Some embodiments may provide a method for a desired operating environment. A signal to place a vehicle in a designated mode corresponding to a desired operating environment may be received. The designated mode may include modifications to one or more default operating characteristics of the vehicle. The modifications may be while the vehicle is in parked mode and a vehicle access key associated with the vehicle is within proximity of the vehicle. In response to receiving the signal, characteristics of the vehicle to be modified in order to create the desired operating environment may be identified. The default operating characteristics may relate to lighting or displays controlled by the vehicle, sounds controlled by the vehicle, or a passive entry system of the vehicle. One or more settings of the vehicle to change the default operating characteristics of the vehicle while in the designated mode may be modified.

A method of controlling a vehicle may include determining a proximity to a stuck condition based on measured vehicle motion parameters and a wheel speed measured by a wheel speed sensor associated with one or more wheels of the vehicle. The method may further include generating a notification to a driver of the vehicle in response to the proximity to the stuck condition indicating that the vehicle is either in a stuck condition or a nearly stuck condition, and responsive to driver selection of an unstuck mode, executing an unstuck algorithm to automatically control operation of the vehicle to achieve a free condition.

A method for determining a tyre normal force range (F.sub.z,min, F.sub.z,max) of a tyre force (F.sub.z) acting on a vehicle (100), the method comprising; obtaining (S1) suspension data (310) associated with a suspension system of the vehicle (100); obtaining (S2) inertial measurement unit, IMU, data (320) associated with the vehicle (100); estimating (S3), by a suspension-based estimator (330) a first tyre normal force range (F.sub.z1,min, F.sub.z1,max) based on the suspension data (310); estimating (S4), by an inertial force-based estimator (340), a second tyre normal force range (F.sub.z2,min, F.sub.z2,max)based on the IMU data (320); and determining (S5) the tyre normal force range (F.sub.z,min, F.sub.z,max) based on the first tyre normal force range (F.sub.z1,min, F.sub.z2max) and on the second tyre normal force range (F.sub.z2,min, F.sub.z2,max).

A method for analyzing and managing a vehicle load carried by a vehicle, the vehicle having a fluid suspension system, the method including sampling, at a manifold of the fluid suspension system, a set of fluid pressure corresponding to a set of fluid springs of the fluid suspension system, wherein the set of fluid springs supports the vehicle load; determining an existing stiffness distribution, the existing stiffness distribution including a stiffness value associated with each of the set of fluid springs; determining a contextual dataset during vehicle operation; determining a desired stiffness distribution based on the contextual dataset; automatically controlling the set of fluid springs at the plurality of actuation points based on the desired stiffness distribution, wherein controlling the set of fluid springs includes setting the stiffness value of the fluid spring associated with each of the plurality of actuation points.

A vehicle height adjusting device includes a vehicle height adjusting unit, a prediction unit, and a vehicle height control unit. The vehicle height adjusting unit adjusts a vehicle height to one of a first state and a second state. In the first state, the vehicle height is set to a predetermined height, and in the second state, the vehicle height is set lower than the first state. The prediction unit predicts whether a drive battery (lower portion) of a vehicle interferes with a road surface in the second state. The vehicle height control unit controls the vehicle height adjusting unit to set the vehicle height to one of the first state and the second state. When the prediction unit predicts an interference between the drive battery of the vehicle and the road surface, the vehicle height adjusting unit restricts a transition from the first state to the second state.

Some embodiments may provide a method for a desired operating environment. A signal to place a vehicle in a designated mode corresponding to a desired operating environment may be received. The designated mode may include modifications to one or more default operating characteristics of the vehicle. The modifications may be while the vehicle is in parked mode and a vehicle access key associated with the vehicle is within proximity of the vehicle. In response to receiving the signal, characteristics of the vehicle to be modified in order to create the desired operating environment may be identified. The default operating characteristics may relate to power-consuming features or available power for connected accessories. One or more settings of the vehicle to change the default operating characteristics of the vehicle while in the designated mode may be modified.

Particular embodiments may enable configuring settings of a vehicle in a designated mode. A signal to perform a vehicle leveling process using an electronically controlled suspension of a vehicle may be received. A roll angle and a pitch angle of the vehicle as parked may be assessed based on data received from a position sensor built into the vehicle. Signals to adjust an electronically controlled suspension of the vehicle to reduce the roll angle or the pitch angle so that the vehicle is level as parked may be sent based on the assessed roll angle and pitch angle exceeding a threshold value. Data may be transmitted to present information related to the vehicle leveling process in a graphical user interface.

A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame includes at least one adjustable shock absorber having an adjustable damping characteristic. The system also includes a controller coupled to each adjustable shock absorber to adjust the damping characteristic of each adjustable shock absorber, and a user interface coupled to the controller and accessible to a driver of the vehicle. The user interface includes at least one user input to permit manual adjustment of the damping characteristic of the at least one adjustable shock absorber during operation of the vehicle. Vehicle sensors are also be coupled to the controller to adjust the damping characteristic of the at least one adjustable shock absorber based vehicle conditions determined by sensor output signals.

A method for analyzing and managing a vehicle load carried by a vehicle, the vehicle having a fluid suspension system, the method including sampling, at a manifold of the fluid suspension system, a set of fluid pressure corresponding to a set of fluid springs of the fluid suspension system, wherein the set of fluid springs supports the vehicle load; determining an existing stiffness distribution, the existing stiffness distribution including a stiffness value associated with each of the set of fluid springs; determining a contextual dataset during vehicle operation; determining a desired stiffness distribution based on the contextual dataset; automatically controlling the set of fluid springs at the plurality of actuation points based on the desired stiffness distribution, wherein controlling the set of fluid springs includes setting the stiffness value of the fluid spring associated with each of the plurality of actuation points.

A method and apparatus for a suspension comprising a spring having a threaded member at a first end for providing axial movement to the spring as the spring is rotated and the threaded member moves relative to a second component. In one embodiment, the system includes a damper for metering fluid through a piston and a rotatable spring member coaxially disposed around the damper and rotatable relative to the damper.