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 damping adjusting/controlling system is provided for a vehicle having two front shock-absorbers and two rear shock-absorbers. Each shock-absorber includes a piston rod having a central rod mounted therein. The damping adjusting/controlling system includes two front motors and two rear motors for driving the central rods of the front and rear shock-absorbers, respectively. Front and rear motor controller are mounted to front and rear portions of the vehicle and electrically connected to the front and rear motors, respectively. A main controller is operable to proceed with bidirectional information transmission/reception between a programmed chip of the main controller and programmed chips of the front and rear motor controllers to drive at least one of the front and rear motors, thereby adjusting a height of the central rod and a damping state of at least one of the front and rear shock-absorbers.

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 method and algorithm for semi-active suspension damper control is described. The algorithm controls the damper setting to limit vehicle body movement in terms of body modal velocities of heave, roll and pitch. The main input, body movement, is measured with accelerometers. The control output comprises a request in percent of damper control range. Vehicle speed-dependent minimum and maximum limits are applied. The method includes monitoring vehicle speed and a modal sensing system. A common damping rate for the dampers is determined based upon parameters for speed, heave, pitch, and roll. Each damper is controlled based upon the common damping rate adjusted based upon a location of each of the controllable suspension dampers. The output comprises a single signal, translated to a front and rear setting. The purpose is to always have a balanced setting of the four dampers.

Abstract: A suspension system includes a fluid strut, an accumulator and a reservoir. The accumulator and reservoir are in fluid communication with the fluid strut through an accumulator valve and a reservoir valve respectively. A fluid pump pressurizes the accumulator with an incompressible fluid stored in the reservoir. A piston valve is located within a piston to selectively permit fluid communication between a high pressure side and a low pressure side of the piston. A controller operates each valve and the fluid pump to control flow of the incompressible fluid within the fluid strut to obtain an infinitely variable self centering suspension system.

Abstract: An active suspension system for a vehicle includes an active suspension element that is substantially rigidly attached to a frame of the vehicle such that a motion of an armature of the active suspension element is mechanically decoupled from a lateral motion of a wheel of the vehicle. A control rod is attached between the active suspension element and the wheel of the vehicle.

Abstract: An active suspension system for a vehicle including elements for developing and executing a trajectory plan responsive to the path on which the vehicle is traveling. The system may include a location system for locating the vehicle, and a system for retrieving a road profile corresponding to the vehicle location.

Abstract: The control includes a fluid system having a fluid passage in connection with a rod end chamber and a piston end chamber of a fluid cylinder connected to the front axle and a front end of a vehicle and extendible in length for increasing a distance between the front axle and the front end, a progressive control valve is disposed in the passage and is controllably movable through a range of progressively more restrictive partially open positions. The valve can also have a one-way flow position to allow fluid flow only from the piston end chamber to the rod end chamber, to allow only retraction of the cylinder. A controller is automatically operable for causing the valve to move through the range of progressively more restrictive partially open positions as the fluid cylinder is increasingly extended, and for moving the valve to the one-way flow position when the cylinder reaches a predetermined length.

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: 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: A ride control suspension control system having suspension control units with a damper and a single pressure regulator that controls dampening in both the compression and rebound chambers of the damper. The fluid control circuit may include a plurality of check valves that coordinate the flow of fluid to and from both chambers through the pressure regulator. In one embodiment, the system includes a central controller that receives input from a variety of sensors and directly controls operation the pressure regulators in each of the suspension control units without the need for any remote processors. The ride control suspension system may also include wheel position sensors that are external to the accumulator.

Abstract: The suspension and level control system for vehicles includes, so as to independently control inflation and deflation of left and right front and rear air-springs, corresponding left and right front and rear pneumatic circuits in fluid communication with a pressurized air source. Each air-spring may have at least one air ride cushion reservoir mounted in a parallel pneumatic circuit in parallel fluid communication with the air-spring. Each pneumatic circuit includes a selectively actuable valve for selectively passing pressurized air from the air source into the corresponding parallel pneumatic circuit to selectively inflate the corresponding air-spring thereby raising a corresponding corner of the vehicle; and for selectively venting pressurized air from the corresponding parallel pneumatic circuit to selectively deflate the corresponding air-spring, thereby lowering a corresponding corner of the vehicle.

