ELECTRONIC COMPRESSION AND REBOUND CONTROL

Abstract

An electronic valve assembly for a vehicle suspension damper is described in which a first electronic valve is disposed along a fluid flow path extending between a compression region of a damping cylinder and a fluid reservoir chamber. The first electronic valve controls flow of fluid from the compression region into the fluid reservoir chamber. A second electronic valve is disposed along a fluid flow path extending between a rebound region of the damping cylinder and the compression region. The second electronic valve controls flow of fluid from the rebound region into the compression. The first electronic valve does not reside in the fluid flow path extending from the rebound region into the compression region, and the second electronic valve does not reside in the fluid flow path extending from the compression region into the fluid reservoir chamber.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and is a continuation of the co-pending patent application having application Ser. No. 16/986,852, filed on Aug. 6, 2020, entitled “ELECTRONIC COMPRESSION AND REBOUND CONTROL” by Ivan Tong, assigned to the assignee of the present application, having Attorney Docket No. FOX-P4-5-16-US.CON, and is hereby incorporated by reference in its entirety herein.

The application with Ser. No. 16/986,852 claims priority to and is a continuation of the patent application having application Ser. No. 15/482,507, filed on Apr. 7, 2017, now U.S. Pat. No. 10,737,546, entitled “ELECTRONIC COMPRESSION AND REBOUND CONTROL” by Ivan Tong, assigned to the assignee of the present application, having Attorney Docket No. FOX-P4-5-16-US, and is hereby incorporated by reference in its entirety herein.

The application with Ser. No. 15/482,507 claims the benefit of and claims priority of U.S. provisional patent application Ser. No. 62/320,368, filed on Apr. 8, 2016, entitled “SINGLE VALVED TAILORED ELECTRONIC COMPRESSION AND REBOUND CONTROL” by Ivan Tong, assigned to the assignee of the present application, having Attorney Docket No. FOX-P4-5-16.PRO, and is hereby incorporated by reference in its entirety herein.

BACKGROUND

Field of the Invention

Embodiments generally relate to a damper assembly for a vehicle. More specifically, the invention relates to an adjustable damper for use with a vehicle suspension.

Description of the Related Art

Vehicle suspension systems typically include a spring component or components and a dampening component or components. Typically, mechanical springs, like helical springs are used with some type of viscous fluid-based dampening mechanism and the two are mounted functionally in parallel. In some instances, a spring may comprise pressurized gas and features of the damper or spring are user-adjustable, such as by adjusting the air pressure in a gas spring. A damper may be constructed by placing a damping piston in a fluid-filled cylinder (e.g., liquid such as oil). As the damping piston is moved in the cylinder, fluid is compressed and passes from one side of the piston to the other side. Often, the piston includes vents there through which may be covered by shim stacks to provide for different operational characteristics in compression or extension.

Conventional damping components provide a constant damping rate during compression or extension through the entire length of the stroke. Other conventional damping components provide mechanisms for varying the damping rate. Further, in the world of bicycles, damping components are most prevalently mechanical. As various types of recreational and sporting vehicles continue to become more technologically advanced, what is needed in the art are improved techniques for varying the damping rate.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, and not by way of limitation, in the accompanying drawings, wherein:

FIG. 1 is a perspective view of a vehicle suspension damper including an electronic valve assembly, in accordance with an embodiment of the present invention.

FIG. 2 is a cut-away view of a vehicle suspension damper depicted during compression, in accordance with an embodiment of the present invention.

FIG. 3 is a cut-away view of an electronic valve assembly, including a compression fluid flow path, in accordance with an embodiment of the present invention.

FIG. 4 is a cut-away view of a vehicle suspension damper depicted during compression, in accordance with an embodiment of the present invention.

FIG. 5 is a cut-away view of an electronic valve assembly including a rebound fluid flow path, in accordance with an embodiment of the present invention.

FIG. 6 is a cut-away view of an electronic valve assembly including a fluid flow path from a reservoir chamber back into the damping cylinder, in accordance with an embodiment of the present invention.

FIG. 7 is a schematic diagram depicting various sensors and a control system used in conjunction with an electronic valve assembly for adjusting a damping force in a vehicle suspension damper, in accordance with an embodiment of the present invention.

The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure.

