Abstract: A vehicle stop maintaining system is provided, which includes a foot brake mechanism, a brake force control mechanism having a pressurizer and for braking the vehicle wheels by controlling the pressurizer independently from depression of a brake pedal, a controller for maintaining a vehicle stopped state by operating the brake force control mechanism when the stopped state is detected, and operating an automatic stop control, an automatic stop mode switch for selecting ON/OFF states of the automatic stop control upon receiving an input from a vehicle driver, and a control mechanism for controlling a given mechanism that is different from the brake force control mechanism, and operating the brake force control mechanism in response to a given operation by the driver. When the given operation is performed on the control mechanism by the driver, the controller switches the selected one of the ON/OFF states to the other state.

Abstract: Some embodiments provide a fully-actuated suspension system which can provide adjustable displacement of a sprung mass from a neutral suspension position over an unsprung mass. The system includes a variable pressure air spring which can adjust the neutral suspension position and execute low-frequency displacements and a hydraulically-driven piston which can execute high-frequency displacements. The system can communicate information to a driver, via haptic feedback provided via actuator displacements, which can augment the driver's situational awareness. The system can provide augmented vehicle braking via displacing the unsprung mass of the vehicle towards the surface upon which the vehicle rests to increase the normal force and contact area of the unsprung mass on the surface, unload torsion of the wheel induced by applied braking pressure to the wheel, etc.

Abstract: The disclosure relates generally to methods, systems, and apparatuses for automated or assisted driving and more particularly relates to identification, localization, and navigation with respect to bollard receivers. A method for detecting bollard receivers includes receiving perception data from one or more perception sensors of a vehicle. The method includes determining, based on the perception data, a location of one or more bollard receivers in relation to a body of the vehicle. The method also includes providing an indication of the location of the one or more bollard receivers to one or more of a driver and component or system that makes driving maneuver decisions.

Abstract: A damping force control device for controlling damping forces of shock absorbers by a control device, which is configured to to estimate first vertical speeds at the positions of wheels based on the vertical accelerations of a vehicle body at the positions of the wheels, to estimate second vertical speeds of the vehicle body caused by driver's driving operation based on driving operation amount of the driver, to calculate target damping forces by subtracting products of damping coefficients of the ride comfort control and second vertical speeds from the sums of products of the damping coefficients of the ride comfort control and first vertical speeds and products of damping coefficients for controlling posture change of the vehicle body and the second vertical speeds, and to control damping coefficients of the shock absorbers based on the target damping forces.

Abstract: Disclosed is a vehicle control device which is applied to a vehicle equipped with an engine (10) and an engine torque adjustment mechanism for adjusting an engine torque. The control device comprises a PCM (50) configured, upon satisfaction of a condition that the vehicle is traveling and a steering angle-related value relevant to a steering angle of a steering device is increasing, to control the engine torque adjustment mechanism to reduce the engine torque, so as to execute a vehicle attitude control for generating vehicle deceleration. The PCM (50) is configured, upon satisfaction of a vehicle attitude control-terminating condition for terminating the vehicle attitude control, to control the engine torque adjustment mechanism to restore the engine torque to an original level of torque before the execution of the vehicle attitude control.

Abstract: Disclosed herein are a vehicle configured to prevent a collision and a control method thereof. The vehicle includes a chassis; a steering unit configured to change a direction of the chassis; a brake unit configured to adjust a braking force of the chassis; a detector configured to detect movement information of the chassis; and a controller configured to confirm a variation rate of movement of the chassis based on the detected movement information and configured to automatically control an operation of the steering unit and the brake unit when the confirmed variation rate is out of a reference range. When a collision occurs, the vehicle may automatically perform at least one of steering control, side braking control, or a damping control, and thus a secondary collision may be prevented, the incidence of additional injury may be reduced, the speed of the vehicle may be stably reduced or stopped, and the vehicle may be moved to a safe lane so that a stabilization time of the vehicle may be reduced.

