (f2) than the footprint f of the single-stage valve and similarly have a smaller deadband length (ds2) than the deadband length ds of the single-stage valve.

[0058] Due to their smaller size, multi-stage active valves can be used to replace single-stage valves in applications that require a smaller footprint while maintaining a similar damping control range.

[0059] In one embodiment, the multi-stage valve of the modular active valve system 250 is modular so that it can be used with pre-existing components of a similarly sized damper. In one embodiment, the only modification to the damper is replacing the existing base valve with the modular active valve system 250, adding the valve of the modular active valve system and a new shaft to serve as the active master piston, or a combination thereof. In one embodiment, the rest of the shock absorber body remains modular.

[0060] In one embodiment, the multi-stage active valve is used in a modal situation (e.g., direct current is sent to the valve) or a semi-active situation, such as various sensor inputs provided to an electronic control unit (ECU). The multi-stage active valve can be a solenoid controlled type, such as an on / off solenoid. In one embodiment, the active valve is a solenoid controlled type with an infinitely adjustable range.

[0061] In general operation, the active pilot valve 220 allows a first flow of working fluid through one or more orifices of the damping assembly 100 when open. In contrast, when the active pilot valve 220 is partially closed, a second flow of working fluid through the one or more orifices is generated. The second flow is less than the first flow but greater than no flow. When the active pilot valve 220 is fully closed, the flow of working fluid through the one or more orifices is statistically zero.

[0062] In one embodiment, instead of (or in addition to) restricting flow through an orifice in the damper, the active pilot valve 220 may vary the flow through an inlet or outlet passage within the active pilot valve 220 itself. As an example, see U.S. Pat. No. 9,353,818, which is incorporated herein by reference in its entirety. Figure 2 4, which serves as another example of a different type of "electronic" or "active" valve. Thus, the active pilot valve 220 can be used to meter the flow of the working fluid (e.g., control the flow rate of the working fluid flow) with or without regulating the flow through one or more orifices.

[0063] In one embodiment, by using the active pilot valve 220, a relatively small solenoid (using a relatively low amount of power) can produce a relatively large damping force. In addition, due to the incompressible fluid inside the damping assembly 100, a controllable damping rate results. Certain active valve features are described and shown in U.S. Patent Nos. 9,120,362, 8,627,932, 8,857,580, 9,033,122, and 9,239,090, which are incorporated herein by reference in their entirety.

[0064] In one embodiment, the active pilot valve 220 is solenoid operated, hydraulically operated, pneumatically operated, or operated by any other suitable power mechanism (such as a poppet valve, a sliding valve, etc.). The active pilot valve 220 can be remotely operated by a switch or potentiometer located on the vehicle (or in one embodiment, located in the cockpit of the vehicle) or attached to an appropriate operating part of the vehicle for timely activation (e.g., a brake lever / pedal), or can be operated in response to input from a microprocessor (e.g., calculating the desired setting based on vehicle acceleration sensor data, pitch data, yaw data, terrain data, images, etc.) or any suitable combination of activation devices. In a similar manner, the controller for the active pilot valve 220 can be manually adjustable, microprocessor controlled, etc. In Figures 15 to 17 The operation of the active pilot valve 220 is described in more detail in .

[0065] Still refer to Figure 2 , the modular active valve system 250 in the base valve 200 configuration also includes a (second stage) master release valve 210, which is used to control the timing and amount of fluid flow through the flow path. In one embodiment, the master release valve 210 includes a generally circular or elliptical hole, a tapered plug and a spring. The master release valve 210 rebounds based on a predetermined discharge pressure. In operation, when the compression pressure reaches the discharge level, the plug of the master release valve 210 is lifted off its seat and allows fluid to flow through the main release valve 210. After the fluid pressure drops below the discharge level, the spring and fluid pressure again force the plug into an active state, thereby closing the main release valve 210.

[0066] In one embodiment, the master release valve 210 is a pressure release valve or pressure discharge valve, such as a high-speed compression circuit that typically operates at a discharge threshold due to relatively fast events, such as rapid compression of the damping assembly 100. In the master release valve 210, the discharge pressure is determined by a combination of the spring rate of the spring, the preload on the spring, and the area of ​​the master release valve 210 that is subject to fluid pressure. When the fluid pressure rises above a predetermined (e.g., preset) threshold, the plug is forced off the piston seat and allows fluid to flow through the valve opening. In one embodiment, the master release valve 210 is a safety device and is typically set to open or "discharge", thereby allowing fluid to flow into the compression portion of the damping chamber at a relatively high, but still low enough pressure to prevent excessive pressure accumulation from damaging the damping assembly 100 or a vehicle in which the damper is integrated.