Notation and Nomenclature

Unless specifically stated otherwise as apparent from the following discussions, it is appreciated that throughout the present Description of Embodiments, discussions utilizing terms such as “sensing” or the like, often refer to the actions and processes of a computer system or similar electronic computing device (or portion thereof) such as, but not limited to, a control system. (See FIG. 7) The electronic computing device manipulates and transforms data represented as physical (electronic) quantities within the electronic computing device's processors, registers, and/or memories into other data similarly represented as physical quantities within the electronic computing device's memories, registers and/or other such information storage, processing, transmission, and/or display components of the electronic computing device or other electronic computing device(s). Under the direction of computer-readable instructions, the electronic computing device may carry out operations of one or more of the methods described herein.

Overview of Discussion

As is generally known, shock absorbers, may be applied to single or multi-wheeled vehicles. These shock absorbers may include an electronic valve or a plurality of electronic valves. Sensors may be attached to the vehicle and provide information, to a control system attached to the electronic valve, on acceleration (with respect to a bicycle), and on acceleration, tilt, velocity and position (with respect to vehicles with more than two wheels). The control system accesses the sensor signals and actuates the electronic valve to provide variable damping. A detailed description of electronic valves and corresponding control of vehicle suspension dampers is found in U.S. Pat. No. 9,452,654 entitled “Method and Apparatus for An Adjustable Damper” dated Sep. 27, 2016 which is assigned to the assignee of the present application, and which is hereby incorporated by reference in its entirety herein.

Example conventional and novel techniques, systems, and methods for controlling vehicle motion are described herein. Herein, a novel electronic valve assembly and its functioning is described. This novel electronic valve assembly is not only utilized to perform the conventional methods for controlling a vehicle's motion, but also novel methods for controlling a vehicle's motion by enabling even more selective damping to occur.

Detailed Description of the Present Electronic Valve Assembly and Operation Thereof

FIG. 1 is a perspective view of a vehicle suspension damper 100. As shown in FIG. 1, vehicle suspension damper 100 includes a damping cylinder 102 and a reservoir chamber 104 in fluid communication with damping cylinder 102. Vehicle suspension damper 100 also includes an electronic valve assembly 106. FIG. 1 also includes a piston shaft 108 which can move telescopically with respect to damping cylinder 102. Although the present embodiment specifically refers to a twin-tube vehicle suspension damper, embodiments of the present invention are also well-suited to use with other types of vehicle suspension dampers including, but not limited to, a monotube vehicle suspension damper

Referring now to FIG. 2, a cut-away view of vehicle suspension damper 100 is shown. As shown in FIG. 2, vehicle suspension damper 100 includes a damping piston 110 coupled to piston shaft 108. Damping cylinder 102 includes an annular chamber 118 which surrounds the interior chamber in which damping piston 110 travels. In the embodiment of FIG. 2, damping cylinder 102 includes bypass openings (typically shown as 112) which fluidically couple the interior of damping cylinder 102 with annular chamber 118. It will be understood that bypass openings 112 in combination with annular chamber 118 are utilized to achieve position dependent damping in vehicle suspension damper 100. Additionally, in some embodiments of the present invention, damping piston 110 will have valving therein to allow fluid to pass through damping piston 110 during compression movement (i.e. motion of piston shaft 108 and damping piston 110 into damping cylinder 102 as shown by arrows 120).

Referring still to FIG. 2, as is typically understood, damping piston 110 at least partially defines a compression region 114 residing above damping piston 110. Similarly, damping piston 110 also at least partially defines a rebound region 116 residing below damping piston 110. It will be understood that the volume of compression region 114 will vary as the position of damping piston 110 changes within damping cylinder 102. Similarly, it will be understood that the volume of rebound region 116 will vary as the position of damping piston 110 changes within damping cylinder 102. Moreover, it will be understood that compression region 114 and/or rebound region 116 may also be defined as including at least a portion of annular chamber 118 depending upon the state (compression or rebound) of vehicle suspension damper 100.

Referring again to FIG. 2, during compression of vehicle suspension damper 100, fluid will typically flow from above damping piston 110 into bypass openings 112, through annular chamber 118 and ultimately into rebound region 116 beneath damping piston 110. Additionally, in some embodiments, during compression, fluid will also pass from compression region 114 to rebound region 116 by passing through valving in damping piston 110. As piston shaft 108 enters damping cylinder 102, fluid is displaced by the additional volume of piston shaft 108 which enters damping cylinder 102. The fluid displaced by piston shaft 108 is referred to as shaft displaced fluid.

