A control assembly

Abstract

A control assembly (10) which includes a housing (14) defining an internal bore (16), a shaft (18) at least partially arranged within the internal bore (16) and configured to operatively engage the valve (12), a displacement device in the form of a gimbal motor (20) mounted on the housing (14) and including a pivotable output (depicted generally by reference numeral (22), and a connecting member (24) for connecting the shaft (18) to the output (22), the connecting member (24) being configured to inhibit relative pivotal displacement between the shaft (18) and the output (22) while permitting axial displacement of the shaft (18) to adjust fluid flow through the valve (12).

Description

[0001] A CONTROL ASSEMBLY

[0002] TECHNICAL FIELD

[0003] This invention relates to a control assembly. In particular, this invention relates to a control assembly for controlling fluid flow through a valve or valve assembly. More particularly, the invention relates to a control assembly for controlling fluid flow through a compression control valve which influences damping characteristics of a shock absorber during a compression stroke.

[0004] SUMMARY OF THE INVENTION

[0005] According to a first aspect of the invention, there is provided a control assembly for a valve including: - a housing defining an internal bore;

[0006] a shaft at least partially arranged within the internal bore and configured to operatively engage a valve;

[0007] a displacement device mounted on the housing and including a pivotable output; and

[0008] a connecting member for connecting the shaft to the output, the connecting member being configured to inhibit relative pivotal displacement between the shaft and the output while permitting axial displacement of the shaft to adjust fluid flow through the valve.

[0009] The housing may be in the form of a tubular member. The internal bore may extend through the housing between first and second end regions thereof. The internal bore may include a plurality of sections of varying diameter. The internal bore may include a first section which may be sized and / or shaped to radially constrain a portion of the shaft. The internal bore may include a second section which may be threaded for complementary threaded engagement with another portion of the shaft. The internal bore may be arranged in fluid communication with the valve to permit the ingress of a lubricant.The housing may include a receiving formation located towards the first end region thereof for enabling receipt of a portion of the displacement device. The receiving formation may include a flanged portion and a wall extending therefrom to define a seating zone for the displacement device. The wall may be an annular wall extending from a periphery of the flanged portion.

[0010] A damping member may be provided for at least partially isolating the displacement device from the housing. The damping member may be interposed between the displacement device and the flanged portion of the housing. The damping member may be in the form of a shock-absorbing ring. It is to be appreciated that the damping member facilitates the use of high-sensitivity encoders in high-vibration environments by reducing mechanical noise transmitted from the housing.

[0011] A retaining arrangement may be provided for retaining the displacement device in position within the receiving formation, preferably within the seating zone of the receiving formation. The retaining arrangement may be configured to inhibit relative pivotal displacement between the displacement device and the housing.

[0012] The retaining arrangement may include a closure member. The closure member may include a base portion and a side wall extending from a periphery of the base portion to define a receiving zone for receiving a portion of the displacement device distal the output complementally therein. The closure member may be configured to engage a coupling formation defined on the annular wall. In particular, the side wall of the closure member may include a threaded portion for threadingly engaging a complementary threaded portion of the coupling formation and allowing the displacement device to be enclosed between the flanged portion of the housing and the closure member in an enclosed condition.The retaining arrangement may include a fastener for rotatably securing the displacement device relative to the closure member. The closure member and the displacement device may include complementary mounting apertures for receiving the fastener therein. It is to be appreciated that the fastener may extend through the closure member to engage the displacement device, which, together with the threaded engagement between the closure member and the annular wall secures the displacement device against rotation during operation.

[0013] Alternatively, or in addition, the retaining arrangement may include a mechanical interlock for inhibiting relative pivotal displacement between the displacement device and the housing. The mechanical interlock may be selected from any of the group including a keyway, a pin and recess arrangement, and a tab and slot arrangement.

[0014] The housing may include a valve mounting formation located towards the second end region thereof. The valve mounting formation may include an external thread for complementary threaded engagement with a portion of the valve. The valve mounting formation may be configured to permit fluid communication between the internal bore and the valve.

[0015] A limiting formation may be provided for limiting an extent of engagement between the housing and the valve. The limiting formation may be configured to ensure that the relative position between housing and the valve is fixed. It is to be appreciated that the limiting formation ensures that the displacement device and the valve are always the same distance apart, which makes displacement of the shaft accurate and repeatable each time the control assembly is assembled. The limiting formation may be in the form of a shoulder extending outwardly from the housing which is positioned to abut a portion of the valve. Alternatively, or in addition, the limiting formation may be in the form of a shoulder defined within the valve which is positioned to abut a portion of the housing.The shaft may include a mating formation located at a first end region thereof for mating with the connecting member. The mating formation may be sized and / or shaped to inhibit relative pivotal displacement between the shaft and the connecting member while permitting relative axial displacement therebetween. The mating formation may be non-circular in cross-section. Alternatively, the mating formation may be eccentrically positioned relative to a central longitudinal axis of the shaft. The mating formation may be in the form of a protrusion or recess. Preferably, the mating formation may be in the form of a non-circular recess. The non-circular recess may be in the form of a slot.

[0016] The shaft may include a stepped outer surface. The stepped outer surface may define a plurality of sections. The plurality of sections may include a first section located towards the first end region thereof. The first section may extend along a substantial portion of the shaft. The first section may be dimensioned to define a clearance fit within the internal bore, preferably the first section thereof, to enable the shaft to be radially constrained by the housing while permitting rotation and axial displacement of the shaft.

[0017] The plurality of sections may include a second section extending from the first section. The second section may be threaded to enable threaded engagement with the threaded second section of the internal bore. The threaded sections of the shaft and internal bore may have a thread pitch in the range of 0.5mm to 1mm, preferably having a thread pitch in the region of 0.7mm. It is to be appreciated that as the second section rotates within the housing, the threaded engagement between the shaft and the internal bore causes axial displacement of the shaft. It is to be appreciated that a thread pitch of approximately 0.7mm enables one full rotation of the shaft to cause approximately 0.7mm of axial displacement of the shaft. The second section of the shaft may have a smaller diameter than the first section of the shaft.

[0018] The plurality of sections may include a third section extending from the second section of the shaft and located towards a second end region of the shaft. The thirdsection may have a smaller diameter than the second section of the shaft. The third section may be sized to be received within a fluid flow passage of the valve such that an annular gap is defined between the third section and the valve. The third section may terminate in a substantially flat face. It is to be appreciated that the axial position of the third section within the fluid flow passage determines the resistance to fluid flow through the annular gap.