[0067] Typically, the master relief valve 210 and the active pilot valve 220 operate independently of one another. Thus, even when the active pilot valve 220 is fully closed and no fluid enters the compression portion of the chamber through the active pilot valve 220, the damping rate is reduced to some extent when the threshold pressure of the master relief valve 210 is reached, thereby opening the master relief valve 210 and allowing fluid to flow to the compression portion of the damping assembly 100 via a different flow path independent of the orifice managed by the active pilot valve 220.

[0068] In one embodiment, if Fig.11 As shown in and described herein, the modular active valve system 250 in the base valve 200 may also include an optional part (third stage), such as Figure 3 In one embodiment, the boost cylinder 325 is added upstream of the master release valve, similar to the boost master piston design. In one embodiment, if the boost cylinder 325 is added to the modular active valve system 250, the (3-stage) electronic base valve will be able to be preloaded.

[0069] Figure 3 is a side cross-sectional view of a modular active valve system 250 having an active pilot valve 220 and a pressurized master cylinder 325 in a primary piston valve 300 configuration of a damping assembly 100 according to the embodiment shown. In one embodiment, Figure 3 The modal boost cylinder configuration shown in the figure includes an upstream flow reducer 302 for regulating the upstream pressure drop. In addition, in one embodiment, a post / tip-off 304 is provided, which is indexed with the boost cylinder 325 to prevent rotation. A shaft 310 is also shown, and in one embodiment, the diameter of the shaft 310 is less than or equal to 7 / 8 inches. The active pilot valve 220 and Figure 2The active pilot valve 220 is similar to the active pilot valve discussed in , and therefore, for the sake of clarity, the description and operation of the active pilot valve 220 will not be repeated.

[0070] In one embodiment, the active pilot valve 220 uses a small low flow valve. By using a small low flow valve, manufacturing costs can be reduced. In addition, the smaller footprint allows the active pilot valve 220 to be assembled in a smaller shaft and provide a reduced dead zone length. In other words, the stroke length of the damping piston in the main damping chamber is limited by the length of the valve, such as the dead zone space. Therefore, by using a multi-stage valve, the length of the dead zone space is the length of the smaller multi-stage valve design (relative to the dead zone space length of the longer valve design). In addition, in one embodiment, the small low flow valve will have a smaller coil, and the smaller coil will provide a faster response time (e.g., about 10ms).

[0071] In one embodiment, the boost cylinder 325 is a modal (2-position) system with little deadband length added. The system has a wide range of compression damping and optional rebound relief modal settings. This provides a low-cost option with fast response time. In one embodiment, if semi-active control is performed using a proportional valve, the boost cylinder 325 is operated by a simple control system with a 2-position valve for modal setting or a more advanced control system. In one embodiment, this configuration is used for compression control. In another embodiment, for rebound control, the configuration can be reversed.

[0072] In one embodiment, a primary release valve 210 ( Figure 2 The main release valve 210) replaces the booster cylinder 325, thereby making the main piston a two-stage relief design main piston.

[0073] In one embodiment, adding the modular active base valve 200 to the boost master piston valve 300 results in a 3-stage modular active valve 250, such as Fig.11 As shown in . Fig.11 , a side cross-sectional view 1100 of an embodiment of a modular active valve system having a configuration similar to the base valve 200 (e.g., active pilot valve 220 and master release valve 210), and booster cylinders 325 that operate independently of each other in a damper assembly master piston valve 300 configuration. In one embodiment, Fig.11 The modal boost cylinder configuration shown in the embodiment includes an upstream flow reducer 302 for regulating the upstream pressure drop. In addition, in one embodiment, a post / top contact 304 is provided, which is indexed with the boost cylinder 325 to prevent rotation. A shaft 310 is also shown, and in one embodiment, the diameter of the shaft 310 is less than or equal to 7 / 8 inches. Fig.11 The components and operations are similar to Figure 2 and Figure 3The components and operations discussed in the present invention are described above, and therefore, for clarity, the description and operations are not repeated.

[0074] Refer again Figure 3 In one embodiment, if the boost cylinder 325 is configured for rebound control, the boost cylinder 325 can be used with a 2 (or 3) stage active base valve 200, which provides two active valves for the damping assembly 100. In one embodiment, one of the two active valves will be used for rebound control, and the other can be used for compression control. In one embodiment, both of the two active valves will be used for rebound control. In one embodiment, both of the two active valves will be used for compression control.

[0075] In one embodiment, the boost cylinder 325 has two compression settings that include a wide range of compression adjustability (until locked). In one embodiment, the boost cylinder 325 has two rebound bleed settings that have a similar range as seen from 0-24 clicks in current shock absorbers. In one embodiment, the boost main system has a low deadband length (e.g., approximately .5 inches) and the valve can fit in a reduced shaft size, for example, the valve can fit in a 7 / 8" shaft.

[0076] Now refer to Figure 4A , shows a closed flow path configuration 400 through the main piston valve 300 during compression according to an embodiment. Also refer to Figure 4B , shows an open flow path configuration 450 through the main piston valve 300 during compression, according to an embodiment.

