A mechanism and method for externally adjusting the mid-valve stiffness is described and enables adjustment of a mid-valve functionality without disassembly of a suspension system incorporating the invention. The effect of this adjustment on the damping curve is far greater than either low-speed compression adjusters or conventional high-speed compression adjusters. The apparatus combines the valve-stiffening system of a high speed compression adjuster with the sensitivity of the mid-valve. Externally accessible adjustment members are operatively coupled to the mid-valve components located internally in a fork so that manipulation of the adjustment members causes adjustment of the mid-valve and the damping force created by the mid-valve. The apparatus may be utilized in closed cartridge suspension forks (CCSF) and open cartridge suspension forks (OCSF) and other shocks or suspension dampers.

A shock absorber is provided with a cylinder, a piston inserted into the cylinder and demarcating an interior of the cylinder into an extension side chamber and a compression side chamber, a piston rod joined to the piston, a damping passage, provided in the piston rod, that communicates with the extension side chamber and the compression side chamber, and a damping force adjustment valve provided in the damping passage. The damping force adjustment valve includes a damping force adjustment unit and a solenoid that drives the damping force adjustment unit to adjust a flow channel resistance. The piston rod includes a yoke into which the damping force adjustment valve is inserted, and a piston holding member mounted on the yoke. The yoke includes a through-hole opening from a side of the yoke and leading to the interior, and a groove provided on a perimeter of the yoke, extending from an anti-piston end, and leading to the through-hole.

A shock absorber includes a hard-side damping element for applying resistance to a flow of liquid from a compression side chamber to an extension side chamber, a solenoid valve capable of changing an opening area of a compression side bypass passage for communicating the compression side chamber and the extension side chamber by bypassing the hard-side damping element, and a soft-side damping element provided in the compression side bypass passage in series with the solenoid valve. The hard-side damping element has an orifice and a leaf valve provided in parallel with the orifice. The soft-side damping element has an orifice having an opening area larger than that of the orifice.

A control device is configured to control a damping force of a damping device using a difference between a front-rear acceleration of a vehicle main body and a rotational acceleration of a vehicle wheel, the damping device being configured to dampen a force generated between the vehicle main body and the vehicle wheel.

A control device is configured to control a damping force of a damping device using a difference between a front-rear acceleration of a vehicle main body and a rotational acceleration of a vehicle wheel, the damping device being configured to dampen a force generated between the vehicle main body and the vehicle wheel.

A self-powered motorcycle or bicycle includes: a pair of shock absorber frame housings (101), each having a cylindrical hollow inside, a closed upper end portion, a split space formed at a lower end portion, rack gear moving holes (101a) respectively formed in both sides of the outer wall in a longitudinal direction, and self-powered generators (100) respectively mounted on both sides of the outer wall, the pair of shock absorber frame housings being mounted to face each other; a pair of shock absorber frames (102); disc-shaped partitions (102c) fixed in a horizontal direction; anti-rotation protrusions (104a) formed at both sides of the spring guide in a longitudinal direction; and anti-rotation protrusion guide holes (102b) formed at both sides of the shock absorber frame.

A self-powered motorcycle or bicycle includes: a pair of shock absorber frame housings (101), each having a cylindrical hollow inside, a closed upper end portion, a split space formed at a lower end portion, rack gear moving holes (101a) respectively formed in both sides of the outer wall in a longitudinal direction, and self-powered generators (100) respectively mounted on both sides of the outer wall, the pair of shock absorber frame housings being mounted to face each other; a pair of shock absorber frames (102); disc-shaped partitions (102c) fixed in a horizontal direction; anti-rotation protrusions (104a) formed at both sides of the spring guide in a longitudinal direction; and anti-rotation protrusion guide holes (102b) formed at both sides of the shock absorber frame.

A suspension restraint device can be used for releasably locking a front fork of a motorcycle. The suspension restraint device can include a hold down component and a cross member. The hold down component can include a hold down base and a plurality of a biased retention members (e.g., spring-loaded latching pin assemblies) received within the hold down base, the hold down base extending in a first direction. The cross member can be mounted to the hold down component between a corresponding pair of biased retention assemblies, the cross member extending in a second direction different than the first direction. The cross member and the hold down component can be configured to be further mounted to a motorcycle plastic component. At least one given biased retention assembly can be configured to releasably lock relative to the front fork of the motorcycle.

A suspension restraint device can be used for releasably locking a front fork of a motorcycle. The suspension restraint device can include a hold down component and a cross member. The hold down component can include a hold down base and a plurality of a biased retention members (e.g., spring-loaded latching pin assemblies) received within the hold down base, the hold down base extending in a first direction. The cross member can be mounted to the hold down component between a corresponding pair of biased retention assemblies, the cross member extending in a second direction different than the first direction. The cross member and the hold down component can be configured to be further mounted to a motorcycle plastic component. At least one given biased retention assembly can be configured to releasably lock relative to the front fork of the motorcycle.

A ride-height robust sensor measures shock absorber travel and monitors absolute ride-height in a front and rear shock absorber of a motorcycle regardless of varying cargo weights. Rather than modifying the frame, the sensor is mountable directly to a motorcycle rear shock absorber using a novel upper mount and lower mount. A second sensor is mountable to a front shock absorber using a novel ride-height upper fork bracket and ride-height lower fork bracket. A novel ride-height display module and attendant control module provide a visual display of shock height using a multicolored six LED array. User-customised ride-height and dismount height are activated upon motor ignition and cutoff using a solenoid control module. Components are electronically isolated from the motorcycle ignition system and shock solenoids for accuracy and reliability. The ride-height controller enters sleep mode when not in use and is installable by the user.