An air control valve (100) adapted to control an air flow (FA) for an air cushioning receptacle (802) in a motor vehicle (1000) includes a valve seat (120), a valve body (110), and a valve passage element (105) with a passage inlet (140) on an inlet side (141) and a passage outlet (150) on an outlet side (151). A coil spring (160) in contact with the valve body (110) and with a valve stop (152) on the outlet side (151) is adapted to exert a closing force (FC) to press the valve body (110) to the valve seat (120). A damping body (200) is arranged in an inner spring space (161) of the coil spring (160) such that the damping body (200) radially extends in a winding space (162) between a first coil winding (163) and a second coil winding (164) of the coil spring (160).

A vibration damper includes an end-stop control valve that progressively adds end-of-stroke damping force to complement the damping force provided by a main piston. The end-stop control valve may include a valve piston assembly that has a valve piston insert, a piston that is disposed radially outside the valve piston insert, and a valve disc stack-up that is supported on a hub of the valve piston insert and a valve seat of the piston. The valve piston insert and the piston may be arranged so as to be longitudinally movable relative to one another. Consequently, the preload of the valve disc stack-up increases as the valve piston assembly contacts a catch piston and begins end-of-stroke damping. Transitioning from an initial preload to a maximum preload during the end-of-stroke damping event progressively increases damping resistance and thereby improves NVH characteristics.

Provided is a solenoid comprising a molded coil, an anchor, and an armature. In the anchor, an outer peripheral convex portion and an inner peripheral convex portion are formed. When no current is being applied, axial distance between the outer peripheral convex portion of the anchor and an outer peripheral portion of the armature which is radially closest to the outer peripheral convex portion is smaller than axial distance between the inner peripheral convex portion of the anchor and an inner peripheral portion of the armature which is radially closest to the inner peripheral convex portion. In other words, timing at which the outer peripheral convex portion of the anchor and the outer peripheral portion of the armature face each other in a radial direction is shifted from timing at which the inner peripheral convex portion of the anchor and the inner peripheral portion of the armature face each other in the radial direction.

An end-stop control valve can progressively add end-of-stroke damping resistance to complement the damping force provided by a main piston in a damper tube. The end-stop control valve may include a piston that selectively engages with a catch piston, both of which are longitudinally movable within the damper tube. To reduce bypass around the piston, a piston band wrapped at least partially around the piston may engage with a sidewall of the catch piston just prior to engagement of the catch piston and the piston, although at least some hydraulic fluid can flow through a pathway of the piston band. A spring disc that moves with the piston may also engage with the catch piston just prior to engagement between the catch piston and the piston. The spring disc may elastically deform to contribute end-of-stroke resistance leading up to engagement of the piston and the catch piston.

A method and system for adjusting height and damping force, the method comprising: between a first connection part (110) and a second connection part (120), arranging a pneumatic valve (130), an air spring (140), an adjustable damper (150) and a damping force adjustment device (160) used for adjusting the damping force of an adjustable damper (150), the positions of the pneumatic valve (130), the air spring (140), the adjustable damper (150) and the damping force adjustment device (160) being adaptive and the pneumatic valve (130) being connected to the damping force adjustment device (160) and the air spring (140), respectively; the pneumatic valve (130) collects at least one movement variable of the first connection part (110) relative to the second connection part (120); meanwhile, the pneumatic valve (130), according to the collected movement variable and/or the change in the movement variable, controlling the air spring (140) to inflate or deflate so as to implement height adjustment; and/or carrying out gas driving on the damping force adjustment device (160) to control the adjustable damper (150) to output corresponding damping force, so as to adjust the size of the damping force of the adjustable damper (150), which improves the sensitivity of height adjustment and damping force adjustment.

The present disclosure relates to a vibration damper with adjustable damping force, comprising an inner cylinder with at least one working chamber which exhibits a flow connection to a damping-valve device, wherein the damper-valve device is arranged outside of an outer cylinder, wherein the flow connection has been realized in a component that is separate from the inner cylinder, wherein the separate component is constituted by a pressure-stage adapter which constitutes a part of the working chamber and which exhibits a coupling to the damping-valve device, wherein a base piece is arranged at the end of the inner cylinder, wherein the pressure-stage adapter and the base piece have been combined to form a pressure-stage adapter device.

A method of optimizing a suspension system to avoid pitch resonance may include determining pitch characteristics of a vehicle for a terrain profile and speed range via a model associated with the vehicle, decoupling front and rear axles by removing pitch inertia from the model, and determining optimized damping for a main damper of a position sensitive damper over a linear range of wheel travel in a bounce control zone based on the pitch characteristics. The method may further include recoupling the front and rear axles by adding the pitch inertia back into the model, and selecting a secondary damper associated with a compression zone or a secondary damper associated with a rebound zone as a selected damper for adjustment based on which of the front and rear axles is limiting. The method may also include performing a damping adjustment to the selected damper and cyclically repeating selecting the secondary damper and performing the damping adjustment until pitch resonance is suppressed.

A regenerative shock absorber that includes a housing and a piston that moves at least partially through the housing when the shock is compressed or extended from a rest position. When the piston moves, hydraulic fluid is pressurized and drives a hydraulic motor. The hydraulic motor, in turn, drives an electric generator that produced electric energy. The electric energy may be provided to a vehicle, among other things. The regenerative shock absorber may also provide ride performance that comparable to or exceeds that of conventional shock absorbers.

A damper includes an outer tube elongated along an axis, a cylinder elongated along the axis within the outer tube, a piston disposed in the cylinder and movable along the axis, an intermediate tube attached concentrically around the cylinder, a ring press-fitted around an outer diameter of the intermediate tube, and a valve attached to the outer tube. The intermediate tube and the cylinder define an intermediate chamber radially between the cylinder and the intermediate tube. The valve is in fluid communication with the intermediate chamber. The intermediate tube includes an intermediate-tube opening extending radially through the intermediate tube. The ring includes a ring opening extending radially through the ring. The ring opening is aligned with the intermediate-tube opening. The valve is in fluid communication with the intermediate chamber through the ring opening and the intermediate-tube opening.

A damper including inner and outer tubes is provided. A piston is slidably disposed within the inner tube. An intermediate tube is positioned radially between the inner and outer tubes. An intermediate channel is disposed radially between the intermediate and inner tubes. A slanted elliptical seal is positioned at an oblique angle relative to a longitudinal axis of the inner tube and divides the intermediate channel into first and second intermediate channel portions. A first control valve is in fluid communication with the second intermediate channel portion via a first intermediate tube opening. A second control valve is in fluid communication with the first intermediate channel portion via a second intermediate tube opening.