Suspension preload adjustment system

Abstract

A suspension system for a vehicle and a method of operating the suspension system are disclosed, the suspension system comprising: a shock absorber housing (416) having a longitudinal axis; a spring (424) disposed around the shock absorber housing (416); and a retainer collar (430) disposed around the shock absorber housing (416). An actuator (216) coupled to the retainer collar (430) moves at least a portion of the retainer collar (430) to move the spring (424) in a direction corresponding to the longitudinal axis.

Description

[0001] This invention is a divisional application with an application date of October 28, 2019, application number 201980071919.0, and invention name “Suspension preload adjustment system”.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims priority to U.S. Patent Application No. 16 / 173,249 filed on October 29, 2018. The disclosure of the above application is incorporated herein by reference. Technical Field

[0004] The present disclosure relates to a suspension for a vehicle, and more particularly to a suspension that allows adjustment of a spring position of the suspension. Background Art

[0005] This section provides background information related to the present disclosure which is not necessarily prior art.

[0006] The suspension used in motorcycles and all-terrain vehicles includes shock absorbers and various links that are typically fixed in position relative to each other. Preloading the shock absorbers is one aspect where adjustments can be performed. In many cases, the amount of preload is fixed for all conditions. The preload of a suspension spring refers to the amount by which the spring is compressed. The spring is typically positioned around the shock absorber, and when there is no weight in the vehicle, the spring is compressed by the amount of preload. Since vehicles are used for different purposes at different times, having one preload setting may not provide optimal driving conditions for a variety of operating conditions. For example, adding multiple riders or heavy loads may require a change in preload to compensate for the added weight. The amount of preload can be a personal preference in order to achieve specific handling or driving characteristics of the vehicle.

[0007] Adjusting the preload of a vehicle can be accomplished by using a special wrench or tool to adjust the collar and set the spring to the desired preload. However, this process is cumbersome and must be performed with an unloaded vehicle. Due to this difficult process, preload adjustments are rarely made. However, vehicles are used in a variety of conditions, and therefore a quicker method for adjusting preload is desired. Summary of the invention

[0008] This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

[0009] The present disclosure provides a system for more quickly adjusting the spring preload of a suspension.

[0010] In one aspect of the present disclosure, a suspension system for a vehicle includes a shock absorber housing having a longitudinal axis, a spring disposed about the shock absorber housing, and a retainer collar disposed about the housing. An actuator coupled to the retainer collar moves at least a portion of the retainer collar to move the spring in a direction corresponding to the longitudinal axis.

[0011] In another aspect of the present disclosure, a method for controlling a suspension system of a vehicle includes electrically or hydraulically controlling at least a portion of the retainer collar to move in a longitudinal direction; and moving the spring in the longitudinal direction in response to moving the retainer collar, the suspension system having a shock absorber housing with a longitudinal axis; a spring arranged around the shock absorber housing; and a retainer collar arranged around the shock absorber housing.

[0012] Further scope of applicability will become apparent from the description provided herein.The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The drawings described herein are for illustrative purposes only of selected examples and not all possible implementations, and are not intended to limit the scope of the present disclosure.

[0014] Figure 1 is a perspective view of a utility vehicle having a suspension system according to the present disclosure.

[0015] Figure 2A is a diagrammatic block diagram of an adjustable suspension system according to the present disclosure.

[0016] Figure 2B is a representation of the on-screen display of the virtual switches for selecting ground clearance and the suspension status indicator.

[0017] Figure 2C It is a screen display used to indicate the suspension changing status.

[0018] Figure 2D is an example of a discrete switch.

[0019] Figure 2E is a second example of multiple discrete switches for setting ground clearance.

[0020] Figure 2F A representation of a virtual or discrete switch for manually or automatically selecting ground clearance.

[0021] Figure 3A is a side view of a suspension preload adjustment system according to the present disclosure.

[0022] Figure 3B yes Figure 3AA cross-sectional view of the regulation system is shown.

[0023] Figure 4 is a partial cross-sectional side view of an alternative preload adjustment system.

[0024] Figure 5A is used for Figure 3A and Figure 3B A side view of a gear set of one type of regulating system is shown.

[0025] Figure 5B is an alternative side view of a gear set for the adjustment system.