Referring now to FIG. 3, a cut-away view of electronic valve assembly 106 is shown including a fluid flow path, shown by arrow 316. Electronic valve assembly 106 includes a first electronic valve 300 and a second electronic valve 310. Among various other components, first electronic valve 300 includes a valve piston 302, and second electronic valve 310 includes a valve piston 312. The structure and operation of electronic valves are described in detail in U.S. Pat. No. 9,452,654 which, as stated above, is incorporated herein by reference in its entirety. Unlike the teachings of U.S. Pat. No. 9,452,654, in the present embodiments, first electronic valve 300 and second electronic valve 310 are disposed offset with respect to each other. As a result, in the present embodiments, valve piston 302 and valve piston 312 are not equally spaced from damping cylinder 102. More specifically, in the present embodiment, the distance of valve piston 302 from damping cylinder 102 is greater than the distance of valve piston 312 from damping cylinder 102. Furthermore, in the present embodiment, unlike the teachings U.S. Pat. No. 9,452,654, a channel 314 between first electronic valve 300 and second electronic valve 310 is disposed such that channel 314 is located in front of valve piston 302. That is, channel 314 is closer to damping cylinder 102 than is valve piston 302. Additionally, as shown in FIG. 3, in the present embodiment, channel 314 between first electronic valve 300 and second electronic valve 310 is disposed such that channel 314 is located behind valve piston 312. That is, valve piston 312 is closer to damping cylinder 102 than is channel 314.

Referring still to FIG. 3, several significant benefits are realized by the offset orientation of first electronic valve 300 and second electronic valve 310. In the present embodiment, first electronic valve 300 is disposed along a fluid flow path (see arrow 316) extending between compression region 114 (of FIG. 2) of damping cylinder 102 and reservoir chamber 104 (of FIG. 2). During compression, shaft displaced fluid flows from damping cylinder 102 through first electronic valve 300 along a fluid flow path indicated by arrow 316. The shaft displaced fluid flows through valve piston 302 and then (via an opening, not shown) into reservoir chamber 104 (See arrow 122 of FIG. 2). In so doing, in the present embodiment, first electronic valve 300 controls the flow of shaft displaced fluid from compression region 114 of damping cylinder 102 into reservoir chamber 104. Importantly, in the present embodiment, unlike the teachings of U.S. Pat. No. 9,452,654, shaft displaced fluid flows only through first electronic valve 300 and into reservoir chamber 104. That is, in the present embodiment, shaft displaced fluid does not flow through second electronic valve 310. Thus, in the present embodiment, second electronic valve 310 does not reside in the fluid flow path 316 extending from compression region 114 of damping cylinder 102 into reservoir chamber 104.

Importantly, it should be noted that in various embodiments of the present invention, first electronic valve 300 is operated independently of second electronic valve 310. Similarly, in various embodiments of the present invention, second electronic valve 310 is operated independently of first electronic valve 300. Thus, in various embodiments, the present invention provides independent control of compression and rebound damping of vehicle suspension damper 100. A further description of various sensors and a control system used in conjunction with first electronic valve 300 to control vehicle suspension damper 100 and adjust a damping force therein is provided below.

With reference now to FIGS. 2 and 3, in the present embodiment, only shaft displaced fluid flows through first electronic valve 300. As a result, first electronic valve 300 can be smaller than a valve which needs to control more fluid than just the shaft displaced fluid. This allows electronic valve assembly 106 to be smaller and less expensive than a valve assembly that is required to control a larger volume of fluid. Further, as first electronic valve 300 operates by controlling a smaller volume of fluid (only the shaft displaced fluid), first electronic valve 300 is able to effectively provide control of compression damping for vehicle suspension damper 100 even during low speed movement of piston shaft 108 and damping piston 110. Additionally, the inclusion of bypass openings 112 and annular chamber 118, along with controlling shaft displaced fluid flow, enables the present embodiment to concurrently achieve position dependent damping and compression damping control even during low speed movement of piston shaft 108 and damping piston 110.

