Abstract: Disclosed herein are hydraulic actuators and methods for the operation of actuators having variable relative pressure ratios. Further disclosed are methods for designing and/or operating a hydraulic actuator such that the actuator exhibits a variable relative pressure ratio. In certain embodiments, the relative pressure ratio of the hydraulic actuator may be dependent on one or more characteristics (such as, for example, frequency or rate of change) of an oscillating input to the hydraulic actuator.

Abstract: A damping control device and a damping control method for controlling damping of a vehicle are provided. Damping control of the vehicle is performed by adaptively switching a damping mode while considering energy consumption (fuel economy, a consumption amount of a battery, and the like) according to a state of the vehicle such as a state of an interior of the vehicle, a driving state of the vehicle, and an ambient environment. That is, the state of an interior of the vehicle, the driving state of the vehicle, and the ambient environment are constantly monitored, and the damping mode is switched to a weak damping mode in the case where unnecessity of damping as strong as a current state is determined whereas the damping mode is switched to a strong damping mode in the case where necessity of stronger damping is determined.

Abstract: Disclosed herein are hydraulic actuators and methods for the operation of actuators having variable relative pressure ratios. Further disclosed are methods for designing and/or operating a hydraulic actuator such that the actuator exhibits a variable relative pressure ratio. In certain embodiments, the relative pressure ratio of the hydraulic actuator may be dependent on one or more characteristics (such as, for example, frequency or rate of change) of an oscillating input to the hydraulic actuator.

Abstract: A continuously variable transmission air intake assembly includes an air intake opening facing laterally outwardly through a one-piece body panel at a location behind an off-road utility vehicle operator station, below a cargo box underside, and in front of a rear wheel and tire. An upper intake plenum may be attached to the one-piece body panel on an inward facing side of the air intake opening. A lower intake tube has a first end extending through a floor opening in the upper intake plenum and a second end connected to a continuously variable transmission housing.

Abstract: The present invention relates to the control of a suspension system of vehicles, and more particularly, to a driver-customized damping control apparatus on the basis of the user's disposition information, and a method thereof. In particular, the present invention provides a damping control apparatus comprising: a mode determining unit that determines a damping mode of the vehicle according to a damping mode configuration signal; a receiving unit that receives a vehicle manipulation signal that is generated according to the vehicle manipulation of a driver; a driver-disposition analyzing unit that analyzes the vehicle manipulation signal and calculates a correction index for the correction of the damping force; and a damping force range determining unit that determines a final damping force range by correcting a damping force range predetermined for each damping mode on the basis of the correction index, and a method thereof.

Abstract: A device (1) for adjusting the height of a vehicle body, including two components (3, 4) that can be moved longitudinally between adjustment positions in relation to each other, a ball screw (5), which sets the adjustment positions and which has a spindle (9) and a spindle nut (8), wherein the spindle (9) is connected to the one component (3) in an axially fixed manner and the spindle nut (8) is connected to the other component (4) in an axially fixed manner. A switchable axial stop (17) is operatively arranged between the two components (3, 4) and mechanically bypasses the ball screw (5) in at least one of the adjustment positions.

Abstract: A device (1) for adjusting the height of a vehicle body, including a movement thread (4) which is arranged between vehicle body and a wheel carrier and shifts two components (2, 3) which are displaceable in relation to each other between an upper and a lower adjustment position, wherein the movement thread (4) is provided with two threaded parts which are rotatable relative to each other, are formed from a spindle (7) and a spindle nut (3) and are in operative engagement with each other. The one threaded part is accommodated on one component in a manner fixed axially and rotationally driven by a rotary drive (6), and the other threaded part is accommodated on the other component non-rotatably and in an axially displaceable manner. In order to protect the movement thread (4), in particular the operative engagement, against high mechanical loads, a switchable locking device (18) spanning the operative engagement of the threaded parts (A, B) of the movement thread (4) is provided.

Abstract: 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 characteristic. The system also includes a controller coupled to each adjustable shock absorber to adjust the damping characteristic of each adjustable shock absorber, and a user interface coupled to the controller and accessible to a driver of the vehicle. The user interface includes at least one user input to permit manual adjustment of the damping characteristic of the at least one adjustable shock absorber during operation of the vehicle. Vehicle sensors are also be coupled to the controller to adjust the damping characteristic of the at least one adjustable shock absorber based vehicle conditions determined by sensor output signals.

