Claims:WE CLAIM:
1. A system (100) for adjusting damping force of a suspension (26a, 26b) of a vehicle (10), the system (100) comprising:
an actuator device (104) coupled with a damping adjuster screw (25a, 25b) of the suspension (26a, 26b), the actuator device (104) configured to drive the damping adjuster screw (25a, 25b); and
a control unit (108) coupled with the actuator device (104) and configured to drive the actuator device (104) for selectively adjusting the damping force of the suspension (26a, 26b).

2. The system (100) as claimed in claim 1, wherein the actuator device (104) comprises a stepper motor (110) or a proportional solenoid valve (112).

3. The system (100) as claimed in claim 2, wherein the control unit (108) is configured to drive the stepper motor (110) by communicating signals to the stepper motor (110) based on an input received from a user via a switch (30a) or one or more sensors (44) disposed on the vehicle (10).

4. The system (100) as claimed in claim 3, wherein the one or more sensors (44) configured to determine surface characteristics of a terrain for providing signals to the control unit (108) for driving the stepper motor (110) to continuously adjust damping force of each of the suspension (26a, 26b).

5. The system (100) as claimed in claim 2, wherein the stepper motor (110) comprises a shaft (110a) for rotating the damping adjuster screw (25a, 25b) whereby a length (L) of the damping adjuster screw (25a, 25b) is varied for adjusting the damping force in the suspension (26a, 26b).

6. The system (100) as claimed in claim 5 comprising an adjuster knob (118) seated on the damping adjuster screw (25a, 25b), the shaft (110a) couples with the adjuster knob (118) to selectively adjust the damping adjuster screw (25a, 25b).

7. The system (100) as claimed in claim 2 comprising a motor mounting adapter (114) wherein the stepper motor (110) is mounted on the motor mounting adapter (114).

8. The system (100) as claimed in claim 6 or 7 comprising a coupler (116) having a first end coupled with the shaft (110a) and a second end coupled with the adjuster knob (118) wherein the coupler (116) rotates to selectively adjust the damping adjuster screw (25a, 25b).
9. The system (100) as claimed in claim 8, wherein the adjuster knob (118) is an integral part of the coupler (116).

10. The system (100) as claimed in claim 3, wherein the control unit (108) is in communication with the switch (30a) disposed on a handlebar (30) of the vehicle (10), the switch (30a) being operated by the user for activation of the control unit (108) for electrically adjusting the damping force of the suspension (26a, 26b).

11. The system (100) as claimed in claim 2, wherein the stepper motor (110) or the proportional solenoid valve (112) is provided axially at a top portion (27a) of a front suspension (26a) or perpendicularly at a bottom portion (27b) at an eyelet (27c) of a rear suspension (26b).

12. The system (100) as claimed in claim 2 or 4, wherein the stepper motor (110) or the proportional solenoid valve (112) is configured to control the damping force of the suspension (26a, 26b) based on selection of a predetermined suspension mode based on a terrain.

13. The system (100) as claimed in claim 1, wherein the control unit (108) is configured to drive the actuator device (104) to independently adjust damping force in one or more suspension (26a, 26b) of the vehicle (10).
14. The system (100) as claimed in claim 1 is retrofittable to an existing suspension assembly in the vehicle (10).

15. A method (800) for adjusting damping force of a suspension (26a, 26b) of a vehicle (10), the method (800) comprising the steps of:
generating (802), an activation signal;
receiving (804), the activation signal, by a control unit (108) for activating an actuator device (104) of a system (100), the actuator device (104) coupled with a damping adjuster screw (25a, 25b) of the suspension (26a, 26b); and
activating (806), the actuator device (104), by the control unit (108) based on the activation signal, to operate the actuator device (104) to drive the damping adjuster screw (25a, 25b) for selectively adjusting the damping force of the suspension (26a, 26b).

16. The method (800) as claimed in claim 15, wherein the activation signal is generated by operating a switch (30a) disposed on a handlebar (30) of the vehicle (10) or automatically by one or more sensors (44) disposed on the vehicle (10).

, Description:FIELD OF THE INVENTION
[001] The present invention generally relates to a system for adjusting damping force in a suspension. More particularly it relates to a system for electronically adjusting the damping force in one or more suspension(s) of a motor vehicle.

