A damping valve includes a valve seat member, a first valve element stacked on the valve seat member, a second valve element provided between an inner circumference valve seat of the valve seat member and the first valve element, the second valve element being configured to open and close a hole of the first valve element, and a biasing member configured to bias the first valve element towards the second valve element, wherein a surface of the second valve element on an opposite side from the valve seat member is higher than the outer circumference valve seat of the valve seat member.

Provided is an on-demand shock stiffening system. The on-demand shock stiffening system operates to immediately stiffen the shocks in response to a user activating the system. The system may include a main body with an oil flow aperture and a flow control system that operates to restrict the flow of oil between the reservoir and the shock. The on-demand shock stiffening system may be coupled between the reservoir and the bridge of the shock and operates to restrict flow of the oil in order to stiffen the shock immediately in an on-demand manner.

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 vehicle damper assembly is disclosed. The damper includes a cylinder having an inner diameter (ID). A rod and a piston, the piston coupled to the rod and configured to divide the cylinder into a compression side and a rebound side. An electronic valve assembly including an electronic valve body coupled with the rod on the compression side of the piston. The electronic valve body having an electronic valve body outer diameter (OD). A boost valve having a boost valve body, a boost valve area located between the electronic valve body and the boost valve body, the boost valve having a boost valve OD. The boost valve OD is larger than the electronic valve body OD, such that the boost valve is configured to allow the electronic valve assembly to operate within said cylinder ID that is too large for the electronic valve body OD.

This control system comprises: a control device which, while a vehicle is driven, receives power to control the operation of a moving part and which, while the vehicle is stopped, does not receive power; and a system which is capable of communicating with the control device, and which, when the vehicle is stopped, receives power so as to be capable of ascertaining first information pertaining to time or which is capable of acquiring, during the driving, second information pertaining to times before and after when the vehicle was stopped. When the vehicle is restarted after being stopped, the control device uses at least one of the first information and the second information received from the system to ascertain the time elapsed while the vehicle was stopped, and uses the elapsed time to control the operation of the moving part.

A valve assembly for a shock assembly is described. The valve assembly includes a first valve disposed along a compression bypass flow path extending between a compression side and a rebound side of the damping housing, the first valve configured to control flow of fluid from at least one bypass valve of the compression side of the damping housing into the rebound side of the damping housing.

A housing (36) of a solenoid (33) is configured by including an accommodating tube portion (36A) extending in a winding axis direction of a coil (34A) and being open at one end. An anchor (41) is provided at such a position as to face the opening of the accommodating tube portion of the housing and includes a protruding portion (41) and a lateral face portion (41D) which are formed in an integral manner. A yoke (39) includes a fixing hole (39A). The fixing hole includes an inner peripheral face facing a part of the lateral face portion of the anchor. A cylinder (44) is joined to an inner periphery of the yoke at an outer periphery on one side in the winding axis direction of the coil and joined to an outer periphery of the housing at an inner periphery on the other side.

A solenoid includes a coil bobbin, a coil, a terminal, a housing, an armature, an actuation pin, and the like. The coil bobbin includes a tubular portion, and a first flange portion formed on one end of the tubular portion and extending radially to outside the tubular portion. The coil is wound around the coil bobbin. The terminal connects a terminal conductor portion of the coil and a cable. The terminal includes a joint portion that joins the terminal conductor portion of the coil. The joint portion extends in a direction along one end surface of the first flange portion.

A multi-section shock-linked vehicle suspension system is disclosed that transfers force from one point to another point in a system of interrelated shock absorbers. Force can be transmitted from one shock absorber to another using hydraulics or a gas such as air or nitrogen in a space-efficient form factor, without the use of levers and mechanical force transfer rods. The hydraulic or gas force can be tuned using valves to provide different suspension characteristics. The multi-section shock-linked system provides the ability to share wheel loads across the vehicle by using shock absorbers that are shared in addition to the individual shock absorber associated with each wheel.

A solenoid comprises a mold coil, a housing, a yoke, an anchor, a cylinder, and an armature. The housing and the yoke are connected together with the cylinder intervening therebetween. The housing includes an accommodating tube portion including a first end portion, a second end portion, and a third end portion. The first end portion faces the anchor. The second end portion is axially recessed back from the first end portion and includes an abutting portion that abuts against the other axial end of the cylinder. The third end portion is axially recessed further back from the first end portion than the second end portion and accommodates solder (copper ring) for sealing space between the third end portion and the cylinder.