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 system and method are provided for configuring suspension ratios in a multi-rear axle vehicle, the vehicle having a drive axle suspension and at least one tag axle suspension, each suspension having one or more air springs. The timing of the performance of an adjustment cycle series of steps for adjusting the suspension height and air spring pressure readings is optimized by monitoring the acceleration of the vehicle and conducting the adjustment cycle steps when the vehicle acceleration is below an acceleration threshold. Additionally, air spring pressure adjustments may be scaled based on a confidence factor of the air spring pressure readings. Finally, a method is provided for configuring suspension ratios in a multi-rear axle vehicle, the vehicle having a drive axle suspension and at least one tag axle suspension, and for adjusting the air suspension pressures.

Methods and systems are provided for adjusting a height of an electric vehicle with an adjustable suspension system. In one example, a method comprises: during a vehicle stop event, adjusting a height of a skateboard frame of an electric vehicle via an adjustable suspension system, based on at least one sensor input indicative of a desired skateboard frame height. In this way, user activities, including loading and unloading, may be facilitated.

A control method of a vehicle includes determining a look-ahead time, calculating a predicted passage position by using specific vehicle information having at least a position of a wheel at the current time point, velocity of the vehicle, and the proceeding direction of the vehicle, acquiring a road surface displacement-associated value at the predicted passage position, calculating a final target control force based on the road surface displacement-associated value at the predicted passage position, and controlling a control force generator based on the final target control force.

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.

A method of automatically applying damping force interventions for dynamic weight balancing in a suspension system of a vehicle may include receiving ride height information associated with respective individual wheels of the vehicle and vehicle attitude information from vehicle sensors, determining, based on the ride height information and the vehicle attitude information, whether a trigger event has occurred, and generating a first damping intervention signal to change a damping force applied by a first selected adjustable damper responsive to determining that the trigger event has occurred. The first selected damper may be one of a plurality of adjustable dampers associated with respective ones of the individual wheels of the vehicle. The first selected adjustable damper may be associated with only one of a pair of rear wheels of the vehicle.

An electronically controller external damper reservoir assembly (eRESI) can be connected to a passive damper and/or substituted for an existing external reservoir to provide semi-active damping control. The eRESI includes a reservoir and a variable base valve assembly actuated by an actuator. A controller is in communication with the actuator and a sensor providing input signal indicative of vehicle movement and is programmed to generate a damping control signal to the actuator based on the input signal, to dynamically control the damping force outputted by a passive damper hydraulically connected to the eRESI. A P/T sensor can be installed to a gas chamber of a vehicle damper to generate a P/T signal indicative of the pressure and temperature of the gas. The controller is programmed to determine a damper position of the damper based on the P/T signal.

A damping force of a suspension is controlled appropriately in accordance with a road surface condition. An ECU (600) includes: a road surface determining section (84) configured to determine a road surface condition; and a rolling attitude control section (682) configured to calculate a steering-based desired control variable, which is a candidate for a control variable for controlling a damping force of a suspension, in accordance with a result of the determination by the road surface determining section (84).

A vehicle control apparatus according to an embodiment of the present technology includes a control unit. The control unit generates a control signal for controlling behavior of a vehicle body on a basis of a first acceleration detection signal and a second acceleration detection signal, the first acceleration detection signal including information relating to an acceleration acting on the vehicle body, the first acceleration detection signal having an alternating current waveform corresponding to the acceleration, the second acceleration detection signal including information relating to the acceleration, the second acceleration detection signal having an output waveform, an alternating current component corresponding to the acceleration being superimposed on a direct current component in the output waveform.

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.