[0019] The valve may include a mounting portion at a first end region thereof for allowing the valve to be mounted on the housing, preferably on the second end region thereof. The mounting portion may include a first wall which defines a housing receiving zone for receiving the second end region of the housing complementally therein. The housing receiving zone may be sized, shaped and / or configured to engage with the valve mounting formation of the housing. In particular, an inner surface of the first wall may be threaded to permit complementary threaded engagement with the external thread of the valve mounting formation of the housing.

[0020] The valve may include an inlet portion extending from the mounting portion towards an inlet located at a second end region of the valve for allowing fluid to enter the valve. The inlet may be arranged in fluid communication with an inner chamber of a shock absorber. The inlet may lead into the fluid flow passage of the valve. Apertures may extend through a wall of the valve at a juncture region between the mounting portion and the inlet portion. The apertures may extend between and permit fluid communication between the fluid flow passage of the valve and a recessed zone located towards an outer region of the valve. Openings to the apertures located within the fluid flow passage may be positioned free from the second end region of the housing. The apertures may extend through the wall at an angle in the range of 20 degrees to 60 degrees relative to a longitudinal axis of the control assembly, preferably extending through the wall at an angle in the region of 45 degrees.

[0021] The recessed zone may be defined by a flange-like formation extending from an intermediate region of the valve and an outer wall extending from a periphery ofthe flange-like formation. A shim arrangement may be provided for restricting the flow of fluid out of the valve via the recessed zone. The shim arrangement may be in the form of a shim stack. The shim stack may include a first shim with a diameter of sufficient size to cover an opening to the recessed zone. Remaining shims of the shim arrangement may be sized according to desired fluid flow restriction characteristics. It is to be appreciated that the precise arrangement of shims of various sizes in the shim stack influences the bending behaviour thereof which determines the precise flow resistivity, which is typically selected according to user preferences.

[0022] The displacement device may be mounted on the first end region of the housing. The output of the displacement device may be arranged in register with the internal bore defined in the housing. In particular, the output of the displacement device may be arranged in register with an opening to the internal bore defined in the housing in the enclosed condition.

[0023] The displacement device may be in the form of a motor. The motor may be configured to provide pivotal and / or rotational displacement to the output. The motor may be an electric motor. The motor may be a brushless motor. The motor may be selected to maximise accuracy and control of the output displacement, for example, by providing high torque-to-inertia ratio, low cogging, or precise position feedback. The motor may be in the form of a gimbal motor. The gimbal motor may be dimensioned to fit within the receiving formation of the housing. The gimbal motor may have a diameter in the range of 20mm to 50mm, preferably having a diameter in the region of 35mm. The gimbal motor may include an encoder, preferably including an integrated encoder. The encoder may be in the form of an optical or magnetic encoder. The encoder may be in the form of a magnetic encoder providing high-resolution position sensing. The magnetic encoder may be an AS5048A magnetic encoder or a functionally equivalent encoder. It is to be appreciated that the encoder of the gimbal motor provides absolute positional feedback of the motor output to a user.Alternatively, the displacement device may be selected from any of the group including a solenoid assembly, a piezoelectric actuator, a stepper motor, a digital servo motor, a fluid driven actuator, and a shape memory alloy actuator.

[0024] The connecting member may be configured to transmit rotational displacement from the output of the displacement device to the shaft. The connecting member may include a connecting formation located towards a first end region thereof for enabling connection to the output. The connecting formation may be configured to define a mechanical interlock with the output. In particular, the connecting formation may be in the form of an external thread defined on an outer surface of the connecting member for allowing complementary threaded engagement with an internal thread defined on the output of the displacement device. The connecting member may include a mating formation located towards a second end region thereof for mating with the mating formation of the shaft. The mating formation may be sized and / or shaped to inhibit relative pivotal displacement between the shaft and the connecting member while permitting axial displacement of the shaft relative the connecting member. The mating formation may be non-circular in cross-section. Alternatively, the mating formation may be eccentrically positioned relative to a central longitudinal axis about which the output of the displacement device pivots and / or rotates. The mating formation may be in the form of a recess or protrusion sized, shaped and / or configured to mate with the protrusion or recess of the shaft. Preferably, the mating formation of the connecting member may be in the form of a non-circular protrusion sized, shaped and / or configured to mate with the non-circular recess of the shaft. The non-circular protrusion may be in the form of a flat bar sized, shaped and / or configured to be received by the slot defined in the shaft.

[0025] An electronic control module may be provided for controlling operation of the displacement device. The electronic control module may include a microcontroller. The microcontroller may be arranged in communication with the encoder of the gimbal motor. The electronic control module may include a driver for converting control signals into voltage and current suitable for input to the displacement device. Preferably, the electronic control module may include a motor driver for convertingcontrol signals into voltage and current suitable for input to the gimbal motor. The electronic control module may include a power supply. The power supply may be in the form of a battery. The battery may form part of a vehicle to which the control assembly is applied. The electronic control module may be configured to independently control a plurality of displacement devices. It is to be appreciated that independent control of a plurality of displacement devices allows for the damping characteristics of specific wheels or axles of a vehicle to be adjusted individually.

[0026] A user input device may be provided for allowing control and / or manipulation of the displacement device. The user input device may be arranged in communication with the electronic control module, preferably being arranged in communication with the microcontroller. The user input device may be configured to transmit the control signals to the electronic control module. The user input device may include any one or more of the group including a push button, rocker switch, rotary dial, and a touch-sensitive interface or rocker switch. Preferably, the user input device may be in the form of a rocker switch. The user input device may be configured to induce clockwise or anticlockwise displacement of the output of the displacement device. The user input device may be located on a vehicle to which the control assembly is applied, preferably being mounted on a handlebar of a motorcycle or a dashboard or steering wheel of a car.

[0027] The electronic control module may include a memory unit for storing at least one user-defined configuration. The user-defined configuration may include a predetermined range of adjustment for the displacement device. The predetermined range of adjustment may include an upper limit and a lower limit. The user-defined configuration may include a predetermined increment size for the displacement of the output. It is to be appreciated that the predetermined increment size allows a single actuation of the user input device to induce a specific, repeatable amount of change in fluid flow.The electronic control module may be configured to store a plurality of predefined damping states. Each predefined damping state may correspond to a specific position of the output of the displacement device. The electronic control module may be configured to map each predefined damping state to a dedicated input on the user input device. It is to be appreciated that mapping states to dedicated inputs allows a user to switch between different damping configurations instantaneously during operation.

