A system and method for utilizing an active valve customizable tune application is disclosed. The system initiates an active valve tune application. Receive a suspension tune for a vehicle, the suspension tune comprising a number of performance range adjustable settings. Presents the suspension tune within the active valve tune application on the display. Receive input to modify, at the active valve tune application, one or more of the number of performance range adjustable settings. Generates a modified suspension tune based on the modification input.

An electrically powered suspension system includes: an electromagnetic actuator generating a driving force for vibration damping of the vehicle; an information acquisition part acquiring information on a stroke velocity of the electromagnetic actuator; a damping force calculator calculating a target damping force of the electromagnetic actuator, based on the information on the stroke velocity acquired by the information acquisition part; and a drive controller based on the target damping force calculated. The damping force calculator performs frequency-shaping of the stroke velocity for suppressing a low-frequency component of the stroke velocity, calculates an adjusted damping force based on the information on the stroke velocity after the frequency-shaping, and adjusts the target damping force using the adjusted damping force calculated. The suspension system appropriately suppresses vibration near a system resonance point while keeping excellent ride quality of the vehicle.

A controller controls a suspension apparatus including a variable damper that adjusts a force between a vehicle body and a wheel of a vehicle. The controller includes a first instruction calculation portion and a control instruction output portion. The first instruction calculation portion outputs a first instruction value of a damping force, which corresponds to a first target amount, using a learning result acquired from machine learning in advance by inputting a plurality of different pieces of information. The control instruction output portion limits the first instruction value and outputs it as a control instruction in a case where the first instruction value works in a direction leading to a greater vehicle state amount than a predetermined amount due to control of the variable damper based on the first instruction value.

Aspects of the present invention relate to a control system, a suspension system, a vehicle and a method. A control system comprising one or more controllers is configured to: receive at least one vehicle dynamics signal, wherein the at least one vehicle dynamics signal is indicative of a vehicle dynamics parameter, determine a current dynamic usage of a vehicle in dependence on the received at least one vehicle dynamics signal, determine a control parameter for an actuator of the vehicle in dependence at least in part on the current dynamic usage of the vehicle, and output a control signal to control the actuator in dependence on the control parameter.

An apparatus for controlling a suspension of a vehicle includes: the electronically controlled suspension arranged between wheels and a vehicle body and configured to increase or decrease a contact force between a tire of the vehicle and a road surface; and a controller that adjusts a height of the vehicle depending on a type of road when it rains and adjusts an operating time of the suspension based on a lateral acceleration of the vehicle.

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.

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).

A vehicle control method includes a step of executing preview vibration damping control for controlling a control force generating apparatus, when a wheel passes a predicated passage position, on the basis of a target control force computed by using a road surface displacement related value at the predicated passage position. The control method further includes a step of determining whether or not a predetermined condition is satisfied, the predetermined condition being satisfied when a time series change of the road surface displacement related value on a predicted route of the wheel falls within a controllable range of the control force generating apparatus, and a step of executing a particular process for reducing the magnitude of the road surface displacement related value at the predicted passage position when the predetermined condition is not satisfied.

Provided is a hybrid electromagnetic suspension capable of self-powering and a control method thereof. The hybrid electromagnetic suspension includes an integrated structure of linear motor and cylinder block of equivalent hydraulic damper, a suspension spring, a connecting pipeline, a hydraulic rectifier bridge, an accumulator, a hydraulic motor and a rotary motor. The upper and lower chambers of the working cylinder, the lower chamber of working cylinder and oil storage cylinder are connected through the hydraulic rectifier bridge and the pipeline. The control has three modes including passive mode, semi-active mode and active mode. The ECU detects the road level according to the received sensor signal, and switches to the corresponding mode to control the suspension according to obtained road level, so as to obtain the optimal suspension performance under each road level. In the device of the invention, the linear motor and the equivalent hydraulic damper recover the vibration energy together in the case of good road condition; the linear motor and the equivalent hydraulic damper attenuate the suspension vibration together in the case of poor road surface, and at the same time the equivalent hydraulic damper also recovers the vibration energy, thus the self-powering can be realized

A method to control an active shock absorber of a road vehicle. The active shock absorber is part of a suspension connecting a frame of the road vehicle to a hub of a wheel and has: a first element, which defines an end of the active shock absorber, a second element, which defines another end of the active shock absorber and is mounted so as to slide relative to the first element; and an actuator, which is configured to generate a force, which is applied between the two elements. The control method comprises the steps of: determining a vertical acceleration of the hub; determining a speed of translation between the two elements of the active shock absorber; determining a target force for the actuator of the active shock absorber based on the vertical acceleration of the hub and based on the speed of translation between the two elements of the active shock absorber; and controlling the actuator (10) of the active shock absorber so as to pursue the target force.