Description:DESCRIPTION
Technical Field
[001] This disclosure relates generally to shock absorbers for vehicles, and more particular to fluidic shock absorbers with improved performance under bottoming condition experienced by vehicles during travel on major bumps.

BACKGROUND
[002] Automotive suspension systems use shock absorbers to absorb unwanted vibrations which occur during driving, such as when a vehicle travels over a bump. To absorb the unwanted vibrations, shock absorbers are connected between the body and the wheel of the vehicle. The shock absorber includes a piston which is positioned within and is movable within an inner tube (also called pressure tube) of the shock absorber. The inner tube is connected to one of the body or the wheel of the vehicle. Further, the piston is connected to the other of the body or the wheel of the vehicle. The piston divides the inner tube into an upper working chamber (first chamber) and a lower working chamber (second chamber) both of which are filled with a hydraulic fluid. The movement of the piston, in response to the shock absorber being compressed or extended, is restricted by the hydraulic fluid filled in the inner tube.. As such, the shock absorber is able to produce a damping force which counteracts the vibration which would otherwise be transmitted from the wheel to the body of the vehicle.
[003] When the vehicle travels over major bumps, the shock absorber may undergo an extreme bottoming condition, in which the piston is pushed to the extreme end of the inner tube. Such bottoming condition may lead to piston hitting one end of the inner tube (e.g., metal-to-metal hitting). This hitting may cause damage to the shock absorber and compromise the shock-absorbing capability of the shock absorber, thereby affecting the driving/commuting experience of the users in the vehicle. Furthermore, the compromised shock-absorbing capability of the shock absorber may cause physical damage to the vehicle.
[004] There is, therefore, a need for a shock absorber with improved performance under bottoming condition during sudden major bumps, and in particular, a shock absorber capable of preventing the metal-to-metal hitting during under bottoming condition.

SUMMARY OF THE INVENTION
[005] In an embodiment, a fluidic shock absorber is disclosed. The fluidic shock absorber may include an outer tube defining a first end and a second end and an inner tube positioned within the outer tube. The inner tube may include at least one hole. The fluidic shock absorber may further include a base valve assembly positioned within the outer tube and at an end of the inner tube. The base valve assembly may include a first outlet and a piston positioned between the base valve assembly and an end of the inner tube away from the base valve assembly. A first chamber may be defined between the base valve assembly and the piston. The piston may be movable within the inner tube. The fluidic shock absorber may further include an intermediate tube positioned concentrically between the outer tube and the inner tube and around a portion of the inner tube. The intermediate tube may be configured to define a path between the first chamber and the first outlet, via the at least one hole, when the at least one hole is between the piston and the base valve assembly.
[006] In an embodiment, a base valve assembly for a fluidic shock absorber is disclosed. The base valve assembly may include a first outlet controlled by a first valve set. The first valve set may be configured to open the first outlet and release fluid from a first chamber of an inner tube into an outer tube of the fluidic shock absorber in response to a force acting on the first valve set, owing to pressure of the fluid flowing from the first chamber via a path created via an intermediate tube, being greater than a first predetermined biasing force associated with the first valve set. The base valve assembly may further include a second outlet controlled by a second valve set. The second valve set may be configured to open the second outlet to release fluid from the first chamber into the outer tube in response to a force acting on the second valve set, owing to pressure of the fluid within the first chamber, being greater than a second predetermined biasing force associated with the second valve set. The second predetermined biasing force may be greater than the first predetermined biasing force.
[007] In an embodiment, a vehicle is disclosed that may include at least one wheel assembly and a fluidic shock absorber associated with the at least one wheel assembly to absorb shocks. The fluidic shock absorber may include an outer tube defining a first end and a second end and an inner tube positioned within the outer tube. The inner tube may include at least one hole. The fluidic shock absorber may further include a base valve assembly positioned towards the first end of the outer tube. The base valve assembly may include a first outlet and a piston positioned between the base valve assembly and an end of the inner tube away from the base valve assembly. A first chamber may be defined between the base valve assembly and the piston. The piston may be movable within the inner tube. The fluidic shock absorber may further include an intermediate tube positioned concentrically between the outer tube and the inner tube and around a portion of the inner tube, the intermediate tube configured to define a path between the first chamber and the first outlet, via the at least one hole, when the at least one hole is between the piston and the base valve assembly.