BACKGROUND OF THE INVENTION
[002] Generally, suspensions in vehicles, for example – motorcycle, acts as a shock absorber element between the vehicle sprung and un-sprung mass to isolate the vehicle body from road jerks, shocks disturbances and provide better road holding. The suspension generally facilitates effective braking and overall vehicle handling in addition to providing better comfort on the road.
[003] Sustaining capacity of a suspension is measured by calculating ‘damping coefficient’. Conventional suspension systems are broadly classified as active suspension systems, semi-active suspension systems and passive suspension systems. In passive suspension systems, there are constant values of damping coefficient and spring stiffness, set during manufacturing process. The constant damping coefficient results in compromising between ride comfort and the handling or safety of the vehicle. In semi-active suspension systems, the shock absorber has a variable damping coefficient, which in dependence of design’s advancement has two or several stages of damping or may change continuously. However, changing of the damping coefficient requires continuous monitoring, and in general is difficult to achieve an optimum value.
[004] In order to overcome the limitations observed in the semi-active and passive suspension systems as mentioned above, active suspension systems are used whereby the suspensions are equipped with an actuator, capable of adding energy to the suspension and adjust the damping coefficient. In this case, a change of chassis height relative to the road is possible and the change of suspension stiffness as well. The active suspension systems are included with one or more additional devices, such as, but not limited to, internal stepper motors, solenoid valves, pressure relief valves, servo controlled valves, pressure speed spool valves, direct drive valves. However, active suspension systems are complex, expensive, and involve a high power consumption.
[005] Thus, there is a need in the art for a suspension system which could address at least the aforementioned problems and limitations.