With reference now to FIG. 4, a cut-away view of vehicle suspension damper 100 is shown. During rebound of vehicle suspension damper 100 (i.e. movement of piston shaft 108 and damping piston 110 out of damping cylinder 102 as shown by arrows 402), fluid will typically flow from below damping piston 110 through annular chamber 118 and ultimately into compression region 114 above damping piston 110. Additionally, in some embodiments, during rebound, fluid will also pass from rebound region 116 to compression region 114 by passing through valving in damping piston 110. In some embodiments, during rebound, fluid is prevented from flowing through damping piston 110 such that all fluid must flow through annular chamber 118 and ultimately into compression region 114 above damping piston 110. In some embodiments of the present invention, bypass openings 112 (of FIG. 2 and not shown in FIG. 4) are closed during rebound such that fluid is prevented from flowing from annular chamber 118 through bypass openings into the region above damping piston 110. Additionally, as piston shaft 108 exits damping cylinder 102, fluid must replace the volume of piston shaft 108 which has exited damping cylinder 102. The fluid which replaces the volume of piston shaft 108 which has exited damping cylinder 102 is typically provided from reservoir chamber 104.

Referring now to FIG. 5, a cut-away view of electronic valve assembly 106 is shown including a fluid flow path, shown by arrow 504. As stated above, during rebound, fluid will typically flow from below damping piston 110 through annular chamber 118 and ultimately into compression region 114 above damping piston 110 (all of FIG. 4). As will be described in detail below, in the present embodiment, electronic valve assembly 106 controls the flow of fluid from rebound region 116 (of FIG. 4) and ultimately to compression region 114. As was described in conjunction with FIG. 3, electronic valve assembly 106 includes a first electronic valve 300 and a second electronic valve 310. Among various other components, first electronic valve 300 includes a valve piston 302, and second electronic valve 310 includes a valve piston 312. Again, the structure and operation of electronic valves are described in detail in U.S. Pat. No. 9,452,654 which, as stated above, is incorporated herein by reference in its entirety. Unlike the teachings of U.S. Pat. No. 9,452,654, in the present embodiments, first electronic valve 300 and second electronic valve 310 are disposed offset with respect to each other.

Referring again to FIGS. 4 and 5, in the present embodiment, during rebound, fluid flows from rebound region 116 through annular chamber 118 through opening 502, and through second electronic valve 310. More specifically, in the present embodiment, during rebound, fluid flows from beneath damping piston 110, into annular chamber 118, through opening 502, and through second electronic valve 310. As described below, second electronic valve 310 is configured to control flow of fluid from rebound region 116 of damping cylinder 102 and into compression region 114 of damping cylinder 102. Specifically, during rebound, fluid flows through valve piston 312 of second electronic valve 310, through channel 314 and then into compression region 114 of damping cylinder 102 along a fluid flow path indicated by arrow 504. Importantly, in the present embodiment, unlike the teachings of U.S. Pat. No. 9,452,654, during rebound, fluid flows only through second electronic valve 310 (and valve piston 312) and back into compression region 114 of damping cylinder 102. That is, in the present embodiment, rebound fluid does not flow through first electronic valve 300. Thus, in the present embodiment, first electronic valve 300 (including valve piston 302) does not reside in fluid flow path 504 extending from rebound region 116 of damping cylinder 102 into compression region 114.

With reference still to FIG. 5, first electronic valve 300 does not impede the flow of fluid during rebound. Thus, second electronic valve 310 experiences a less pressurized flow of fluid than would be experienced if fluid flow was subsequently impeded, during rebound, by first electronic valve 300. Additionally, as fluid flows rates tend be lower during rebound than compression, second electronic valve 310 can be smaller as it does not typically have handle higher fluid flow rates. As a result, second electronic valve 310 can be smaller than a valve which must control impeded fluid flow or greater fluid flow rates. These factors allow electronic valve assembly 106 to be smaller and less expensive than a valve assembly that is required to handle impeded fluid flow or high fluid flow rates during rebound.

Importantly, it should be noted that in various embodiments of the present invention, second electronic valve 310 is operated independently of first electronic valve 300. Similarly, in various embodiments of the present invention, first electronic valve 300 is operated independently of second electronic valve 310. Thus, in various embodiments, the present invention provides independent control of rebound and compression damping of vehicle suspension damper 100. A further description of various sensors and a control system used in conjunction with second electronic valve 310 to control vehicle suspension damper 100 and adjust a rebound damping force therein is provided below.