BRIEF DESCRIPTION OF THE DRAWINGS
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 illustrates a schematic drawing of a fluidic shock absorber, in accordance with some embodiments of the present disclosure.
[010] FIG. 2 illustrates an exploded view of the fluidic shock absorber of FIG. 1, in accordance with some embodiments.
[011] FIG. 3 illustrates a front schematic view of a second-type valve, in accordance with some embodiments.
[012] FIG. 4 illustrates a schematic diagram of the fluidic shock absorber, in a normal working condition, in accordance with some embodiments.
[013] FIG. 5 illustrates a schematic diagram of the fluidic shock absorber, in a bottoming condition, in accordance with some embodiments.
[014] FIG. 6 illustrates a graphical representation of operation of the second valve set and a combination of the first valve set and the second valve set, in accordance with some embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS
[015] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims. Additional illustrative embodiments are listed below.
[016] A fluidic shock absorber is disclosed. The fluidic shock absorber (also referred to as triple-cylinder or triple-tube shock absorber) includes three tubes – an outer tube, an inner tube, and an intermediate tube. The fluidic shock absorber further includes a base valve assembly, a piston, a piston rod, and valves. The base valve assembly includes two different valves – a first valve set (also referred to as regular valve) and a second valve set also referred to as hydraulic compression stop (HCS) valves. The first valve set is configured to generate damping forces when vehicle travels on smooth roads or in normal running condition. The second valve set is configured to generate hydraulic damping force (of greater intensity as compared to the first valve set) during bottoming condition. The combination of inner tube and the intermediate tube creates a bypass oil flow path. This path works only during normal working conditions (i.e., during smooth travel). However, during the bottoming condition, the fluid flows through the second valve set which produces hydraulic load that prevents the metal-to-metal hitting inside the inner tube.
[017] Referring now to FIG. 1, a schematic drawing of a fluidic shock absorber 100 is illustrated, in accordance with some embodiments of the present disclosure. The fluidic shock absorber 100 may include an outer tube 102 which may define a first end 102A and a second end (not shown in FIG. 1). In other words, the outer tube 102 may extend between the first end 102A and the second end. The outer tube 102 may be a cylindrical hollow tube having a circular cross section. For example, the outer tube 102 may be made of a rigid material, such as a metal, an alloy, etc. The outer tube 102 may define a closed space in which a fluid (for example, a hydraulic oil) may be confined. Further, as will be explained in subsequent sections of this disclosure, various other components of the fluidic shock absorber 100 may be positioned within the closed space of the outer tube 102.
[018] The fluidic shock absorber 100 may further include an inner tube 104 which may be positioned within the outer tube 102. The inner tube 104 may be a cylindrical hollow tube having a circular cross section and a diameter smaller than a diameter of the outer tube 102. For example, the inner tube 104 may be made of a rigid material, such as a metal, an alloy, etc. The inner tube 104 may be coaxial with the outer tube 102 and may extend till the second end of the outer tube 102. The inner tube 104 may also hold the fluid.
[019] The inner tube 104 may include at least one hole 106. For example, in some embodiments, as shown in FIG. 1, the inner tube may include one hole 106. In alternate embodiments, the inner tube 104 may include two or more holes that may be spaced apart from each other. In an example, the hole 106 may be closer to the first end 102A of the outer tube 102 than to the second end.
[020] The fluidic shock absorber 100 may further include a base valve assembly 108 that may be positioned within the outer tube 102 and towards one end of the inner tube 104, as shown in FIG. 1. The base valve assembly 108 may allow exchange of fluid between the inner tube 104 and the outer tube 102. Further, the fluidic shock absorber 100 may include a piston 112 which may be positioned between the base valve assembly 108 and another end of the inner tube 104 away from the base valve assembly 108. The piston 112 may be movable, such as slidable, within the inner tube 104.
[021] The piston 112 may divide the inner tube 104 into a first chamber 114 and a second chamber 126. Accordingly, fluid in the inner tube 104 is divided between the first chamber 114 and the second chamber 126. the first chamber 114 may be defined between the base valve assembly 108 and the piston 112 and the second chamber may be defined between the piston 112 and the other end of the inner tube 104. The piston 112 may include a piston hole (not shown in FIG. 1) through which the fluid may flow between the first chamber 114 and the second chamber 126. The base valve assembly 108 may selectively allow the hydraulic fluid to be released from the first chamber 114 (i.e. from the inner tube 104) into outer tube 102, under the effect of the piston 112. To this end, in some embodiments, as shown in FIG. 1, the base valve assembly 108 may include a first outlet 110. The hydraulic fluid may be released from the first chamber 114 via the hole 106, depending on the position of the piston 112 and whether the hole 106 is exposed by the piston 112 or not.
[022] The fluidic shock absorber 100 may further include an intermediate tube 116 that may be positioned concentrically between the outer tube 102 and the inner tube 104 and around a portion of the inner tube 104. The intermediate tube 116 may be a hollow cylindrical tube having a circular cross section and a diameter greater than the diameter of the inner tube 104 and lesser than the diameter of the outer tube 102.
[023] The intermediate tube 116 may be configured to create a path 118 between the first chamber 114 and the first outlet 110, via the at least one hole 106. For instance, the intermediate tube 116 may provide a path 118 for the fluid to flow from the hole 106 to the first outlet 110. The path 118 may allow the fluid to flow out of the first chamber 114 when the at least one hole 106 is between the piston 112 and the base valve assembly 108. In other words, the path 118 may allow flow of the fluid when the hole 106 is exposed by the piston 112. As will be understood, the path 118 may be defined in the space between the cross section of the intermediate tube 116 and the cross section of the inner tube 104.
[024] As shown in FIG. 1, the piston 112 is positioned away from the base valve assembly 108 such that the hole 106 is within the first chamber 114 and the hole 106 is exposed by the piston 112. As such, in this position of the piston 112, the fluid may flow out from the first chamber 114 via the hole 106, the path 118, and the first outlet 110 of the base vale assembly 108. It should be noted that the fluid may flow out from the first chamber 114 via the hole 106 only until the piston 112 is positioned away from the hole 106, and the hole 106 is between the base valve assembly 108 and the piston 112. Once the piston 112 has moved towards the base valve assembly 108, such that the hole 106 is no longer between the base valve assembly 108 and the piston 112, the flow of the hydraulic fluid via the hole 106, between the first chamber 114 and the outer tube 102, is stopped.
[025] The fluidic shock absorber 100 may further include a first valve set 120. In the illustrated embodiment, the first valve set 120 includes a single valve. Accordingly, the first valve set 120 may be interchangeably referred to as the first valve 120. However, in other embodiments, the first valve set 120 may have a greater number of valves. The first valve 120 may be configured to block the passage of fluid through the first outlet 110. The first valve 120 may be configured to open the first outlet 110 when a force acting on the first valve 120, owing to the pressure of a fluid flowing from the first chamber 114 via the path 118, is greater than a first biasing force associated with the first valve 120. The first valve 120 is further explained in conjunction with FIG. 2.