SUMMARY OF THE INVENTION
[006] In one aspect, the present invention is directed to a system for adjusting damping force of a suspension of a vehicle. The system includes an actuator device coupled with a damping adjuster screw of the suspension. The actuator device is configured to drive the damping adjuster screw of the suspension. The system further includes a control unit coupled with the actuator device. The control unit is configured to drive the actuator device for selectively adjusting the damping force of the suspension.
[007] In an embodiment of the invention, the actuator device includes a stepper motor or a proportional solenoid valve wherein the control unit is configured to drive the stepper motor by communicating signals to the stepper motor based on an input received from a user via a switch or one or more sensors disposed on the vehicle. In an embodiment, the stepper motor includes a shaft for rotating the damping adjuster screw of the suspension, whereby a length of the damping adjuster screw is varied for adjusting the damping force in the suspension. In a further embodiment, the system includes a motor mounting adapter onto which the stepper motor is mounted.
[008] In another embodiment, the system includes an adjuster knob which is seated on the damping adjuster screw. The shaft of the stepper motor couples with the adjuster knob to selectively adjust the damping adjuster screw. In an embodiment, the system includes a coupler having a first end coupled with the shaft and a second end coupled with the adjuster knob. The coupler is rotated to selectively adjust the damping adjuster screw. In an embodiment, the adjuster knob is an integral part of the coupler.
[009] In a further embodiment, the one or more sensors are configured to determine surface characteristics of a terrain for providing signals to the control unit for driving the stepper motor to continuously adjust damping force of each of the suspension.
[010] In an embodiment, the control unit is in communication with the switch disposed on a handlebar of the vehicle. The switch is being operated by the user for activation of the control unit for electrically adjusting the damping force of the suspension.
[011] In an embodiment, the stepper motor or the proportional solenoid valve is provided axially at a top portion of a front suspension or perpendicularly at a bottom portion at an eyelet of a rear suspension. In another embodiment, the stepper motor or the proportional solenoid valve is configured to control the damping force of the suspension based on selection of a predetermined suspension mode based on a terrain.
[012] In an embodiment, the control unit is configured to drive the actuator device to independently adjust damping force in one or more suspension of the vehicle.
[013] In an embodiment the system is retrofittable to an existing suspension assembly in the vehicle.
[014] In another aspect, the present invention is directed to a method for adjusting damping force of a suspension of a vehicle. The method includes the steps of generating, an activation signal; receiving, the activation signal, by a control unit for activating an actuator device of a system, wherein the actuator device is coupled with a damping adjuster screw of the suspension; and activating, the actuator device, by the control unit based on the activation signal, to operate the actuator device to drive the damping adjuster screw for selectively adjusting the damping force of the suspension.
[015] In an embodiment, the activation signal is generated by operating a switch disposed on a handlebar of the vehicle or automatically by one or more sensors disposed on the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS
[016] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a right-side view of an exemplary motor vehicle, in accordance with an embodiment of the invention.
Figure 2 illustrates a schematic block diagram of a system for adjusting damping force of a suspension of a vehicle, in accordance with an embodiment of the invention.
Figure 3 illustrates an exploded view of a front suspension having the system for adjusting damping force, in accordance with an embodiment of the invention.
Figure 4 illustrates an assembled view of the front suspension having the system for adjusting damping force shown in figure 3, in accordance with an embodiment of the invention.
Figure 5 illustrates a section view of the front suspension having the system for adjusting damping force shown in figures 3 and 4, in accordance with an embodiment of the invention.
Figure 6 illustrates an exploded view of a rear suspension having the system for adjusting damping force, in accordance with an embodiment of the invention.
Figure 7 illustrates a section view of the rear suspension having the system for adjusting damping force shown in figure 6, in accordance with an embodiment of the invention.
Figure 8 illustrates a method for adjusting damping force of the suspension shown in Figures 1 – 7, in accordance with an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION
[017] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. In the ensuing exemplary embodiments, the vehicle is a two wheeled vehicle. However, it is contemplated that the disclosure in the present invention may be applied to any automobile capable of accommodating the present subject matter without defeating the scope of the present invention.
[018] The present invention generally relates to a system for adjusting damping force in a suspension. More particularly it relates to a system for electronically adjusting the damping force in one or more suspension(s) of a motor vehicle like a two-wheeler vehicle.
[019] Referring to Figure 1, the vehicle 10 typically includes a front wheel 14, a rear wheel 16, a frame member, a seat assembly 18 and a fuel tank 20. The frame member includes a head pipe 22, a main tube 24, a down tube (not shown), and seat rails (not shown). The head pipe 22 supports a steering shaft (not shown) and two front suspensions 26a (only one shown) attached to the steering shaft through a lower bracket (not shown). The front suspension 26a may be a telescopic suspension. The front suspensions 26a are adapted to support the front wheel 14. An upper portion of the front wheel 14 can be covered by a front fender 28 mounted to a lower portion of the front suspension 26a at the end of the steering shaft.