Abstract: A utility vehicle is disclosed. The utility vehicle may include storage areas under the dash. The utility vehicle may include suspension systems for utility vehicles having shocks with both a fluidic stiffness adjustment and a mechanical stiffness adjustment. The utility vehicle may include an electrical power steering.

Abstract: A system for providing vehicle roll control that controls the friction-force of dampers provided at the wheels of the vehicle. The system includes a lateral acceleration sensor for determining the lateral acceleration of the vehicle, a steering angle sensor for determining the steering angle of the vehicle and a speed sensor for determining the speed of the vehicle. The system calculates a current control signal for one or more of the dampers based on the lateral acceleration and/or the steering angle, and uses one or both of the current control signals to control the friction-force of the inside, outside or both of the dampers.

Abstract: A steering damper system for a saddle riding type vehicle having an MR damper includes a damping force calculating unit arranged to calculate a damping force according to a steering angle speed, and an adjusting command output unit arranged to determine a running state from a vehicle speed and a steering angle detected by sensors, with reference to a reference table, and correcting the damping force calculated according to the running state. The reference table has areas divided by a steering angle range according to vehicle speed, and damping force adjustment factors according to running states are assigned to these areas. The steering angle range dividing the areas becomes narrower with an increase in vehicle speed, to accurately reflect the running states of the vehicle. A proper damping force can be generated according to a running state of the vehicle. The steering damper system eases the rider's burden accompanying steering operations, and is excellent in controllability.

Abstract: A machine employing controllable mounts and a method for controlling such mounts based on machine operation are disclosed. The controllable mount may include a housing, a pin, rheological fluid within the housing and coils provided proximate to the rheological fluid. As current is applied to the coils, the apparent viscosity of the rheological fluid is increased, and in so doing so are the damping and stiffness properties of the controllable mount. With other operations such as roading or working on a flat surface, the feedback afforded by the mounts is not as important as operator comfort, in which case the current applied to the coils can be lowered and thus the mount can be made more relaxed. The machine of the present disclosure identifies the machine operation being performed through sensors, predictive algorithms, implement position, and operator input and sets the current and properties of the controllable mounts accordingly.

Abstract: Stabilizer control devices, methods, and programs obtain information indicating lateral acceleration operating on the vehicle and obtain information indicating a curve section existing in a traveling direction of the vehicle. The devices, methods, and programs control roll stiffness by a stabilizer mounted on the vehicle based on the obtained lateral acceleration information by setting a lateral acceleration threshold at a first value in the curve section and a second value in a section other than the curve section respectively, the first value being smaller than the second value. The devices, methods, and programs control the roll stiffness when the lateral acceleration is equal to or larger than the lateral acceleration.

Abstract: A vehicle suspension system and a method of control. The system may include an air cylinder, an air spring piston, and an air spring. The air spring piston may be positioned with respect to the air spring with the air cylinder.

Abstract: Process for determining at least one state of motion of a vehicle body (10) of a vehicle (1), which has at least one wheel (2) spring-mounted on the vehicle body (10) via a wheel suspension (6), wherein an inward deflection (zrel) of the wheel (2) is measured by means of a path or angle sensor (21), an inward deflection velocity (?rel) of the wheel (2) is determined by differentiating the inward deflection (zrel) of the wheel (2) over time, a vertical acceleration ({umlaut over (z)}wheel) of the wheel (2) is measured by means of an acceleration sensor (22), a vertical velocity (?wheel) of the wheel (2) is determined by integrating the vertical acceleration ({umlaut over (z)}wheel) of the wheel (2) over time, and a vertical velocity (?body) of the vehicle body (10) is calculated by forming a difference of the vertical velocity (?wheel) of wheel (2) and the inward deflection velocity (?rel) of wheel (2).

