A vehicle powertrain proactive damping system includes a plurality of proactive damping structures mounted on a powertrain structure with each proactive damping structure includes a magneto rheological elastomer (MRE). An electromagnet is associated with each proactive damping structure. A control unit includes a processor circuit. A sensor obtains vibration data regarding the powertrain structure. A LIDAR sensor is mounted on the vehicle and is electrically connected with the control unit. The LIDAR sensor provides data to the control unit indicative of upcoming road surface conditions to be experienced by the vehicle. Based on data from at the sensor and the LIDAR sensor, the processor circuit is constructed and arranged to control voltage to the electromagnets to selectively adjust a rigidity of the associated proactive damping structure so as to control vibrational effects on the powertrain structure.

A damping force control device for controlling damping forces of shock absorbers by a control device, which is configured to extract first vibration components in a first frequency range and second vibration components in a higher frequency range than the first frequency range from vertical accelerations of a sprung mass at the positions of wheels, to calculate correction coefficients which decrease as the degree of the second vibration increases with respect to the degree of the first vibration, and to control damping coefficients of of the shock absorbers so as to be the products of target damping forces calculated based on the vertical accelerations of the sprung mass and the correction coefficients.

An active chassis control for a motor vehicle with an adaptive control circuit for reducing body vibrations (A.sub.actual) of the motor vehicle, in which a control unit is integrated, which, depending on a current body vibration (A.sub.actual) or a parameter correlating therewith (a), controls a chassis actuator. The control unit is followed by an adaptive unit which adapts an actuating signal (S) generated by the control unit with a driving speed-dependent scaling factor (f(v)), in particular by generating an adapted actuating signal (S′) with which the chassis actuator can be controlled. Depending on the situation, a factor allowance (Δf) can be added to the driving speed-dependent scaling factor (f(v)) in the event of a significantly greater body vibration (A.sub.o) in order to effectively dampen the significantly greater body vibration (A.sub.o).

In a suspension controlling apparatus for a vehicle including a suspension whose damping force is variably settable and a control unit capable of controlling the damping force of the suspension, for appropriately obtaining a pitch behavior. When a vibration state of a vehicle in a vertical direction exceeds a given vibration state, a control unit controls damping force of suspensions on the basis of a target damping force in order to execute a skyhook control. However, when acceleration in a forward and rearward direction of the vehicle is outside a given range, a decision condition for the given vibration state is changed to a condition on the side on which the skyhook controlling damping force control of the suspensions is less likely to be started.

The present invention relates to a self-propelled construction machine, in particular a road milling machine, a recycler or a surface miner, comprising a machine frame 1 supported by a chassis 2 which comprises front and rear running gear 3, 4. A working device 5 is arranged on the machine frame 1 and comprises a working roller 17 for working the ground. Lifting devices 15, 16 are associated with the individual running gears 3, 4 and can each be retracted or extended for raising or lowering the running gears with respect to the machine frame. In addition, the construction machine comprises a control unit 20 for actuating the lifting devices 15, 16, which control unit comprises a lifting position measuring device 22 for detecting the lifting position of the lifting devices and a tilt detection device 23 for detecting the tilt of the machine frame 1 transversely to the working direction A of the construction machine. The control unit 20 provides a first mode of operation for working the ground and a second mode of operation for moving the construction machine, and is characterized in that, in the second mode of operation, the lifting devices 15, 16 associated with the individual running gears 3, 4 or wheel are actuated in such a way that the machine frame 1 is substantially levelled transversely to the working direction A of the construction machine, the ground clearance b preferably being at a maximum or the distance not falling below a minimum distance.

An electronic control suspension apparatus for controlling a damping force of a damper installed at each of a front wheel and a rear wheel includes: a reception unit configured to receive a vehicle manipulation signal; a driver tendency analysis unit configured to calculate a driver tendency analysis value by analyzing a driver's driving tendency based on the vehicle manipulation signal received by the reception unit; a driver mode determination unit configured to determine a driver mode to which the driver tendency analysis value calculated by the driver tendency analysis unit belongs; and a damping force control unit configured to control the damping force of the damper by changing a current value to be applied to a solenoid valve according to the determined driver mode.

Provided is a damper control device that exerts appropriate damping force to improve ride quality in a vehicle even when the vehicle gets over a projection on a road surface, the damper control device including a correction unit that corrects the damping force of a damper based on information from which a temporal variation amount of a damper velocity of the damper can be grasped and level information from which a damping force characteristic level that is the magnitude of a damping force characteristic of the damper can be grasped. The damper control device can suppress occurrence of distortion in a characteristic of transmission damping force regardless of the magnitude of the damping force characteristic level, and does not cause a lack of the damping force by reducing the damping force more than necessary when the damping force characteristic level is small.

A vehicle travel control system includes: a sensor for detecting an acceleration or an angular velocity of a sprung mass structure of the vehicle; and a controller configured to: calculate a first sprung parameter being a velocity or a displacement of the sprung mass structure from the sensor detection value; apply a high pass filter to the first sprung parameter to acquire a second sprung parameter; and control travel of the vehicle based on the second sprung parameter. The controller changes strength of the high pass filter according to an offset level representing a magnitude of an offset component of the first sprung parameter. Regarding a first offset level and a second offset level higher than the first offset level, the high pass filter is stronger in a case of the second offset level than in a case of the first offset level.

An apparatus and a method for determining a mounting state of an electronic control unit (ECU) of an electronic controlled suspension (ECS) system can determine either a normal mounting state or a mounting failure of the ECU of the ECS system. The apparatus for determining the mounting state of the ECU includes: a signal processor receiving a damper velocity of each damper; an integrator calculating an integral of the damper velocity by integrating the damper velocity of each damper received by the signal processor per unit time; a comparator comparing the integral of the damper velocity calculated by the integrator with an actual stroke of each damper; and an index output unit outputting a mounting state of the ECU in the form of an index according to comparison results of the comparator.

A signal processing device for processing a measurement signal in a motor vehicle, wherein the measurement signal relates to a measurement variable which can change over time with sequential measurement values, including: a first signal processing unit for calculating the measurement variable which can change over time from the measurement signal; a second signal processing unit for processing the measurement variable which can change over time in order to obtain a processed measurement variable; a third signal processing unit for calculating a change rate of the measurement variable which can change over time, the third signal processing unit being designed to output an additional measurement signal which indicates the change rate; and a communication interface which is designed to combine the processed measurement variable and the additional measurement signal into a composite transmission signal and to transmit the composite transmission signal.