A shock absorber includes a cylinder, a piston, a piston rod, a first passage, a first damping force generating mechanism, a second passage, and a second damping force generating mechanism. The first damping force generating mechanism includes a first valve which is fixed from both axial sides on the radially inner side and is disposed to be able to close the first passage and one or more second valves of which a fixed portion on the radially inner side is fixed from both axial ends together with the first valve and which generate a force of biasing the first passage in a valve closing direction. The second valve is formed to have a larger diameter than the inner diameter of a seat portion provided on the outer peripheral side of the first passage and at least one second valve includes a flexible promotion portion.

A three-port adjuster for a vehicle suspension damper is described. The three-port adjuster includes a first port to provide a fluid flow path to a compression region of a damping cylinder, a second port to provide a fluid flow path to a rebound region of a damping cylinder, a third port to provide a fluid flow path to a reservoir chamber, and at least one valve to control a fluid flow therethrough.

A vehicle suspension system for vehicle height adjustment comprises: a damper for adjusting a height of a vehicle with neutral pressure by driving a piston up and down in a space inside a damping cylinder in which fluid is accommodated to a pressurization region in a pressurization direction and a restoration region in a restoration direction; an actuator, connected to a flow path of the damper, for adjusting the neutral pressure of the damper; a two-way control valve that operates on and off to allow and block movement of the fluid in the damping cylinder and the fluid in the hydraulic cylinder in both directions; a reservoir for regulating gas pressure in the damping cylinder; and a control unit that controls a pressure of the motor pump of the actuator.

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.

A damping arrangement of an active chassis for an axle of a motor vehicle. A damping system cooperates with each wheel of the axle, wherein each of the damping systems includes a damper, a hydraulic pump, and an electric motor. A hydraulic unit includes a hydraulic reservoir and valves, wherein the hydraulic pump and the hydraulic unit of the respective damping system cooperate with hydraulic chambers of the hydraulic cylinder of the respective damping system, such that, depending on the conveying direction of the hydraulic pump of the hydraulic unit, a movement of the piston in a first actuation direction or in a second actuation direction can be provided. The hydraulic pumps and the electric motors of both damping systems are combined to form a motor-pump unit. The motor-pump unit is fastened on both sides thereof to an axle carrier of the axle via two bearings.

A fluid-based suspension system of a vehicle including a first suspension device comprising a movable first piston dividing a first cylinder into a first piston rod side chamber and a first piston side chamber. The fluid-based suspension system further including a second suspension device, comprising a movable second piston dividing a second cylinder into a second piston rod side chamber and a second piston side chamber, and a fluid connection system configured to set the fluid-based suspension system to one of a first and a second operating mode.

A vibration damper of a motor vehicle comprises an outer tube and an inner tube which is disposed so as to be coaxial with the latter, and a working piston which is disposed so as to be axially movable within the inner tube and divides the interior of the inner tube into a piston rod-proximal working chamber and a piston rod-distal working chamber, a damping valve device which is disposed in the working piston, wherein the damping valve device has: a coil, an axially movable armature which is at least partially disposed within the coil, a main valve having a main piston which separates a compression main control chamber, a traction main control chamber and a pilot control chamber from one another, a pilot valve which is designed in such a manner that it is able to be passed through by a flow of hydraulic fluid in the traction phase and in the compression phase and has a pilot working chamber and a sliding tappet that is disposed in the pilot working chamber and is axially movable by means of the armature, and a connecting duct which is disposed between the pilot control chamber and the pilot working chamber and fluidically connects those to one another, wherein the main piston comprises a cylinder base region and a cylinder casing region which forms the radially outer face of the main piston.

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.

This shock absorber includes a first damping force generation mechanism provided in a passage of a piston, and a second damping force generation mechanism provided in a piston rod. The second damping force generation mechanism includes a valve seat member, a sub-valve provided in the valve seat member, and a cap member covering one end side of the second damping force generation mechanism and at least a part of an outer circumference of the valve seat member. A communication passage is formed on one end side of the cap member. A biasing member provided so that one end surface side is in contact with an outer circumferential side of the cap member with respect to the communication passage, and a bendable flexible disc provided so that the other end surface side of the biasing member is in contact therewith.

A shock bypass tube having a tubular extension for a hydraulic shock of a vehicle is provided. The tubular extension is secured to an end portion of the shock bypass tube having a reduced tubular portion. The tubular extension increases the length of the bump stage or zone of the hydraulic shock when a piston of the hydraulic shock travels beyond oil outlet apertures of the shock bypass tube. The increased length of the bump stage or zone enhances the performance and ride quality of the hydraulic shock.