Abstract: A saddle riding vehicle that allows the amount of roll to be reduced includes a vehicle body, a handle, and a suspension mechanism. The suspension mechanism is provided at a front portion of the vehicle body and supports a pair of left and right front wheels or a pair of left and right skis. The suspension mechanism includes a pair of left and right arm members and a pair of left and right air shock absorbers. The pair of left and right arm members supports the pair of front wheels or the pair of skis in a vertically movable manner. The pair of left and right air shock absorbers is coupled to the pair of arm members. The pair of left and right air shock absorbers each includes a cylinder, a piston, a piston rod, a first gas chamber, and a second gas chamber.

Abstract: The present invention provides a suspension control apparatus requiring a reduced number of sensors. A pitch rate estimating unit 21 calculates a pitch rate used for creating a control instruction value, with use of a wheel-speed time-rate-of change obtained based on wheel speeds vcFL and vcFR detected by wheel speed sensors 7FL and 7FR, and an estimated forward/backward acceleration aes calculated by a forward/backward acceleration estimating unit 20.

Abstract: A stiffness control system and apparatus includes one or more stiffness elements which are each activated by a smart actuator including a smart material which may be one of a shape memory alloy (SMA), a magnetorheological (MR) fluid, an electrorheological (ER) fluid, and a piezo-stack. The stiffness control system includes a first and second interface adaptable to transmit input loads and a plurality of stiffness elements. A first stiffness element is operatively connected to the first and second interfaces and is continuously responsive to a change in system operating characteristics including input loads. A second stiffness element is selectively activated by the smart actuator so as to selectively respond to a change in system conditions. The continuous response of the first stiffness element can be selectively combined with the activated response of the second stiffness element to dynamically control system stiffness.

Abstract: Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

Abstract: Disclosed is a pneumatic level control system equalizer of a motor vehicle equipped with a battery and a generator supplying the battery, as well as a compressor driven by an electric motor and associated with the level control system equalizer, the electric motor of the compressor being only supplied with electric current by the vehicle battery and/or generator in certain conditions. The power requirements of the level control system equalizer can be pre-evaluated for a change of level and/or a filling of the pressure tank to be performed.

Abstract: A control system for an adjustable damping force damper of a suspension apparatus of a vehicle, includes a lateral acceleration detecting unit detecting a lateral acceleration of the vehicle at a gravity point thereof, a yaw rate detecting unit detecting a yaw rate of the vehicle and a control unit controlling a damping force of the damper. The control unit calculates a first target damping force based on an output of the lateral acceleration detecting unit, calculates a second target damping force based on a lateral acceleration at an axel position which is estimated by an output of the yaw rate detecting unit, compares an absolute value of the first target damping force with that of the second target damping force and sets a target controlling value of the damping force in accordance with the first or second target damping force which has a larger absolute value.

Abstract: A collision between a vehicle and an obstacle is estimated, and based on the estimation result, vehicle deceleration control is performed by a brake actuator to reduce the collision and vehicle wheel load is controlled by a suspension actuator.

Abstract: In a control device for controlling a variable damper of a vehicle suspension system, when a stroke speed of the damper is within a range including a zero stroke speed, the target damping force is determined as a force opposing a current movement of the damper without regards to the direction of the target damping force determined by a target damping force determining unit. Thereby, even when the wheels move vertically at short intervals, the control value is prevented from changing rapidly, and this allows a damping force of an appropriate level to be achieved in a stable manner at all times. Also, the target damping force when a stroke speed of the damper is within a range including a zero stroke speed may be selected to be a relatively high value or low value so that a desired vehicle behavior may be achieved.

Abstract: A control device for controlling a variable damper of a wheel suspension system includes a first sensor detecting a first dynamic state variable of a vehicle body, a damping force base value determining unit determining a target damping force base value, a second sensor detecting a second dynamic state variable of the vehicle body; a correction value determining unit determining a damping force correction value, and a target damping force determining unit determining a target damping force. When the differential value of the lateral acceleration is relatively high (or the target damping force is high), a drive current to the variable damper is increased. The same is true when the vehicle is undergoing a pitching movement. The target damping force may be obtained by subtracting the damping force correction value from the target damping force base value.

Abstract: A utility vehicle is disclosed. The utility vehicle may include storage areas under the dash. The utility vehicle may include suspension systems for utility vehicles having shocks with both a fluidic stiffness adjustment and a mechanical stiffness adjustment. The utility vehicle may include an electrical power steering.