[026] Referring now to FIG. 2, an exploded view of the fluidic shock absorber 100 is illustrated, in accordance with some embodiments. As shown in FIG. 2, the first valve 120 may include a single valve. The first valve 120 may have a washer like construction, i.e. a circular flat structure. The first valve 120 may further include a central hole. The central hole allows the first valve 120 to be fitted to the base valve assembly 108 via a rivet 204 passing through the central hole of the first valve 120. The first valve 120 may be made from a material having elasticity properties. For example, the material of the first valve 120 may be selected from a suitable metal or an alloy. The first valve 120, as shown in FIG. 2, may include slots for fastening the first valve 120 with the base valve assembly 108 using fasteners.
[027] As shown in FIGs. 1-2, the circular flat structure of the first valve 120 may cover the first outlet 110, to block the passage of fluid through the first outlet 110. A first biasing force may be associated with the first valve 120 due to the elastic property of the first valve 120. Only when a force acting on the first valve 120, owing to the pressure of a fluid flowing from the first chamber 114 via the path 118, overcomes the first biasing force first valve 120, the first valve 120 may open the first outlet 110. In other words, a leftward movement of the piston 112 from its position illustrated in Fig. 1, due to the movement of the suspension relative to the vehicle body (for example, during a jerk in response to the vehicle encountering an uneven surface) may cause to create the pressure in the fluid. The pressure may exert a force on the first valve 120 that on overcoming the first biasing force associated with the first valve 120, may cause the first valve 120 to open the first outlet 110. This may lead to the fluid flowing out from the first chamber 114 via hole 106 and the path 118.
[028] As shown in FIG. 1, the base valve assembly 108 may further include a second outlet 122. The second outlet 122 may provide an alternative or an additional opening for the fluid to be released from the first chamber 114 to the outer tube. The base valve assembly 108 may include a second valve set 124 that may be configured to block the passage of fluid through the second outlet 122. The second valve set 124 may be configured to open the second outlet 122 when a force acting on the second valve set 124, owing to the pressure of the fluid flowing from the first chamber 114, is greater than a second biasing force associated with the second valve set 124. It should be noted that the second biasing force may be greater than the first biasing force.
[029] As shown in FIG. 2, the second valve set 124 may include a plurality of second-type valves 210 stacked in series. For example, as shown in FIG. 2, the second valve set 124 may include three second-type valves 210. Each second-type valve 210 may have a washer like construction, i.e. a flat structure. The second-type valve 210 may further include a central hole. The central hole allows the second-type valve 210 to be fitted to the base valve assembly 108 via the rivet 204 passing through the central hole of the second-type valve 210. The second-type valve 210 may be made from a material having elasticity properties, and as such, the material of the second-type valve 210 may be selected from a suitable metal or an alloy. The first valve 120 may be of a first type, and may be interchangeably referred to as a first-type valve 120. As mentioned above, the first-type valve 120 (i.e. the first valve 120) may have a circular shape. The first-type valve 120 and the plurality of second-type valves 210 may be fastened to the base valve assembly 108 via an anchor 202. The base valve assembly 108 may further include a valve spring 206 and a rebound washer 208 which control the flow of the fluid back into the first chamber 114 from the outer tube. The second-type valve 210 is explained in detail in conjunction with FIG. 3.
[030] Referring now to FIG. 3, a schematic front view of the second-type valve 210 is illustrated, in accordance with some embodiments. As shown in FIG. 3, the second-type valve 210 may be configured in a circle-segment shape (also referred to as D-shape or half-valve shape). The second-type valve 210 may include a circular section 302A and a segment section 302B. The second-type valve 210 may further include a mounting hole 304 (also referred to as central hole) for allowing the second-type valve 210 to be fitted to the base valve assembly 108 via the rivet 204 passing through the mounting hole 304.
[031] The circular section 302A may extend towards the second outlet 122 to cover the second outlet 122. The segment section 304B may extend towards the first outlet 110 to expose the first outlet 110. As mentioned above, the second biasing force may be greater than the first biasing force. To this end, while the first outlet 110 is covered with the first valve 120 having a fewer number of valves (for example, a single valve), the second outlet 122 may be covered with the second valve set 124 having a greater number of valves (for example, three valves, as shown in FIG. 2). The second valve set 124 may include the plurality of second-type valves 210 and the first valve 120. In other words, the first-type valve 120 may be a part of both the first valve 120 and the second valve set 124. As such, the second biasing force associated with the second valve set 124 may be combination of the biasing force associated with plurality of second-type valves 210 and the first biasing force associated with the first valve 120. As a result, the second biasing force may be greater than the first biasing force.
[032] Referring now to FIGs. 4, 5A, 5B, schematic diagrams of the fluidic shock absorber 100, in a normal working condition and a bottoming condition, respectively are illustrated, in accordance with some embodiments of the present disclosure. As shown in FIG. 4, in the normal working condition, the hole 106 is positioned between the piston 112 and the base valve assembly 108. In other words, in the normal working condition, the piston is positioned away from the base valve assembly 108 such that the hole 106 is exposed within the first chamber 114. As such, the fluid (e.g., hydraulic oil) in the first chamber 114 can pass through the hole 106 into the path 118 defined by the intermediate tube 116.
[033] During the normal working condition, e.g., when the vehicle is travelling on a smooth road or a road with small-sized bumps, the piston 112 may reciprocate only till the mid portion of the inner tube 104. That is, in the normal working condition, the piston 112 may not cross the hole 106 during its reciprocation, so that the hole 106 is exposed within the first chamber 114. Thus, the fluid may escape the first chamber 114 via the hole 106 to be released into the outer tube, by lifting the first valve 120, upon overcoming the first biasing force associated with the first valve 120. Since the first biasing force associated with the first valve 120 is lesser than the second biasing force associated with the second valve set 124, the first outlet 110 (controlled by the first valve 120) provides a path of least resistance (in comparison with the second outlet 122 which controlled by the second valve set 124). The first valve 120, due to the relatively lower biasing force, creates a low damping force for absorbing the shock. As such, in the normal working condition, the second outlet usually remains closed.