[0028] The electronic control module may include a communication interface for enabling the setting or adjustment of the user-defined configurations. The communication interface may be configured to permit local communication with the electronic control module. The local communication may be facilitated via a wired connection or a short-range wireless protocol. The short-range wireless protocol may be selected from any of the group including Bluetooth, Wi-Fi, and Near Field Communication (NFC). The local communication may be established between the electronic control module and an on-board computing device of the vehicle. It is to be appreciated that local communication with the electronic control module enables a driver or rider of the vehicle to change settings while the vehicle is in motion. The communication interface may be configured to enable communication with a mobile computing device. The mobile computing device may be configured to execute a software application configured to act as a control interface for the control assembly. It is to be appreciated that the software application enables fine-grain parameter adjustment of the displacement device that may not be accessible via a physical user interface.

[0029] Alternatively, or in addition, the communication interface may be configured to permit remote communication with the electronic control module. The remote communication may be facilitated via a long-range wireless protocol. The long-range wireless protocol may be selected from any of the group including a cellular network, a radio-frequency telemetry link, and a satellite link. It is to be appreciated that remote communication allows the user-defined configurations to be adjusted by a remote operator, such as a pit crew, while the vehicle is in motion or at a distance.The electronic control module may be arranged in communication with a sensor. The sensor may be selected from any of the group including a speed sensor, a GPS sensor, an accelerometer, and a suspension stroke sensor. The electronic control module may be configured to automatically adjust the position of the output of the displacement device in response to data received from the sensor. The electronic control module may include a plurality of automated damping profiles stored in the memory unit. The electronic control module may be configured to switch between the automated damping profiles based on a geographic location of the vehicle determined by the GPS sensor. The electronic control module may be configured to switch between the automated damping profiles based on a detected speed of the vehicle. It is to be appreciated that the automatic adjustment of the displacement device allows the damping characteristics of the valve to be optimised in real-time for varying terrain or track conditions without user intervention.

[0030] The software application may be configured to facilitate the storage and retrieval of at least one user profile or preset damping map. The user profile may be stored in a local memory unit or a cloud-based storage medium. The user profiles may include specific terrain profiles or track-specific damping configurations. The electronic control module may be configured to store at least one calibration table. The calibration table may include a temperature-versus-damping calibration curve. The software application may further include an access-control layer for providing dedicated service or OEM-only (Original Equipment Manufacturer) modes for advanced calibration and hidden parameter adjustment.

[0031] The software application may be configured to facilitate diagnostic access to the electronic control module. The software application may be configured to permit the transmission of firmware updates to the electronic control module via the communication interface. It is to be appreciated that the ability to update firmware enables the implementation of software-defined suspension tuning and remote optimisation of control algorithms.A temperature sensor may be provided for measuring a temperature of damping fluid within the valve or an associated shock absorber. The temperature sensor may be arranged in communication with the electronic control module. The electronic control module may be configured to determine a viscosity-related compensation factor based on the measured temperature of the damping fluid. The electronic control module may be configured to automatically adjust the position of the output of the displacement device based on the viscosity-related compensation factor to provide closed-loop thermal compensation. It is to be appreciated that the automatic adjustment of the displacement device compensates for changes in damping fluid viscosity due to temperature fluctuations to ensure consistent damping performance and reduce perceived fade. The electronic control module may include at least one temperature compensation map or viscosity-related algorithm stored in the memory unit for calculating the required displacement of the output.

[0032] The electronic control module may further be configured to monitor a service life of the damping fluid to determine a viscosity degradation factor. The electronic control module may include a predictive model for estimating the viscosity degradation factor based on a plurality of inputs, the inputs being selected from a group including of operating hours, cumulative stroke distance, and historical temperature data. The electronic control module may be configured to adjust the position of the output of the displacement device based on the viscosity degradation factor to maintain a predetermined damping performance over the service life of the damping fluid. It is to be appreciated that compensating for viscosity degradation allows the system to provide consistent damping characteristics even as the chemical properties of the damping fluid deteriorate over time.

[0033] The electronic control module may be configured to utilise the viscosity-related compensation factor and / or the viscosity degradation factor to provide a mechanically authoritative adjustment of the fluid flow through the valve. It is to be appreciated that the use of a displacement device providing direct mechanical authority, combinedwith automatic thermal and degradation compensation, facilitates semi-active levels of consistency within a lower-complexity architecture.

[0034] A display unit may be provided for indicating a status of the control assembly. The display unit may be arranged in communication with the user input device. The status of the control assembly may include current position of the output of the displacement device. It is to be appreciated that the position of the output may be simplified or mapped according to the desired damping characteristics of the valve. The display unit may be located on a vehicle to which the control assembly is applied, preferably being mounted on a handlebar of a motorcycle. The display unit and the user input device may be integrated into a single interactive interface.

[0035] BRIEF DESCRIPTION OF THE DRAWINGS

[0036] A control assembly in accordance with the invention will now be described by way of the following, non-limiting examples with reference to the accompanying drawings.

[0037] In the drawings: - Figure 1 is a three-dimensional schematic showing a valve assembly incorporating a control assembly in accordance with the present invention;

[0038] Figure 2 is a cross-section view of the valve assembly shown in Figure 1 ; Figure 3 is an enlarged sectioned view of a part of the valve assembly labelled 3 on Figure 2;

[0039] Figure 4 is a three-dimensional schematic showing the control assembly;

[0040] Figure 5 is a cross-section view of the control assembly shown in Figure 4; Figure 6 is an enlarged sectioned view showing parts of the control assembly labelled 6 in Figure 5;Figures 7 and 8 are three-dimensional schematics showing a shaft and a connecting member of the control assembly;

[0041] Figures 9 and 10 are enlarged sectioned views showing a valve of the valve assembly labelled 9 in Figure 5, in an unrestricted flow condition and a restricted flow condition, respectively; and

[0042] Figures 11 to 13 are three-dimensional, end and sectioned views of the valve shown in Figures 9 and 10.

[0043] DETAILED DESCRIPTION OF THE INVENTION

[0044] Referring now to the drawings, reference numeral 10 refers generally to a control assembly for a valve 12. The control assembly 10 includes a housing 14 defining an internal bore 16, a shaft 18 at least partially arranged within the internal bore 16 and configured to operatively engage the valve 12, a displacement device in the form of a gimbal motor 20 mounted on the housing 14 and including a pivotable output (depicted generally by reference numeral 22), and a connecting member 24 for connecting the shaft 18 to the output 22, the connecting member 24 being configured to inhibit relative pivotal displacement between the shaft 18 and the output 22 while permitting axial displacement of the shaft 18 to adjust fluid flow through the valve 12.