Abstract: A suspension system including: (a) a suspension spring; (b) a shock absorber; and (c) a generator for generating a displacement force forcing sprung and unsprung members of a vehicle to be displaced toward or away from each other. The generator includes (c-1) an elastic body connected one of the sprung and unsprung members and (c-2) an actuator disposed between the elastic body and the other of the sprung and unsprung members. The actuator includes a motor, and is operable to generate an actuator force based on a motor force generated by the motor, such that the generated actuator force acts on the elastic body and such that the generated actuator force is transmitted to the sprung and unsprung members via the elastic body so as to act as the displacement force. The suspension system further includes (d) a controller for controlling operation of the motor so as to control the displacement force.

Abstract: A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle ?_max generated in a vehicle body during the current turning state and a turning pitch angle ?_fy_max which is a fraction of an actual pitch angle ? generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ?? between the actual pitch angle ? and a target pitch angle ?h corresponding to the actual roll angle ? on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ?? to zero.

Abstract: A method for actively suspending a real plant in a vehicle includes modifying a control signal on the basis of a difference between a property of the real plant, as indicated by the response of the real plant to the control signal, and a property of a nominal plant.

Abstract: In a suspension system for a vehicle, a suspension spring, an absorber for controllably changing the damping coefficient becoming the reference of amount of its own generating damping force, a displacement force generator for controllably generating a displacement force are arranged in parallel between sprung and unsprung members. A vibration damping control is executed based on a so-called skyhook damper theory by utilizing the displacement force. In execution of the vibration damping control, when a sign of sprung-member absolute velocity Vu and a sign of sprung/unsprung-members velocity difference ?V are the same to each other, a damping-coefficient increasing control is executed to set a target damping coefficient C* of the absorber to a coefficient value C2 that is larger than a coefficient value C1 to which the target damping coefficient C* is set when the sign of sprung-member absolute velocity Vu and the sign of sprung/unsprung-members velocity difference ?V are different from each other.

Abstract: A vibration control system for a structure having a first structural member and a second structural member. The vibration control system having a liquid spring operably interposed between the first structural member and the second structural member. The liquid spring uses a compressible liquid to seamlessly generate spring and/or damping forces in the suspension system in response to relative displacement between the first structural member and the second structural member. A second volume of compressible liquid is located in a second chamber. The second volume is removably connected to the liquid spring by a fluid passage. A valve is coupled to the fluid passage, the valve selectively operable to place the second volume in communication with the liquid spring. A controller is electrically coupled to the valve. The controller emitting a control signal to control the valve.

Abstract: A damping force generating mechanism (V) comprises a front valve body (6) which allows working oil to flow from a first oil chamber (R1) to a second oil chamber (R2) under a predetermined resistance when lifted, and a rear valve body (7) which is disposed on the rear side of the front valve body (6) and allows working oil to flow from the second oil chamber (R1) to the first oil chamber (R1) under a predetermined resistance when lifted. An oil passage (5c) and a check valve (10) are provided to serve as a part of a flow path from the second oil chamber (R2) to the first oil chamber (R1). By disposing the oil passage (5d) in parallel with a center axis of the front valve body (6) and the rear valve body (7), the size of the damping force generating mechanism (V) can be reduced.

Abstract: A vehicle control system includes a steering mechanism adapted to be operatively connected to associated wheels of a vehicle. A position sensor is operatively connected to the steering mechanism to generate a signal representative of a position of the steering mechanism. A filter device receives the steering position signal and generates a filtered output. The electronic control unit is operable to generate a control signal based at least in part upon the filtered steering position signal. A vehicle control subsystem is in communication with the electronic control unit and is responsive to the control signal. A vehicle system is controlled by monitoring the position of a steering mechanism of a vehicle, determining a rate of change of the position of the steering mechanism, filtering the rate of change, comparing the filtered rate of change to a threshold value, and controlling a vehicle system based upon the comparison.

Abstract: A suspension system includes four electronically controlled actuators, one at each of the four wheels. The actuators are each controlled by an electronic control unit. The left front and right front actuators are mechanically connected with each other. The left rear and the right rear actuators are also mechanically connected with each other. The only connection between the front two actuators and the rear two actuators is an electronic communication through the electronic control unit.