[034] It should however be noted that, in the normal working condition, the second outlet 122 may also open and the fluid may be released by via both the first outlet 110 and the second outlet 122. For example, this may occur in the scenarios when there is a movement of the piston that causes a buildup of high pressure in the first chamber that is sufficient to overcome the second biasing force associated with the second valve set 124, which in turn, causes the first valve 120 and the second valve set 124 to open the first outlet 110 and the second outlet 122, respectively.
[035] As shown in FIGs. 5A-5B, in the bottoming condition, which may occur when the vehicle has travelled over a large bump at a high speed, the piston 112 has moved below the hole 106 or past the hole 106 and further towards the base valve assembly 108. As such, in the bottoming condition, the hole 106 is not exposed within the first chamber 114, and therefore, the fluid (hydraulic oil) in the first chamber 114 cannot escape via the hole 106 and the path 118.
[036] During the bottoming condition, the piston 112 may reciprocate in a region beyond the mid portion of the inner tube 104 (i.e. leftwards of the mid portion of the inner tube 104), so that the hole 106 is either covered by the piston 112 or the hole 106 is on the other side of the piston 112 (e.g., the hole is exposed to the second chamber). The fluid, therefore, cannot escape the first chamber 114 via the hole 106. As such, the fluid can be released from the first chamber 114 only via the second outlet 122. Th fluid may escape the first chamber 114 by lifting the second valve set 124, upon overcoming the second biasing force associated with the second valve set 124. The second valve set 124, due to a relatively higher biasing force, creates a high damping force for absorbing the shock. The heavy damping force may prevent the piston 112 from the hitting the base valve assembly 108.
[037] Referring now to FIG. 6, a schematic view 600 of a part of a vehicle is illustrated, in accordance with some embodiments. The vehicle may be a passenger vehicle, such as a car, or a commercial vehicle, such as a truck. The vehicle may include at least one wheel assembly. For example, the vehicle may be a four-wheeled vehicle, or a truck/trailer having more than four wheels. As such, the vehicle may include multiple number of wheel assemblies, depending on the number of wheels. Each wheel assembly may include a wheel 602. Further, as shown in FIG. 6, the vehicle may include the fluidic shock absorber 100 associated with the at least one wheel assembly to absorb shocks. In other words, each wheel assembly may include the fluidic shock absorber 100 to absorb shocks. One end (i.e., bottom end) of the shock absorber 100 may be coupled with the wheel 602 and the other end (i.e., top end) of the shock absorber 100 may be coupled with the body of the vehicle.
[038] As described above in conjunction with the FIGs. 1-3, the fluidic shock absorber 100 may include the outer tube 102 which may define the first end 102A and the second end. The fluidic shock absorber 100 may further include the inner tube 104 positioned within the outer tube 102. The inner tube 104 may include at least one hole, for example, the hole 106. The fluidic shock absorber 100 may include the base valve assembly positioned towards the first end of the outer tube 102. The base valve assembly 108 may include the first outlet 110, the piston 112 positioned between the base valve assembly 108 and an end of the inner tube 104 away from the base valve assembly 108. The first chamber 114 may be defined between the base valve assembly 108 and the piston 112. The piston 112 may be movable within the inner tube 104.
[039] The fluidic shock absorber 100 may further include the intermediate tube 116 positioned concentrically between the outer tube 102 and the inner tube 104 and around a portion of the inner tube 104. The intermediate tube 116 may be configured to define the path 118 between the first chamber 114 and the first outlet 110, via the at least one hole 106, when the at least one hole 106 is between the piston 112 and the base valve assembly 108.
[040] In some embodiments, the first outlet 110 may include the first valve 120 configured to open the first outlet 110 and release fluid from the first chamber 114 of the inner tube 104 into the outer tube 102 of the fluidic shock absorber 100. The first valve 120 may open the first outlet 110 in response to a force acting on the first valve 120, owing to the pressure of the fluid flowing from the first chamber 114 via the path 118, being greater than the first biasing force associated with the first valve 120.
[041] The base valve assembly 108 may further include the second outlet 122. The second outlet 122 may include a second valve set 124 configured to open the second outlet 122 to release fluid from the first chamber 114 into the outer tube 102, in response to a force acting on the second valve set 124, owing to pressure of the fluid within the first chamber 114, being greater than the second biasing force associated with the second valve set 124. It should be noted that the second biasing force may be greater than the first predetermined biasing force.
[042] The above disclosure provides for a fluidic shock absorber with improved performance under bottoming condition during sudden major bumps, and in particular. The fluidic shock absorber includes two openings that selectively allow flow of the fluid therethrough, depending on the working condition. Further, the base valve assembly includes two different valves – a first valve set and a second valve set (hydraulic compression stop (HCS) valves). The first valve set is configured to generate damping forces when vehicle undergoes over smooth roads or in normal running condition. The second valve set is configured to generate hydraulic locking force during bottoming condition. As such, with the two different types of valves, a two-stage damping is achieved which is divided between two strokes. This stroke-dependent damping generates the hydraulic stop during compression stroke of the shock absorber.
[043] A comparison of the operation of a conventional shock absorber having only the second valve set and the shock absorber 100 of the present disclosure having a combination of the first valve set 120 and the second valve set 124 is represented via graphical representation 700 as illustrated in FIG. 7. The graphical representation 700 is plotted with ‘Stroke of piston’ along the x-axis and the ‘damping force’ along the y-axis. As shown in FIG. 7, a curve 702 depicts the operation of the conventional shock absorber. The curve 702 and curve 704 below the x-axis represents the compression stroke of the of the piston (i.e. right to left movement of the piston). As such, in the conventional shock absorber (as represented by the curve 702), the damping force (linear curve) acting on the piston is constant throughout, due to which metal-to-metal hitting may be unavoidable when the vehicle goes through a major and sudden bump. In the shock absorber 100 of the present disclosure having a combination of the first valve set 120 and the second valve set 124, the damping takes place in two stages. In the first stage (represented by the curve section 704A), there is lower damping force acting on the piston. In the second stage (represented by the curve section 704B), there is a higher damping force acting on the piston. As can be understood from the curve 704, a more effective and smoother damping is achieved in the present shock absorber.
[044] The above fluidic shock absorber provides for multi-level damping adjustment through the two outlets. The second outlet, with a higher damping force, prevents the metal-to-metal hitting during under bottoming condition. The above fluidic shock absorber, therefore, provides a simple yet effective solution for overcoming metal-to-metal hitting during under bottoming condition, and thereby improving the performance of the fluidic shock absorber. Furthermore, the above fluidic shock absorber uses a circle-segment shape (also referred to as D-shaped or half-valve shaped) valve that exposes the first outlet but covers that second outlet, thereby imparting a higher biasing force to the second valve set as compared to the first valve set.
[045] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims.
, Claims:CLAIMS