Abstract: A vehicle air suspension system includes a control unit 32 which is arranged to produce a running measure of the level of cross articulation of the two axles 18, 20 and, if it exceeds a certain level indicating that the vehicle is on rough terrain, to open respective interconnections 34, 36 between the suspension units 24 on opposite ends of each axle so as to reduce the resistance to that articulation. The interconnections are arranged to close when the vehicle speed increases so as to provide roll control.

Abstract: A suspension system includes a fluid strut, an accumulator and a reservoir. The accumulator and reservoir are in fluid communication with the fluid strut through an accumulator valve and a reservoir valve respectively. A fluid pump pressurizes the accumulator with a incompressible fluid stored in the reservoir. A piston valve is located within the piston to selectively permit fluid communication between a high pressure side and a low pressure side of the piston. A controller operates each valve and the fluid pump to control flow of the incompressible fluid within the to obtain an infinitely variable self centering suspension system.

Abstract: A device for converting electrical energy to mechanical energy is disclosed and claimed. The device includes a housing, a shaft, at least two coil assemblies, at least two magnets, and at least two electrical connectors. The shaft is supported by the housing and rotatable therein. The at least two coil assemblies are mounted to one of the housing and the shaft. The at least two magnets are mounted to the other of the housing and the shaft. The at least two electrical connectors are in communication with the at least two coil assemblies, wherein each of the at least two electrical connectors provide electrical energy to each of the at least two coil assemblies independently to generate a magnetic field in same, wherein the magnetic field interacts with the at least two magnets to produce an output torque on the shaft.

Abstract: An industrial truck with a travel drive which drives a single driving wheel which also is pivotally supported, as a steered wheel, about a vertical axis and has a non-compliant tyre, wherein the driving wheel of industrial trucks featuring a load-dependent driving axle load is supported on the chassis via a spring assembly having a rigid spring characteristic wherein the spring constant of the spring assembly is fixed as follows: F Driving ? ? ? wheel ? ? ? at ? ? ? a ? ? ? rated ? ? ? load ? ? [ N ] - F Driving ? ? ? wheel ? ? ? at ? ? ? no ? ? ? load ? ? [ N ] _ <= ? C spring ? ? ? system <= F Driving ? ? ? wheel ? ? ? at ? ? ? a ? ? ? rated ? ? ? load ? ? [ N ] - F Driving ? ? ? wheel ? ? ? at ? ? ? no ? ? ? load ? ? ? [ N ] ? ? _ 2 ? ? [ mm ] 10 ? ? [ mm ] where F is the respective contact pressure force of the driving wheel.

Abstract: An electronically-controlled suspension apparatus includes a first sensing device for detecting a vertical acceleration of a vehicle body; a second sensing device for detecting vertical movements of a vehicle body relative to a wheel axle; and a controller for obtaining a vertical speed of the vehicle body by using the vertical acceleration detected by the first sensing device, obtaining a damper speed of a variable damper by using the vertical movements detected by the second sensing device, calculating a target damping force by using the vertical speed of the vehicle body and the damper speed, and determining a control command value by using the target damping force. The control command value is transmitted from the controller to the actuator of the variable damper to change damping force characteristics of the variable damper.

Abstract: An adjustable shock absorber (8) includes a damping force changing device (16) which continuously adjusts the damping force characteristic of the shock absorber in response to input control signals. A first signal is generated by a first sensor which represents the damping force movement. At least a second signal is generated by at least a second device (10a . . . ) which represents the vertical bodywork speed (VA, 12) and/or the vehicle longitudinal speed (20). Based on this, a control signal (18) for adjusting the damping force characteristic is computed in accordance with a control law in the manner that the change of the desired current can be limited over time.

