An adaptive suspension damper may include a body defining a working chamber, and a sleeve operably coupled to the body to alternately open the working chamber to enable a working fluid to enter or leave the working chamber relative to compression and rebound events experienced at the adaptive suspension damper, and close the working chamber to enable the piston head to act as a hydraulic ram inside the working chamber to selectively adjust a position of a piston head in the working chamber to adjust a height of a corner of a vehicle at which the adaptive suspension damper is located.

The disclosure relates to a method for determining object information relating to an object in an environment of a multi-part vehicle having at least one towing vehicle and at least one trailer and a control unit and vehicle associated with it, with at least one trailer camera being arranged on the trailer, having at least the following steps: capturing the environment with a trailer camera from a first position and, in dependence thereon, creating a first image having first pixels; changing the position of the trailer camera; capturing the environment with the trailer camera from a second position and creating a second image having second pixels; and, determining object information relating to an object in the captured environment.

A vehicle comprising: a vehicle body; a plurality of wheel assemblies each having a rotation axis; at least one suspension linkage, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of each respective wheel assembly relative to the vehicle body; a damper coupled to a respective suspension linkage to constrain the motion of the associated wheel assembly by applying a damper reaction force to the suspension linkage, the damper being configured to be responsive to a damper force control output to vary the damper reaction force being applied to the suspension linkage; at least one vehicle sensor configured to provide vehicle condition data; and a damper control unit configured to generate the damper force control output that causes the damper to generate respective damper reaction forces to act against the suspension linkage to control the motion of the wheel assembly towards a set position for the wheel assembly relative to the vehicle body, adjust the set position based on a change in the vehicle condition data, and calculate the set position based on variations in the vehicle condition data over time.

Vehicle body tilt, representing a difference between a vehicle body frame of reference and a wheel-base frame of reference, is determined by obtaining information from sensor assemblies for the vehicle body and for the wheel-base. Navigational solutions are generated for the sensor assemblies using motion sensor data from the assemblies and absolute navigational information. Correspondingly, vehicle body tilt is determined based at least in part on the vehicle body navigation solution and the wheel-base navigation solution.

A vehicle includes a suspension system having a first damper, a second damper, and a controller. The dampers include housings and pistons sealingly interfaced with an inner diameter of the housing, dividing the damper into a first and second chamber. The suspension system includes proportional variable relief valves which control pressure of fluid entering or exiting one of the first and second chamber of one of the first and second damper. The controller controls the valves to control extension or compression of the first damper and extension or compression of the second damper based on a degree of roll of the vehicle during a turn of the vehicle or a degree of pitch of the vehicle during acceleration or deceleration of the vehicle. The first and second damper control a roll and pitch of the vehicle. The valves control a damping rate of one of the first and second damper.

This application relates to an electronically controlled air suspension (ECAS) system. When a vehicle starts, the ECAS system receives data from a wheel height sensor and sets the received height as a default height. When driving, a high-speed line profiler scans the road surface in front of the tires of the vehicle. This information is processed by an image processing unit to determine the amount of air in the corresponding damper. If there is a bump on the road, the ECAS system may reduce the amount of air on the tire side in advance, and if there is a dip, the ECAS system may increase the amount of air on the tire side in advance to minimize vibration. Regarding the residual vibration after passing through the bump or dip, the amount of air is adjusted so that the vibration stops quickly by receiving real-time data from the wheel height sensor.

A vehicle control device includes: a control portion that makes, of a plurality of shock absorbers included in a vehicle, a first damping force of at least one shock absorber that is located on a first direction side on which acceleration acts in a longitudinal direction of the vehicle larger than a second damping force of at least one shock absorber of the plurality of shock absorbers that is located on a second direction side opposite to the first direction in the longitudinal direction of the vehicle before acceleration acting on the vehicle is detected by an acceleration sensor due to acceleration or deceleration of the vehicle.

In a vehicle, GV control and M+ control are executed by generating braking/driving forces from a brake hydraulic pressure control device and a drive device during steering. A controller estimates (calculates), by a posture estimation unit, a pitch amount and a roll amount (predicted pitch rate and predicted roll rate) that occur in the vehicle through use of a moment command of the M+ control and a longitudinal G command of the GV control. The controller adjusts damping forces of damping force variable dampers through use of the estimated pitch amount and the estimated roll amount (predicted pitch rate and predicted roll rate) so that a pitch amount calculated by a pitch control unit and a roll amount calculated by a roll suppression unit approach respective target values.

Included are an electromagnetic actuator which generates drive forces for a damping operation and a telescopic operation; an information acquirer which acquires information about the drive forces of, and control mode selection information about, the electromagnetic actuator; a drive force arithmetic part which sets a predetermined control mode based on the control mode selection information about the electromagnetic actuator, and sets a target damping force and a target telescopic force of the electromagnetic actuator based on setting information about the control mode; and a drive controller which controls drive of the electromagnetic actuator using a target drive force based on the target damping and telescopic forces set by the drive force arithmetic part. The drive force arithmetic part performs an operation of switching a setting of the predetermined control mode from one to another while a driving force of the electromagnetic actuator is within a predetermined force range.

The invention provides a vehicle control method and device, a computer storage medium, and a vehicle, which are applied to the technical field of automobiles. The vehicle control method includes: determining, based on first information, second information, and third information, whether a vehicle is performing a reverse parking maneuver; comparing a reversing speed with a predetermined first speed when the vehicle is performing the reverse parking maneuver; and if the reversing speed is higher than the predetermined first speed, outputting a first control signal to adjust the reversing speed such that the reversing speed is not higher than the predetermined first speed, where the first information includes information indicating that the vehicle is in reverse gear, the second information indicates an environment surrounding the vehicle, and the third information indicates that the reversing speed is lower than a predetermined second speed, where the predetermined first speed is lower than the predetermined second speed.