[020] The vehicle 10 further includes a handlebar 30 which is typically fixed to an upper bracket (not shown) and can rotate to both sides of the vehicle. A head light 32, a visor guard (not shown) and an instrument cluster (not shown) are arranged on an upper portion of the head pipe 22. The frame member further includes a down tube (not shown) that may be located in front of the Internal combustion engine 12 and extends slantly downward from the head pipe 22. The main tube 24 of the frame member can be located above the Internal combustion engine 12 and extends rearward from the head pipe 22. The Internal combustion engine 12 is mounted at the front to the down tube and a rear of the Internal combustion engine 12 is mounted at the rear portion of the main tube 24. In an embodiment, the Internal combustion engine 12 can be mounted vertically, with a cylinder block extending vertically above a crankcase. In an alternative embodiment, the Internal combustion engine 12 can be mounted horizontally (not shown) with the cylinder block extending horizontally and forwardly from the crankcase. In another alternative embodiment, the Internal combustion engine 12 can be mounted inclinedly (not shown) with the cylinder block extending in an inclined manner and forwardly from the crankcase. In an embodiment, the cylinder block can be disposed rearwardly of the down tube.
[021] The fuel tank 20 of the vehicle 10 can be mounted on the horizontal portion of the main tube 24. One or more seat rails can be joined to the main tube 24 and extend rearward to support a seat assembly 18. A rear swing arm 34 is connected to the frame member to swing vertically, and the rear wheel 16 is connected to rear end of the rear swing arm 34.
[022] Generally, the rear swing arm 34 would be supported by a rear suspension or two suspensions 26b (not shown) on either side of the vehicle 10. In other words, as shown in Figure 1, the suspension 26a, 26b is typically provided at wheel hubs 14a, 16a of the vehicle 10 and acts as a damper device. More specifically, the suspension 26a, 26b is generally provided at a front portion and a rear portion of the vehicle 10 and at either sides of the wheel hubs 14a, 16a. Each of the front and rear suspensions 26a, 26b includes a damping adjuster screw 25a, 25b (shown in Figures 3, 5, 6 and 7). In one embodiment, the damping adjuster screw 25a, 25b can be rotated using a tool for manually adjusting damping force in the front and rear suspensions 26a, 26b of the vehicle 10.
[023] The vehicle 10 further includes a tail-light unit 33 is disposed at the end of the vehicle 10 and at the rear of the seat assembly 18. A grab rail 35 is also provided on the rear of the seat rails. The rear wheel 16 arranged below seat 18 rotates by the driving force of the Internal combustion engine 12 transmitted through a chain drive (not shown) from the Internal combustion engine 12. A rear fender 38 is disposed above the rear wheel 16.
[024] Further, an exhaust pipe 40 of the vehicle extends vertically downward from the Internal combustion engine 12 up to a point and then extends below the Internal combustion engine 12, longitudinally along the vehicle length before terminating in a muffler 42. The muffler 42 is typically disposed adjoining the rear wheel 16.
[025] In one aspect, the present invention relates to a system 100 for adjusting damping force in the front and rear suspensions 26a, 26b of the vehicle 10 as shown in Figure 2 which illustrates a schematic block diagram of the system 100. The term ‘vehicle’ as used in the present disclosure may include, but not limited to, a two-wheeler, a three-wheeler and a four-wheeler, which may include one or more suspension(s) as disclosed in the present invention. In an embodiment, the suspension 26a, 26b applied onto a two- wheeler vehicle (as shown in Figure 1) has been considered in the present disclosure for explanation purpose. However, it should be understood that the suspension 26a, 26b may also be applied onto any other vehicles as mentioned above or may also be applied onto any other machine(s), where damping action may be required by the suspension 26a, 26b and the damping force requires an adjustment during the working of the machine.
[026] Referring again to Figure 2, the system 100 for adjusting damping force includes a control unit 108 and an actuator device 104 coupled with the suspension 26a, 26b via one or more elements like, an adjuster knob 118 and the damping adjusting screw 25a, 25b. The actuator device 104 is configured to be in communication with the control unit 108 so as to selectively adjust the damping force of the suspension 26a, 26b based on instruction provided by the control unit 108.
[027] In an embodiment, the control unit 108 is configured within an Electronic Control Unit (ECU) (not shown) of the vehicle 10. In another embodiment, the control unit 108 is configured as a separate unit or module which can configured to be in communication with the ECU of the vehicle 10 for carrying out the required electronic adjustment of damping force in the suspensions 26a, 26b.
[028] In an embodiment, the control unit 108 includes one or more components such as, but not limited to, a control unit, a memory unit, an input/output module, a pre-processing module etc. It may be contemplated that though the system 100 is depicted to include only one control unit 108, however, the system 100 may include more than one of same or similar control unit(s) 108.