[0045] The housing 14 is in the form of a tubular member. The internal bore 16 extends through the housing 14 between first and second end regions 26 and 28 thereof. The internal bore 16 includes a plurality of sections of varying diameter. The internal bore 16 includes a first section 30 which is sized and shaped to radially constrain a portion of the shaft 18. The internal bore 16 includes a second section 32 which is threaded for complementary threaded engagement with another portion of the shaft 18. The internal bore 16 is arranged in fluid communication with the valve 12 to permit the ingress of a lubricant.

[0046] The housing 14 includes a receiving formation 34 located towards the first end region 26 thereof for enabling receipt of a portion of the gimbal motor 20. Thereceiving formation 34 includes a flanged portion 36 and an annular wall 38 extending therefrom to define a seating zone 40 for the displacement device 20. The annular wall 38 extends from a periphery of the flanged portion 36.

[0047] A retaining arrangement including a closure member 42 is provided for retaining the gimbal motor 20 in position within the seating zone 40 of the receiving formation 34. The closure member 42 is configured to inhibit relative pivotal displacement between the gimbal motor 20 and the housing 14.

[0048] The closure member 42 includes a base portion 44 and a side wall 46 extending from a periphery of the base portion 44 to define a receiving zone 48 for receiving a portion of the gimbal motor 20 distal the output 22 complementally therein. The closure member 42 is configured to engage a coupling formation defined on the annular wall 38. In particular, the side wall 46 of the closure member 42 includes a threaded portion 50 for threadingly engaging a complementary threaded portion 52 of the coupling formation and allowing the gimbal motor 20 to be enclosed between the flanged portion 36 of the housing 14 and the closure member 42 in an enclosed condition. The closure member 42 is commonly referred to as an end cap.

[0049] The retaining arrangement includes a fastener (not shown) for rotatably securing the gimbal motor 20 relative to the closure member 42. The closure member 42 and the gimbal motor 20 include complementary mounting apertures for receiving the fastener (not shown) therein. In the figures, while the mounting apertures in the gimbal motor 20 are not shown, the mounting apertures in the closure member are labelled with reference numeral 54. It is to be appreciated that the fastener (not shown) extends through the closure member 42 to engage the gimbal motor 20, which, together with the threaded engagement between the closure member 42 and the annular wall 38 secures the gimbal motor 20 against rotation during operation.The housing 14 includes a valve mounting formation 56 located towards the second end region 28 thereof. The valve mounting formation 56 includes an external thread 58 for complementary threaded engagement with a portion of the valve 12. The valve mounting formation 56 is configured to permit fluid communication between the internal bore 16 and the valve 12.

[0050] A limiting formation is provided for limiting an extent of engagement between the housing 14 and the valve 12. The limiting formation is configured to ensure that the relative position between housing 14 and the valve 12 is fixed. It is to be appreciated that the limiting formation ensures that the gimbal motor 20 and the valve 12 are always the same distance apart, which makes displacement of the shaft 18 accurate and repeatable each time the control assembly 10 is assembled. The limiting formation is in the form of a shoulder 60 defined within the valve 12 which is positioned to abut a portion of the housing 14.

[0051] The shaft 18 includes a mating formation located at a first end region 62 thereof for mating with the connecting member 24. The mating formation is sized and shaped to inhibit relative pivotal displacement between the shaft 18 and the connecting member 24 while permitting relative axial displacement therebetween. The mating formation is non-circular in cross-section. The mating formation is in the form of a non-circular recess. The non-circular recess is in the form of a slot 64.

[0052] The shaft 18 includes a stepped outer surface. The stepped outer surface defines a plurality of sections. The plurality of sections include a first section 66 located towards the first end region 62 thereof. The first section 66 extends along a substantial portion of the shaft 18. The first section 66 is dimensioned to define a clearance fit within the first section 30 of the internal bore 16 to enable the shaft 18 to be radially constrained by the housing 14 while permitting rotation and axial displacement of the shaft 18.The plurality of sections includes a second section 68 extending from the first section 66. The second section 68 is threaded to enable threaded engagement with the threaded second section 32 of the internal bore 16. The threaded sections of the shaft 18 and internal bore 16 has a thread pitch in the region of 0.7mm. It is to be appreciated that as the second section 68 rotates within the housing 14, the threaded engagement between the shaft 18 and the internal bore 16 causes axial displacement of the shaft 18. It is to be appreciated that a thread pitch of approximately 0.7mm enables one full rotation of the shaft 18 to cause approximately 0.7mm of axial displacement of the shaft 18. The second section 68 of the shaft 18 has a smaller diameter than the first section 66 of the shaft 18.

[0053] The plurality of sections includes a third section 70 extending from the second section of the shaft 18 and located towards a second end region 72 of the shaft 18. The third section 70 has a smaller diameter than the second section 68 of the shaft 18. The third section 70 is sized to be received within a fluid flow passage 74 of the valve 12 such that an annular gap (not shown) is defined between the third section 70 and the valve 12. The third section 70 terminates in a substantially flat face. It is to be appreciated that the axial position of the third section 70 within the fluid flow passage 74 determines the resistance to fluid flow through the annular gap (not shown).

[0054] The valve 12 includes a mounting portion 76 at a first end region 78 thereof for allowing the valve 12 to be mounted on the second end region 28 of the housing 14. The mounting portion 76 includes a first wall 80 which defines a housing receiving zone 82 for receiving the second end region 28 of the housing 14 complementally therein. The housing receiving zone 82 is sized, shaped and configured to engage with the valve mounting formation 56 of the housing 14. In particular, an inner surface of the first wall 80 is threaded to permit complementary threaded engagement with the external thread 58 of the valve mounting formation 56 of the housing 14.The valve 12 includes an inlet portion 84 extending from the mounting portion 76 towards an inlet 86 located at a second end region 88 of the valve 12 for allowing fluid to enter the valve 12. The inlet 86 is arranged in fluid communication with an inner chamber (not shown) of a shock absorber (not shown). The inlet 86 leads into the fluid flow passage 74 of the valve 12. Apertures 90 extend through a wall 92 of the valve 12 at a juncture region 94 between the mounting portion 76 and the inlet portion 84. The apertures 90 extend between and permit fluid communication between the fluid flow passage 74 of the valve 12 and a recessed zone 96 located towards an outer region of the valve 12. Openings 98 to the apertures located within the fluid flow passage 74 are positioned free from the second end region 28 of the housing 14. The apertures 90 extend through the wall 92 at an angle in the region of 45 degrees relative to a longitudinal axis of the control assembly 10.