[0026] Figure 6 is an alternative to Figure 3A and Figure 4 A perspective view of the suspension system in the configuration shown.

[0027] Figure 7 yes Figure 6 System view of the adjustable suspension system.

[0028] Fig. 8A yes Figure 6 A cross-sectional view of the adjustable suspension system.

[0029] Figure 8B yes Fig. 8A An enlarged cross-sectional view of the retainer collar.

[0030] Fig. 9A is a schematic diagram of another example for a hydraulic circuit according to the present disclosure.

[0031] Fig. 9B is an example of the location of an accumulator.

[0032] Fig. 9C is a diagrammatic block diagram of a hydraulic circuit having an external vibration reservoir and an accumulator.

[0033] Fig.9D is a schematic diagram of an alternative valve configuration for operating the system.

[0034] Fig.9E is another valve configuration used to operate this system.

[0035] Fig. 10A is a flow chart of a method for achieving a desired pressure within a system.

[0036] Fig. 10B is a flow chart of a method for obtaining a desired height of a vehicle (or proper extension of a hydraulic system).

[0037] Corresponding reference characters indicate corresponding parts throughout the several views of the drawings. DETAILED DESCRIPTION

[0038] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. Although the following description includes several examples of motorcycle applications, it should be understood that the features herein can be applied to any suitable vehicle, such as snowmobiles, all-terrain vehicles, utility vehicles, mopeds, automobiles, scooters, etc. The examples disclosed below are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed in the following detailed description. Rather, these examples are selected and described so that others skilled in the art can take advantage of their teachings.

[0039] See now Figure 1 , a vehicle 10 (such as a utility vehicle) is shown having wheels 12 and a suspension system 20 for movably coupling the wheels 12 to the vehicle 10. The vehicle 10 is shown as a utility vehicle, but the present disclosure may also be applied to other types of vehicles, including motorcycles, side-by-side vehicles, snowmobiles, etc. The wheels 12 may also be replaced with skis or tracks. The suspension system 20 is adjustable, as further described below. That is, the height of the vehicle relative to the wheels 12 may be adjustable so that the springs of the suspension system 20 are preloaded a desired amount.

[0040] Referring now to FIG. 2 , the suspension system 20 is further illustrated in detail in the form of a block diagram. The suspension system 20 includes a shock absorber 210, a spring 212, and a retainer collar 214. The shock absorber 210 is coupled to the vehicle 10 and the spring 212 is wrapped around it. The retainer collar 214 is used to keep the spring 212 in a partially compressed preloaded position relative to the shock absorber 210, especially relative to the working end of the shock absorber 210. An actuator 216 is coupled to the retainer collar 214 to allow the retainer collar 214 to move to a desired preloaded position. As described above, the process of using the actuator 216 to move the retainer collar 214 is a simple process, and its configuration will be described in more detail below. The controller 218 used in some examples can be used to control the movement of the actuator 216, thereby controlling the movement of the retainer collar 214. The controller 218 can be an electronic circuit formed by discrete components or a microprocessor-based system. The controller 218 may be a central vehicle controller or may be dedicated to the operation of the actuator 216 or suspension system.

[0041] The controller 218 communicates with the screen display 220, such as via a controller area network bus. The screen display 220 may have a virtual switch 222 displayed thereon for controlling the operation of the actuator 216. Other configurations of the virtual switch 222 may be well known to those skilled in the art. The virtual switch 222 may be implemented in various ways, including with a "+" or "-" sign to indicate an increase or decrease in the preload height (correspondingly extending or shortening the spring preload length), or with the words "extend" or "shorten" under the "preload" category. Alternatively, a physical switch may also be used, as discussed further herein.

[0042] The controller 218 may also be coupled to an atmospheric pressure sensor 230 that generates an atmospheric pressure signal, an atmospheric temperature sensor 232 that generates an atmospheric temperature signal, and a load sensor 234 that generates a vehicle load signal. By providing sensors 230, 232, 234, the controller 218 may automatically control the actuator 216 or motor to rotate or move the retainer collar 214 to a desired position and to cause the spring 212 to have a desired preload relative to the shock absorber 210 based on the atmospheric pressure, atmospheric temperature, or load of the vehicle. By monitoring the operating environment in which the vehicle is operating, the controller 218 may allow adjustments to be made during operation of the vehicle based on one or more of the atmospheric pressure signal, the atmospheric temperature signal, or the vehicle load signal.