[029] In another embodiment, the control unit 108 includes only a processor which may be required to process the received instructions / signals from one or more inputs device and process the same to communicate a set of predetermined or processed instructions to the actuator device 104. It is to be understood that the terms ‘control unit’ and ‘processor’ are one and the same and they relate to same component. It is to be understood that the components are shown for exemplary purpose only and thus the system 100 may include fewer or additional components / modules than those depicted in the Figure 2. For example, the system 100 may include or be in communication with an analytic module which may be configured to perform additional analysis of the communication information received from one or more sensors 44 of the vehicle 10. The sensors 44 mounted in the vehicle 10 may be known in the art, which are for example: linear velocity sensor, acceleration sensor, pressure sensor, temperature sensor, load cells, proximity sensor, image processing sensor, GPS sensor etc.
[030] In an embodiment, the memory unit in communication with the control unit 108 is capable of storing machine executable instructions. Further, the control unit is capable of executing the machine executable instructions to perform the functions described herein. The control unit is in communication with the components such as the pre-processing module and the analytic module. In another embodiment, the control unit is embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the control unit is configured to execute hard-coded functionality. In still another embodiment, the control unit is embodied as an executor of instructions, where the instructions are specifically configured to the control unit to perform the steps or operations described herein when the instructions are executed for carrying out adjusting damping force or damping co-efficient in one or more suspension(s) in the vehicle. In other words, the control unit 108 is configured to drive the actuator device 104 to independently adjust damping force in one or more suspension(s) 26a, 26b of the vehicle 10.
[031] As shown in the Figure 2, the control unit 108 is coupled to the actuator device 104 and is configured to drive the actuator device 104 for selectively adjusting the damping force of the suspension 26a, 26b. The actuator device 104 includes, but not limited to, a stepper motor 110 and a proportional solenoid valve 112. In Figures 3 to 7, the actuator device 104 depicted is the stepper motor 110 and it is exemplary only. It is to be understood that the proportional solenoid valve 112 or any other actuator device which would serve the function of rotation of a damping adjuster screw 25a, 25b of the suspension 26a, 26b based on instruction(s) from the control unit 108 can also be used in place of the stepper motor 110 for adjusting the damping co-efficient and thereby damping force in the suspension 26a, 26b. In the embodiments of the present invention, the stepper motor 110 or the proportional solenoid valve 112 have been provided axially at a top portion 27a of a front suspension 26a or perpendicularly at a bottom portion 27b at an eyelet 27c of a rear suspension 26b.
[032] In some embodiments of the invention, the control unit 108 is configured to receive an input from an input device for example a switch 30a disposed at a handlebar 30 of the vehicle 10 or one or more sensors 44 disposed on the vehicle 10. In one non-exemplary embodiment, the system 100 may include a switch cluster (not shown) provided with suspension mode indications on ride side of the handlebar 30 to facilitate a user or a rider to select and change the damping force in the suspension 26a, 26b based on a real time road or terrain surface characteristics.
[033] In an embodiment where the vehicle 10 includes the switch 30a for operating the stepper motor 110, the user can operate the switch 30a present in the handlebar 30 of the vehicle 10 to communicate signals for operation of the suspension 26a, 26b of the vehicle 10 to adjust the damping force. The term ‘user’ as used herein the present disclosure includes a rider who operates and/or rides the vehicle 10. It may also be contemplated that the user may or may not accompany a pillion rider. In one embodiment, the damping force may be adjusted by considering load parameters of the rider and the pillion rider as well. The user upon facing the conditions of the road or terrain on which the vehicle 10 would be moving, can activate the actuator device 104 by operating the switch 30a mounted at the handlebar 30 of the vehicle 10 for selectively adjusting the damping force in any of the suspension(s) for example the front suspension 26a and / or the rear suspension 26b. The term ‘selectively adjusting’ as used herein is defined as increasing or decreasing the damping coefficient or damping force of the suspension. In a case when the vehicle 10 is required to move on a rough surface, the selective adjusting would be to increase the damping force or damping co-efficient in one or more suspension of the vehicle 10. In another case, when the vehicle 10 is required to move on a smoother or a planar surface, the selective adjusting would be to increase the damping force or damping co-efficient in one or more suspension of the vehicle 10. In yet another case, when the vehicle 10 is required to move on a surface which would be rough for some distance and thereafter planar, the selective adjusting of damping force would be to initially increase the damping force till the completion of movement on the rougher surface and thereafter to decrease the damping force till the completion of movement on the planar surface. The term ‘rough surface’ as used herein may be defined as a surface which includes an undulated surface having number of obstacles at one or more multiple locations on the surface. The term ‘planar surface’ as used herein may be defined as a surface which includes a smooth or a plane surface without any undulations on its surface.
