A vehicle attitude control device includes a controller including a low-pass filter. The controller calculates a manipulated variable of the actuator that allows the roll of the vehicle to be suppressed. The controller processes the roll angle acceleration with the low-pass filter, integrates the roll angle acceleration in which a high-frequency component has been removed by the low-pass filter, and converts a roll angle velocity obtained by the integration, into the manipulated variable. The low-pass filter has a first vehicle speed-cutoff frequency characteristic in which a cutoff frequency becomes higher with increase in the vehicle speed, and the first vehicle speed-cutoff frequency characteristic is designed such that a peak frequency in roll vibration coincides with a local minimum roll frequency in wheelbase filtering, the roll vibration being amplified by a dead time and a phase delay in control by the controller.

A method of controlling a suspension system of a vehicle includes identifying an amplitude and a frequency of at least one harmonic event in a topology of a surface to be traversed by the vehicle, and, with a controller, altering at least one response characteristic of at least one adjustable component of the suspension system based on at least one of the amplitude and frequency of the harmonic event. Systems and methods relate to controlling vehicle suspension systems.

A regenerative shock absorber that include a housing and a piston that moves at least partially through the housing when the shock is compressed or extended from a rest position. When the piston moves, hydraulic fluid is pressurized and drives a hydraulic motor. The hydraulic motor, in turn, drives an electric generator that produced electric energy. The electric energy may be provided to a vehicle, among other things. The regenerative shock absorber may also provide ride performance that comparable to or exceeds that of conventional shock absorbers.

Examples of techniques for classifying roughness of a road are disclosed. In one example implementation, a method includes performing a first temporal analysis based at least in part on a speed of each of a plurality of wheels of a vehicle. The method further includes performing a second temporal analysis based at least in part on a combined wheel speed of the plurality of wheels. The method further includes performing a frequency analysis based at least in part on the speed of each of the plurality of wheels of the vehicle. The method further includes classifying the roughness of the road based at least in part on the first temporal analysis, the second temporal analysis, and the frequency analysis.

The invention relates to a stabilizer assembly of a two-track vehicle for stabilizing a rolling movement, the stabilizer assembly being operable on at least two different spring characteristics, comprising a first and a second stabilizer half, each coupled to a wheel of the vehicle, wherein the first and the second stabilizer halves are coupled such that they can rotate relative to each other about their longitudinal axis by means of a spring element, whereby the stabilizer is operable with a first spring characteristic, and wherein the first and the second stabilizer halves can be hydraulically coupled such that they can rotate relative to each other about their longitudinal axis by means of a hydraulic actuator, whereby the stabilizer is operable using at least one second spring characteristic. The actuator comprises at least two work chambers which are filled with a hydraulic medium and coupled to each other by a fluid-conducting connection, and the actuator comprises a transmission unit which is designed such that a rotational movement of the stabilizer halves can be converted into a translational movement of an intermediate element arranged between the two work chambers, and a volume flow of the hydraulic medium from the one work chamber into the other work chamber can thus be produced.

A vehicle suspension control device includes: an actuator configured to apply a control force in a vertical direction between an unsprung structure and a sprung structure; and an electronic control unit configured to control the actuator so as to generate the control force according to a required control amount for reducing vibration of the sprung structure. The required control amount includes at least two control terms of a displacement term, a velocity term, and an acceleration term related to displacement, velocity, and acceleration of the sprung structure. The electronic control unit calculates a magnitude of a frequency component of each of a plurality of frequency bands included in road surface vibration information, and determines a control gain of each of the at least two control terms so as to change based on the magnitude of the frequency component of each of the plurality of frequency bands.

A vibration-sensitive suspension system may include a damping-force varying shock absorber, a detecting device detecting an acceleration signal, a storing device extracting a natural frequency from an excitation test of a vehicle, and storing the extracted natural frequency, and an ECU receiving the acceleration signal from the detecting device, extracting a frequency signal, and determining whether the extracted frequency matches the natural frequency, thus regulating a damping force of the shock absorber.

The present disclosure relates to a frequency sensitive type shock absorber configured to generate a soft damping force using one dividing disk to change the damping force on the basis of a traveling speed of a vehicle and a state of a road surface, improve ride comfort and steering stability, and decrease a manufacturing cost.

A regenerative shock absorber that include a housing and a piston that moves at least partially through the housing when the shock is compressed or extended from a rest position. When the piston moves, hydraulic fluid is pressurized and drives a hydraulic motor. The hydraulic motor, in turn, drives an electric generator that produced electric energy. The electric energy may be provided to a vehicle, among other things. The regenerative shock absorber may also provide ride performance that comparable to or exceeds that of conventional shock absorbers.

At least one controller configured to control an actuator of an active suspension system. The at least one controller includes circuitry configured to determine an actuator state, and apply the actuator state and a commanded state to an inverse model of the actuator to produce an actuator command. The circuitry is configured to produce the actuator command by a process that includes performing low pass filtering and phase compensation to correct a phase introduced by the low pass filtering.