[0077] Reference Figure 4A , when the main piston valve 300 is in the closed flow path configuration 400, the flow is shown by the flow path 405. In one embodiment, the closed flow path configuration 400 causes the fluid to move through the upstream restriction, the column and into the boost cylinder 325. In one embodiment, the closed flow will have a high boost ratio to ensure that the gasket is clamped for mode setting. In one embodiment, the damping range can be adjusted by the design of the boost cylinder 325, for example, to block the flow port, change the bending mode of the gasket, etc.

[0078] However, if Figure 4B As shown in FIG. 4 , when the main piston valve 300 is in the open flow path configuration 450, flow is shown by flow path 455. In one embodiment, flow path 455 passes through the upstream restriction, post, valve, and out to the rebound side.

[0079] Now refer to Figure 5A, shows a closed flow path configuration 500 through the main piston valve 300 during rebound according to an embodiment. Also refer to Figure 5B , shows an open flow path configuration 550 through the main piston valve 300 during rebound according to an embodiment. As shown in the figure below, using an active main piston valve, the flow area is approximately the same over a 0-24 click rebound adjustment range (see figure below).

[0080]

[0081] Reference Figure 5A , when the main piston valve 300 is in the closed flow path configuration 500 , flow is illustrated by flow path 505 . In one embodiment, the closed flow path configuration 500 results in fluid flow being blocked by the active pilot valve 220 .

[0082] In contrast, Figure 5B As shown in FIG. 5 , when the master piston valve 300 is in the open flow path configuration 550 , flow is illustrated by flow path 555 . In one embodiment, flow path 555 enables flow to move through the active pilot valve 220 .

[0083] Figure 6 is an exploded view of an asymmetric configuration of the boost cylinder 325 according to an embodiment. In one embodiment, the boost cylinder 325 can be designed to clamp a specific portion of the shim stack 620 to allow for venting with the boost cylinder 325 locked. In one embodiment, different boost cylinder designs that clamp to different portions of the valve stack can significantly change the damping characteristics.

[0084] For example, Figure 6 As shown in , a high boost ratio is used to ensure that the clamp 640 clamps the shim stack 620 when the valve is open, and the damping range can be adjusted by having an asymmetric boost cylinder 325. For example, the clamp 640 includes a clamping area 645 having a partial opening therein. In doing so, the clamping area 645 with a partial opening will close three ports on the piston (e.g., port 610), but allow one port (e.g., port 611) to be opened, which allows for safe exhaust in the event that the boost cylinder 325 is stuck. In another embodiment, the clamping area 645 with a partial opening can close two ports, one port, etc. In another embodiment, the partial opening in the clamping area 645 is factory set.

[0085] In one embodiment, the booster cylinder 325 having a clamping area 645 with a partial opening also includes an indexing post or a synchronization pin (e.g., Figure 3The pin / post 305 in the clamping member is provided to maintain the opening in the clamping area 645 properly aligned with the ports 610 and 611 so that the anti-sticking performance of the booster cylinder 325 is not compromised by unnecessary rotation of the clamping member.

[0086] In one embodiment, if Figure 6 As shown in 630 of FIG. 6 , the damping range of the boost cylinder 325 can be adjusted by modifying which shim 625 in the shim stack 620 contacts the clamp 640. For example, if the clamp 640 presses on the smallest shim in the stack (the pivot shim), the damping will be at a first value. However, if the clamp 640 presses on a larger diameter valve shim, it will effectively make the larger diameter shim a "pivot shim," thereby making the boost cylinder 325 more rigid. Thus, depending on which shim 625 in the shim stack 620 contacts the clamp 640, the damping characteristics of the boost cylinder 325 can be modified.

[0087] Figure 7 Graph 700 of force in pounds versus velocity in inches per second as clamp 640 compresses against the larger diameter valve shim, effectively making the larger diameter shim a "pivot shim" and thereby causing boost cylinder 325 to have a first characteristic.

[0088] Figure 8 When the clamping member 640 is pressed against Figure 7 Graph 800 shows force in pounds versus velocity in inches per second when the valve shim in FIG. 7 is pressed against a relatively smaller diameter valve shim. This effectively makes the smaller diameter shim a "pivot shim," thereby giving boost cylinder 325 a second, different characteristic. For example, in graphs 700 and 800, the downward lines in both graphs approach the same velocity. However, the force cutoff in graph 700 is 2 / 5 of the force cutoff in graph 800.

[0089] Fig. 9 is a graph 900 of force in pounds versus velocity in inches per second for a number of different duty cycle percentages. That is, graph 900 illustrates a pulse width modulated (PWM) signal w / dithering across a varying duty cycle of the PWM to achieve a proportional control range.

[0090] Fig.10 is a graph 1000 of force in pounds versus velocity in inches per second for a variety of currents, according to an embodiment. In one embodiment, the current ranges from 0 mA to 1200 mA.

