A vehicle height adjustment device includes a changer, a vehicle height controller, and a malfunction detector. The changer is drivable when supplied with a current and configured to change a relative position of a body of a vehicle relative to an axle of a wheel of the vehicle. The vehicle height controller is configured to perform such control that a target current set based on the relative position is supplied to the changer so as to control a vehicle height, which is a height of the body of the vehicle. The malfunction detector is configured to detect a failure to make the target current flow to the changer.

A vehicle height adjustment apparatus includes: vehicle height adjustment units respectively provided to correspond to wheels of a vehicle body, and adjusting a vehicle height in response to the supply and discharge of a working fluid; a pressure tank storing the working fluid; a compressor pressure-feeding the working fluid; a valve body block formed by opening and closing valves, and interposed between the pressure tank and the compressor, and the vehicle height adjustment units; and a control unit adjusting a vehicle height by controlling the valve body block, wherein the valve body block is connected to the pressure tank, and working fluid outlet and inlet of the compressor, and upon the completion of the pressure feed of the working fluid, the control unit controls such that the working fluid outlet and inlet are communicated with each other.

A vehicle control system, such as for an air suspension system of a vehicle, includes a control module having a sleep state and an awake state. Methods for operating the control system use a wake trigger to switch the control module, which is electrically coupled with a vehicle battery, from the sleep state to the awake state.

A damping control apparatus has a control unit that controls an active actuator that generates a control force for damping a sprung, and the control unit determines a predicted wheel passage position where a wheel is predicted to pass, performs a high-pass filtering on a first road surface displacement-related value, performs a low-pass filtering on a second road surface displacement-related value, calculates a target control force for damping the sprung when the wheel passes through the predicted wheel passage position based on a sum of the first road surface displacement-related value after high-pass filtering and the second road surface displacement-related value after low-pass filtering, and the second road surface displacement-related value has a higher possibility that a position where a control force corresponding to the target control force is generated misaligns with the predicted wheel passage position as compared with the first road surface displacement-related value.

An air suspension system of a commercial vehicle comprises an electronic control device with a level control valve device. A valve element is coupled to a drive element mechanically coupled to a vehicle wheel or axle. In a first relative position of the valve element and a counter valve element, a port for an air suspension bellow is blocked. In a second relative position, the port for the air suspension bellow is connected to a port for an aeration device. In a third relative position, the port for the air suspension bellow is connected to a port for a deaeration device. Control logic generates a control signal for an actuator which, when a level change is set by an operator, correspondingly changes the relative position of the valve element and the counter valve element or the relative position of the counter valve element and a valve housing.

A vehicle height control apparatus includes an information acquisition device that acquires pressure data on a pressure inside an air tank storing compressed air and obstacle data on an obstacle in front of a vehicle, and a controller that calculates a target vehicle height based on the obstacle data, calculates a required distance required to reach the target vehicle height based on the pressure of the compressed air inside the air tank, and determines a vehicle height control timing, resolving a problem that the vehicle height is unnecessarily quickly controlled compared to the position of the obstacle, or is controlled after the vehicle passes through the obstacle to reduce the ride comfort.

Methods and apparatus to compensate for body roll in vehicle weight calculations are disclosed. An example method includes receiving sensor data from sensors of a vehicle, determining a weight of the vehicle and determining a body roll of the vehicle. The example method further includes comparing the body roll to a threshold and, if the body roll satisfies the threshold, adjusting the determined weight of the vehicle based on the determined body roll and properties of a suspension system of the vehicle.

A control device applies a target control force to a variable damping force damper in a suspension mechanism based on a damping coefficient of the variable damping force damper to eliminate unsprung tramp sensations and feelings of hardness when the stroke speed decreases in a conventional skyhook control. The control device includes a state estimation unit for calculating the sprung mass speed of the sprung mass based on a value detected by several of a plurality of sensors, an application control unit for calculating and outputting a damping coefficient of the variable damping force damper based on the calculated sprung mass speed, and a target control amount management unit for determining the target control force based on the damping coefficient output by the application control unit.

An electrically powered suspension system includes: an electromagnetic actuator; an information acquisition unit configured to acquire time-series information related to stroke position of the electromagnetic actuator, information on stroke velocity, and an amount of change in stroke of the electromagnetic actuator and information on a stroke direction based on the time-series information; a damping force calculation unit configured to calculate target damping force based on the information on the stroke velocity; and a drive control unit configured to control driving of the electromagnetic actuator using target driving force obtained based on the target damping force. The damping force calculation unit calculates equivalent friction compensation force based on the amount of change in the stroke and the information on the stroke direction, and corrects the target damping force based on the calculated equivalent friction compensation force. The equivalent friction compensation force has elastic force component and dynamic friction force component.

A method for controlling vehicle motion is described. The method includes accessing a set of control signals including a measured vehicle speed value associated with a movement of a vehicle. A control signal associated with user-induced input is also accessed. The method compares the measured vehicle speed value with a predetermined vehicle speed threshold value to achieve a speed value threshold approach status, and then compares the set of values to achieve a user-induced input threshold value approach status. The method monitors a state of a valve within the vehicle suspension damper, and determines a control mode for the vehicle suspension damper. The method also regulates damping forces within the vehicle suspension damper.