[034] Figures 3 to 5 illustrates various views of the front suspension 26a of the vehicle 10, in accordance with an embodiment of the present invention. In the illustrated figures, the front suspension 26a including a fork leg is disclosed. The front suspension 26a may also be referred as a front fork. The terms ‘front suspension’ and ‘front fork’ are relating to a same component, and they are one and the same. The front suspension 26a has the damping adjuster screw 25a which is to be rotated to adjust damping force in the front suspension 26a. In order to adjust damping force in the front suspension 26a, an actuation has to be provided to the damping adjuster screw 25a via the actuator device 104 like the stepper motor 110 or the proportional solenoid valve 112. In one embodiment of the present invention, the actuation is controlled electronically through the control unit 108 which can be mounted suitably anywhere in the vehicle 10.
[035] The stepper motor 110 has a shaft 110a axially extending from a body of the stepper motor 110. Since the shaft 110a of the stepper motor 110 cannot be directly coupled to the damping adjuster screw 25a of the front suspension 26a, a motor mounting adapter 114 is provided below the body of the stepper motor 110. The motor mounting adapter 114 has a flat mounting surface having one or more mounting holes for connecting the stepper motor 110 with the motor mounting adapter 114 via fasteners. The motor mounting adapter 114 further includes an elongated body having an axial passage 114a (shown in Figure 5) for the shaft 110a of the stepper motor 110 to pass through. In other words, the motor mounting adapter 114 is a structural part which provides a mounting space to the stepper motor 110. The motor mounting adapter 114 also orients an axis of the shaft 110a of the stepper motor 110 to the damping adjuster screw 25a provided in the front suspension 26a.
[036] As illustrated in the figures, the system 100 further includes a coupler 116. In the illustrated embodiments in the present invention in Figures 3 – 5, the coupler 116 is a hollow cylindrical member. It should be understood that the coupler 116 can be of any other shape other than cylindrical. However, the shape should facilitate passage to the shaft 110a of the stepper motor 110 when coupled with the damping adjuster screw 25a. In the illustrated embodiments, the coupler 116 has a first end coupled with the shaft 110a and a second end coupled with an adjuster knob 118. That is to say, the coupler 116 connects the shaft 110a and the adjuster knob 118 to effectively transmit power from the stepper motor 110 to drive the damping adjuster screw 25a for changing the damping force. The adjuster knob 118 seats inside a top notch in the damping adjuster screw 25a in the front suspension 26a to transmit the driving energy to the damping adjuster screw 25a. In an embodiment, the adjuster knob 118 is an integral part of the coupler 116.
[037] The adjuster knob 118 is seated onto the damping adjuster screw 25a such that the shaft 110a of the stepper motor 110 is coupled with the adjuster knob 118 while selectively adjusting a length L of a damping adjuster screw 25a in the front suspension 26a. When the shaft 110a of the stepper motor 110 is rotated, the coupler 116 rotates, thereby the adjuster knob 118 is rotated. Thus, the length L of the front fork / front suspension 26a is varied or increased for adjusting the damping force (shown in Figure 5). This way, the damping inside the front fork or the front suspension 26a is adjusted as per requirement of the user. In an embodiment, the system 100 as described above including the actuator device 104 and the control unit 108 can be retrofittable with minimal or no change in the existing suspension. That is to say, the system 100 can be fitted to the existing manual type of suspension and can be detachable from the existing manual type of suspension when not required.
[038] Figures 6 and 7 illustrate an exploded view and a sectional view of a rear suspension 26b of the vehicle 10, in accordance with an embodiment of the invention. Similar to the front suspension 26a, the rear suspension 26b also includes the damping adjuster screw 25b at one end of the rear suspension 26b. In the illustrated embodiment of Figures 6 and 7, the stepper motor 110 is provided perpendicularly at the bottom portion 27b at the eyelet 27c of the rear suspension 26b.
[039] The rear suspension 26b includes the damping adjuster screw 25b which is to be rotated to adjust damping force in the rear suspension 26b is provided. In order to adjust damping force in the rear suspension 26b, an actuation has to be provided to the damping adjuster screw 25b via the actuator device 104. In one embodiment of the present invention, the actuation is controlled electronically through the control unit 108 which can be placed anywhere in the vehicle 10.
[040] The stepper motor 110 has the shaft 110a axially extending from the body of the stepper motor 110. Since the shaft 110a of the stepper motor 110 cannot be directly coupled to the damping adjuster screw 25b of the rear suspension 26b, the motor mounting adapter 114 is provided below the body of the stepper motor 110. The motor mounting adapter 114 has a flat mounting surface having one or more mounting holes for connecting the stepper motor 110 with the motor mounting adapter 114. The motor mounting adapter 114 further has an elongated body having the axial passage for the shaft 110a of the stepper motor 110 to pass through.
[041] The system 100 further includes the coupler 116. In the illustrated embodiments in the present invention, the coupler 116 is a hollow member. The coupler 116 has a first end coupled with the shaft 110a, and a second end coupled with the adjuster knob 118. The adjuster knob 118 is seated onto the damping adjuster screw 25b such that the shaft 110a of the stepper motor 110 is coupled with the adjuster knob 118 while selectively adjusting the damping adjuster screw 25b. When the shaft 110a of the stepper motor 110 is rotated, the coupler 116 rotates, thereby the adjuster knob 118 is rotated. Thus, the length of the rear suspension 26b is increased and thereby a length of a compression spring in the rear suspension 16b is increased for adjusting the damping force in the rear suspension 26b. This way, the damping inside the rear suspension or the rear fork 26b is adjusted as per requirement of the user. The system 100 as described above having the actuator device 104 (stepper motor 110 or proportional solenoid valve 112) and the control unit 108 can be retrofittable to the existing suspension device. That is to say, the system 100 can be fitted to the existing manual type of suspension and can also be detachable from the existing manual type of suspension when not required.