With reference now to FIG. 6, a cut-away view of electronic valve assembly 106 is shown including a fluid flow path, shown by arrow 602. As stated above, during rebound, piston shaft 108 exits damping cylinder 102, and fluid must replace the volume of piston shaft 108 which has exited damping cylinder 102 (all of FIG. 4). The fluid which replaces the volume of piston shaft 108 which has exited damping cylinder 102 is typically provided from reservoir chamber 104 (of FIG. 4). In the present embodiment, unlike the teachings of U.S. Pat. No. 9,452,654, during rebound, fluid from reservoir chamber 104 flows only through first electronic valve 300 and back into compression region 114 of damping cylinder 102. More specifically, fluid flows from reservoir chamber 104, through an opening, not shown, through valve piston 302, and back into compression region 114 of damping cylinder 102 along a fluid flow path indicated by arrow 602. Hence, first electronic valve 300 is configured to control flow of fluid from reservoir chamber 104 to compression region 114 of damping cylinder 102. Importantly, in the present embodiment, fluid from reservoir chamber 104 does not flow through second electronic valve 310. Moreover, in the present embodiment, second electronic valve 310 (including valve piston 312) does not reside in fluid flow path 602 extending from reservoir chamber 104 into compression region 114.

As a result of fluid passing only through piston valve 302 and not also through valve piston 312, a greater flow rate and a less pressurized flow of fluid is achieved during rebound for the fluid flow coming from reservoir chamber 104 towards compression region 114. Additionally, as shaft displaced fluid flow rates tend be low, and especially low during rebound, first electronic valve 300 can be smaller as it does not typically have to handle higher fluid flow rates. As a result, first electronic valve 300 can be smaller than a valve which must control impeded fluid flow or greater fluid flow rates. These factors allow electronic valve assembly 106 to be smaller and less expensive than a valve assembly that is required to handle impeded shaft displaced fluid flow or high fluid flow rates during rebound.

As stated above, it should be noted that in various embodiments of the present invention, first electronic valve 300 is operated independently of second electronic valve 310. Thus, in various embodiments, the present invention provides independent control of the flow for the replacement of shaft displaced fluid during rebound damping of vehicle suspension damper 100. A further description of various sensors and a control system used in conjunction with first electronic valve 300 to control the flow for the replacement of shaft displaced fluid and adjust a rebound damping force in vehicle suspension damper 100 is provided below.

With reference now to FIG. 7, a schematic diagram depicting various sensors and a control system used in conjunction with electronic valve assembly 106 for adjusting a damping force in vehicle suspension damper 100 is provided. The structure and operation of the various components of FIG. 7 are described in detail in U.S. Pat. No. 9,452,654 which, as stated above, is incorporated herein by reference in its entirety.

FIG. 7 for controlling vehicle motion is described in relation to controlling the operation of a multi-wheeled vehicle that has more than two wheels, such as, but not limited to, trucks, cars, and more specialized vehicles such as, but not limited to side-by-sides and snowmobiles, in accordance with embodiments. It should be appreciated that while the following discussion focuses on vehicles with four wheels, it should be appreciated that embodiments are not limited to controlling the operation upon vehicles with four wheels. For example, embodiments may be used with vehicles with three wheels, five wheels, six wheels, etc. Four-wheeled vehicles may have four vehicle suspension dampers attached therewith, one vehicle suspension damper attached to each wheel and to the vehicle's frame. In one embodiment, the embodiment depicted in FIG. 7 includes an electronic valve assembly 106 as described above.