We Claim:
1. A fluidic shock absorber (100) comprising:
an outer tube (102) defining a first end (102A) and a second end;
an inner tube (104) positioned within the outer tube (102), the inner tube (104) comprising at least one hole (106);
a base valve assembly (108) positioned within the outer tube (102) and at an end of the inner tube (104), the base valve assembly (108) comprising:
a first outlet (110);
a piston (112) positioned between the base valve assembly (108) and an end of the inner tube (104) away from the base valve assembly (108), wherein a first chamber (114) is defined between the base valve assembly (108) and the piston (112), and wherein the piston (112) is movable within the inner tube (104); and
an intermediate tube (116) positioned concentrically between the outer tube (102) and the inner tube (104) and around a portion of the inner tube (104), the intermediate tube (116) configured to define a path (118) between the first chamber (114) and the first outlet (110), via the at least one hole (106), when the at least one hole (106) is between the piston (112) and the base valve assembly (108).

2. The fluidic shock absorber (100) as claimed in claim 1, comprising a first valve set (120) configured to block the passage of fluid through the first outlet (110), wherein the first valve set (120) is configured to open the first outlet (110) when a force acting on the first valve set (120), owing to the pressure of a fluid flowing from the first chamber (114) via the path (118), is greater than a first biasing force associated with the first valve set (120).