[042] Figure 8 illustrates a flow chart for a method 800 for adjusting damping force of the front suspension 26a shown in Figures 3 – 5 and the rear suspension 26b shown in Figures 6 and 7, in accordance with an embodiment of the invention.
[043] In one non-exemplary embodiment of the present invention, if the user finds that the road / terrain is rough and may require an extra damping force than the existing damping force in the suspension 26a, 26b, the user operates the switch 30a mounted at the handlebar 30 of the vehicle 10 in order to increase the damping force in the suspension 26a, 26b. When the user operates the switch 30a in the vehicle 10, at a step 802, an activation signal is generated by the switch 30a.
[044] At a step 804, the control unit 108 receives the activation signal from the switch 30a for activating the actuator device 104 (the stepper motor 110 or the proportional solenoid valve 112) for increasing the damping co-efficient in the suspension 26a, 26b so as to increase the damping force in the suspension 26a, 26b. In one embodiment, the activation signal includes an instruction to increase damping force in any one suspension for example: the front suspension 26a or the rear suspension 26b. In another embodiment, the activation signal includes an instruction to increase damping force in both the front and rear suspensions 26a, 26b.
[045] At a step 806, the actuator device 104 is activated by the control unit 108 based on the activation signal. The control unit 108 based on the activation signal operates the actuator device 104 thereby driving the damping adjuster screws 25a, 25b for selectively adjusting damping force of the front and rear suspension(s) 26a, 26b. In other words, when the actuator device 104 (stepper motor 110) is actuated by the control unit 108, the shaft 110a of the stepper motor 110 is rotated in a stepped manner. This in turn rotates the coupler 116 connected to the shaft 110a. The rotation of the coupler 116 rotates the adjuster knob 118 which in turn rotates the damping adjuster screw(s) 25a, 25b in a direction such that the length L of the fork leg of the suspension 26a, 26b is increased in case of the front suspension 26a or length of the spring is increased in case of the rear suspension 26b.
[046] In another embodiment, when the rider changes a damping mode or suspension mode through the switch 30a from the switch cluster, the activation signal is generated and is communicated to the control unit 108. The control unit 108 drives the stepper motor 110 to change the damping setting to the required position for the respective damping mode which is being selected by the user. In other words, when the control unit 108 sends the signal to the stepper motor 110, the variation of the length in the fork leg of the front suspension 26a or spring in the rear suspension 26b may be carried out based on damping modes being selected in the switch 30a of the switch cluster of the vehicle 10 by the user. The system 100 may embody a memory having one or more damping modes like smooth terrain and rough terrain or a combination of smooth and rough terrains, which may be selected based on the requirement.
[047] Thus, the present invention is an electronically adjustable type damping change mechanism with a number of damping positions provided for the rider to change based on the user’s or rider’s comfort and / or riding requirement. This is carried out by the stepper motor 110 or the proportional solenoid valve 112 which is configured to control the damping force of the suspension 26a, 26b based on selection of a predetermined suspension mode based on a terrain.
[048] In another embodiment of the present invention, the damping force may be adjusted automatically. In this embodiment, when the road / terrain is rough and may require an extra damping force than the existing damping force in the suspension 26a, 26b, the one or more sensors 44 mounted in the vehicle 10 obtains the data indicative of surface characteristics of the road or terrain and load values based on the rider and the pillion rider. Upon obtaining the said data, the one or more sensors 44 sends signals to the control unit 108 to increase the damping force in the suspension(s) 26a, 26b. When the sensors 44 send the signals to the control unit 108, an activation signal is generated at the step 802.
[049] At the step 804, the control unit 108 receives the activation signal from the one or more sensors 44 for activating the actuator device 104 (the stepper motor 110 or the proportional solenoid valve 112) for increasing the damping co-efficient in the suspension 26a, 26b so as to increase the damping force in the suspension 26a, 26b.
[050] At the step 806, the actuator device 104 is activated, by the control unit 108 based on the activation signal, to operate actuator device 104 thereby driving damping adjuster screw 25a, 25b for selectively adjusting damping force of suspension 26a, 26b. In other words, when the actuator device 104 (stepper motor 110) is actuated by the control unit 108, the shaft 110a of the stepper motor 110 is rotated in a stepped manner. This in turn rotates the coupler 116 connected to the shaft 110a. The rotation of the coupler 116 rotates the adjuster knob 118 which in turn rotates the damping adjuster screw 25a, 25b in a direction such that the length L of the fork leg of the suspension 26a, 26b is increased in case of the front suspension 26a or length of the spring is increased in case of the rear suspension 26b. Thus, the damping force in the suspension 26a, 26b is varied automatically by the input device like the sensors 44 disposed onto the vehicle 10. Thus, the system 100 where the sensors 44 provide the activation signal to the control unit 108 serves as an adaptive suspension system which reads the road / terrain input signal through the sensors 44 and continuously varies the damping force in one or more suspension(s) based on the road / terrain disturbances without any manual intervention.