Abstract: A variable stiffness suspension system is provided for a wheelchair. The wheelchair has a frame and at least one wheel coupled to the frame for generally vertical movement relative to the frame. At least one sensor is provided for sensing an operating condition of the wheelchair. A controller is operatively coupled to the sensor. A controllable damper having a variable stiffness is coupled to the controller, the wheel and to the frame. The controllable damper is responsive to the controller and provides a force capable of being varied in a continuous manner. The force is resistive to movement of the wheel. The controllable damper is preferably a commercially available magneto-rheological damper or a variable orifice fluid damper. The controllable damper may be either a linear damper or a rotary brake.

Abstract: A method of forecasting the comfort performance in a vehicle equipped with a test mounted assembly in a selected position, traveling at speed V over smooth ground, with a maximum speed Vmax, by establishing a vehicle transfer function where the assembly has a tire with N substantially identical irregularities on its circumference, regularly distributed to excite the vehicle in a range of frequencies, measuring the forces at the wheel center, and multiplying the forces by the vehicle transfer function to forecast the noise and vibrations.

Abstract: The invention is directed to a method for controlling damping for a bodywork of a vehicle. The bodywork is dampened with a first damping coefficient for a first wheel load. The change of the wheel load is detected and a second damping coefficient is determined based on the change of the wheel load so that the damping remains essentially unchanged after the change of the wheel load.

Abstract: A suspension control system that is useful with a snowmobile, ATV, and other recreational vechicles, comprising: a main body defining a shock absorber, a piston disposed within the shock absorber, a remote reservoir, a control valve housing, a control valve, a GMR sensor, and a microprocessor. The piston is located in the shock body and is movable between a first piston position and a second piston position under the force of a load acting on the piston. The opposite ends of the fluid chamber are coupled by a channel in fluid communication, the channel permitting fluid to flow from one side of the shock piston to the other. The control valve is operable to control the flow of the fluid through the channel, the valve being movable from an open position, where fluid movement through the channel is permitted, to a closed position wherein the flow of fluid through the channel is blocked.

Abstract: A method and apparatus for adaptively damping relative motion between the wheels and the frame of a heavy duty truck having a frame suspended on wheels by a suspension system. An air spring is disposed between the frame and at least one of the wheels having a primary reservoir for holding air and a piston adapted to act upon the air in the reservoir to compress the air and thereby provide support for the frame. An auxiliary reservoir holds air and can be placed in fluid communication with the primary reservoir to increase an effective volume of air upon which the piston acts. A control valve selectively places the auxiliary reservoir in communication with the primary reservoir based on vehicle operating parameters. The control valve can be actuated mechanically by forces acting on the wheels or by a controller that controls the valve based on wheel torque and road roughness.

Abstract: A semi-active control methodology is provided for a spring/mass system, for example a real-time adjustable shock absorber system. The methodology includes defining a plurality of operating zones based on system parameters and user-definable or preset inputs. The methodology also includes processing to account for non-inertial spring/mass system response and multidimensional forces acting on the system, and an acceleration hedge calculation to accurately define system operation at extrema of travel. The methodology is generally directed at producing a plurality of valve control signals, selecting among the valve control signals, and applying the selected control signal to the valve in a closed-loop feedback system to adjust the energy in the spring/mass system.

Abstract: A suspension system comprises a gas spring formed by two cylindrical members, one sliding within the other in combination with an electromagnetic device for applying force to or absorbing force from the gas spring under electrical control. Preferably, the gas spring and electromagnetic unit are formed as a single composite unit. The system may be used in fully-active mode e.g. in a vehicle suspension system or simply as a variable damper.