[0043] A discrete mechanical switch 236, such as a mechanical switch, may also be in communication with the controller 218. The discrete switch 236 may provide a signal that allows the controller 218 to adjust the actuator 216 to change the position of the retainer collar 214 in a desired manner. The discrete switch 236 may be in a position that allows the vehicle 10 to operate, or change the position of the retainer collar 214 during operation of the vehicle 10. A rocker switch is a suitable example of a discrete switch 236. Both the virtual switch 222 and the discrete switch 236 allow the vehicle operator to change the preload of the spring 212 during operation of the vehicle. In response, the handling or operating characteristics of the vehicle suspension may be easily changed.

[0044] An inertial measurement unit (IMU) 238 may also be in communication with the controller 218. The IMU 238 may include various inertial sensors, such as a three-axis acceleration sensor having three moments about three axes. The inertial measurement unit 238 may allow the ground clearance to be changed based on the output of the inertial measurement unit 238. The inertial measurement unit 238 senses the operating conditions of the vehicle.

[0045] The shock position sensor 240 may also communicate with the controller 218. The shock position sensor may provide a signal corresponding to the shock position. That is, the shock position sensor may generate a signal corresponding to the relative position or extension of the shock. The controller 218 may use the shock position sensor to set or adjust the ground clearance based on operating conditions. The vehicle mode sensor 242 may also sense the state or setting of the vehicle. The dynamic state of the vehicle mode or the desired switch setting may provide input to the controller 218, which in turn adjusts the ground clearance corresponding to the acceptable or desired vehicle mode sensed by the vehicle mode sensor 242, or corresponding to the switch setting.

[0046] Shock temperature sensor 244 may also be in communication with controller 218. Controller 218 may adjust ground clearance based on the temperature sensed within the shock absorber. Shock temperature sensor 242 may correspond to vehicle load. Additionally, shock position sensor 240 may also correspond to vehicle load.

[0047] The mechanical pressure release switch 246 may also be in communication with the retainer collar 214. As discussed in further detail below, the mechanical pressure release switch 246 may allow any hydraulic pressure to be released from the retainer collar 214, thereby allowing the retainer collar 214 to be positioned in a desired position. Figure 6 Details of the mechanical pressure release switch 246 and the fluid pathway associated therewith are set forth in detail in FIG. 8 .

[0048] A timer 248 may also be coupled to the controller 218. The timer 248 may be used to time various events, such as the amount of time it takes to raise or lower the suspension to various positions. The output of the timer may be used to control a status indicator, as will be described below in Figure 2C Further elaborated in.

[0049] See now Figure 2B , further details of the display 220 are shown. In this example, the display 220 shows a plurality of virtual switches. Virtual position switches 260A to 260D are used to select the height above the ground. In this example, a high position is set with switch 260A, a normal position is set with 260B, a low position is set with switch 260C, and a squat or very low position is set with switch 260D. The squat switch 260D may be suitable for various types of applications, including transporting the vehicle, where a minimal profile of the vehicle and, therefore, the suspension may be desired.

[0050] Multiple status indicators 264A to 264D may be used on the same screen as the ground clearance selector or on a separate screen display. Status indicators 264A to 264D are used to indicate the status of various suspension components at each corner of the vehicle. In this example, status indicator 264A indicates the status of the left front suspension. Status indicator 264B indicates the status of the right front suspension. Status indicator 264C indicates the status of the left rear suspension, and status indicator 264D indicates the status of the right rear suspension. In this example, status indicators 264A, 264C, and 264D indicate a first indication. The indication may correspond to a color or other type of shading. Indicators 264A to 264D indicate a normal state, while status indicator 264B is different and therefore indicates a problem at the right front suspension. When a fault is detected at one or more corners of the vehicle, the suspension may default to a certain position.

