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.

A suspension system for a vehicle includes a shock absorber unit operably coupled between a vehicle body and a wheel carrier. The shock absorber unit includes a first damper unit having a first cylinder chamber, a second damper unit having a second cylinder chamber, a first piston connected to a first piston rod, a second piston connected to a second piston rod, and an adjusting unit. The first and second cylinder chambers may each be filled with a fluid. The first and second cylinder chambers may be formed in a common cylinder unit and sealed off from one another. The first and second piston rods may be arranged axially displaceable in the first and second cylinder chambers, respectively. The first piston rod is operably coupled to the vehicle body and the second piston rod is operably coupled to the wheel carrier. Damping actions of the first and second damper units are changed independently of one another by the adjusting unit.

A magnetorheological damper, wherein the damper comprises a housing that is at least partially filed with a magnetorheological fluid, and a magnetorheological valve disposed within the housing. The valve includes a magnetically permeable core having at least one coil reservoir formed therein, and at least one conductor coil, wherein each conductor coil is disposed around a portion of the core within a respective one of the coil reservoir(s). The valve additionally includes a fluid flow path adjacent the conductor coil(s). The fluid flow path is structured and operable to allow the magnetorheological fluid to flow adjacent the conductor coil(s). The valve further includes at least one coil cover, wherein each coil cover is disposed over a respective one of the coil(s) such that the respective coil is protected from exposure to magnetorheological fluid flowing through the fluid flow path.

A shock absorber assembly including a first sheath slidingly housing inside it a first piston which is filled with hydraulic fluid, the first piston having a first stem extending from the first sheath and a first head contained inside the first sheath, a second sheath slidingly housing inside it a second piston which is filled with hydraulic fluid, the second piston having a second stem extending from the second sheath and a second head contained inside the second sheath. The first and second sheaths are fluidly connected to each other by means of at least one upper duct and a first interconnection duct passing through a control body. The control body houses at least one damping valve including a damping plate having holes suitable to allow a calibrated passage of the hydraulic fluid channelled by the first and second sheaths towards the control body; the control body houses a control valve connected to actuator means to be movable, in a regulation stroke, from an unlocked position, in which it does not interfere with the upper duct to a locked position, wherein the upper duct is occluded.

A molded coil includes a bobbin, a coil, and an exterior member. The coil is wound around the bobbin, and generates a magnetic force in reaction to power supply. The exterior member covers the coil and the bobbin therewith. Two seams, a first seam and a second seam are provided between the bobbin and the exterior member. A first seal member is disposed on an upstream side of the first seam and between a cover member and the exterior member. A second seal member is disposed on an upstream side of the second scam and between a flange portion of a stator core main body and the exterior member.

Example illustrations are directed to a damping system for a vehicle suspension that includes a controller configured to determine a roughness of a ground surface associated with the vehicle. The controller is also configured to determine a damper setting for the damping system based on the determined roughness. A method is also provided that includes determining, using a controller, a roughness of a ground surface associated with the vehicle. The method may further include determining, using the controller, a damper setting of the vehicle based on the determined roughness.

A damper assembly comprises a main tube defining a fluid chamber. The main tube includes a first section, a second section, and an intermediate portion. A sleeve is disposed about the main tube. An external tube is disposed about the main tube and the sleeve. The external tube defines a compensation chamber between the sleeve and the external tube. A main piston divides the fluid chamber into a rebound chamber and a compression chamber. A piston rod couples to the main piston for moving the main piston between a compression stroke and a rebound stroke. The sleeve is in an abutment relationship with the second section of the main tube, radially spaced apart from the first section of the main tube, defining a compartment extending between the sleeve and the first section of the main tube. A housing for the damper assembly is also disclosed herein.

A damper comprises a pressure tube extending longitudinally between a first pressure tube end and a second pressure tube end, a piston arranged in sliding engagement inside the pressure tube, a piston rod coupled to the piston, a hydraulic rebound stop positioned in a first working chamber and including a sealing ring circumferentially extending around the piston rod and within the pressure tube. The sealing ring at least partially defining a high-pressure region within the pressure tube during a rebound stroke the damper further comprising a pressure relief valve in fluid communication with the high-pressure region. The pressure relief valve being operable to allow pressurized fluid from the high-pressure region to pass therethrough once a predefined pressure threshold has been reached.

A high-pressure gas spring for vehicle suspension systems includes an integral gas damping system and an integral counter spring to reduce spring residual force at suspension rebound. The gas spring includes an inverted piston feature that reduces the overall length of the device. Additionally, there are other innovative features incorporated in the gas spring to improve performance, reduce cost and minimise weight.

A method for controlling vehicle motion is described. The method includes accessing a set of control signals including a measured vehicle speed value associated with a movement of a vehicle. A control signal associated with user-induced input is also accessed. The method compares the measured vehicle speed value with a predetermined vehicle speed threshold value to achieve a speed value threshold approach status, and then compares the set of values to achieve a user-induced input threshold value approach status. The method monitors a state of a valve within the vehicle suspension damper, and determines a control mode for the vehicle suspension damper. The method also regulates damping forces within the vehicle suspension damper.