A mechanically suspended vehicle has a travel measurement device (9), a control unit (10) and an algorithm stored in the control unit (10). The algorithm performs a method for determining an axle load. In a first test routine a level signal of a travel measurement device is acquired and evaluated, wherein, in a loading operation of the vehicle, a loading curve (F_i) is determined, and, in an unloading operation of the vehicle, an unloading curve (F_u) is determined. The values of the two curves are used to calculate an averaged load-travel characteristic curve (F_m) to be stored in the control unit. After each start of the vehicle, an axle load determination routine is repeated cyclically, and axle load values are continuously determined with the averaged load-travel characteristic curve (F_m). An axle load average value is calculated from the axle load values and displayed as the current axle load value.

Techniques are described for compensating for movements of sensors. A method includes receiving two sets of sensor data from two sets of sensors, where a first set of sensors are located on a roof of a cab of a semi-trailer truck and a second set of sensor data are located on a hood of the semi-trailer truck. The method also receives from a height sensor a measured value indicative of a height of the rear of a rear portion of the cab of the semi-trailer truck relative to a chassis of the semi-trailer truck, determines two correction values, one for each of the two sets of sensor data, and compensates for the movement of the two sets of sensors by generating two sets of compensated sensor data. The two sets of compensated sensor data are generated by adjusting the two sets of sensor data based on the two correction values.

A suspension system may include a pneumatic spring at each wheel of a vehicle. The suspension system may be configured to determine and achieve a pressure set point in each of the pneumatic springs and a target ride height at each wheel of the vehicle. The pressure set point may be determined based on a load at each of the wheels and the center of gravity of the vehicle, such that upon reaching the pressure set point at each in each of the pneumatic springs, a target load and target ride height may be achieved at each of the wheels of the vehicle. The system may also be used to level the ride height of the vehicle and/or achieve a desired orientation.

Vehicle cab suspension control systems are disclosed herein. In some embodiments, the cab suspension control systems can include front cab-to-frame mounts that include controllable elastomer-based isolators that can provide real time variable damping to improve ride quality and/or road holding and reduce cab roll in response to, for example, input from one or more cab and/or frame mounted accelerometers, position sensors, etc. Embodiments of the control systems described herein can utilize a single vehicle controller (e.g., an ECU) to control all of the cab suspension components (e.g., semi-active damping technologies, air spring technologies, etc.) employed on a vehicle to provide a single suspension control solution that can provide improved ride performance, road holding, etc.

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 pneumatic suspension system may include, for each wheel of a vehicle, a strut and an adjustment cylinder in fluid communication with the strut. Adjustment cylinders associated with an end of the vehicle may be mechanically coupled while keeping the cylinders isolated pneumatically. A suspension control system can control fluid flow at each of the adjustment cylinders to selectively engage or disengage an anti-roll feature. By allowing fluid flow at the adjustment cylinders, the struts are free to oscillate in response to forces at the associated wheel, e.g., caused by an uneven road. By inhibiting fluid flow at the adjustment cylinders, forces experienced at the struts can be transferred between multiple struts. In some examples, the fluid flow at the adjustment cylinders can be controlled to vary the travel distance of the struts, to selectively provide a stiffer or looser suspension.

Deployable step systems for accessing vehicle cargo spaces on vehicles equipped with a tailgate assembly having a door subassembly may include a bumper integrated step pad that is movable between a stowed position and a deployed position. In the stowed position, the step pad establishes a portion of the bumper, and in the deployed position, the step pad is rearward and vertically lowered relative to the bumper.

A suspension apparatus includes a main body; a first arm configured to support a wheel with respect to the main body; a second arm spaced apart from the first arm and including a guide rail; a shock absorber disposed between the second arm and the main body; a first support member disposed on one side of the shock absorber and rotatably connected to the main body; a second support member disposed on another side of the shock absorber and seated on the guide rail; and a height of the main body is adjusted by movement of the second support member along the guide rail.

Methods and systems are provided for adjusting a height of an electric vehicle with an adjustable suspension system. In one example, a method comprises: during a vehicle stop event, adjusting a height of a skateboard frame of an electric vehicle via an adjustable suspension system, based on at least one sensor input indicative of a desired skateboard frame height. In this way, user activities, including loading and unloading, may be facilitated.

In a suspension system in which the oil chambers of two dampers are connected, the responsiveness of the dampers can be adjusted. A suspension system has a left damper, a right damper, and an intermediate unit. A case of the intermediate unit has an intermediate oil chamber connected to an oil chamber of the left damper and the oil chamber of the right damper and an intermediate gas chamber. The intermediate oil chamber and the intermediate gas chamber are partitioned by a diaphragm. The intermediate unit has a capacity adjustment mechanism including a movable portion of which the position can be changed. The capacity adjustment mechanism adjusts the capacity of the intermediate gas chamber by changing the position of the movable portion.