[0091] Fig.11is a side cross-sectional view of a three-section modular valve system in a master piston valve configuration, the three-section modular valve system including a modular active valve system 250, having a similar configuration to the base valve 200 (e.g., active pilot valve 220 and master release valve 210), and booster cylinders 325 that operate independently of one another in a master piston valve 300 configuration of a damper assembly. In one embodiment, Fig.11 The modal boost cylinder configuration shown in the figure includes an upstream flow reducer 302 for adjusting the upstream pressure drop. In addition, in one embodiment, a post / touch-top member 304 is provided, which is indexed with the boost cylinder to prevent rotation. A shaft 310 is also shown, and in one embodiment, the diameter of the shaft 310 is less than or equal to 7 / 8 inches. Fig.11 The components and operation are similar to Figure 2 and Figure 3 The components and operations discussed in the description are described above, and therefore, for clarity, the description and operations are not repeated.

[0092] Now refer to Fig.12 , shows a perspective view 1200 of a modular active valve system having a reduced footprint for use in a smaller shock absorber platform mounted in a smaller damping assembly, according to an embodiment. Figure 1A and Figure 1B In one embodiment, the damping assembly includes the eyelet 105, the damper housing 120, the external fluid reservoir 125, the base valve 200, the piston shaft 130, the strain relief 280, and the control wire 1250. In one embodiment, the control wire 1250 allows the controller to communicate with the base valve 200. In one embodiment, the length of the strain relief 280 varies depending on space, footprint, or other manufacturing or use reasons. In one embodiment, the strain relief 280 may be completely absent.

[0093] Fig.13 1300 is a perspective view of a base valve 200 according to an embodiment. In one embodiment, the view 1300 also includes a strain relief 280, a control wire 1250, and a base valve 200, the size of which is an example of a U.S. quarter. In one embodiment, the control wire 1250 allows a controller to communicate with the base valve 200. In one embodiment, the length of the strain relief 280 varies depending on space, footprint, or other manufacturing or use reasons. In one embodiment, the strain relief 280 may be completely absent. In one embodiment, because the base valve 200 is modular, its size is also adjustable to fit some, most, or all base valve sizes.

[0094] Fig.14is a dynamic data graph of force in pounds versus velocity in inches per second comparing a modular active valve system with a reduced footprint for use in a smaller shock absorber platform with a current quick switch lock (QSL). In one embodiment, graph 1400 uses an increase in PSI to convey different results.

[0095] Fig.15 1 is a schematic diagram of a control device 1500 for a remotely operated active valve, such as the active pilot valve 220. As illustrated, a signal line 1502 extends from a switch 1504 to a solenoid 1506. Thereafter, the solenoid 1506 converts electrical energy into mechanical motion and rotates a body within the active pilot valve 220. In one embodiment, the rotation of the body causes an indexing ring including two opposing, outwardly spring-biased balls to rotate between recesses formed on the inner diameter of a locking ring.

[0096] When the body rotates, the joint at the other opposite end of the active pilot valve 220 advances or retracts from the opening in at least one orifice. For example, the body is rotatably engaged with the joint. A convex hexagonal member extends from the end of the body into a concave hexagonal profile hole formed in the joint. This engagement transmits rotation from the body to the joint while allowing the joint to be axially displaced relative to the body. Therefore, although the body does not move axially when rotated, the threaded joint interacts with the mating threads formed on the inner diameter of the hole to transmit axial movement of the joint toward or away from at least one orifice between a closed position, a partially open position, and a fully or completely open position, the axial movement being generated by the rotation and based on the pitch of the thread.

[0097] Adjusting the opening of the orifice can modify the flow of fluid therethrough and in doing so change the stiffness of the corresponding damping assembly 100. Fig.15 is simplified and relates to the control of a single active pilot valve 220, but it will be understood that for a corresponding number of vehicle suspension dampers, any number of active valves corresponding to any number of fluid channels may be used alone or in combination. That is, one or more active valves may be operated simultaneously or individually, depending on the needs of the vehicle suspension system. For example, a suspension damper may have one active valve, a combination of active valves, or each of the active valves for each of the following: a base valve, a main piston valve, etc. In other words, active valves may be used anywhere in the damping assembly 100 where there is a fluid flow path. In addition, the active valve may be used alone or in combination with other active valves at other fluid flow paths to automate one or more of the damping performance characteristics of the damping assembly. In addition, additional switches may allow separate operation of separate active bottoming valves.

[0098] As discussed, the active pilot valve 220 is particularly suitable for vehicles used in different conditions. In off-road applications, compliant dampers are necessary because the vehicle relies on the vehicle's suspension when encountering off-road obstacles. However, operating a vehicle with a very compliant suspension at road speeds on a smooth road may be problematic due to the elasticity / sponginess of the suspension and corresponding vehicle handling issues, energy loss from the drive to the suspension, etc. This compliance can result in reduced power transferred to the drive wheels, reduced performance, etc. Such control problems may be evident when turning at high speeds because a vehicle with a soft suspension may tend to increase resistance during braking and / or acceleration, provide excessive pitch and yaw, etc. Using a remotely operated active pilot valve 220, the working size of the orifice is automatically adjusted, thereby modifying the fluid communication within the damping assembly 100. Accordingly, the damping characteristics of the damping assembly 100 can be changed instantly.

