A suspension system and associated control methods for improving comfort by disabling passive pitch stiffness in the suspension system by holding open electromechanical comfort valves positioned in a manifold assembly of the suspension system. The manifold comfort valves are held open to disable the passive pitch stiffness of the suspension system if the vehicle is traveling down a rough road or if the vehicle is approaching a discrete road event like a pot-hole or speed bump. Deactivation of the passive pitch stiffness of the suspension system is determined based on road classification information, saved road events, and/or real-time vehicle data from on-board sensors. The suspension system therefore reduces pitch angles during pitch events induced by inertial forces caused by driver inputs and disables the pitch stiffness when the pitch event is caused by road inputs.

A suspension system and associated control methods that reduce temperature related fluctuations in the internal pressures and stiffness of the suspension system. A manifold assembly is connected in fluid communication with a plurality of dampers via hydraulic circuits and a pump assembly via a pump hydraulic line. Onboard sensors generate real-time data regarding the vehicle. A suspension control unit, arranged in electronic communication with the aforementioned components, monitors the real-time data, sets a target stiffness and a target pressure, calculates an effective stiffness based on the real-time data, determines if the effective stiffness is above or below the target stiffness and sets a new target pressure accordingly by making stepwise decreases or increases until the new target pressure is reached.

A suspension system and associated control methods for improving the effectiveness of driver assistance systems is disclosed where the driver assistance systems can generate and send requests to a suspension control unit (SCU) of the suspension system to actuate (e.g., close) one or more comfort valves in the suspension system to increase the roll stiffness and/or pitch stiffness of the suspension system when the driver assistance systems are taking corrective action. As part of a two-way communication between the suspension control unit (SCU) and the driver assistance systems, the suspension control unit (SCU) communicates target stiffnesses and/or calculated effective stiffnesses to the driver assistance systems, which is used to update the vehicle stability models used by the driver assistance systems.

The vehicle control device of the present invention acquires characteristics of a road condition in front of a traveling vehicle based on external information; acquires vehicle behavior control variables for controlling the behavior of the vehicle based on estimated state variables of the vehicle that are obtained based on the characteristics, and control variables concerning speed of the vehicle based on the external information; acquires trajectory tracking control variables for causing the vehicle to track the target trajectory based on the target trajectory on which the vehicle travels that are obtained based on the characteristics and the estimated state variables; and outputs the control commands for controlling the suspension device, steering device, and braking and driving device based on the vehicle behavior control variables and the trajectory tracking control variables. This improves travel stability of the vehicle on a road surface on which an irregularity such as ruts exists.

A technology can be realized which increases the sense of unity with a vehicle that is felt by a driver. A suspension control device, which controls the damping force of the suspension of a vehicle, comprises a target control amount calculation unit which sets a target control amount, that is referenced when controlling the damping force of the suspension, such that the period of the phase of the roll angle and the period of the phase of the pitch angle of the vehicle approach a synchronized state, such that the magnitude of the expansion-side damping force is greater than the magnitude of the contraction-side damping force on the front-wheel-side of the vehicle, and such that the contraction-side damping force is greater than or equal to the expansion-side damping force on the rear-wheel-side of the vehicle.

An electric vehicle includes a lateral self-stabilization system and may further include a fore-aft self-stabilization system. The lateral self-stabilization system may include a controller configured to cause an actuator to laterally tilt a frame of the vehicle based on sensed information relating to an orientation of the vehicle, or portion thereof, about a roll axis. The frame of the vehicle may include any suitable structure configured to be laterally tilted by the actuator relative to an axle of the vehicle. The fore-aft stabilization system may include a motor controller configured to drive a motor of the vehicle based on sensed information relating to a pitch angle of the vehicle. In some examples, the vehicle is a robotic vehicle.

A method of controlling a vehicle when the vehicle passes over a speed bump, may include: dividing sections of the road into a first section within a first time period before the front wheel of the vehicle collides with the speed bump, a second section while the front wheel collides with the speed bump, a third section within a second time period before the rear wheel collides with the speed bump, and a fourth section while the rear wheel collides with the speed bump; and controlling and distributing at least one of suspension damping force, driving power and braking force to the front wheel and the rear wheel for each of the first section, the second section, the third section and the fourth section to reduce the amount of impact to be applied when the vehicle collides with the speed bump and to reduce a vertical motion of the vehicle that occurs while the vehicle goes over the speed bump.

A multi-mode air shock is disclosed herein. The air shock includes an air spring having a primary air chamber, and a damper having an insertion end to telescope within the primary air chamber and a coupler to couple with a portion of a vehicle. An adjuster housing is fixedly coupled to an end of the air spring opposite of the damper, the adjuster housing having a secondary air chamber in communication with the primary air chamber and a mounting structure to couple with a different portion of the vehicle. There is a bulkhead with a valve to open or close the fluid communication between the primary air chamber and the secondary air chamber. The air shock also includes a tertiary air chamber in fluid communication with the secondary air chamber but not in fluid communication with the primary air chamber except via the secondary air chamber.

An electro-dynamically controlled leveling system having a plurality of air springs mounted on at least one axle of a vehicle for supporting the weight of the vehicle; one or more electro-pneumatic valves; and one or more sensors that monitor one or more characteristics of the vehicle and transmit the one or more characteristics as a sensory input. The electro-dynamically controlled leveling system includes a central control module in electrical communication with the one or more sensors and the one or more electro-pneumatic valves. The central control module receives the sensory input from the one or more sensors, calculates a dynamic condition of the vehicle based on the sensory input, determines a desired air pressure for each air spring based on the calculated dynamic conditions of the vehicle, and transmit a command to the electro-pneumatic valves to adjust the air pressure of the air springs.

A lift machine includes a base having a first end and a second end, a first assembly, and a second assembly. The first end has first and second pivot points defining a first lateral axis. The second end has third and fourth pivot points defining a second lateral axis. The first assembly is pivotably coupled to the first and second pivot points. The first assembly extends away from the base in a first direction such that first and second tractive elements are longitudinally offset from the first lateral axis and spaced from the first end of the base. The second assembly is pivotably coupled to the third and fourth pivot points. The second assembly extends away from the base in a second direction such that third and fourth tractive elements are longitudinally offset from the second lateral axis and spaced from the second end of the base.