[0051] See now Figure 2C , after selecting one of the ground clearance selectors 260A to 260D, the screen display 220 can generate the illustrated screen display. In this example, the suspension takes a limited time to electrically or hydraulically react to selecting one of the ground clearance selectors 260A-260D. Figure 2A A timer can be used to record the time before the desired suspension position is reached. Feedback from a shock position sensor or a ground clearance position sensor can also be used to determine when the desired suspension position has been reached. In this example, two indicators are set forth, namely 260A indicating "mode change in progress" and a second indicator at box 270 indicating status OK. The mode change in process box 260A can be illuminated or otherwise highlighted to indicate that a system suspension change has been requested and is being executed. Box 270 can provide an indication that the suspension is at a selected ground clearance.

[0052] See now Figure 2D , a discrete switch 236 may be implemented, such as a sliding dial 274. In this example, the position of the suspension may be infinitely variable. By adjusting the sliding dial 274 to a desired position, as shown, the position is a high position to which the suspension can react accordingly. An indicator 276 on the sliding dial 274 may be positioned by moving the sliding dial to a desired position.

[0053] See now Figure 2E In this example, the ground clearance selector can also be a series of discrete switches 280A to 280D. These switches 280A to 280D correspond to the high suspension position, the normal suspension position, the low suspension position, and the squat suspension position, respectively.

[0054] See now Figure 2F, the suspension can be set automatically (based on load or other sensed conditions) or manually via discrete or virtual switches. Figure 2F In the example, the operator can use the manual switch 286 to use Figure 2B , Figure 2D and Figure 2E The desired ground clearance can be manually selected by using the discrete or virtual switch shown. Figure 2F In the embodiment of the present invention, the automatic switch 288 can be selected to automatically select the ground clearance based on a plurality of sensed conditions (eg, load sensor output, shock temperature sensor, or shock position sensor).

[0055] See now Figure 3A and Figure 3B , further details a first example of a suspension system 310. In this example, a shock absorber 312 has an external thread 314 disposed on a housing 316. The housing 316 is generally cylindrical and the external thread 314 extends around it. The shock absorber 312 is hydraulically filled and has a piston arm 318 extending from the housing 316. The piston arm 318 has a mount 320 movable to a suspension component, and a spring flange 322.

[0056] The spring 324 is proximate to the spring flange 322 and extends in a direction corresponding to a longitudinal axis 326 of the shock absorber 312 , and thus corresponding to the piston arm 318 and the housing 316 .

[0057] The spring 324 extends between the spring flange 322 and the retainer collar 330. The retainer collar 330 (eg, Figure 3B 316) includes a retainer housing 332 surrounding a bearing surface 334. The bearing surface 334 includes internal threads 336 that engage external threads 314 disposed on the housing 316. The bottom or first surface 340 of the retainer housing 332 pushes against the spring 324 and allows the spring 324 to expand or contract based on the position of the retainer collar 330.

[0058] The retainer collar 330 has teeth or external threads 342. The external threads 342 engage the actuator 216, which in this example is a motor 350 and a gear set 352. The motor 350 engages a gear at the gear set 352 to engage the threads 342 on the outer surface of the housing 332. Thus, as the housing 332 rotates about the housing 316 of the shock absorber 312, the rotational motion of the motor 350 is converted to rotational motion of the bearing surface 334 through the gear set 352. The shock position sensor 240 provides feedback to allow the motor 350 to be properly adjusted.

[0059] A pair of seals 360, 362 may be disposed between the housing 332 and the housing 316 of the shock absorber 312. This may reduce the amount of contaminants placed within the external threads 314 and the internal threads 336.

[0060] Figure 5A and Figure 5B Gear set 352 is described in further detail. Gear set 352 may be one of a variety of types of gear sets that may be used to rotatably move retainer collar 330 about housing 316 of shock absorber 312.

[0061] A plurality of external seals 362 and 364 may also be coupled between the retainer collar 330 and the damper 312. That is, a wiper seal may be used that is mounted to the damper 312 or the retainer collar 330. The other end of the seals 362 and 364 may be free, allowing the seals 362, 364 to occupy this position and allow the damper surface to remain clean and thus reduce the possibility of fouling the threads 336.

[0062] It should also be noted that the retainer collar 330 and the components therein may rotate, in addition to or in lieu of the bearing surface 334 or the external threads 342 moving.