[0099] In addition to or instead of Fig.15 Rather than being a simple on-off operated remote device, the remotely operable active pilot valve 220 may be automatically operated based on one or more performance conditions. Fig.16 A schematic diagram of a control system 1600 based on any or all of vehicle speed, damper rod speed, and damper rod position is shown. Fig.16 One embodiment of the device is designed to automatically increase damping in the damper assembly 100 when the damper rod reaches a certain speed when traveling toward the bottom end of the damper at a predetermined speed of the vehicle. In one embodiment, the control system 1600 adds damping (and controls) when the damper assembly 100 is operating rapidly (e.g., high rod velocity) to avoid bottoming out of the damper rod and loss of control that occurs with rapid compression of the damper assembly 100 with a relatively long amount of travel. In one embodiment, the control system 1600 adds damping (e.g., by causing the joint to open, close, or partially close the orifice to adjust the size of the opening of the orifice) when the rod velocity in compression is relatively low, but the rod advances past a certain point in the travel.

[0100] For example, Fig.16A control system 1600 is illustrated having three variables: wheel speed corresponding to the speed of a vehicle component (measured by a wheel speed converter 1604), piston rod position (measured by a piston rod position converter 1606), and piston rod velocity (measured by a piston rod velocity sensor 1608). Any or all of the variables shown may be considered by the logic unit 1602 in the following case: the logic unit 1602 controls a solenoid or other power source coupled to the active pilot valve 220 for changing the working size of the opening of the orifice by causing the joint to open, close, or partially close the orifice. Any other suitable vehicle operating variables may be used in addition to or in place of the variables discussed herein, such as, for example, piston rod compression strain, orifice strain, vehicle mounted accelerometer (or inclinometer / clinometer) data, or any other suitable vehicle performance data or component performance data.

[0101] In one embodiment, the position of the piston within the damping chamber is determined using an accelerometer to sense the modal resonance of the suspension damper. This resonance will vary depending on the position of the piston, and the onboard processor (computer) is calibrated to correlate the resonance with the axial position. In one embodiment, a suitable proximity sensor or linear coil transducer or other electromagnetic transducer is incorporated into the damping chamber to provide a sensor to monitor the position and / or velocity of the piston (and suitable magnetic marker) relative to the housing of the suspension damper.

[0102] In one embodiment, the magnetic converter includes a waveguide and a magnet, such as a toroidal (ring-shaped) magnet that is coupled to a cylinder and oriented so that the magnetic field generated by the magnet passes through the rod and the waveguide. Electrical pulses are applied to the waveguide from a pulse generator that provides a stream of electrical pulses, each of which is also provided to a signal processing circuit for timing purposes. When the electrical pulses are applied to the waveguide, a magnetic field is formed around the waveguide. The interaction of this field with the magnetic field from the magnet causes torsional strain wave pulses to be emitted in the waveguide in two directions away from the magnet. A coil assembly and a sensing strip are coupled to the waveguide. The strain wave produces a dynamic effect in the magnetic permeability of the sensing strip that is biased by the permanent magnetic field of the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulses results in an output signal from the coil assembly that is provided to the signal processing circuit along a signal line.

[0103] By comparing the application time of a particular electrical pulse with the time for the acoustic torsional strain wave pulse to return along the waveguide, the signal processing circuit can calculate the distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. The signal processing circuit provides a digital or analog output signal proportional to the calculated distance and / or velocity. A sensor-operated device for measuring piston rod speed and velocity is described in U.S. Patent No. 5,952,823, and the entire contents of this U.S. Patent are incorporated herein by reference.

[0104] A separate wheel speed converter 1604 for sensing the rotational speed of the wheel about the axle while sensors located at the suspension dampers measure the piston rod velocity (piston rod velocity converter 1608) and the piston rod position (piston rod position converter 1606) comprises a housing fixed to the axle and, for example, two permanent magnets contained in the housing. In one embodiment, the magnets are arranged so that the elongated pole pieces are generally in contact with a first surface of each of the magnets, such surfaces having the same polarity. Two induction coils having a flux conducting core axially therethrough are in contact with each of the magnets on a second surface of the magnets, the second surfaces of the magnets also having the same polarity relative to each other and having opposite polarity relative to the first surface. A wheel speed converter is described in U.S. Patent No. 3,986,118, the entire contents of which are incorporated herein by reference.