3. The fluidic shock absorber (100) as claimed in claim 2, wherein the base valve assembly (108) further comprises:
a second outlet (122), and
a second valve set (124) configured to block the passage of fluid through the second outlet (122), wherein the second valve set (124) is configured to open the second outlet (122) when a force acting on the second valve set (124), owing to the pressure of the fluid flowing from the first chamber (114), is greater than a second biasing force associated with the second valve set (124),
wherein the second biasing force is greater than the first biasing force.

4. A base valve assembly (108) for a fluidic shock absorber (100), the base valve assembly (108) comprising:
a first outlet (110) controlled by a first valve set (120), the first valve set (120) configured to open the first outlet (110) and release fluid from a first chamber (114) of an inner tube (104) into an outer tube of the fluidic shock absorber, in response to a force acting on the first valve set (120), owing to pressure of the fluid flowing from the first chamber (114) via a path (118) created via an intermediate tube (116), being greater than a first predetermined biasing force associated with the first valve set (120), and
a second outlet (122) controlled by a second valve set (124), the second valve set (124) configured to open the second outlet (122) to release fluid from the first chamber (114) into the outer tube (102), in response to a force acting on the second valve set (124), owing to pressure of the fluid within the first chamber (114), being greater than a second predetermined biasing force associated with the second valve set (124),
wherein the second predetermined biasing force is greater than the first predetermined biasing force.

