Abstract: A vehicle suspension device having, for each suspension system, a suspension including a spring and a reversible electric actuator acting in parallel with the spring. The device includes provision for controlling the electric actuators of each of the suspension systems so that they each develop a force having two components: a damping component opposing the deflection speed and a trim correction component, the said trim correction components applying a trim correction torque to the suspended mass.

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 generate spring forces in response to relative displacement between the first structural member and the second structural member. A second volume of compressible liquid in a second chamber is removably connected to the liquid spring by a fluid passage. A valve is coupled to the fluid passage. The valve is selectively operable to place the second volume in communication with the liquid spring. A controller is electrically coupled to the valve. The controller emits a control signal to control the valve. The control signal is determined by a combination of at least a first component to alter the stiffness of the liquid spring and a second component to alter the damping of the liquid spring.

Abstract: A vehicle suspension system control unit (40) is arranged to determine from a lateral accelerometer (42) and vehicle speed sensor (44) when the vehicle is executing a series of opposite turns in a slalom type manner which are likely to cause a build-up of body roll. In this situation the roll control system is modified from a regime in which some body roll is allowed, to a regime in which body roll is substantially prevented thereby to prevent the build up of body roll during slalom type maneuvers.

Abstract: A vehicle suspension control stores, for each direction of vehicle lateral acceleration, a first set of enhanced vehicle damping commands that provide enhanced damping in compression for the suspension dampers on the outside of a turn and in rebound on the inside of the turn and a second set of enhanced body damping commands that provide enhanced damping in compression and rebound on both sides of the vehicle. Responsive to a sensed vehicle lateral acceleration, the control applies the first set of enhanced damping commands to the suspension dampers if a sensed steering angle is in the same direction as the sensed lateral acceleration and applies the second set of enhanced body damping commands to the suspension dampers if the sensed steering angle is in the opposite direction as the sensed lateral acceleration.

Abstract: A vehicle suspension control derives demand force commands from relative velocities of the suspension dampers at the corners of the vehicle and applies the demand force commands only when a force corresponding to the demand force command can be effectively exerted by the damper. The control is also responsive to a sensed vehicle handling event to derive a body control enhancement damping commands for selected suspension dampers and apply the body control enhancement damping commands without regard for the direction of demand force for the suspension dampers. Each body control enhancement damping command is derived from one or more measured vehicle dynamic variables associated with the sensed vehicle handling event and modified in magnitude in response to the direction and/or magnitude of the sensed relative velocity of damper to which the body control enhancement damping command is to be applied.

Abstract: An Adaptive Off-state (AO) control method (55) for use in conjunction with a suspension system (10) including a controllable damper (22) interconnecting relatively moveable members (12, 14) to reduce the transmission of vibrational forces therebetween. Such suspension systems (10) are switchable between alternative on- and an off-state in accordance with a primary control method (53) and/or a secondary override control method (59). Sensors (48, 52) monitor the parameters of the suspension system (10), such as the displacement, velocity, and acceleration of the moveable members (12, 14). Damper command signals (107) are provided to the damper (22) in the on-state (116) to adjust the damping characteristics thereof. In the off-state, the damping signal in conventional systems is approximately zero or a constant relatively low magnitude.

Abstract: A device for controlling damping coefficients of shock absorbers (22FL, 22FR, 22RL, 22RR) of a four wheeled vehicle constructs a phantom damping system composed of a phantom side shock absorber (122, 122F, 122R) disposed vertically at a lateral inside of a turn running of the vehicle to have a lower end movable along a ground surface together with the vehicle and an upper end vertically movable relative to the lower end with a first phantom damping coefficient (Cg, Cgf, Cgr) therebetween, and a phantom angular shock absorber (124, 124F, 124R) arranged to act between the upper end of the phantom side shock absorber and the vehicle body with a second phantom damping coefficient (Ca, Caf, Car) therebetween, whereby, when the damping coefficients of the shock absorbers are controlled to substantially equalize the phantom damping system with the actual damping system of the actual shock absorbers with respect to damping vertical and rolling movements of the vehicle body, the mass center of the vehicle body is lowe

Abstract: A device for controlling damping coefficients of shock absorbers (22FL, 22FR, 22RL, 22RR) of a four wheeled vehicle constructs a phantom damping system composed of a phantom side shock absorber (122) disposed vertically at a lateral inside of a turn running of the vehicle and longitudinally shifted from a center of gravity of the vehicle body in a direction of a longitudinal acceleration or deceleration of the vehicle to have a lower end movable along a ground surface together with the vehicle and an upper end vertically movable relative to the lower end with a first phantom damping coefficient (Cg) therebetween, and a phantom angular shock absorber (124) arranged to act between the upper end of the phantom side shock absorber and the vehicle body with a second phantom damping coefficient (Ca) therebetween, whereby, when the damping coefficients of the shock absorbers are controlled to substantially equalize the phantom damping system with the actual damping system of the actual shock absorbers with respect t

Abstract: A method of controlling a vehicle suspension system for a vehicle body supported by a plurality of spaced apart support means arranged in at least generally diagonally opposite pairs, the vehicle suspension system including adjustment means for adjusting the position of each of the support means relative to the vehicle body, sensor means adapted to generate a signal indicative of the position of each of the support means, and control means arranged to receive said signals, wherein the required position for each support means is determined as a function of the diagonal average of the positions of each pair of diagonally opposite support means, the position of each support means being adjusted on the basis of the said diagonal averages. A method includes determining the difference between the diagonal average of the positions of each pair of diagonally opposite support means of the vehicle.

Abstract: A vehicle suspension control includes a vehicle body control responsive to body/wheel velocity at the corners of the vehicle body to derive a demand force command for dampers at each corner of the vehicle body for vehicle body control and applies each of the derived demand force commands to its respective damper only when a comparison of the direction of the demand force command with the sensed relative velocity of the damper indicates that a force corresponding to the demand force command can be effectively exerted by the damper. But the suspension control also includes a vehicle stability control responsive to an indicated vehicle lateral acceleration in a turn to determine, independently of the vehicle body control, a stability compression damping command for the suspension dampers on the side of the vehicle opposite the direction of the lateral acceleration and a stability rebound damping command for the suspension dampers on the side of the vehicle in the direction of the lateral acceleration.

Abstract: A vehicle suspension system is responsive to an active brake signal from a brake system indicating the application of a greater braking force to one front corner brake than to the other front corner brake to affect vehicle yaw rate. The vehicle suspension system determines the relative velocities of the front corner suspension adjacent the front corner brake receiving the greater braking force and the diagonally opposed rear corner suspension and further determines a compression damping command for the front corner suspension and a rebound damping command for the rear corner suspension. While the active brake signal is present, the suspension control applies the compression damping command for the front corner suspension when its relative velocity indicates that it is in compression. While the active brake signal is present, the suspension control also applies the rebound damping command for the rear corner suspension when its relative indicates that it is in rebound.