A damping force adjustable shock absorber includes a flow path (an oil passage of a piston) in which a flow of hydraulic fluid is generated due to a movement of a piston rod, and a damping force adjustment valve provided in the flow path and configured to be subjected to an adjustment of an opening/closing operation by a solenoid. A frequency adaptive mechanism is provided in the flow path in series with the damping force adjustment valve. The frequency adaptive mechanism is configured to reduce a damping force for a high-frequency vibration. The frequency adaptive mechanism includes a second valve mechanism (a compression-side damping force generation valve and an extension-side damping force generation valve) configured to apply a resistance force to a flow of the hydraulic fluid from an upstream-side chamber (an upper-portion chamber or a lower-portion chamber) to a downstream-side chamber (the lower-portion chamber or the upper-portion chamber).

A shock absorber for a vehicle includes an inner tube at least partially defining an inner fluid compartment and an outer tube enclosing at least in part the inner tube therein. Together, the inner tube and the outer tube at least partially define an outer fluid compartment therebetween. The inner tube defines a bypass zone having a plurality of bypass apertures that fluidly communicate the inner fluid compartment with the outer fluid compartment. A piston is movably mounted within the inner tube and moves in compression and in rebound. The piston defines a piston passage extending through the piston for permitting fluid flow between a first side and second side of the piston. An electronically controlled valve is connected to the piston and controls fluid flow through the piston passage. A method for controlling the shock absorber is also disclosed.

A vehicle control method includes a step of executing preview vibration damping control for controlling a control force generating apparatus, when a wheel passes a predicated passage position, on the basis of a target control force computed by using a road surface displacement related value at the predicated passage position. The control method further includes a step of determining whether or not a predetermined condition is satisfied, the predetermined condition being satisfied when a time series change of the road surface displacement related value on a predicted route of the wheel falls within a controllable range of the control force generating apparatus, and a step of executing a particular process for reducing the magnitude of the road surface displacement related value at the predicted passage position when the predetermined condition is not satisfied.

A machine includes a first cylinder coupled to a first wheel and a second cylinder coupled to a second wheel. A first proportional dampening valve fluidly connects to the first cylinder and a second proportional dampening valve fluidly connects to the second cylinder. First accumulators are fluidly connected to the first cylinder and the first proportional dampening valve, and second accumulator(s) are fluidly connected to the second cylinder and the second proportional dampening valve. Additionally, a first proportional flow control valve fluidly connects to the first cylinder and a second proportional flow control valve fluidly connected to the second cylinder. An electronic control module (ECM) communicatively couples to the first proportional flow control valve and the second proportional flow control valve to adjust a ride height of the first wheel via the first cylinder and a ride height of the second wheel via the second cylinder.

A damper including inner and outer tubes and a control valve. A piston is slidably disposed within the inner tube to define first and second working chambers. An intermediate member assembly is disposed annularly about the inner tube. An intermediate channel is positioned radially between the intermediate member assembly and the inner tube and a reservoir channel is positioned radially between the intermediate member assembly and the outer tube. A first unidirectional blocking valve forms a first partition between first and second intermediate channel portions of the intermediate channel. A second unidirectional blocking valve forms a second partition between the second intermediate channel portion and a third intermediate channel portion. An external control valve has a control valve inlet that is arranged in fluid communication with the second intermediate channel portion.

Methods and apparatus for regulating the function of a suspension system are disclosed herein. Suspension characteristics often contribute to the efficiency of a suspended system. Depending on the desired operating parameters of the suspended system, it may be desirable to alter the functional characteristics of the suspension from time to time in order to maintain or increase efficiency. The suspension hereof may be selectively locked into a substantially rigid configuration, and the damping fluid may be phase separated and/or cooled to increase damping rate during use (or offset rate degradation). The suspension hereof may generate power usable to achieve any or all of the foregoing or to be stored for use elsewhere in the suspended system or beyond.

Aspects of the present invention relate to a system for a vehicle comprising: a hydraulic suspension actuator comprising a piston, a first upper fluidic chamber and a second lower fluidic chamber, the first and second fluidic chambers separated by the piston; at least one actuator system module mounted to a subframe and laterally separated from the hydraulic suspension actuator, the at least one actuator system module comprising one or more actuator system components; a longitudinal beam located laterally between the hydraulic suspension actuator and the at least one actuator system module; and at least one conduit fluidly connecting the hydraulic suspension actuator and the at least one actuator system module, wherein the at least one conduit passes over the longitudinal beam.

An embodiment of the present disclosure provides a shock absorber including a piston valve configured to be in a tube, a body valve installed at a lower side of the tube, a piston rod configured to having one end protruding while penetrating the piston valve, an upper guide member interposed between the piston valve and the body valve and having a plurality of upper guide flow paths formed outside a periphery of the upper guide member, and a plurality of upper guide holes formed inside the periphery of the upper guide member, and a hollow cylindrical expansion member having expansion through-holes through which the fluid having passed through the plurality of upper guide flow paths and the plurality of upper guide holes passes, the hollow cylindrical expansion member being configured to block the upper guide flow paths when the hollow cylindrical expansion member adjoins the upper guide member.

Aspects of the present invention relate to an actuator system for a vehicle suspension system comprising: a first actuator comprising a piston, a first upper fluidic chamber and a second lower fluidic chamber, the first and second fluidic chambers separated by the piston; a second actuator comprising a piston, a first upper fluidic chamber and a second lower fluidic chamber, the first and second fluidic chambers separated by the piston; a first hydraulic gallery fluidly connecting the first upper fluidic chamber of the first actuator and one of the first and second fluidic chambers of the second actuator; a second hydraulic gallery fluidly connecting the second lower fluidic chamber of the first actuator and the other of the first and second fluidic chambers of the second actuator; and at least one pump configured to pump fluid between the first and second hydraulic galleries.

A vehicle, variable spring system and method of operating a corner actuator coupled to wheel of the vehicle. The vehicle includes the corner actuator and the variable spring system. The variable spring system includes a control chamber coupled to the corner actuator, a first spring, a second spring, and a valve. An applied resistance for the corner actuator is selected by selecting an amount of fluid coupling between the control chamber and each of the first spring and the second spring. A force is absorbed at the wheel using the applied resistance.