[0105] In one embodiment, if Fig.16 As shown in FIG. 1 , a logic unit 1602 with user-definable settings receives inputs from a piston rod position converter 1606, a piston rod velocity converter 1608, and a wheel speed converter 1604. The logic unit 1602 is user programmable, and according to the needs of the operator, the logic unit 1602 records variables, and then, if certain criteria are met, the logic unit 1602 sends its own signal to the active pilot valve 220 (e.g., the logic unit 1602 is an enable signal provider) to move the active pilot valve 220 to the desired state (e.g., by adjusting the distance between the connector and the orifice to adjust the flow). Thereafter, the condition, state, or position of the active pilot valve 220 is forwarded back to the logic unit 1602 via an active valve monitor or the like.

[0106] In one embodiment, Fig.16 The logic unit 1602 shown in FIG. 1 assumes a single active pilot valve 220 corresponding to a single orifice of a single damping assembly 100 , but the logic unit 1602 can be used with any number of active valves or groups of active valves corresponding to any number of orifices or groups of orifices.

[0107] While the illustrated examples involve manual and automatic operation based on specific parameters, the active pilot valve 220 can be remotely operated and can be used in a variety of ways with a variety of different variables. For example, a transducer such as an accelerometer can measure other aspects of the vehicle's suspension system, such as axle forces and / or moments applied to various components, and directly change the position of the active pilot valve 220 in response thereto (and correspondingly change the working size of the opening of the orifice by causing the joint to open, close, or partially close the orifice). In another example, the active pilot valve 220 is at least partially controlled by a suspension travel transducer that measures suspension travel and adds damping characteristics to some or all of the suspension dampers in the event that the suspension travel reading increases or decreases, such as due to a jump, landing, bump, etc.

[0108] Fig.17 FIG. 2 is an enlarged view of an embodiment of a remotely operable active pilot valve 220. Fig.17 The active pilot valve 220 is shown in a closed position (e.g., during the rebound stroke of the damper), but the following discussion also includes the opening of the active pilot valve 220. The active pilot valve 220 includes a valve body 1704 that houses a movable piston 1705 that is sealed within the body. The piston 1705 includes a sealed chamber 1707 adjacent an annular shaped piston surface 1706 at a first end of the piston 1705. The chamber 1707 and the annular piston surface 1706 are in fluid communication with a port 1725 accessed via an opening 1726. Two additional fluid communication points are provided in the body, including an inlet 1702 and an outlet 1703 for fluid to pass through the active pilot valve 220.

[0109] Extending from the first end of the piston 1705 is a shaft 1710, which is provided at its end with a conical shaped valve member 1712 (other shapes such as spherical or flat, with corresponding seat portions function equally well). The conical shaped member 1712 is telescopically mounted relative to the shaft 1710 and is movable on the shaft 1710 and is biased toward an extended position due to a spring 1715 coaxially mounted on the shaft 1710 between the member 1712 and the piston 1705. Due to the spring bias, the conical shaped member 1712 normally seats itself against a valve seat portion 1717 formed in the interior of the valve body 1704.

[0110] As shown, the conical shaped member 1712 sits against the valve seat portion 1717 due to the force of the spring 1715 and the absence of a reaction force from the fluid entering the active pilot valve 220 along the orifice. As the member 1712 telescopes outward, a gap 1720 is formed between the end of the shaft 1710 and the interior of the member 1712. A vent 1721 is provided to release any pressure that forms in the gap. With the fluid path through the active pilot valve 220 (from 1703 to 1702) closed, fluid communication from the rebound side of the cylinder to the valve body is essentially cut off (and therefore returns to the compression side by bottoming out), and its "dead end" path is shown by arrow 1719.

[0111] In one embodiment, a manual preload adjustment device is provided on the spring 1715, which allows the user to manually load or unload the spring using the threaded member 1708, and the threaded member 1708 transmits the movement of the piston 1705 toward or away from the tapered member, thereby changing the compression on the spring 1715.

[0112] Fig.17 Also shown are multiple valve operated cylinders 1751, 1752, 1753. In one embodiment, the cylinders each contain a predetermined volume of fluid 1755 that can be selectively moved into and out of each cylindrical body by the action of a separate corresponding piston 1765 and rod 1766 for each cylindrical body. A fluid path 1770 extends between each cylinder and the port 1725 of the valve body, where the annular piston surface 1706 is exposed to the fluid.

[0113] Because each cylinder has a specific volume of essentially incompressible fluid, and because the volume of the sealed chamber 1707 adjacent to the annular piston surface 1706 is known, the fluid contents of each cylinder can be used individually, sequentially, or simultaneously to move the piston a specific distance, thereby affecting the damping characteristics of the system in a relatively predetermined and precise manner.