Various components of FIG. 7 not only deduce the vertical acceleration values, but also deduce, from a received set of control signals (that include acceleration values associated with various vehicle components), the roll and pitch of a vehicle with more than two wheels. These measured acceleration values relate to the tilt (e.g., roll, pitch) of the vehicle and are compared to a database having thereon preprogrammed acceleration threshold values associated with vehicle components as it relates to tilt. Further, various components of FIG. 7 receive measured velocity values associated with user-induced events (e.g., turning a steering wheel, pressing/releasing a brake pedal, pressing/releasing the gas pedal, thereby causing a throttle to open/close). The control system compares these measured velocity values relating to user-induced events to a database having preprogrammed thereon velocity threshold values associated with vehicle components. Based on the comparison performed with regard to the measured acceleration values with the predetermined acceleration threshold values and the measured velocity values with the predetermined velocity threshold values, as well as the determined state of valves within various vehicle suspension dampers attached to vehicle components, the control system sends an activation signal to power sources of the vehicle suspension dampers. The activation signal activates the power source to deliver a current to one or more of first electronic valve 300 and second electronic valve 310 of electronic valve assembly 106. Once delivered, first electronic valve 300 and second electronic valve 310 of electronic valve assembly 106 adjust to a desired state. The desired state is configured to adjust the damping force to reduce or eliminate the tilt of the vehicle's frame. In other words, the orientation of the vehicle frame is placed as close to level as possible.

As will be described herein, various components of FIG. 7 also provide various system modes within which the vehicle suspension dampers may operate, along with control modes for affecting roll and pitch dynamics of the vehicle. Thus, described first herein are systems and methods for controlling a vehicle's motion by increasing and/or decreasing damping forces within a vehicle suspension damper in quick response to sensed movement of vehicle components (e.g., vehicle wheel base). These systems and methods may be used in various types of multi-wheeled vehicles, such as, but not limited to, side-by-sides (four-wheel drive off-road vehicle), snow mobiles, etc. These systems and methods may be used to control both the front and the rear shock. The systems and methods described herein quickly and selectively apply damping forces through the vehicle suspension dampers (that are coupled with both the vehicle's forks and the vehicle's frame). Such damping enables the vehicle's frame, and thus the vehicle's rider, to experience less acceleration than that being experienced by the wheel base(s).

The system 700 and method, as will be described, detects rolls, pitches, and heaves of four-wheeled vehicles. For example and with regard to detecting rolls, if a car turns a corner sharply left and begins to roll to the right, embodiments sense the velocity of the steering wheel as it is being turned, as well as the translational acceleration associated with the roll experienced by the vehicle. The translational acceleration (distance/time²) associated with the roll measures side accelerations. In response to this sensing and in order to control the roll, a control system causes the outer right front and back vehicle suspension dampers to firm up, in some embodiments. Of note, in some embodiments, the vehicle's pitch is measured by sensing the velocity of the throttle pedal as it is being pressed and/or released. In other embodiments, the vehicle's pitch may also be measured by sensing the velocity and/or the position of the throttle pedal as it is being pressed and/or released. In yet other embodiments, the vehicle's pitch is measured by sensing the acceleration of the vehicle. Of further note, the control system does not utilize throttle pedal information to measure roll.

In one embodiment, the system 700 includes electronic valve assembly 106 (that includes first electronic valve 300 and second electronic valve 310) and the control system 704. In one embodiment, the control system 704 includes the following components: a control signal accessor 756; a first comparer 706; a second comparer 710; a valve monitor 752; a control mode determiner 754; and an activation signal sender 750. The second comparer 710 compares the accessed user-induced inputs to predetermined user-induced inputs threshold values 748 found at, in one embodiment, the database 716 (in another embodiment, a database residing external to the control system 704. Further, in various embodiments, the control system 704 optionally includes any of the following: a database 716, a hold-off timer 726; a tracker 730; a hold logic delayer 732; a rebound settle timer 728; a weightings applicator 734; and a signal filter 736. The database 716, according to various embodiments, optionally includes predetermined acceleration threshold values 718 and predetermined user-induced inputs threshold values 748. In various embodiments, the predetermined user-induced inputs threshold values 748 include predetermined velocity threshold values 720. In other embodiments, the predetermined user-induced inputs threshold values include any of the following values: steering velocity threshold value; shock absorber velocity threshold value; brake velocity threshold value; steering position threshold value; throttle position threshold value; shock absorber position threshold value; and brake threshold value.

In one embodiment, the control system 704 may be part of a vehicle suspension damper 100 (that is, for example, on a side-by-side), or it may be wire/wirelessly connected to the control system 704. As will be discussed below, the control system 704 of FIG. 7 is further configured for comparing a set of values associated with at least one user-induced input (such as a user turning a steering wheel and the velocity resulting therefrom) with at least one user-induced input threshold value.