Abstract: In a suspension control system, a controller previously stores damping force maps (an ordinary road map, a rough road map, and an extremely rough road map) corresponding to road surface conditions (an ordinary road, a rough road, and an extremely rough road) defined by frequency and amplitude of vertical acceleration. The frequency and amplitude of the vertical acceleration are detected, and a damping force map (the ordinary road map, the rough road map, or the extremely rough road map) corresponding to the detected information is selected. Damping force control is effected on the basis of the selected damping force map. Selection of a damping force map according to the frequency and amplitude of the vertical acceleration is also made when a change in the vertical acceleration, i.e. a change in piston speed, is predicted during running on an ordinary road, a rough road or an extremely rough road.

Abstract: A suspension control method for controlling a suspension which includes respective actuators for left and right wheels of a vehicle, and which can apply forces in the upwards and downwards direction to the left and right vehicle wheels via these actuators. While the vehicle is being driven in a straight line, control is performed by giving priority to ride comfort; and, while the vehicle is being driven around a curve, control is performed by giving priority to roll suppression.

Abstract: A vehicle roll control system uses two accelerometers (38, 40) on the vehicle to detect body roll and then filters out higher frequency roll movements as indicative of a rough road surface. The system also monitors vehicle speed, and increases roll stiffness in response to measured increase in vehicle speed, but decreases roll stiffness in response to detected rough road surfaces.

Abstract: A suspension control for vehicle dampers uses a trimset value to compensate signals from relative body/wheel position sensors associated with the dampers. Each trimset value is determined by recording a sensor value with the body and wheel in a predetermined relative state, such as by lifting the vehicle until the associated wheel is free of the ground and hanging in a low limit position determined by the suspension apparatus. In vehicle operation, the trimset value is used as an offset to the relative position sensor signal to accurately determine damper position relative to its compression and rebound limit positions. When the damper is within a predetermined bump stop region near either of the compression and rebound limit positions, a bump stop value is determined and applied to the damper to provide a high minimum damping level creating an electronic bump stop for the damper. The high minimum damping level may be scaled downward as the damper moves away from its limit position.

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: Springing for support wheels of low lifting trucks arranged below the forks includes a common spring device arranged in the transfer mechanism of the lifting movement to the support wheels. The spring device includes a cylinder, a piston, a spring package of cup springs and an extending push rod that in the cylinder is connected a ring shaped element located between the spring package and the cylinder end through which the push rod extends. The piston is arranged in the other end of the spring package and the cylinder is via a return valve coupled in parallel with the load lifting hydraulic system of the truck so that the pressure in this pretensions the ring shaped element towards the cylinder end proportionally to the load, so that springing does not take place until the dynamics forces overcome the pretension.

Abstract: An automatically adjustable rear suspension. A supply of pressurized gas is pneumatically connected to a valve, and at least one air shock is also pneumatically connected to the valve. A pushrod is mechanically connected between a trike frame and a trike swing arm, and actuates the valve in order to maintain the distance between the trike frame and the trike swing arm at a factory pre-set value. Each air spring is disposed between an L arm rigidly attached to the trike swing arm, and the trike frame. In the preferred embodiment, a gas shock absorber was also disposed between the trike frame and the trike swing arm.

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 motor vehicle has a body supported on a front pair of wheels and a rear pair of wheels with front suspension apparatus providing controllable vertical wheel constraint and roll stiffness and a rear pair of wheels with rear suspension apparatus providing controllable vertical wheel constraint and rear roll stiffness. Responsive to a commanded vehicle acceleration or braking, the driven wheel (acceleration) or front (braking) suspension apparatus is briefly altered to provide optimal tire patch traction for the one of the pair of wheels. The alteration may be further responsive to vehicle speed and/or lateral acceleration. The controllable part of the suspension apparatus may be dampers, springs or anti-sway apparatus such as torsion bars. If anti-sway apparatus, the front and/or rear roll stiffness may be controlled to promote oversteer at low vehicle speed and understeer at high vehicle speed.