Abstract: A vehicle includes a semi-active suspension including suspension dampers controllably adjustable in accordance with electronic stability control commands and ride and handling commands. Vehicle steering response states, turning direction states and vehicle dynamics states are binary coded in respective state variables and suspension control calibrations are binary coded in calibration words. Integrity and security of state variables and calibration words are ensured in efficient binary digit resource allocation schemes.

Abstract: A rough road detection system for a vehicle comprises a first acceleration sensor that measures vertical acceleration of a component of the vehicle. An adaptive acceleration limits module determines a first acceleration limit based upon a speed of the vehicle. A limit comparison module generates a rough road signal based on a comparison of the first acceleration limit from the adaptive acceleration limits module and the measured acceleration from the first acceleration sensor.

Abstract: It is an object of the invention to improve the utility of an electromagnetic absorber system which is disposed in a suspension system of a vehicle and which generates a damping force by a generation force of a motor. The electromagnetic absorber system 18 is equipped with high-speed-motion responding means, thereby obviating an insufficiency of the damping force and a deterioration of the controllability in a high-speed stroke motion. More specifically, a hydraulic absorber 64 is provided in combination with the electromagnetic absorber system such that the hydraulic absorber 64 operates in the high-speed motion in which an electromotive force of the motor 68 exceeds a power source voltage Further, two motors having mutually different T-N characteristics are provided, and the two motors are selectively operated depending upon a stroke speed.

Abstract: In a stabilizer control apparatus for controlling a torsional rigidity of a stabilizer of a vehicle, an actual lateral acceleration and a calculated lateral acceleration are obtained. Then, influence amount caused by the calculated lateral acceleration is set to be greater than influence amount caused by the actual lateral acceleration, when the vehicle is moving straight, whereas the influence amount caused by the actual lateral acceleration is set to be increased, with the turning operation of the vehicle being increased, to actively control the rolling motion of the vehicle body.

Abstract: A method and system for coordinating a vehicle stability control system with a suspension damper control sub-system includes a plurality of dampers, each of which are controlled directly by the suspension damper control sub-system. A plurality of sensors sense a plurality of vehicle parameters. A supervisory controller generates vehicle damper commands based on the plurality of vehicle parameters for each of the dampers. A damper controller in electrical communication with the supervisory controller receives the vehicle damper commands and generates sub-system damper commands based on a portion of the plurality of vehicle parameters for each of the dampers. The damper controller also determines if any of the vehicle damper commands for any one of the dampers has authority over the corresponding sub-system damper command.

Abstract: A vehicle suspension control system includes a level change recognition section that recognizes a change in level in a road, e.g. roadside curb, a travel path prediction section that predicts the travel path of the host vehicle, a ride-up judgment section which predicts that a wheel or wheels will ride up over the change in level, based on the predicted travel path, and a vehicle suspension element control section that controls the operation of the vehicle suspension or of an element thereof when ride up over the change in level is predicted. The system reliably reduces the jolting sensation which would otherwise occur when a wheel rides up over the change in level.

Abstract: A utility vehicle is disclosed. The utility vehicle may include storage areas under the dash. The utility vehicle may include suspension systems for utility vehicles having shocks with both a fluidic stiffness adjustment and a mechanical stiffness adjustment. The utility vehicle may include an electrical power steering.

Abstract: A steering damper system for a saddle riding type vehicle having an MR damper includes a damping force calculating unit arranged to calculate a damping force according to a steering angle speed, and an adjusting command output unit arranged to determine a running state from a vehicle speed and a steering angle detected by sensors, with reference to a reference table, and correcting the damping force calculated according to the running state. The reference table has areas divided by a steering angle range according to vehicle speed, and damping force adjustment factors according to running states are assigned to these areas. The steering angle range dividing the areas becomes narrower with an increase in vehicle speed, to accurately reflect the running states of the vehicle. A proper damping force can be generated according to a running state of the vehicle. The steering damper system eases the rider's burden accompanying steering operations, and is excellent in controllability.

Abstract: An operating module for localized signal processing at a corner of a vehicle includes a housing, a valve assembly or a sensor, and a signal processing device. The operating module can be used in operative association with an air spring assembly. The operating module can be in communication with other components and/or systems. A vehicle suspension system and method are also discussed.