[0055] The recessed zone 96 is defined by a flange-like formation 100 extending from an intermediate region 102 of the valve 12 and an outer wall 104 extending from a periphery of the flange-like formation 100. A shim arrangement in the form of a shim stack 106 is provided for restricting the flow of fluid out of the valve 12 via the recessed zone 96. The shim stack 106 includes a first shim 108 with a diameter of sufficient size to cover an opening to the recessed zone 96. Remaining shims of the shim stack 106 are sized according to desired fluid flow restriction characteristics. It is to be appreciated that the precise arrangement of shims of various sizes in the shim stack 106 influences the bending behaviour thereof which determines the precise flow resistivity, which is typically selected according to user preferences.

[0056] The gimbal motor 20 is mounted on the first end region 26 of the housing 14. The output 22 of the gimbal motor 20 is arranged in register with the internal bore 16 defined in the housing 14. In particular, the output 22 of the gimbal motor 20 is arranged in register with an opening 110 to the internal bore 16 defined in the housing 14 in the enclosed condition.The gimbal motor 20 is configured to provide pivotal and rotational displacement to the output 22. The gimbal motor 20 is dimensioned to fit within the receiving formation 34 of the housing 14. The gimbal motor 20 has a diameter in the region of 35mm. The gimbal motor 40 includes an integrated encoder (not shown). The encoder (not shown) is in the form of an optical or magnetic encoder (not shown). The encoder (not shown) is in the form of a magnetic encoder (not shown) providing high-resolution position sensing. The magnetic encoder (not shown) is an AS5048A magnetic encoder or a functionally equivalent encoder. It is to be appreciated that the encoder (not shown) of the gimbal motor 20 provides absolute positional feedback of the motor output 22 to a user.

[0057] The connecting member 24 is configured to transmit rotational displacement from the output 22 of the gimbal motor 20 to the shaft 18. The connecting member 24 includes a connecting formation located towards a first end region 112 thereof for enabling connection to the output 22. The connecting formation is configured to define a mechanical interlock with the output 22. In particular, the connecting formation is in the form of an external thread 114 defined on an outer surface of the connecting member 24 for allowing complementary threaded engagement with an internal thread 116 defined on the output 22 of the gimbal motor 20. The connecting member 24 includes a mating formation located towards a second end region 118 thereof for mating with the mating formation of the shaft 18. The mating formation is sized and shaped to inhibit relative pivotal displacement between the shaft 18 and the connecting member 24 while permitting axial displacement of the shaft 18 relative the connecting member 24. The mating formation is non-circular in cross-section. The mating formation is in the form of a non-circular protrusion sized, shaped and configured to mate with the non-circular recess of the shaft 18. The non-circular protrusion is in the form of a flat bar 120 sized, shaped and configured to be received by the slot 64 defined in the shaft 18.

[0058] An electronic control module (not shown) is provided for controlling operation of the gimbal motor 20. The electronic control module (not shown) includes a microcontroller (not shown). The microcontroller (not shown) is arranged incommunication with the encoder (not shown) of the gimbal motor 20. The electronic control module (not shown) includes a motor driver (not shown) for converting control signals (not shown) into voltage and current suitable for input to the gimbal motor 20. The electronic control module (not shown) includes a power supply (not shown). The power supply (not shown) is in the form of a battery (not shown). The battery (not shown) forms part of a vehicle (not shown) to which the control assembly 10 is applied. The electronic control module (not shown) is configured to independently control a plurality of gimbal motors 20. It is to be appreciated that independent control of a plurality of gimbal motors 20 allows for the damping characteristics of specific wheels (not shown) or axles (not shown) of a vehicle (not shown) to be adjusted individually.

[0059] A user input device (not shown) is provided for allowing control and manipulation of the displacement device 20. The user input device (not shown) is arranged in communication with the electronic control module (not shown), preferably being arranged in communication with the microcontroller (not shown). The user input device (not shown) is configured to transmit the control signals (not shown) to the electronic control module (not shown). The user input device (not shown) includes any one or more of the group including a push button, rocker switch, rotary dial, and a touch-sensitive interface or rocker switch. Preferably, the user input device (not shown) is in the form of a rocker switch (not shown). The user input device (not shown) is configured to induce clockwise or anticlockwise displacement of the output 22 of the displacement device 20. The user input device (not shown) is located on a vehicle (not shown) to which the control assembly 10 is applied, preferably being mounted on a handlebar (not shown) of a motorcycle (not shown) or a dashboard (not shown) or steering wheel (not shown) of a car (not shown).

[0060] The electronic control module (not shown) includes a memory unit (not shown) for storing at least one user-defined configuration (not shown). The user-defined configuration (not shown) includes a predetermined range of adjustment for the gimbal motor 20. The predetermined range of adjustment includes an upper limit (not shown) and a lower limit (not shown). The user-defined configuration (not shown)includes a predetermined increment size for the displacement of the output 22. It is to be appreciated that the predetermined increment size allows a single actuation of the user input device (not shown) to induce a specific, repeatable amount of change in fluid flow.

[0061] The electronic control module (not shown) is configured to store a plurality of predefined damping states. Each predefined damping state corresponds to a specific position of the output 22 of the displacement device 20. The electronic control module (not shown) is configured to map each predefined damping state to a dedicated input (not shown) on the user input device (not shown). It is to be appreciated that mapping states to dedicated inputs allows a user to switch between different damping configurations instantaneously during operation.

[0062] The electronic control module (not shown) includes a communication interface (not shown) for enabling the setting or adjustment of the user-defined configurations. The communication interface (not shown) is configured to permit local communication with the electronic control module (not shown). The local communication is facilitated via a wired connection or a short-range wireless protocol (not shown). The short-range wireless protocol is selected from any of the group including Bluetooth, Wi-Fi, and Near Field Communication (NFC). The local communication is established between the electronic control module (not shown) and an on-board computing device (not shown) of the vehicle (not shown). It is to be appreciated that local communication with the electronic control module (not shown) enables a driver or rider of the vehicle to change settings while the vehicle is in motion. The communication interface (not shown) is configured to enable communication with a mobile computing device (not shown). The mobile computing device (not shown) is configured to execute a software application (not shown) configured to act as a control interface (not shown) for the control assembly 10. It is to be appreciated that the software application (not shown) enables fine-grain parameter adjustment of the gimbal motor 20 that may not be accessible via a physical user interface.Alternatively, or in addition, the communication interface is configured to permit remote communication with the electronic control module (not shown). The remote communication is facilitated via a long-range wireless protocol (not shown). The long-range wireless protocol (not shown) is selected from any of the group including a cellular network, a radio-frequency telemetry link, and a satellite link. It is to be appreciated that remote communication allows the user-defined configurations to be adjusted by a remote operator (not shown), such as a pit crew, while the vehicle (not shown) is in motion or at a distance.