[0063] See now Figure 4 , another example of a suspension system 410 is described. In this example, a shock absorber 412 has an external thread 414 on a housing 416. The housing 416 has a downwardly extending flange extension 418 that slidably receives a retainer collar 430. The flange extension 418 extends toward the arm end of the shock absorber (the end opposite to the flange extension 418). The retainer collar 430 has an internal thread 436 that engages the external thread 414 to move the retainer collar 330 in an upward and downward position or from a first position to a second position. The motor 450 and the gear set 452 are used to engage the external thread 442 disposed on the retainer collar 430 to rotate the retainer collar 430 and thereby move the retainer collar 430 in a longitudinal direction relative to the shock absorber 412. Seals 460 and 462 can be used to seal the retainer collar 330 to the housing 416.

[0064] See now Figure 5A , the motor 350 / 450 is further illustrated in detail relative to the gear set 352 / 452. In this example, the motor rotates a shaft 510, which in turn rotates a spur gear 512 having teeth 514 that engage the external threads 342 / 442, as shown above.

[0065] See now Figure 5B , the worm gear mechanism 550 is coupled to the motor 350 / 450. The worm gear mechanism 550 engages the external threads 342 on the retainer collar 330 / 430. Figure 5A and Figure 5B In the example shown, the motor 350 / 450 rotates the gears, thereby rotating the retainer collar 330 about the longitudinal axis of the shock absorber housing 316 / 416, so that the retainer collar 330 / 430 moves up and down along the housing 316 / 416 in an axial direction.

[0066] See now Figure 6 , illustrates an example of hydraulic actuation. A shock absorber 612 having a housing 616 is shown with a pair of mounting members 620. A spring flange 622 is also shown. A hydraulic retainer collar 630 is disposed about the housing 616 and can be longitudinally positioned at a plurality of different positions relative to a longitudinal axis 626 of the shock absorber 312. In this example, the retainer collar 630 is hydraulically actuated through a hydraulic inlet port 650, which will be further described below.

[0067] See now Figure 7 , a simplified schematic diagram of the hydraulic circuit of the hydraulic retainer collar 630 is shown. In this example, for simplicity, the shock absorber 612 is shown as a separate component. The shock absorber 612 has an outlet port 710 and an inlet port 712. The shock absorber 612 and the retainer collar 630 are connected between the outlet port 710 and the inlet port 650 through a check valve 714. The check valve 714 prevents reverse flow from the hydraulic inlet port 650 to the outlet port 710.

[0068] The retainer collar 330 may also have an outlet port 716 disposed thereon. The outlet port 716 may communicate hydraulic fluid from the retainer collar 630 to the inlet port 712 of the shock absorber 612. A check valve 718 may be disposed in parallel with a relief valve or electronic bypass switch 720. In operation, as the shock absorber 612 compresses, oil pressure fills the retainer collar 330. As the shock absorber 612 extends, oil within the shock absorber 312 may seep out through the electronic bypass switch 720. Although the switch 720 is described as an electronic switch or valve, a manual pressure relief switch may be used in its place.

[0069] See now Fig. 8A and Figure 8B, illustrates a cross-sectional view of the shock absorber 612. In this example, the retainer collar 630 is further shown in detail. In this example, the retainer collar 630 has a first portion 810 fixed to the housing 616 of the shock absorber 612. The hydraulic cavity 812 is formed by the first portion 810 and a second portion 814, which is received in the hydraulic cavity 812 of the first portion 810. Based on the pressure of the hydraulic fluid in the hydraulic cavity 812, the second portion 814 moves in the longitudinal direction relative to the first portion. That is, the more the hydraulic fluid pressure increases, the further the second portion 814 extends from the hydraulic cavity 812. The bearing surface 816 is arranged on the second portion 814 and moves the spring 624 in the longitudinal direction, thereby shortening or lengthening the longitudinal length of the spring. The operation of the second portion 814 relative to the first portion 810 is performed by the hydraulic pressure difference in the hydraulic cavity 812. When an increasing amount of hydraulic fluid is delivered from the shock absorber through port 818 (which may include a one-way check valve 714) to the hydraulic cavity 812, the second portion 814 extends outward from the hydraulic cavity 812. As the amount of pressure within the hydraulic cavity 812 decreases, the amount that the second portion 814 extends out of the hydraulic cavity 812 decreases. The snap ring 824 may limit the movement of the second portion 814 to prevent it from extending too far.