Abstract: A vehicle-height adjusting device includes: a vehicle-height adjusting unit that adjusts a vehicle height through extension and contraction thereof, which is disposed between each wheel and a vehicle body of a vehicle; a control unit that controls actuation of the vehicle-height adjusting unit; an obstacle detecting unit that detects an obstacle that is present within a predetermined range from the vehicle; a steering-angle detecting unit that detects an steering angle of the vehicle; and an identification unit that identifies a portion of the vehicle that overlaps the obstacle, based on a detection result by the obstacle detecting unit and a detection result by the steering-angle detecting unit, in which the control unit controls at least one of the vehicle-height adjusting unit, based on an identification result of the identification unit.

Abstract: A suspension control apparatus for a vehicle including a damping-force adjustable shock absorber interposed between a vehicle body and a wheel of a vehicle, and a controller for variably controlling damping-force characteristics of the damping-force adjustable shock absorber between hard and soft. The controller is configured to switch the damping-force characteristics to a soft side when a direction of a stroke of the damping-force adjustable shock absorber is reversed between an extension stroke and a contraction stroke.

Abstract: There is provided a method for activating warning lights in a vehicle, the method comprising: determining a yaw rate of the vehicle; determining a sideslip angle of the vehicle; comparing the yaw rate to a predetermined yaw rate threshold value; comparing the sideslip angle to a predetermined sideslip angle threshold value; and f the yaw rate exceeds the predetermined yaw rate value; if the sideslip angle exceeds the predetermined sideslip angle value; and if it is determined that the vehicle reaches a standstill within a predetermined time after the yaw rate and sideslip values have been exceeded, activating warning lights of the vehicle. There is also provided a system configured to perform the above described method.

Abstract: In a suspension controlling apparatus for a vehicle including a suspension whose damping force is variably settable and a control unit capable of controlling the damping force of the suspension, for appropriately obtaining a pitch behavior. When a vibration state of a vehicle in a vertical direction exceeds a given vibration state, a control unit controls damping force of suspensions on the basis of a target damping force in order to execute a skyhook control. However, when acceleration in a forward and rearward direction of the vehicle is outside a given range, a decision condition for the given vibration state is changed to a condition on the side on which the skyhook controlling damping force control of the suspensions is less likely to be started.

Abstract: A control system calculates inputs to a control target that has m inputs and n outputs (m=n, each of m and n is a natural number that is more than one), while designating a plurality of combinations of the inputs and the outputs. A feedback controller calculates, with respect to each designated combination, a control input to a non-interference controller based on a difference between a target value and a current value of the control quantity to make the current value follow the target value. The non-interference controller executes, with respect to each designated combination, a non-interference control to reduce influence due to mutual interference between n control quantities. This reduces the number of combinations of the inputs and the outputs, the combinations whose mutual interference needs considering; thereby, the non-interference control may be easily achieved.

Abstract: The damper control device includes a three axis rate sensor that detects a pitching angular velocity of a vehicle body of a two-wheeled vehicle, a pressure sensor that detects a pressure of a contraction-side chamber in a front-wheel side damper, a pressure sensor that detects a pressure of a contraction-side chamber of a rear-wheel side damper, and a correction unit that corrects the pitching angular velocity. The damper control device controls the pressure of the contraction-side chamber in the front-wheel side damper and the pressure of the contraction-side chamber of the rear-wheel side damper on the basis of the corrected pitching angular velocity, the pressure of the contraction-side chamber in the front-wheel side damper and the pressure of the contraction-side chamber of the rear-wheel side damper.

Abstract: An active suspension system for a truck cabin that actively responds to and mitigates external force inputs between the truck chassis and the cabin. The system greatly reduces pitch, roll, and heave motions that lead to operator discomfort. The assembly is comprised of two or more self-contained actuators that respond to commands from an electronic controller. The controller commands the actuators based on feedback from one or more sensors on the cabin and/or chassis.

Abstract: The invention relates to a method and a device for limiting the risk of faults in a control system, in particular a safety-relevant control system, wherein a preferably intelligent actuator controller (AST), by means of the application of a weighted mean value algorithm, calculates a new control value from the two control values determined by means of diverse redundancy by two independent fault-containment units (FCUs), which new control value, in spite of the occurrence of a fault in one of the two FCUs, causes an object to be controlled by the control system to be guided into a safe state, preferably quickly.