[0063] The electronic control module (not shown) is arranged in communication with a sensor (not shown). The sensor (not shown) is selected from any of the group including a speed sensor, a GPS sensor, an accelerometer, and a suspension stroke sensor. The electronic control module (not shown) is configured to automatically adjust the position of the output 22 of the displacement device 20 in response to data received from the sensor (not shown). The electronic control module (not shown) includes a plurality of automated damping profiles (not shown) stored in the memory unit (not shown). The electronic control module (not shown) is configured to switch between the automated damping profiles (not shown) based on a geographic location of the vehicle determined by the GPS sensor (not shown). The electronic control module (not shown) is configured to switch between the automated damping profiles (not shown) based on a detected speed of the vehicle (not shown). It is to be appreciated that the automatic adjustment of the gimbal motor 20 allows the damping characteristics of the valve 12 to be optimised in real-time for varying terrain or track conditions without user intervention.

[0064] The software application (not shown) is configured to facilitate the storage and retrieval of at least one user profile (not shown) or preset damping map (not shown). The user profile (not shown) is stored in a local memory unit (not shown) or a cloudbased storage medium (not shown). The user profiles (not shown) include specific terrain profiles or track-specific damping configurations. The electronic control module (not shown) is configured to store at least one calibration table (not shown). The calibration table (not shown) includes a tern perature-versus-dam ping calibrationcurve. The software application (not shown) further includes an access-control layer (not shown) for providing dedicated service or OEM-only (Original Equipment Manufacturer) modes for advanced calibration and hidden parameter adjustment.

[0065] The software application (not shown) is configured to facilitate diagnostic access to the electronic control module (not shown). The software application (not shown) is configured to permit the transmission of firmware updates to the electronic control module (not shown) via the communication interface (not shown). It is to be appreciated that the ability to update firmware enables the implementation of software-defined suspension tuning and remote optimisation of control algorithms.

[0066] A temperature sensor (not shown) is provided for measuring a temperature of damping fluid (not shown) within the valve 12 or an associated shock absorber (not shown). The temperature sensor (not shown) is arranged in communication with the electronic control module (not shown). The electronic control module (not shown) is configured to determine a viscosity-related compensation factor (not shown) based on the measured temperature of the damping fluid (not shown). The electronic control module (not shown) is configured to automatically adjust the position of the output 22 of the gimbal motor 20 based on the viscosity-related compensation factor to provide closed-loop thermal compensation. It is to be appreciated that the automatic adjustment of the gimbal motor 20 compensates for changes in damping fluid viscosity due to temperature fluctuations to ensure consistent damping performance and reduce perceived fade. The electronic control module (not shown) includes at least one temperature compensation map (not shown) or viscosity-related algorithm (not shown) stored in the memory unit (not shown) for calculating the required displacement of the output 22.

[0067] The electronic control module (not shown) is configured to monitor a service life of the damping fluid (not shown) to determine a viscosity degradation factor (not shown). The electronic control module (not shown) includes a predictive model (not shown) for estimating the viscosity degradation factor (not shown) based on a pluralityof inputs (not shown), the inputs (not shown) being selected from a group including of operating hours, cumulative stroke distance, and historical temperature data. The electronic control module (not shown) is configured to adjust the position of the output 22 of the gimbal motor 20 based on the viscosity degradation factor to maintain a predetermined damping performance over the service life of the damping fluid (not shown). It is to be appreciated that compensating for viscosity degradation allows the system to provide consistent damping characteristics even as the chemical properties of the damping fluid (not shown) deteriorate over time.

[0068] The electronic control module (not shown) is configured to utilise the viscosity- related compensation factor (not shown) and / or the viscosity degradation factor (not shown) to provide a mechanically authoritative adjustment of the fluid flow through the valve 12. It is to be appreciated that the use of a displacement device providing direct mechanical authority, combined with automatic thermal and degradation compensation, facilitates semi-active levels of consistency within a lower-complexity architecture.

[0069] A display unit (not shown) is provided for indicating a status of the control assembly 10. The display unit (not shown) is arranged in communication with the user input device (not shown). The status of the control assembly 10 includes current position of the output 22 of the gimbal motor 20. It is to be appreciated that the position of the output 22 is simplified or mapped according to the desired damping characteristics of the valve 12. The display unit (not shown) is located on a vehicle (not shown) to which the control assembly 10 is applied, preferably being mounted on a handlebar (not shown) of a motorcycle (not shown) or a dashboard (not shown) or steering wheel (not shown) of a car (not shown). The display unit (not shown) and the user input device (not shown) is integrated into a single interactive interface (not shown).

[0070] It is to be appreciated that the control assembly 10 in accordance with the present invention would typically find use for controlling oil flow characteristics throughwhat is commonly referred to as a base valve or head valve which is typically located at one end of a shock absorber assembly. Such a shock absorber assembly is commonly referred to as a closed cartridge shock absorber. The base valve or head valve typically controls damping characteristics of the shock absorber during a compression stroke.

[0071] Furthermore, while the control assembly 10 is described with reference to a base valve for a closed cartridge shock absorber, it is to be appreciated that the invention is not so limited. The control assembly 10 may be applied to any damping system or shock absorber architecture across a wide range of vehicles and equipment. This includes, but is not limited to, suspension systems for bicycles, motorcycles, passenger vehicles, off-road vehicles, racing vehicles, and heavy machinery. The assembly may be configured to control damping characteristics in either compression or rebound strokes, and may be integrated into mono-tube, twin-tube, or through-rod shock absorber configurations.

[0072] It is, of course, to be appreciated that the control assembly in accordance with the invention is not limited to the precise constructional and functional details as hereinbefore described with reference to the accompanying drawings and which may be varied as desired.

[0073] Although only certain embodiments of the invention have been described herein, it will be understood by any person skilled in the art that other modifications, variations, and possibilities of the invention are possible. Such modifications, variations and possibilities are therefore to be considered as falling within the spirit and scope of the invention and hence form part of the invention as herein described and / or exemplified. It is further to be understood that the examples are provided for illustrating the invention further and to assist a person skilled in the art with understanding the invention and is not meant to be construed as unduly limiting the reasonable scope of the invention.The inventor believes that the control assembly in accordance with the present invention offers significant advantages. The use of a gimbal motor to adjust the flow characteristics within a valve enables rapid and precise adjustments, making it particularly suitable for off-road motor vehicles, including motorcycles, and even more so for professional drivers or riders who require real-time tuning. Additionally, the integration of electronic control allows for customisable adjustment increments, ensuring that the size and sensitivity of adjustments can be tailored to specific rider preferences and varying terrain conditions, including minute changes for fine-tuned performance. Moreover, the total range of shaft movement can be pre-set as required, preventing over-adjustment and ensuring consistency in damping performance. As a result, the control assembly enables near-instantaneous modification of damping characteristics, across any desired range and increment, even while driving or riding, providing a substantial improvement over traditional manual adjustment methods by eliminating the need for stops and manual intervention.

