An electronic control suspension system for a vehicle is proposed. The electronic control suspension system includes a detection unit detecting information on a road in front of the vehicle, an electronic control suspension which damping force is controlled by current, and a control unit is configured to adjust the damping force of the electronic control suspension according to the information detected by the detection unit.

A vehicle includes a suspension system having a first damper, a second damper, valves and a controller. Each of the first damper and the second damper include a housing and a piston sealingly interfaced with an inner diameter of the housing, dividing the damper into a first and second chamber. Each valve controls flow rate of fluid entering or exiting at least one of the first and second chamber of at least one of the first damper and the second damper. The controller controls the valves to control extension or compression of at least one of the first damper and the second damper based on at least one of a degree of roll of the vehicle during a turn of the vehicle and a degree of pitch of the vehicle during acceleration of the vehicle or a degree of pitch of the vehicle during deceleration of the vehicle.

A vehicle roll control apparatus comprises a pair of left and right active suspensions for applying vertical forces in opposite phases to left and right wheels of a rear axle of the vehicle, and a controller for controlling the active suspensions. The controller increases control amounts of the active suspensions so as to increase roll stiffness of the rear axle in accordance with an increase in a lateral acceleration acting on the vehicle. When the lateral acceleration increases beyond the low acceleration range to the high acceleration range, the controller decreases the gain of the control amounts of the active suspensions with respect to the lateral acceleration in accordance with the increase in the lateral acceleration.

A telehandler comprising: a chassis; an axle supporting the chassis; a pivotal connection between the axle and the chassis; and a chassis positioning system. The pivotal connection is configured to enable rotation of the chassis relative to the axle for varying a chassis-axle tilt angle defined between a longitudinal axis of the axle and the chassis. The chassis positioning system comprises: a chassis angle sensor configured to measure an angular position of the chassis relative to gravity; an actuator configured to rotate the chassis relative to the axle at the pivotal connection; and a control system configured, in a first mode, to control the actuator to thereby control the chassis-axle tilt angle based on the measured angular position of the chassis.

An electric suspension apparatus includes electric actuators provided for a plurality of wheels, respectively, an acceleration sensor disposed in each of the electric actuators, the acceleration sensor detecting a first acceleration, and an electric suspension control ECU controlling each of the electric actuators based on the first acceleration, and the electric suspension control ECU decreases a control amount to the electric actuator, in a case where a first speed based on the first acceleration in an up-down direction is equal to or less than a predetermined speed.

A vehicle (1) having: a chassis portion (2) and a tilting suspension arrangement (10) such that the chassis portion can tilt relative to ground; a tilt control arrangement (50) including at least a tilt controller and a tilt motor (48) to selectively apply a torque between the chassis portion (2) and at least one member (12) of the tilting suspension arrangement (10). The tilt controller has an active, tilt-controlled first mode (200) which adjusts a tilt angle (a) of the chassis towards an unstable equilibrium position using the tilt motor (48). The tilt controller has a primarily passive, free-tilt second mode (220) in which the tilt angle of the chassis is not adjusted for at least fifty percent of time. The tilt controller selectively permits a transition between the first mode and the second mode in dependence on at least one operating parameter of the vehicle.

A suspension system for a vehicle is provided. A linear regenerative suspension system that converts mechanical energy into storable electrical energy is also provided. The system utilizes pistons, one on each side of the vehicle, engaged with a vehicle body at a distal end and having a fluid chamber at the proximal end. The system further has a central chamber having a rod freely laterally moving therein. A fluid communicates between the central chamber and each piston fluid chamber. Upon nonlinear forces applied to the vehicle, the rod is urged in one direction or another. This urging applies force to the fluid in the central chamber, and in turn, to the piston in the corresponding side of the vehicle, urging the piston up and in turn urging the vehicle body up.

A method for controlling vehicle motion is described. The method includes accessing a set of control signals including a measured vehicle speed value associated with a movement of a vehicle. A control signal associated with user-induced input is also accessed. The method compares the measured vehicle speed value with a predetermined vehicle speed threshold value to achieve a speed value threshold approach status, and then compares the set of values to achieve a user-induced input threshold value approach status. The method monitors a state of a valve within the vehicle suspension damper, and determines a control mode for the vehicle suspension damper. The method also regulates damping forces within the vehicle suspension damper.

A computer-implemented method for damping a vehicle, including: receiving external load data for the vehicle; receiving at least one damper velocity of a damper of the vehicle; providing an optimization model configured to describe a relation between external load data for a vehicle, at least one damper velocity of a damper of a vehicle, and at least one damper force of the at least one damper; determining at least one damper force of the damper for the vehicle by inputting the external load data and the at least one damper velocity into the optimization model; and providing the at least one damper force of the at least one damper of the vehicle.

A vehicle includes a first actuator, one or more second actuators, and an electronic control unit. The first actuator is configured to control a stroke of a suspension for a control target wheel. The one or more second actuators is configured to control the stroke of the suspension and more responsive than the first actuator. The electronic control unit is configured to: execute a calculation process to calculate a required control amount for at least one of roll control and pitch control of the vehicle; and execute a command process to distribute and command the required control amount to the first actuator and the one or more second actuators.