Abstract: A sensing system for road construction equipment that includes a mounting bracket secured to a road construction vehicle that has an RFID tag. A wireless sensor is provided with an RFID reader so that when the wireless sensor is secured in the mounting bracket the RFID scanner is adjacent the RFID tag and scans and reads the RFID tag sending location information of the wireless sensor to a master controller.

Abstract: A Kalman filter in a roll angle estimation device estimates a roll angle of a vehicle body, a vehicle speed, a roll angular velocity sensor offset, a yaw angular velocity sensor offset, and a vertical acceleration sensor offset on the basis of detected values of a roll angular velocity sensor, a yaw angular velocity sensor, a vertical acceleration sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, and a rear-wheel speed sensor, and also on the basis of estimated values of the roll angle, the vehicle speed, the roll angular velocity sensor offset, the yaw angular velocity sensor offset, and the vertical acceleration sensor offset obtained in a previous estimation operation.

Abstract: A ground surface position lateral acceleration calculator calculates ground surface position lateral acceleration based on lateral acceleration detected by an acceleration sensor, a yaw rate and a roll rate detected by a gyro sensor, yaw angular acceleration and roll angular acceleration calculated by an angular acceleration calculator, a roll angle calculated by a roll angle calculator, and specification information stored in a storage. A vehicle lateral force calculator calculates a vehicle lateral force based on the roll angular acceleration calculated by the angular acceleration calculator, the roll angle calculated by the roll angle calculator, the ground surface position lateral acceleration calculated by the ground surface position lateral acceleration calculator and the specification information stored in the storage.

Abstract: A method of angle estimation for use in a vehicle which is travelling on a surface. The vehicle includes a vehicle body having a first axis and being attached to at least two wheels. The method includes the steps of: providing a first height sensor for measuring h1, the height of the vehicle body with respect to the first wheel; providing a second height sensor for measuring h2, the height of the vehicle body with respect to the second wheel; providing a surface angle sensor for measuring ?road, the angle of the surface in relation to a horizontal plane; measuring the values of h1, h2 and ?road; using the values of h1 and h2 to calculate ?rel, the angle of the vehicle body relative to the surface; and calculating an estimate of ?glob, the angle between the first axis and the horizontal plane, from ?road and ?rel.

Abstract: Techniques are provided for deactivating or disabling one or more actuators of a steering wheel of a vehicle to prevent unintended actuation. In one example, the techniques include detecting, at a controller of the vehicle, a deactivation condition, which includes an operating condition of the vehicle indicative of a lack of interaction by a driver with the one or more actuators of the steering wheel. The one or more actuators are configured to receive an input from the driver to control or actuate one or more associated vehicle systems. In response to detecting the deactivation condition, the techniques include deactivating or disabling, by the controller, the one or more actuators of the steering wheel until the deactivation condition is no longer present.

Abstract: A method for controlling a suspension system includes controlling an electronic controlled suspension device (ECS) and an active roll stabilizer (ARS) of a vehicle based on an input sensor value and a driving operation of the vehicle, the input sensor value is based on a road condition and wherein the driving operation is one of a straight driving, a normal turning, and an urgent turning of the vehicle.

Abstract: A method and apparatus are disclosed for cooling damping fluid in a vehicle suspension damper unit. A damping unit includes a piston mounted in a fluid cylinder. A bypass fluid circuit having an integrated cooling assembly disposed therein is fluidly coupled to the fluid cylinder at axial locations that, at least at one point in the piston stroke, are located on opposite sides of the piston. The cooling assembly may include a cylinder having cooling fins thermally coupled to an exterior surface of the cylinder and made of a thermally conductive material. The bypass channel may include a check valve that permits fluid flow in only one direction through the bypass channel. The check valve may be remotely operated, either manually or automatically by an electronic controller. A vehicle suspension system may implement one or more damper units throughout the vehicle, controlled separately or collectively, automatically or manually.