5. The base valve assembly as claimed in claim 4,
wherein the first valve set (120) comprises a first-type valve, and
wherein the second valve set (124) comprises a plurality of second-type valves stacked in series.

6. The base valve assembly as claimed in claim 5, wherein the first valve set (120) is part of the second valve set (124), wherein the first valve set (120) has a circular shape.

7. The base valve assembly as claimed in claim 5, wherein the at least one second-type valve exposes the first outlet (110) and covers the second outlet (122).

8. The base valve assembly as claimed in claim 7, wherein the at least second-type valve is configured in a circle-segment shape comprising:
a circular section (302A);
a segment section (302B); and
a mounting hole (304),
wherein the circular section (302A) extends towards the second outlet (122) to cover the second outlet (122), and wherein the segment section (302B) extends towards the first outlet (110) to expose the first outlet (110),
wherein the second valve is mounted to the base valve assembly using a rivet passing through the mounting hole.

9. A vehicle comprising:
at least one wheel assembly; and
a fluidic shock absorber associated with each of the at least one wheel assembly to absorb shocks, the fluidic shock absorber comprising:
an outer tube (102) defining a first end (102A) and a second end;
an inner tube (104) positioned within the outer tube (102), the inner tube (104) comprising at least one hole (106);
a base valve assembly (108) positioned towards the first end of the outer tube (102), the base valve assembly (108) comprising:
a first outlet (110);
a piston (112) positioned between the base valve assembly (108) and an end of the inner tube (104) away from the base valve assembly (108), wherein a first chamber (114) is defined between the base valve assembly (108) and the piston (112), and wherein the piston (112) is movable within the inner tube (104); and
an intermediate tube (116) positioned concentrically between the outer tube (102) and the inner tube (104) and around a portion of the inner tube (104), the intermediate tube (116) configured to define a path (118) between the first chamber (114) and the first outlet (110), via the at least one hole (106), when the at least one hole (106) is between the piston (112) and the base valve assembly (108).

10. The vehicle as claimed in claim 9, wherein the first outlet (110) comprises a first valve set (120) configured to open the first outlet (110) and release fluid from the first chamber (114) of the inner tube (104) into the outer tube (102) of the fluidic shock absorber, in response to a force acting on the first valve set (120), owing to the pressure of the fluid flowing from the first chamber (114) via the path (118), being greater than a first biasing force associated with the first valve set (120).

11. The vehicle as claimed in claim 9, wherein the base valve assembly (108) further comprises:
a second outlet (122), wherein the second outlet (122) comprises a second valve set (124) configured to open the second outlet (122) to release fluid from the first chamber (114) into the outer tube (102), in response to a force acting on the second valve set (124), owing to pressure of the fluid within the first chamber (114), being greater than a second biasing force associated with the second valve set (124),
wherein the second biasing force is greater than the first predetermined biasing force.