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 method for determining a tyre normal force range (F.sub.z,min, F.sub.z,max) of a tyre force (F.sub.z) acting on a vehicle (100), the method comprising; obtaining (S1) suspension data (310) associated with a suspension system of the vehicle (100); obtaining (S2) inertial measurement unit, IMU, data (320) associated with the vehicle (100); estimating (S3), by a suspension-based estimator (330) a first tyre normal force range (F.sub.z1,min, F.sub.z1,max) based on the suspension data (310); estimating (S4), by an inertial force-based estimator (340), a second tyre normal force range (F.sub.z2,min, F.sub.z2,max)based on the IMU data (320); and determining (S5) the tyre normal force range (F.sub.z,min, F.sub.z,max) based on the first tyre normal force range (F.sub.z1,min, F.sub.z2max) and on the second tyre normal force range (F.sub.z2,min, F.sub.z2,max).

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 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 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.

The present disclosure discloses an active suspension control method under vehicle-mounted visual perception preview. It uses a binocular camera combined with multiple visual perception algorithms, and monitors in real time the road surface conditions ahead of the vehicle. By accurately capturing and analyzing the road surface information, based on robust control theory and Lyapunov theory, it designs a matching preview H.sub. controller. The vehicle can effectively reduce bumps and vibrations by timely adjusting the suspension system, providing passengers with a more stable and smooth driving experience. The present disclosure uses a machine vision method to sense in advance the road surface information ahead, improving the time lag problem in the traditional suspension control method, thereby significantly improving the vehicle safety and ride comfort.

An active suspension control system for a vehicle includes an unsprung mass coupled to a sprung mass by a spring, and an actuator disposed between the unsprung mass and the sprung mass and configured to apply a force therebetween. The active suspension control system also includes a controller in functional communication with the actuator. The controller is configured to cause the actuator to vary the application of the force based on a force command signal. The controller is configured to determine the force command signal based on at least one of: a linear quadratic control technique, or an impedance control technique that uses a low-pass filtered actual-value signal.