Claims

CLAIMS1. A control assembly for a valve including: - a housing defining an internal bore;a shaft at least partially arranged within the internal bore and configured to operatively engage a valve;a displacement device mounted on the housing and including a pivotable output; anda connecting member for connecting the shaft to the output, the connecting member being configured to inhibit relative pivotal displacement between the shaft and the output while permitting axial displacement of the shaft to adjust fluid flow through the valve.

2. The control assembly as claimed in claim 1 wherein the internal bore extends through the housing between first and second end regions thereof.

3. The control assembly as claimed in claim 1 or 2 wherein the internal bore includes a plurality of sections of varying diameter.

4. The control assembly as claimed in any one or more of the preceding claims wherein the internal bore includes a first section which is sized and shaped to radially constrain a portion of the shaft.

5. The control assembly as claimed in claim 4 wherein the internal bore includes a second section which is threaded for complementary threaded engagement with another portion of the shaft.

6. The control assembly as claimed in any one or more of the preceding claims wherein the housing includes a receiving formation located towards the first end region thereof for enabling receipt of a portion of the displacement device.

7. The control assembly as claimed in claim 6 wherein the receiving formation includes a flanged portion and a wall extending therefrom to define a seating zone for the displacement device.

8. The control assembly as claimed in any one or more of the preceding claims wherein a damping member is provided for at least partially isolating the displacement device from the housing.

9. The control assembly as claimed in claim 6 wherein a retaining arrangement is provided for retaining the displacement device in position within the receiving formation.

10. The control assembly as claimed in claim 9 wherein the retaining arrangement is configured to inhibit relative pivotal displacement between the displacement device and the housing.

11. The control assembly as claimed in claim 9 or 10 wherein the retaining arrangement includes a closure member.

12. The control assembly as claimed in claim 11 wherein the retaining arrangement includes a fastener for rotatably securing the displacement device relative to the closure member.

13. The control assembly as claimed in any one or more of the preceding claims wherein the housing includes a valve mounting formation located towards the second end region thereof.

14. The control assembly as claimed in claim 13 wherein the valve mounting formation includes an external thread for complementary threaded engagement with a portion of the valve.

15. The control assembly as claimed in any one or more of the preceding claims wherein a limiting formation is provided for limiting an extent of engagement between the housing and the valve.

16. The control assembly as claimed in any one or more of the preceding claims wherein the shaft includes a mating formation located at a first end region thereof for mating with the connecting member.

17. The control assembly as claimed in claim 16 wherein the mating formation is sized and shaped to inhibit relative pivotal displacement between the shaft and the connecting member while permitting relative axial displacement therebetween.

18. The control assembly as claimed in any one or more of the preceding claims wherein the shaft includes a stepped outer surface.

19. The control assembly as claimed in claim 18 wherein the stepped outer surface defines a plurality of sections.

20. The control assembly as claimed in claim 19 wherein the plurality of sections includes a first section located towards the first end region thereof.

21. The control assembly as claimed in claim 20 wherein the first section is dimensioned to define a clearance fit within the internal bore to enable the shaft to be radially constrained by the housing while permitting rotation and axial displacement of the shaft.

22. The control assembly as claimed in claim 19 wherein the plurality of sections includes a second section extending from the first section.

23. The control assembly as claimed in claim 22 wherein the second section is threaded to enable threaded engagement with the threaded second section of the internal bore.

24. The control assembly as claimed in any one or more of the preceding claims wherein the valve includes a mounting portion at a first end region thereof for allowing the valve to be mounted on the housing.

25. The control assembly as claimed in claim 24 wherein the mounting portion includes a first wall which defines a housing receiving zone for receiving the second end region of the housing complementally therein.

26. The control assembly as claimed in claim 25 wherein the housing receiving zone is sized, shaped and configured to engage with the valve mounting formation of the housing.

27. The control assembly as claimed in claim 25 wherein an inner surface of the first wall is threaded to permit complementary threaded engagement with the external thread of the valve mounting formation of the housing.

28. The control assembly as claimed in any one or more of the preceding claims wherein the valve includes an inlet portion extending from the mounting portion towards an inlet located at a second end region of the valve for allowing fluid to enter the valve.

29. The control assembly as claimed in claim 28 wherein the inlet is arranged in fluid communication with an inner chamber of a shock absorber.

30. The control assembly as claimed in claim 28 wherein the inlet leads into the fluid flow passage of the valve.

31. The control assembly as claimed in any one or more of the claims 24 to 28 wherein apertures extend through a wall of the valve at a juncture region between the mounting portion and the inlet portion.

32. The control assembly as claimed in claim 31 wherein the apertures extend between and permit fluid communication between the fluid flow passage of the valve and a recessed zone located towards an outer region of the valve.

33. The control assembly as claimed in claim 32 wherein openings to the apertures located within the fluid flow passage are positioned free from the second end region of the housing.

34. The control assembly as claimed in any one or more of claims 31 to 33 wherein the apertures extend through the wall at an angle in the range of 20 degrees to 60 degrees relative to a longitudinal axis of the control assembly.

35. The control assembly as claimed in claim 32 wherein the recessed zone is defined by a flange-like formation extending from an intermediate region of the valve and an outer wall extending from a periphery of the flange-like formation.

36. The control assembly as claimed in claim 35 wherein a shim arrangement is provided for restricting the flow of fluid out of the valve via the recessed zone.

37. The control assembly as claimed in any one or more of the preceding claims wherein the displacement device is mounted on the first end region of the housing.

38. The control assembly as claimed in any one or more of the preceding claims wherein the output of the displacement device is arranged in register with the internal bore defined in the housing.

39. The control assembly as claimed in any one or more of the preceding claims wherein the displacement device is in the form of a gimbal motor.

40. The control assembly as claimed in any one or more of the preceding claims wherein the connecting member is configured to transmit rotational displacement from the output of the displacement device to the shaft.

41. The control assembly as claimed in any one or more of the preceding claims wherein the connecting member includes a connecting formation located towards a first end region thereof for enabling connection to the output.

42. The control assembly as claimed in claim 41 wherein the connecting formation is configured to define a mechanical interlock with the output.

