A system for minimizing data transmission latency between a sensor and a suspension controller of a vehicle is described. The system includes: a state determination module that determines a physical state of the vehicle; a plurality of data paths for transmitting a first signal from the sensor to the suspension controller; a data path configurator of the controller that selects a first data path of the plurality of data paths based on at least one characteristic of the first data path and the physical state and configures the first data path to transmit the first signal; and an actuation module that generates an actuation signal to control a damping characteristic of the suspension actuator based on at least the first signal.

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.

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.

A damping control apparatus has a control unit that controls an active actuator that generates a control force to damp a sprung, and a storage device for storing a unsprung displacement acquired based on a vertical motion state quantity of a vehicle when the vehicle travels, and the control unit determines a predicted wheel passage position where a wheel is predicted to pass, calculates a time derivative value of an unsprung displacement at the predicted wheel passage position acquired by a preview sensor, calculates a target control force based on a sum of a first control component proportional to the time derivative value and a second control component proportional to an unsprung displacement at the predicted wheel passage position acquired from the storage device, and controls a control force generating device so that a control force when the wheel passes the predicted wheel passage position becomes the target control force.

This motor shaft state detection method has: a rotation determination step for determining, using a detected current waveform of a motor, whether or not to be a non-rotational state in which the rotational speed of the motor is smaller than a predetermined speed; a current determination step for determining whether or not to be a supply state in which the absolute value of current supplied to the motor is larger than a predetermined reference value; and a determination step for, when it is determined to be the non-rotational state in the rotation determination step and it is determined to be the supply state in the current determination step, determining that the motor is in a shaft locked state.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.

A shock assembly is disclosed. The assembly includes a damper chamber having an outer wall with a first inner diameter (ID). A secondary chamber within the damper chamber, the secondary chamber comprising an exterior wall with an external diameter (ED) less than the ID of the outer wall to form an annular region therebetween. A damping piston coupled to a piston rod, the damping piston disposed in the secondary chamber and axially movable relative to the secondary chamber, the damping piston to bifurcate the secondary chamber into a compression side and a rebound side. A valve to control a flow of a working fluid between the annular region and the secondary chamber.

A system for damping control for a vehicle includes a parameter component and a damping adjustment component. The parameter component is configured to determine one or more driving parameters of a vehicle. The one or more driving parameters include a velocity of the vehicle. The damping adjustment component is configured to adjust damping of suspension of the vehicle during driving based on the one or more driving parameters. The damping adjustment component is also configured to adjust damping of suspension at a zero velocity for a threshold time period in response to transitioning from a non-zero velocity to the zero velocity.

The cloud includes a server and a storage device. The storage device includes a road surface information map. When a first sampling distance is equal to or longer than a first distance threshold, the server performs re-sampling to interpolate data in such a manner that sampling positions located at a second sampling distance and unsprung mass member displacements of the respective sampling positions exist so as to produce re-sampled data-for-producing-map. The server stores a sub-sectional unsprung mass displacement in a storage area corresponding to a sub-section of the road surface information map, based on the re-sampled data-for-producing-map.