Embodiments of the present invention provide for a control system 704 that accesses a set of control signals 742 (control signal 742A, control signal 742B and control signal 742C; it should be appreciated that there may be any number of control signals, depending on the number of sensors coupled with vehicle components) that includes both acceleration values and a set of values associated with user-induced inputs (such as velocity values [of a steering wheel being turned and/or a throttle pedal being pressed upon and/or released] measured by a set of gyrometers). It should be appreciated that the set of sensors 740A, 740B and 740C (hereinafter, set of sensors 740, unless specifically noted otherwise) attached to the vehicle component 738A, 738B and 738C (hereinafter, vehicle component 738, unless specifically noted otherwise), respectively, may include one or more sensors, such as, but not limited to, accelerometers and gyrometers. In some embodiments, the acceleration values with respect to the four-wheeled vehicles are lateral (side-to-side motion) and longitudinal g's (forward and backwards motion). In other embodiments, the acceleration values with respect to four-wheeled vehicles are lateral g's, longitudinal g's and vertical g's (up and down motion). User-induced inputs, according to embodiments, are those inputs by a user that cause a movement to a vehicle component of the vehicle. For example, user-induced inputs may include, but are not limited to any of the following: turning a steering wheel; pressing a brake pedal (the ON/OFF resultant position of the brake pedal being pressed is measured); and pressing a throttle pedal (a velocity and/or position of the throttle pedal is measured). Thus, a set of values associated with the user-induced inputs may be, but are not limited to being, any of the following user-induced inputs: a measured velocity value of the turning of a steering wheel; a brake's on/off status; velocities associated with pressing down on the brake and/or the throttle pedal; and the difference in the positions of the throttle pedal before and after being pressed (or the absolute throttle position). Of note, the user-induced inputs that are measured are inputs received before acceleration is measured, yet relevant in quickly determining corrective damping forces required to control the roll, pitch and heave once experienced. Thus, the user-induced inputs are precursors to the sensed accelerations of various vehicle components (e.g., vehicle wheels).

Once these values (measured acceleration value and the set of values associated with the user-induced inputs) are accessed by the control signal accessor 756, the first comparer 706 and the second comparer 710 compare these values to threshold values, such as those found in the database 716 (a store of information). Further, according to embodiments, the activation signal sender 750 sends an activation signal to the power source 758 to deliver a current to one or more of first electronic valve 300 and second electronic valve 310 of electronic valve assembly 106, based upon the following: 1) the comparison made between the measured acceleration value and the predetermined acceleration threshold value 718 discussed herein; 2) the comparison made between the measured velocity of the steering wheel as it is being turned (the set of values associated with user-induced inputs) and the predetermined velocity threshold value 720 of the predetermined user-induced inputs threshold values 748; and 3) the monitoring of the state of electronic valve assembly 106.

It should be appreciated that embodiments may include, but are not limited to, other configurations having a control system in wire/wireless communication with the vehicle suspension damper to which it is controlling, such as: 1) a vehicle with only one control system that is wire and/or wirelessly connected to all vehicle suspension dampers attached thereto; 2) a vehicle with one control system attached to one vehicle suspension damper, wherein the one control system controls the other control systems attached to other vehicle suspension dampers (that are attached to different wheels) of the vehicle; and 3) a vehicle with one control system that is not attached to a vehicle suspension damper, wherein the one control system controls other control systems that are attached to vehicle suspension dampers on the vehicle.

It should be noted that any of the features disclosed herein may be useful alone or in any suitable combination. While the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be implemented without departing from the scope of the invention, and the scope thereof is determined by the claims that follow.

Claims

1. An electronic valve assembly for a vehicle suspension damper, said electronic valve assembly comprising:

a first electronic valve disposed along a fluid flow path extending between a compression region of a damping cylinder and a fluid reservoir chamber, said first electronic valve configured to control flow of fluid from said compression region of said damping cylinder into said fluid reservoir chamber;

a second electronic valve disposed along a fluid flow path extending between a rebound region of said damping cylinder and said compression region of said damping cylinder, said second electronic valve configured to control flow of fluid from said rebound region of said damping cylinder into said compression region of said damping cylinder; and

wherein a first distance between said first electronic valve and said damping cylinder is greater than a second distance between said second electronic valve and said damping cylinder.