Abstract: The present invention relates to a method and device for determining the driving condition of a vehicle, especially in the event of failure or absence of a speed sensor. For this purpose, the spring travels between a vehicle body and vehicle axles are continuously sampled. From the measured spring-travel values, the mean values or the sums are formed for each vehicle axle. From these mean values or sums, the number of local extrema within a predefinable observation period is determined. Thereafter, the frequency of the local extrema and thus the frequency of the vertical relative motion between vehicle body and vehicle axle are determined. The determined frequency of the local extrema is compared with a predefinable frequency threshold value, which defines a stationary condition of the vehicle, a moving condition of the vehicle being indicated if this threshold value is exceeded.

Abstract: The invention provides a method for independent axle control of a variable force damper system by providing at least one axle velocity signal from at least one vehicle sensor. The method then applies an axle control algorithm to the at least one axle velocity signal, thus determining at least one axle damping command as a function of the axle control algorithm.

Abstract: An apparatus for controlling a semi-active suspension system of a vehicle including at least one shock absorber using magneto-rheological fluids. The shock absorber has a rebound valve and a compression valve which are configured such that damping forces of the shock absorber generated in rebound strokes and compression strokes being controlled independently. The apparatus comprises a normal driving control unit for determining a ride value (Sride) and a filtered vehicular vertical velocity (vi) based on a vertical vehicular acceleration, an anti-roll control unit for determining a roll value (Sroll) based on a velocity and a steering angle of the vehicle, and a damping force adjusting unit for controlling the rebound valve and the compression valve of the shock absorber based on the roll value (Sroll), the ride value (Sride) and the filtered vehicular vertical velocity (vi) under a predetermined condition.

Abstract: A system and method for controlling a damping system. The system has at least two dampers for damping between sprung and unsprung masses in the compression and rebound directions. Sensors generate signals based on position and other parameters of motion representative of the displacement between the sprung and unsprung masses. The process determines the appropriate compression and rebound forces to be applied at the wheels. A regulator responds to at least one of the independent compression and rebound control signals for adjusting, respectively, at least one of compression and rebound resisting forces of the dampers between the masses. Compliance for the dampers is emulated with software to produce the desired compliance forces.

Abstract: A system and method for controlling a damping system. The system has at least two dampers for damping between sprung and unsprung masses in the compression and rebound directions. Sensors generate signals based on position and other parameters of motion representative of the displacement between the sprung and unsprung masses. The process determines the appropriate compression and rebound forces to be applied at the wheels. A regulator responds to at least one of the independent compression and rebound control signals for adjusting, respectively, at least one of compression and rebound resisting forces of the dampers between the masses. Compliance for the dampers is emulated with software to produce the desired compliance forces.

Abstract: The present invention relates to a method and device for determining the driving condition of a vehicle, especially in the event of failure or absence of a speed sensor. For this purpose, the spring travels between a vehicle body and vehicle axles are continuously sampled. From the measured spring-travel values, the mean values or the sums are formed for each vehicle axle. From these mean values or sums, the number of local extrema within a predefinable observation period is determined. Thereafter, the frequency of the local extrema and thus the frequency of the vertical relative motion between vehicle body and vehicle axle are determined. The determined frequency of the local extrema is compared with a predefinable frequency threshold value, which defines a stationary condition of the vehicle, a moving condition of the vehicle being indicated if this threshold value is exceeded.

Abstract: One or several vibration dampers of a vehicle suspension have a damping force arrangement wherein a control signal is computed within the actuating range in accordance with a standard control method for adjusting the damper characteristic. The drive of a damper adjustable in accordance with this invention is so improved that body movements (notwithstanding a harder adjusted damping for critical driving situations) are substantially suppressed as early as possible. In specific driving situations, the adjusting range of the damper force is changed in that the upper limit of the adjusting range is raised or lowered and/or the lower limit of the adjusting range is raised or lowered. A soft damper setting takes place preferably in dependence upon signals which announce or display a change of the vehicle longitudinal deceleration or vehicle transverse acceleration.