Abstract: A suspension control device includes a wheel grip state estimation device for estimating grip state of vehicle wheels based on variations of aligning torque of wheels to be steered, a vehicle rolling control device for controlling vehicle rolling, and a control parameter setting device for setting a control parameter of the vehicle rolling control device based on at least estimated grip state of the wheel grip state estimation device.

Abstract: In a suspension control system, accelerations detected by acceleration sensors are differentiated by a differentiator to calculate acceleration derivative values. Based on these values, a target electrical current calculating section calculates a target electrical current that is supplied to an actuator which controls a damping force of a damper. Before a rolling or pitch angle occurs in the vehicle, the change of the rolling or pitch angle is predicted to control the damping force of the damper, thereby improving the response of rolling angle and pitch angle control to achieve, simultaneously, an accurate posture control and a satisfactory riding comfort. Because the target electrical current calculating section corrects the target electrical current of the actuator based on a damper speed obtained by differentiating a damper displacement, even when a large input is applied to the damper due to an unevenness of the road surface, a proper posture control is performed.

Abstract: A control device of a variable damping force damper for controlling a damping force of a damper used in a vehicle suspension system comprises: relative displacement detection means for detecting a value corresponding to a relative displacement between a vehicle body and a wheel in a vertical direction; relative speed detection means for detecting a value corresponding to a relative speed between the vehicle body and the wheel in the vertical direction; multiplying means for multiplying the value corresponding to the relative displacement and the value corresponding to the relative speed; and means for setting a damping force control target value of the damper based on the output from the multiplying means.

Abstract: A control system is operatively associated with a suspension system of a vehicle. The associated suspension system includes an associated fluid spring operating at an associated fluid pressure and an associated variable-rate damper having an associated electronically-variable damping rate. The control system includes a pressure sensor operative to generate a pressure sensor signal indicative of the associated fluid pressure of the associated fluid spring, and a controller in communication with the pressure sensor and the associated variable-rate damper. The controller is operative to receive the pressure sensor signal and generate a damper adjustment signal based at least partially on the pressure sensor signal for adjusting the associated electronically-variable damping rate of the associated variable-rate damper. A vehicle suspension system includes such a control system, and a method of controlling a suspension system of a vehicle is also included.

Abstract: A system is provided for use on large vehicles of the type wherein the vehicle frame is supported on vehicle axle assemblies through air bags, and each air bag has a lower end coupled to the lower end of an arm such as a swing arm whose upper end is pivotally mounted on the frame. The height of the air bag is sensed by a pair of tilt sensors, sensing tilt of its location with respect to gravity, and the difference in tilt indicates air bag height. The output of the tilt sensors may be filtered, and a motion detector allows rapid filling or dumping of air bags independent of filtering of tilt sensor signals. Control of the vehicle air suspension can also be based upon inputs from one or more air bag pressure sensors.

Abstract: An active control type mounting bushing device adapted to properly change the hardness of the mounting bushing according to a driving state, thereby obtaining a proper hardness of the mounting bushing for obtaining a comfortable ride during normal driving conditions, and reducing the inclination of the vehicle during the steering, and contributing to an excellent vehicle ride and steering at all times.

Abstract: The present invention provides a transmissibility shaping control for active suspension systems. The T-shaping control is a combination of several sub-strategies using the dynamic information in the frequency domain. Each strategy works dominantly in a certain frequency range to achieve a desirable transmissibility for better suspension performance in the corresponding frequency range. Different sub-strategies for different frequency ranges include stiffness control, skyhook control, groundhook control, and various damping levels. In addition, an embodiment is provided utilizing tunable compressible fluid struts in an active vehicle suspension.

Abstract: A vibration control system for a structure having a first structural member and a second structural member. The vibration control system having a liquid spring operably interposed between the first structural member and the second structural member. The liquid spring uses a compressible liquid to seamlessly generate spring and/or damping forces in the suspension system in response to relative displacement between the first structural member and the second structural member. A second volume of compressible liquid is located in a second chamber. The second volume is removably connected to the liquid spring by a fluid passage. A valve is coupled to the fluid passage, the valve selectively operable to place the second volume in communication with the liquid spring. A controller is electrically coupled to the valve. The controller emitting a control signal to control the valve.