A damping control apparatus has a control unit that controls an active actuator that generates a control force for damping a sprung, and the control unit determines a predicted wheel passage position where a wheel is predicted to pass, performs a high-pass filtering on a first road surface displacement-related value, performs a low-pass filtering on a second road surface displacement-related value, calculates a target control force for damping the sprung when the wheel passes through the predicted wheel passage position based on a sum of the first road surface displacement-related value after high-pass filtering and the second road surface displacement-related value after low-pass filtering, and the second road surface displacement-related value has a higher possibility that a position where a control force corresponding to the target control force is generated misaligns with the predicted wheel passage position as compared with the first road surface displacement-related value.

Methods, apparatus, systems and articles of manufacture are disclosed for estimating a suspension displacement. An example apparatus includes a suspension motion determiner module programmed to output a signal to a first suspension assembly of a vehicle based on a first deflection of the first suspension assembly, the first deflection calculated based on a calculation and a second deflection of a second suspension assembly of the vehicle, the calculation selected based on whether the vehicle is utilized in a first mode or a second mode.

An in-vehicle stable platform system employing active suspension and a control method thereof is provided. The system includes a vehicle body, an in-vehicle stable platform, an inertial measurement device, an electronic control device, a servo controller set, multiple wheels, and suspension servo actuation cylinders and displacement sensors respectively corresponding to the wheels. The wheels are divided into three groups, which form three support points. The heights of the three support points are controlled to control orientation of the vehicle body. An amount of extension/retraction of the suspension servo actuation cylinders required to cause the in-vehicle stable platform to return to a horizontal level is calculated according to a measured pitch angle and a roll angle of the in-vehicle stable platform, and when a vehicle travels on an uneven road, the extension/retraction of each suspension servo actuation cylinder is controlled to cause the in-vehicle stable platform to be horizontal.

The electromagnetic suspension apparatus includes: an electromagnetic actuator provided in parallel with a spring member between a vehicle body and a wheel of a vehicle and configured to generate driving force involving vibration damping of the vehicle body; an information acquisition unit configured to acquire, through a high-pass filter, time-series information about a stroke position of the electromagnetic actuator; and an ECU configured to calculate target driving force of the electromagnetic actuator and use the calculated target driving force to execute driving force control of the electromagnetic actuator. The ECU corrects the target driving force such that when the stroke position on the basis of the high-pass-filter-processed time-series information, from which low-frequency components (steady state deviation) have been removed, is present in a neutral region including a neutral position, spring force of the spring member is made weaker than when the stroke position is present in a non-neutral region.

This motor shaft state detection method has: a rotation determination step for determining, using a detected current waveform of a motor, whether or not to be a non-rotational state in which the rotational speed of the motor is smaller than a predetermined speed; a current determination step for determining whether or not to be a supply state in which the absolute value of current supplied to the motor is larger than a predetermined reference value; and a determination step for, when it is determined to be the non-rotational state in the rotation determination step and it is determined to be the supply state in the current determination step, determining that the motor is in a shaft locked state.

An active control system for a mass traveling along a guideway and method for active control of a mass traveling along a guideway. The active control system includes at least one displacement sensor and at least one motion sensor. Signals from the at least one displacement sensor and the least one motion sensor are processed to adjust a displacement of a reference location on the mass from a fixed reference.

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 longitudinal acceleration calculation unit includes an LPF, an HPF, and an addition unit. The LPF acquires a longitudinal acceleration of a vehicle detected by a longitudinal acceleration sensor provided to the vehicle, and removes a high-frequency component of the acquired longitudinal acceleration. The HPF acquires a longitudinal acceleration of the vehicle estimated based on an engine torque and a brake hydraulic pressure of the vehicle, and removes a low-frequency component of the acquired longitudinal acceleration. The addition unit obtains a composed longitudinal acceleration being a longitudinal acceleration of the vehicle based on a post-high-frequency-component-removal longitudinal acceleration obtained by removing the high-frequency component by the LPF and a post-low-frequency-component-removal longitudinal acceleration obtained by removing the low-frequency component by the HPF.

A vehicle includes a suspension system having a damping system that includes a plurality of dampers and a plurality of damper valves. The vehicle further includes one or more processors configured to determine energy content of an acceleration signal indicative of acceleration of the vehicle. The one or more processors are further configured to dynamically tune a cutoff frequency of a high-pass filter based on the energy content of the acceleration signal. The one or more processors are configured to filter, via the high-pass filter, a velocity signal derived from the acceleration signal to output a filtered velocity signal. The one or more processors are configured to control operation of the damping system based on the filtered velocity signal.

A vehicle includes a suspension system having a damping system that includes a plurality of dampers and a plurality of damper valves. The vehicle further includes one or more processors configured to determine energy content of an acceleration signal indicative of acceleration of the vehicle. The one or more processors are further configured to dynamically tune a cutoff frequency of a high-pass filter based on the energy content of the acceleration signal. The one or more processors are configured to filter, via the high-pass filter, a velocity signal derived from the acceleration signal to output a filtered velocity signal. The one or more processors are configured to control operation of the damping system based on the filtered velocity signal.