[0070] In all examples, in operation, the retainer collar is controllably moved. That is, the movement of at least a portion of the retainer collar is electrically or hydraulically controlled to move in a longitudinal direction. In response to moving the retainer collar, the spring is moved in the longitudinal direction. The movement corresponds to a desired preload or preload height of the suspension and, therefore, the vehicle. The vehicle is then operated so that the suspension is at the preload setting until the owner requests another change.

[0071] See now Fig. 9A , the retainer collar 630 is shown in fluid communication with the hydraulic circuit 910. The hydraulic circuit 910 includes a first valve 912 having a first position 914 and a second position 916. The first position 914 corresponds to an open valve position in which hydraulic fluid does not flow through the valve. The second position 916 corresponds to a position in which hydraulic fluid is transmitted through the valve. The valve is in fluid communication with a hydraulic port 918 of the hydraulic retainer collar 630. The port 918 allows fluid to flow into or out of the hydraulic retainer collar 630.

[0072] The valve 912 is in fluid communication with the accumulator 920. The accumulator has a discharge valve 92 that can be controlled to release pressure therein, as described below. The accumulator 920 is arranged between the first valve 912 and the second valve 922. The second valve 922 has a first position 924, in which the check valve allows fluid to pass through the valve toward the accumulator 920. The second position 926 of the valve 922 allows fluid to pass from the accumulator 920 through a pressure sensor 930, which is used to monitor the amount of pressure available at the accumulator 920 and is present in a hydraulic line 932, which transmits fluid between the first valve 912 and the second valve 922 and also includes the hydraulic accumulator 920. A nozzle 934 can be used to connect the accumulator 920 to the hydraulic line 932 to limit the flow through it. The nozzle 934 can be fixed or can be variable.

[0073] The second valve 922 is in fluid communication with the shock absorber 940 .

[0074] See now Fig. 9B , relative to Fig. 9A A practical example of a circuit of a shock absorber 940 is shown. The shock absorber 9A has a shock absorber reservoir 942, which is composed of a hydraulic fluid portion 942A and a gas portion 942B. The piston 942C separates the hydraulic fluid 942A from the gas portion 942B. The accumulator 920 can also be implemented in the shock absorber. The accumulator section can also include a hydraulic portion 920A and a gas portion 920B, each portion separated by a piston 920C. The first valve 912 and the second valve 922 are referred to as a "valve train" 950, which is in Fig. 9B Displayed in a frame.

[0075] See now Fig. 9C , Fig. 9A The illustrated hydraulic circuit 910 may also include a separate hydraulic reservoir 960 separate from the accumulator 920 and the shock absorber. In this example, a valve train 950 is in place between the hydraulic reservoir 960 and the accumulator 920 to control the amount of hydraulic fluid delivered to and from it. The control switch 962 communicates with the controller 964. The controller 964 controls the valve 950 to various positions in conjunction with the input from the control switch 962.

[0076] See now Fig.9D , the accumulator 920, the hydraulic retainer collar 630, and the reservoir 941 (which may be implemented in the shock absorber 940) are all as shown Fig. 9BAs shown. However, the switching circuit has been modified, wherein the first valve 912 has been modified to a three-way valve 912'. The three-way valve has a first position 914', a second position 916', and a third position 918'. The first position 914' connects the accumulator 920 to the hydraulic retainer collar 630, so that the vehicle is raised. In the second position 916', the vehicle is lowered by connecting the hydraulic retainer collar 630 to the reservoir 941. In the third position 918', a check valve that allows fluid to flow between the reservoir 941 and the accumulator 920 is fluidically connected. The check valve 919 prevents fluid from flowing from the accumulator 920 to the reservoir 941.

[0077] exist Fig.9D , the second valve 922 has a first position 924', the valve is open and therefore the accumulator 920 is not in communication with the reservoir 941. In position 926', the valve allows communication between the reservoir 941 and the accumulator 920, and valve position 926' allows the accumulator 920 to be discharged if necessary. Position 914' allows raising the vehicle, position 916' allows lowering the vehicle, and position 918' allows filling the accumulator.

