An active suspension system that interfaces a sprung mass and an unsprung mass is disclosed. The active suspension system includes a suspension comprising one or more actuators capable of exerting a force on the sprung mass to at least partially isolate motion of the sprung mass from motion of the unsprung mass. A user interface allows a user to indicate a desired degree of motion isolation.

An active suspension system for a sprung mass that is supported and movable relative to an unsprung mass. The active suspension system has a suspension that comprises an electromagnetic actuator that is adapted to produce an arbitrary force on the sprung mass that is independent of the position, velocity and acceleration of the sprung mass, a control system that provides control signals that cause the suspension to exert force on the sprung mass, to control the position of the sprung mass relative to the unsprung mass, wherein the control system implements a control algorithm with one or more constants, and a user interface that is operable to cause a change of one or more of the control algorithm constants so as to vary how closely motion of the sprung mass follows motion of the unsprung mass.

A vehicle travel control system includes: a sensor for detecting an acceleration or an angular velocity of a sprung mass structure of the vehicle; and a controller configured to: calculate a first sprung parameter being a velocity or a displacement of the sprung mass structure from the sensor detection value; apply a high pass filter to the first sprung parameter to acquire a second sprung parameter; and control travel of the vehicle based on the second sprung parameter. The controller changes strength of the high pass filter according to an offset level representing a magnitude of an offset component of the first sprung parameter. Regarding a first offset level and a second offset level higher than the first offset level, the high pass filter is stronger in a case of the second offset level than in a case of the first offset level.

A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame includes at least one adjustable shock absorber having an adjustable damping profile and a driver actuatable input. The driver actuatable input may be positioned to be actuatable by the driver in the absence of requiring a removal of either of the hands of the driver from a steering device of the vehicle.

Example methods and systems for optimizing vehicle ride performance are disclosed herein. An example apparatus includes a calculator to calculate a vertical velocity of a vehicle wheel and a comparer to perform a comparison of the vertical velocity to a threshold. The example apparatus includes a damping force manager to determine a damping force to be generated by a vehicle suspension system based on the comparison and a communicator to transmit a request including the damping force to be generated to the vehicle suspension system.

A system for damping control for a vehicle includes a parameter component and a damping adjustment component. The parameter component is configured to determine one or more driving parameters of a vehicle. The one or more driving parameters include a velocity of the vehicle. The damping adjustment component is configured to adjust damping of suspension of the vehicle during driving based on the one or more driving parameters. The damping adjustment component is also configured to adjust damping of suspension at a zero velocity for a threshold time period in response to transitioning from a non-zero velocity to the zero velocity.

A sensing system includes a wire coil. The wire coil is located opposite a target and the inductance of the wire coil is configured to change in response to movement of the target relative to the wire coil.

A lookahead vehicle suspension system comprises a first independently adjustable suspension system associated with a front wheel; a second independently adjustable suspension system associated with a rear wheel; at least one detector configured to at least assist in delivering electrical signals relating to a front wheel roadway concern, the front wheel roadway concern relating to a roadway defect; and processing circuitry. The processing circuitry is configured to receive, in advance of the rear wheel encountering the roadway defect, both vehicle motion data and the electrical signals, and identify, based on the vehicle motion data and the electrical signals, adjustments with associated timing to be made to the second independently adjustable suspension system to accommodate the encounter of the rear wheel with the roadway defect.

Methods, apparatus, systems, and articles of manufacture are disclosed to use front load estimates for body control are disclosed herein. An example vehicle includes a front axle, a suspension system including a suspension element, and a processor to execute instructions to generate, based on a load on the front axle and a velocity of the vehicle, a body control adjustment, determine a modified body control output based on the body control adjustment and an unmodified body control output, and apply the modified body control output to the suspension element of the vehicle.

A snowmobile including a chassis including a tunnel; a motor; at least one ski; an endless drive track; a rear suspension assembly including: a front suspension arm; a rear suspension arm; a pair of slide rails; a first rear shock absorber connected between the front suspension arm and the slide rails; and a second rear shock absorber connected between the rear suspension arm and the front suspension arm or the slide rails; at least one sensor for sensing an angular position of the front suspension arm or the rear suspension arm relative to one of the tunnel and a component of the rear suspension assembly near at least one of the front suspension arm and the rear suspension arm; and a controller communicatively connected to the sensor to receive electronic signals therefrom representative of the angular position.