Abstract: A suspension control method for controlling a suspension which includes respective actuators for left and right wheels of a vehicle, and which can apply forces in the upwards and downwards direction to the left and right vehicle wheels via these actuators. While the vehicle is being driven in a straight line, control is performed by giving priority to ride comfort; and, while the vehicle is being driven around a curve, control is performed by giving priority to roll suppression.

Abstract: A method and system for controlling a vehicle suspension system comprise determining a relative velocity between a wheel and a corresponding corner of the vehicle, and determining responsive to the relative velocity a raw wheel demand force. The method and system also comprise determining a relative position between the wheel and the corresponding corner of a vehicle body, determining a scale factor responsive to the relative position of the wheel, modifying the raw wheel demand force as a function of the scale factor to determine a scaled wheel demand force, and controlling the vehicle suspension system responsive to the scaled wheel demand force.

Abstract: By passing the vertical acceleration through a phase adjusting filter and a gain adjusting filter, the phase of the vertical acceleration is advanced by 49 degrees so that the phase difference with respect to the actual relative velocity becomes 180 degrees in the neighborhood of the vehicle body resonance point, thereby making the phase of the vertical acceleration, in effect, coincident with the phase of the relative velocity. In the neighborhood of the vehicle body resonance point (1 Hz), the gain of the estimated relative velocity takes a small value. In frequency regions other than the neighborhood of the vehicle body resonance point, the gain of the estimated relative velocity is increased. Consequently, the controlled variable in the neighborhood of the vehicle body resonance point increases, and the controlled variable in higher frequency regions decreases. Damping force is adjusted in correspondence to the controlled variable.

Abstract: According to the controller for an adaptive electronic suspension system and the control method of the system, it becomes possible to improve the driving performance and steering stability by controlling the damping force of the variable damper considering vehicle speed, steering angle, opening amount of throttle valve, up/down acceleration, brake operation, axle acceleration etc., wherein the controller for an adaptive electronic suspension system includes a vehicle speed sensor, a steering angle sensor, a throttle position sensor, an up/down acceleration sensor, a brake switch, an axle acceleration sensor and an electronic controller for controlling to convert damping force of dampers of four wheels into “hard mode”, “medium mode” and “soft mode” by checking up driving state of the vehicle according to detecting signals output from the sensors and driving front and rear actuators to change passages by rotation of control rods.

Abstract: A motor vehicle having at least one fluid-pressurized height adjusting member having first and second separable components. Apparatus includes an integrated vehicle ride height system control system. The control system includes an electronic output drive signal circuit and input signal interpretation circuit to electronically interface with at least one position sensor. The position sensor provides output signals related to extent of separation of said first and second separable components of the fluid pressurized height adjusting member.

Abstract: The invention relates to a system which includes an air spring (2) which, in turn, encloses an air volume (16). The system also includes a controllable shock absorber (4) connected in parallel to the air volume. Furthermore, the system includes an ancillary volume (22) with which the air volume (16) of the air spring (2) is connected via a controllable throttle (20). The stiffness and the total damping of the system can be pregiven via a control of the throttle (20) and of the controllable shock absorber (4) independently of each other.

Abstract: A suspension control system includes a shock absorber adapted to be mounted between a vehicle body and a wheel axle and having a variable damping force, an actuator operatively connected to the shock absorber and adapted to adjust the damping force developed by the shock absorber, an accelerometer for detecting terrain conditions and outputting a corresponding terrain condition signal, and a controller including a detector for determining terrain conditions in response to the frequency of the terrain condition signal and adapted to control the actuator in response to the terrain conditions as determined. The controller is operable to increase the damping force by a predetermined amount over a predetermined period of time when the accelerometer determines that the terrain includes a bump.

Abstract: An apparatus for adjusting the ride of a load carrying vehicle is disclosed. The apparatus includes a sensor, a controller, and an adjustable accumulator assembly. The sensor measures a load on a load holding hydraulic circuit. The controller is operatively connected to the adjustable accumulator assembly. The controller is capable of adjusting the precharge pressure in the accumulator in response to the load measured by the sensor.

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.