[0078] See now Fig.9E , illustrating valve 970. Valve 970 has a first position 972 that includes a check valve 974 that allows fluid to flow from the shock absorber 612 to the hydraulic retainer collar 630. In position 976, the system is open and hydraulic communication between the shock absorber 612 and the retainer collar through valve 970 is not achieved.

[0079] It is illustrated that in position 978, the check valve allows communication between the retainer collar 630 and the shock absorber 612. Thus, in position 972, the vehicle is lowered, in position 978, the vehicle is raised, and in position 976, this position is maintained.

[0080] See now Fig. 10A , describing the Fig. 9A In step 1010, valve 2 is set to position 2. In step 1012, valve 2 is de-energized and set to position 2 to allow the accumulator to be filled with fluid in reservoir 941 or fluid from external reservoir 960 in step 1014. In step 1016, pressure sensor 930 is monitored to determine the amount of pressure obtained at accumulator 920. When the desired pressure is reached in step 1018, valve 1 is changed to position 2 in step 1020.

[0081] See now Fig. 10B, when the system is primed, it is desired to lower the vehicle. In step 1030, when the accumulator 920 is filled with fluid from the reservoir or shock absorber, the second valve is set to position 1. In step 1032, the system is allowed to vent pressure. In step 1034, valve 1 is set to position 2 to allow hydraulic fluid to pass from the accumulator 920 to the hydraulic retainer collar 630. This allows the retainer collar to extend and increase the height above the ground. In step 1036, the height of the vehicle or the position of the retainer collar is monitored, and in step 1036, when the desired height or distance has not been reached, step 1036 is performed again. In step 1036, when the desired height has been reached, step 1038 ends the hydraulic processing within the system. Of course, Fig. 10A and Fig. 10B The method can be repeated as needed or on command.

[0082] The foregoing description has been provided for the purpose of illustration and description. It is not intended to be exhaustive or to limit the present disclosure. The individual elements and features of a specific example are generally not limited to that specific example, but are interchangeable when applicable and can be used in selected examples even if not explicitly shown or described. It can also be varied in a variety of ways. Such variations are not considered to be departures from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

Claims

1. A suspension system for a vehicle, comprising: a shock absorber housing having a longitudinal axis; a spring disposed around the shock absorber housing; a retainer collar disposed about the shock absorber housing; an actuator engaged to the retainer collar, the actuator moving at least a portion of the retainer collar to move the spring in a direction corresponding to the longitudinal axis, the actuator comprising a motor coupled to the retainer collar; The shock absorber housing includes a first external thread, and the retainer collar includes an internal thread that engages the first external thread, the motor rotates the retainer sleeve about the longitudinal axis so that the internal thread moves relative to the first external thread and the spring moves in an axial direction, the first external thread is arranged in a flange extension, and the flange extension is arranged at a first end of the shock absorber housing, The suspension system further includes a first seal disposed between the shock absorber housing and the retainer collar, and a second seal disposed between the flange extension and the retainer collar; a switch for generating a ground clearance position signal; as well as a controller coupled to the actuator and the switch, the controller controlling a position of the actuator in response to the ground clearance position signal; The bottom of the retainer collar pushes against the spring, which extends between the spring flange and the retainer collar to have a desired preload.

2. The suspension system according to claim 1, wherein: The retainer collar includes a second external thread and further includes a gear set rotatably coupling the motor and the second external thread.

3. The suspension system according to claim 1, wherein: The switch is a virtual switch and the ground clearance position signal is communicated to the controller via a controller area network bus.

4. The suspension system of claim 1, further comprising an atmospheric pressure sensor generating an atmospheric pressure signal, an atmospheric temperature sensor generating an atmospheric temperature signal, and a load sensor generating a load signal, and wherein: The controller controls the actuator in response to the atmospheric pressure signal, the atmospheric temperature signal, and the load signal.