43. The control assembly as claimed in claim 41 or 42 wherein the connecting formation is in the form of an external thread defined on an outer surface of the connecting member for allowing complementary threaded engagement with an internal thread defined on the output of the displacement device.

44. The control assembly as claimed in any one or more of the preceding claims wherein the connecting member includes a mating formation located towards a second end region thereof for mating with the mating formation of the shaft.

45. The control assembly as claimed in claim 44 wherein the mating formation is sized and shaped to inhibit relative pivotal displacement between the shaft and the connecting member while permitting axial displacement of the shaft relative the connecting member.

46. The control assembly as claimed in any one or more of the preceding claims wherein an electronic control module is provided for controlling operation of the displacement device.

47. The control assembly as claimed in claim 46 wherein the electronic control module includes a power supply.

48. The control assembly as claimed in claim 47 wherein the power supply is in the form of a battery.

49. The control assembly as claimed in claim 48 wherein the battery forms part of a vehicle to which the control assembly is applied.

50. The control assembly as claimed in any one or more of the claims 46 to 49 wherein the electronic control module is configured to independently control a plurality of displacement devices.

51. The control assembly as claimed in any one or more of the preceding claims wherein a user input device is provided for allowing control and manipulation of the displacement device.

52. The control assembly as claimed in claim 51 wherein the user input device is arranged in communication with the electronic control module.

53. The control assembly as claimed in claim 51 or 52 wherein the user input device includes any one or more of the group including a push button, rocker switch, rotary dial, and a touch-sensitive interface or rocker switch.

54. The control assembly as claimed in any one or more of the claims 51 to 53 wherein the user input device is configured to induce clockwise or anticlockwise displacement of the output of the displacement device.

55. The control assembly as claimed in any one or more of the claims 46 to 54 wherein the electronic control module includes a memory unit for storing at least one user-defined configuration.

56. The control assembly as claimed in claim 55 wherein the user-defined configuration includes a predetermined range of adjustment for the displacement device.

57. The control assembly as claimed in claim 56 wherein the predetermined range of adjustment includes an upper limit and a lower limit.

58. The control assembly as claimed in claim 56 or 57 wherein the user-defined configuration includes a predetermined increment size for the displacement of the output.

59. The control assembly as claimed in any one or more of the claims 46 to 58 wherein the electronic control module is configured to store a plurality of predefined damping states.

60. The control assembly as claimed in claim 59 wherein each predefined damping state corresponds to a specific position of the output of the displacement device.

61. The control assembly as claimed in claim 59 or 60 wherein the electronic control module is configured to map each predefined damping state to a dedicated input on the user input device.

62. The control assembly as claimed in any one or more of the claims 56 to 61 wherein the electronic control module includes a communication interface for enabling the setting or adjustment of the user-defined configurations.

63. The control assembly as claimed in claim 62 wherein the communication interface is configured to permit local communication with the electronic control module.

64. The control assembly as claimed in claim 63 wherein the local communication is established between the electronic control module and an on-board computing device of the vehicle.

65. The control assembly as claimed in any one or more of the claims 62 to 64 wherein the communication interface is configured to enable communication with a mobile computing device.

66. The control assembly as claimed in claim 65 wherein the mobile computing device is configured to execute a software application configured to act as a control interface for the control assembly.

67. The control assembly as claimed in any one or more of the claims 62 to 66 wherein the communication interface is configured to permit remote communication with the electronic control module.

68. The control assembly as claimed in any one or more of the claims 46 to 67 wherein the electronic control module is arranged in communication with a sensor.

69. The control assembly as claimed in claim 68 wherein the sensor is selected from any of the group including a speed sensor, a GPS sensor, an accelerometer, and a suspension stroke sensor.

70. The control assembly as claimed in claim 68 or 69 wherein the electronic control module is configured to automatically adjust the position of the output of the displacement device in response to data received from the sensor.

71. The control assembly as claimed in any one or more of the claims 55 to 70 wherein the electronic control module includes a plurality of automated damping profiles stored in the memory unit.

72. The control assembly as claimed in claim 71 wherein the electronic control module is configured to switch between the automated damping profiles based on a geographic location of the vehicle determined by the GPS sensor.

73. The control assembly as claimed in claim 71 or 72 wherein the electronic control module is configured to switch between the automated damping profiles based on a detected speed of the vehicle74. The control assembly as claimed in claim 66 wherein the software application is configured to facilitate the storage and retrieval of at least one user profile or preset damping map.

75. The control assembly as claimed in claim 74 wherein the user profile is stored in a local memory unit or a cloud-based storage medium.

76. The control assembly as claimed in claim 74 or 75 wherein the user profiles include specific terrain profiles or track-specific damping configurations.

77. The control assembly as claimed in any one or more of the claims 46 to 76 wherein the electronic control module is configured to store at least one calibration table.

78. The control assembly as claimed in claim 77 wherein the calibration table includes a temperature-versus-damping calibration curve.

79. The control assembly as claimed in claim 66 wherein the software application is configured to facilitate diagnostic access to the electronic control module.

80. The control assembly as claimed in any one or more of the preceding claims wherein a temperature sensor is provided for measuring a temperature of damping fluid within the valve or an associated shock absorber.

81. The control assembly as claimed in claim 80 wherein the temperature sensor is arranged in communication with the electronic control module.

82. The control assembly as claimed in claim 80 or 81 wherein the electronic control module is configured to determine a viscosity-related compensation factor based on the measured temperature of the damping fluid.

83. The control assembly as claimed in claim 82 wherein the electronic control module is configured to automatically adjust the position of the output of the displacement device based on the viscosity-related compensation factor to provide closed-loop thermal compensation.

84. The control assembly as claimed in any one or more of the claims 46 to 83 wherein the electronic control module is configured to monitor a service life of the damping fluid to determine a viscosity degradation factor.

85. The control assembly as claimed in claim 84 wherein the electronic control module includes a predictive model for estimating the viscosity degradation factor based on a plurality of inputs, the inputs being selected from a group including of operating hours, cumulative stroke distance, and historical temperature data.

86. The control assembly as claimed in claim 84 or 85 wherein the electronic control module is configured to adjust the position of the output of the displacement device based on the viscosity degradation factor to maintain a predetermined damping performance over the service life of the damping fluid.

87. The control assembly as claimed in any one or more of the preceding claims wherein a display unit is provided for indicating a status of the control assembly.

88. The control assembly as claimed in claim 87 wherein the display unit is arranged in communication with the user input device.

89. The control assembly as claimed in claim 87 or 88wherein the status of the control assembly includes current position of the output of the displacement device.

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