[051] In the embodiment as described in above paragraph where the one or more sensors 44 provide the data the control unit 108 for adjusting the damping force in the suspension 26a, 26b, the one or more sensors 44 may configure to be in communication with the control unit 108 via the memory, the pre-processing module and the analytic module. The memory is configured to store the data and instructions which is used to derive a pre-determined damping mode for adjusting the damping force in the suspensions. The control unit 108 which is in communication with the memory, the pre-processing module and the analytic module provides an instruction having a pre-determined instruction to the actuation device 104 to perform the function of rotation of the damping adjuster screw 25a, 25b as desired by the user.
[052] In yet another embodiment, the damping force in the suspension 26a, 26b is operated in a semi-automated manner where the one or more sensors 44 in the vehicle may provide the data indicative of surface characteristics of the road or terrain and the user may be asked to authenticate the request for changing the damping force via an authentication switch which may be mounted at the handlebar 30 or any other suitably location in the vehicle 10.
[053] In another embodiment of the present invention, if the user finds that the road / terrain is smooth and may require to reduce or decrease damping force than the existing damping force in the suspension 26a, 26b, the user can operate the switch 30a mounted at the handlebar 30 of the vehicle 10 in order to decrease the damping force in the suspension 26a, 26b. When the user operates the switch 30a in the vehicle 10, an activation signal is generated by the switch 30a.
[054] In this embodiment, the control unit 108 receives the activation signal from the switch 30a for activating the actuator device 104 (the stepper motor 110 or the proportional solenoid valve 112) for decreasing the damping co-efficient in the suspension 26a, 26b so as to decrease the damping force in the suspension 26a, 26b. In one embodiment, the activation signal includes instruction to decrease any one suspension for example: the front suspension 26a or the rear suspension 26b. In another embodiment, the activation signal includes instruction to decrease both the front and rear suspensions 26a, 26b.
[055] Once the actuator device 104 is activated by the control unit 108 based on the activation signal, the control unit 108 operates the actuator device 104 thereby driving damping adjuster screw 25a, 25b for decreasing adjusting damping force of the suspension 26a, 26b. In other words, when the actuator device 104 (stepper motor 110) is actuated by the control unit 108, the shaft 110a of the stepper motor 110 is rotated in a stepped manner. This in turn rotates the coupler 116 connected to the shaft 110a. The rotation of the coupler 116 rotates the adjuster knob 118 which in turn rotates the damping adjuster screw 25a, 25b in a direction such that the length L of the fork leg of the suspension 26a, 26b is decreased in case of the front suspension 26a or length of the spring is decreased in case of the rear suspension 26b.
[056] The system 100 disclosed in the present invention improves the ride and handling behaviour of the vehicle 10 without any compromise since the rider can instantly select the damping setting(s) based on the type of terrain. The rider can change the damping setting of the vehicle while riding. This also eliminates the time required to change the setting in the manually adjustable suspension system.
[057] In some embodiments of the invention, the proportional solenoid valves 112 used in place of stepper motor in the suspension can precisely control the damping based on selection of suspension mode. In some embodiments of the invention the proportional solenoid valve 112 uses an inbuilt feedback system (for example: potentiometers) to precisely control the position of spool which opens and closes the valve based on the suspension mode selection.
[058] In some embodiments of the invention, the vehicle 10 may include at least one system 100 for electronically adjusting the suspension 26a, 26b.
[059] In some embodiments of the invention, any one of the front forks of the pair of front suspension 26a may include at least one system 100 for electronically adjusting the damping force. In some embodiments of the invention, only the rear suspension 26b may include at least one system 100 for electronically adjusting the damping force.
[060] The system 100 disclosed in the present invention increases serviceability since the actuator device 104 (stepper motor 110 or proportional solenoid valve 112) is mounted external to the suspension 26a, 26b and the control unit 108 can be placed anywhere in the vehicle 10. The present invention also increases ease of assembly since the actuator device 104 is mounted external to the suspension 26a, 26b and the control unit 108 can be placed anywhere in the vehicle 10.
[061] The system 100 for electronically adjusting damping force having the stepper motor 110 which is attached externally makes it easy for maintenance. The user can adopt electronic adjustment in existing manual adjustment suspension with minimal change of parts thereby making the system 100 a retrofittable. Further, there is no need of change of complete suspension to switch from the manual adjustment system to an electronically adjustable suspension system. This makes the system 100 a cost effective solution.
[062] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.