5. A suspension system for a vehicle, comprising: a sensor that senses a sensed condition at or near a shock absorber housing, the shock absorber housing having a longitudinal axis; a spring disposed around the shock absorber housing; a retainer collar disposed about the shock absorber housing; an actuator coupled to the retainer collar, the actuator moving at least a portion of the retainer collar to move the spring in a direction corresponding to the longitudinal axis; The shock absorber housing includes a first external thread, and the retainer collar includes an internal thread that engages the first external thread, the actuator rotates the retainer sleeve about the longitudinal axis so that the internal thread moves relative to the first external thread and the spring moves in an axial direction, the first external thread is arranged in a flange extension, and the flange extension is arranged at a first end of the shock absorber housing, The suspension system further includes a first seal disposed between the shock absorber housing and the retainer collar, and a second seal disposed between the flange extension and the retainer collar; as well as a controller coupled to the actuator, the controller controlling the actuator to move the retainer collar to move the spring in response to the sensed condition; The bottom of the retainer collar pushes against the spring, which extends between the spring flange and the retainer collar to have a desired preload.

6. The suspension system according to claim 5, wherein: The sensor comprises a barometric pressure sensor that generates a barometric pressure signal, and wherein the controller controls the actuator in response to the barometric pressure signal.

7. The suspension system according to claim 5, wherein: The sensor comprises an atmospheric temperature sensor that generates an atmospheric temperature signal, and wherein the controller controls the actuator in response to the atmospheric temperature signal.

8. The suspension system according to claim 5, wherein: The sensor comprises a load sensor that generates a load signal, and wherein the controller controls the actuator in response to the load signal.

9. The suspension system according to claim 5, wherein: The sensors include an atmospheric pressure sensor generating an atmospheric pressure signal, an atmospheric temperature sensor generating an atmospheric temperature signal, and a load sensor generating a load signal, and wherein the controller controls the actuator in response to the atmospheric pressure signal, the atmospheric temperature signal, and the load signal.

10. The suspension system according to claim 5, wherein: The sensor comprises an inertial measurement sensor that generates an inertial measurement signal, and wherein the controller controls the actuator in response to the inertial measurement signal.

11. The suspension system according to claim 5, wherein: The sensor comprises a shock temperature sensor generating a shock temperature signal, and wherein the controller controls the actuator in response to the shock temperature signal.

12. A method for controlling a suspension system of a vehicle, the suspension system comprising a shock absorber housing having a longitudinal axis, a spring disposed about the shock absorber housing, a retainer collar disposed about the shock absorber housing, and an actuator engaged to the retainer collar, wherein: The actuator includes a motor coupled to the retainer collar, the suspension system further includes a first seal disposed between the shock absorber housing and the retainer collar, and a second seal disposed between the flange extension and the retainer collar, the shock absorber housing includes a first external thread, and the retainer collar includes an internal thread engaging the first external thread, the first external thread is disposed in the flange extension, the flange extension is disposed at a first end of the shock absorber housing, the bottom of the retainer collar pushes against the spring, the spring extends between the spring flange and the retainer collar to have a desired preload, the method includes: generating, with a sensor, a sensor signal corresponding to a sensed condition at or near the shock absorber; moving at least a portion of the retainer collar via the actuator to move the spring in a direction corresponding to the longitudinal axis; Based on the sensed condition, rotating the retainer sleeve about the longitudinal axis via the motor such that the internal thread moves relative to the first external thread; and The spring is moved in the longitudinal direction in response to rotating the retainer collar.

13. The method according to claim 12, wherein: Generating the sensor signal includes generating an atmospheric pressure signal and an atmospheric temperature signal, and wherein electrically controlling includes electrically controlling an actuator to move the retainer collar in response to the atmospheric pressure signal or the atmospheric temperature signal.

14. The method according to claim 12, wherein: Generating the sensor signal includes generating a load signal, and wherein electrically controlling includes electrically controlling an actuator to move the retainer collar in response to the load signal.

15. The method according to claim 12, wherein: Generating the sensor signal includes generating an atmospheric pressure signal, an atmospheric temperature signal, and a load signal, and wherein electrically controlling includes electrically controlling an actuator to move the retainer collar in response to the atmospheric pressure signal, the atmospheric temperature signal, and the load signal.

16. The method according to claim 12, wherein: Generating the sensor signal includes generating an inertial measurement signal, and wherein electrically controlling includes electrically controlling an actuator to move the retainer collar in response to the inertial measurement signal.

17. The method according to claim 12, wherein: Generating the sensor signal includes generating a shock temperature signal, and wherein electrically controlling includes electrically controlling an actuator to move the retainer collar in response to the shock temperature signal.

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