[0114] Although cylinders 1751-1753 can be operated in any manner, in the illustrated embodiment, each piston 1765 and rod 1766 is individually operated by a solenoid 1775, and each solenoid is in turn operable from a remote location on the vehicle, such as from the handlebar area of ​​a bicycle, motorcycle, or the cab of a motor vehicle (or any location on any number of different vehicles to which the embodiment may be deployed). Power for the solenoid 1775 can be obtained from the vehicle's existing power source, or supplied from its own source, such as an onboard battery. Because the cylinders can be operated by battery or other power or even manually (e.g., by a syringe-type plunger), there is no need for a suspension so equipped to rely on any pressurized vehicle hydraulic system (e.g., steering, braking) to operate. In addition, because of the fixed volume interacting with the bottoming valve, there are no problems associated with stepping from the hydraulic system pressure to the desired suspension bottoming operating pressure.

[0115] In one embodiment, for example, when the active pilot valve 220 is in the damping open position, fluid flow through the orifice provides sufficient force on the member 1712 to push the member 1712 rearward, thereby at least partially loading the spring 1715 and forming a fluid path 1701 from the orifice to the rebound portion of the vehicle damping assembly 100.

[0116] The characteristics of the spring 1715 are generally selected to allow the active pilot valve 220 (e.g., member 1712) to open at a predetermined pressure during the compression stroke of the vehicle damping assembly 100, wherein a predetermined amount of control pressure is applied to the port 1725. For a given spring 1715, a higher control pressure at the port 1725 will result in a higher bottoming pressure required to open the active pilot valve 220, and a correspondingly higher damping resistance in the orifice (creating greater compression damping due to bottoming). In one embodiment, the control pressure at the port 1725 is raised high enough to effectively "lock" the bottoming closure, thereby creating a substantially rigid compression damper (especially if a solid damping piston is also used).

[0117] In one embodiment, when the valve member 1712 "tops out" against the valve body 1704, the valve opens in both directions. However, in another embodiment, when the valve piston 1705 abuts or "tops out" against the valve body 1704, the relative dimensions of the spring 1715 and the active pilot valve 220 still allow the tapered member 1712 to engage the valve seat portion 1717, thereby closing the valve. In such an embodiment, return flow from the rebound side of the chamber 1707 to the compression side is always substantially closed, and the opening pressure from the flow along the orifice is determined by the pre-compression in the spring 1715. In such an embodiment, additional fluid pressure can be added to the inlet through the port 1725 to increase the opening pressure of the flow along the orifice and thereby increase the compression damping by bottoming out to a value beyond that provided by the spring compression "topping out". It is generally noted that although the description herein generally refers to compression damping bottoming out and rebound closing, some or all of the channels on a given suspension unit may be configured to allow rebound damping and close or prevent compression damping.

[0118] The description of the foregoing embodiments is not intended to be exhaustive or to limit the embodiments to the precise forms described. On the contrary, in order to enable those skilled in the art to make and use embodiments of the described subject matter, exemplary embodiments in the present embodiment description have been presented. In addition, various embodiments have been described in various combinations. However, any two or more embodiments may be combined. Although some embodiments have been described in language specific to structural features and / or method actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are disclosed by way of illustration and as an example form of implementing the claims and their equivalents.

[0119] In general, a modular active valve system is disclosed herein that has a reduced footprint for use in a smaller shock absorber platform disclosed herein. The modular active valve system includes a multi-stage valve having a first stage and at least a second stage, wherein at least the first stage includes a semi-active valve for electronic damping control.

[0120] Broadly speaking, at least the following "concepts" have been disclosed herein.

[0121] 1. A multi-stage valve, comprising:

[0122] Level 1; and

[0123] At least the second level,

[0124] Therein, at least the first stage comprises a semi-active valve for electronic damping control.

[0125] 2. The multi-step valve according to concept 1, wherein the multi-step valve is coupled to a primary piston of a damper.

[0126] 3. The multi-stage valve according to any one of the preceding or following concepts, wherein a portion of the multi-stage valve is disposed on a piston rod of a damper such that a length of the multi-stage valve provides an approximate dead zone length for the damper.

[0127] 4. The multi-stage valve according to any of the preceding or following concepts, wherein the multi-stage valve is configured axially with respect to the piston rod.

[0128] 5. The multi-stage valve according to any of the preceding or following concepts, wherein the first stage of the multi-stage valve is configured to be inclined relative to the longitudinal axis of the piston rod and at least partially located within the footprint of the second stage.

[0129] 6. A multi-stage valve according to any one of the preceding or following concepts, wherein:

[0130] The first stage includes a pilot valve;

[0131] The second stage includes a boost cylinder;

[0132] The pilot valve is configured to provide an electronically adjustable fluid pressure to the boost cylinder; and

[0133] The boost cylinder is configured to modify a firmness of a damper based on the electronically adjustable fluid pressure received from the pilot valve.

[0134] 7. The multi-stage valve according to any one of the preceding or following concepts, further comprising:

[0135] A third stage includes a master release valve configured to modify the firmness of the damper based on the electronically adjustable fluid pressure received from the pilot valve.

[0136] 8. A multi-stage valve according to any one of the preceding or following concepts, wherein:

[0137] The first stage includes a pilot valve;

[0138] The second stage includes a main release valve;

[0139] The pilot valve is configured to provide an electronically adjustable fluid pressure to the main relief valve; and

[0140] The master release valve is configured to modify a firmness of a damper based on the electronically adjustable fluid pressure received from the pilot valve.

[0141] 9. The multi-stage valve according to any one of the preceding or following concepts, further comprising:

[0142] A third stage includes a boost cylinder configured to modify the firmness of the damper based on the electronically adjustable fluid pressure received from the pilot valve.

[0143] 10. A multi-stage main piston valve, comprising:

[0144] Level 1; and

[0145] At least second level;

[0146] wherein at least the first stage comprises a semi-active valve for electronic damping control; and

[0147] A portion of the multi-stage main piston valve is disposed on a piston rod of the damper, so that a length of the multi-stage main piston valve provides an approximate dead zone length for the damper.

[0148] 11. The multi-step main piston valve according to Concept 10, wherein the multi-step main piston valve is coupled to a main piston of the damper.

[0149] 12. The multi-step main piston valve according to any one of the preceding or following concepts, wherein the multi-step main piston valve is configured axially with respect to the piston rod.

[0150] 13. A multi-stage main piston valve according to any of the preceding or following concepts, wherein the first stage of the multi-stage main piston valve is configured substantially perpendicular to the axis of the piston rod and is at least partially located within the footprint of the live second stage.

[0151] 14. A multi-stage main piston valve according to any one of the preceding or following concepts, wherein the second stage is a boost cylinder.

[0152] 15. A multi-stage main piston valve according to any one of the preceding or following concepts, wherein

[0153] The first stage includes a pilot valve;

[0154] The second stage includes a boost cylinder;

[0155] The pilot valve is configured to provide an electronically adjustable fluid pressure to the boost cylinder; and

[0156] The boost cylinder is configured to modify a firmness of a shock absorber based on the electronically adjustable fluid pressure received from the pilot valve.

[0157] 16. A multi-stage base valve, comprising:

[0158] Level 1; and

[0159] At least the second level,

[0160] Therein, at least the first stage comprises a semi-active valve for electronic damping control.

[0161] 17. The multi-stage base valve according to concept 16, wherein the first stage is a spool-type pilot valve.

[0162] 18. The multi-stage base valve according to any of the preceding or following concepts, wherein the first stage is a poppet-type pilot valve.

[0163] 19. A multi-stage base valve according to any of the preceding or following concepts, wherein the second stage is a main relief valve.

[0164] 20. A multi-stage base valve according to any one of the preceding or following concepts, wherein

[0165] The first stage includes a pilot valve;

[0166] The second stage includes a main release valve;

[0167] The pilot valve is configured to provide an electronically adjustable fluid pressure to the main relief valve; and

[0168] The master release valve is configured to modify a firmness of a shock absorber based on the electronically adjustable fluid pressure received from the pilot valve.

[0169] All elements, parts and steps described herein are preferably included. It should be understood that any one of these elements, parts and steps can be replaced by other elements, parts and steps or deleted completely, which will be obvious to those skilled in the art.

Claims

1. A multi-stage valve, comprising: Level 1; At least second level; as well as Level 3, wherein at least the first stage comprises a semi-active valve for electronic damping control, and in: The first stage includes a pilot valve; The second stage includes a main release valve; The pilot valve is configured to provide an electronically adjustable fluid pressure to the main relief valve; the master release valve being configured to modify a firmness of a damper based on the electronically adjustable fluid pressure received from the pilot valve; The third stage includes a boost cylinder configured to modify the firmness of the damper based on the electronically adjustable fluid pressure received from the pilot valve, the boost cylinder further comprising: a shim stack comprising a plurality of shims; and A clamping member is configured to contact at least one of the plurality of shims, wherein a damping range of the boost cylinder is adjusted by modifying which shim of the plurality of shims contacts the clamping member.

2. A multi-stage base valve, comprising: Level 1; as well as At least second level; as well as Level 3, wherein at least the first stage comprises a semi-active valve for electronic damping control, and in: The first stage includes a pilot valve; The second stage includes a boost cylinder; The pilot valve is configured to provide an electronically adjustable fluid pressure to the boost cylinder; the boost cylinder being configured to modify a firmness of a damper based on the electronically adjustable fluid pressure received from the pilot valve; the third stage comprising a master release valve configured to modify the firmness of the damper based on the electronically adjustable fluid pressure received from the pilot valve; The booster cylinder further comprises: a shim stack comprising a plurality of shims; and A clamping member is configured to contact at least one of the plurality of shims, wherein a damping range of the boost cylinder is adjusted by modifying which shim of the plurality of shims contacts the clamping member.

3. The multi-stage base valve according to claim 2, wherein: The first stage is a spool type pilot valve.

4. The multi-stage base valve according to claim 2, wherein: The first stage is a poppet-type pilot valve.

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