Abstract: An absorber system for a vehicle includes a controller. The controller determines a reference control amount as a reference of a target control amount which is a target of a control amount for controlling a damping force with respect to an operation of a cylinder in its extension and an operation of the cylinder in its compression. The controller determines the target control amount to the reference control amount for one of the operation of the cylinder in its extension and the operation of the cylinder in its compression and determines the target control amount to a value obtained by multiplying the reference control amount by an extension-compression gain for the other. The controller changes the extension-compression gain in at least one of a driving-stability-emphasized situation in which driving stability is to be emphasized and a ride-comfort-emphasized situation in which ride comfort is to be emphasized.

Abstract: An absorber system for a vehicle includes a controller. The controller determines a reference control amount as a reference of a target control amount which is a target of a control amount for controlling a damping force with respect to an operation of a cylinder in its extension and an operation of the cylinder in its compression. The controller determines the target control amount to the reference control amount for one of the operation of the cylinder in its extension and the operation of the cylinder in its compression and determines the target control amount to a value obtained by multiplying the reference control amount by an extension-compression gain for the other. The controller changes the extension-compression gain in at least one of a driving-stability-emphasized situation in which driving stability is to be emphasized and a ride-comfort-emphasized situation in which ride comfort is to be emphasized.

Abstract: A method for controlling a torque of a roll stabilizing system which acts on a wheel suspension system of a chassis for a vehicle in order to correct a rolling inclination of the bodywork of a vehicle, wherein a spring travel value of at least two wheels of the vehicle is detected. The torque is determined as a function of a difference between the spring travel values of the two wheels, and the determined torque is applied to the wheel suspension system. An actual torque which acts on the wheel suspension system is preferably determined on the basis of the differences between the spring travel values. The actual torque is used to calculate a setpoint torque for a roll stabilizing system.

Abstract: The subject matter described herein includes methods for visual odometry using rigid structures identified by an antipodal transform. One exemplary method includes receiving a sequence of images captured by a camera. The method further includes identifying rigid structures in the images using an antipodal transform. The method further includes identifying correspondence between rigid structures in different image frames. The method further includes estimating motion of the camera based on motion of corresponding rigid structures among the different image frames.

Abstract: A vehicle height adjusting device includes a front fork and a rear suspension capable of changing the relative position between a vehicle body and wheels of a vehicle, and a control device that adjusts a vehicle height, which is a height of the vehicle body, by controlling the front fork and the rear suspension to change the relative position. The control device changes a vehicle height change rate, which is a rate of changing the vehicle height to a target vehicle height during stoppage, on the basis of deceleration of the vehicle.

Abstract: A control apparatus for a vehicle according to the present invention is configured to control a friction brake by calculating a brake attitude control amount outputted from the friction brake such that the acceleration detected by the vertical acceleration sensor becomes an acceleration corresponding to a target sprung state, and to control a damping force variable shock absorber by calculating a damping force control amount of the damping force variable shock absorber such that the stroke speed detected by the stroke sensor becomes a stroke speed corresponding to the target sprung state and/or a target unsprung state.

Abstract: A system for a vehicle includes a vehicle support subsystem in communication with the GPS subsystem, the vehicle support subsystem operable in response to the GPS subsystem. The system can control a vehicle characteristic (e.g., tire inflation pressure, suspension system, suspension damping system, ride height adjustment system) based at least in part on terrain obtained from a global positioning system (GPS), current weather information, and/or historical weather information.

Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts application of vehicle brakes to reduce the possibility of impact between gear teeth after engine starting.

Abstract: A yaw-rate forecasting system for a vehicle. The system includes a yaw rate sensor and an electronic control unit. The yaw rate sensor is configured to detect a yaw rate of the vehicle and to generate a signal indicative of the detected yaw rate. The electronic control unit is coupled to the yaw rate sensor, and is configured to receive the signal indicative of the yaw rate of the vehicle from the yaw rate sensor, forecast a future yaw rate, determine a stability of the vehicle using the forecasted yaw rate, and to generate a signal to control actuation of a vehicle brake.

Abstract: A sprung vibration damping for suppressing sprung vibration which is generated to a vehicle by an input from a road surface to wheels provided with the vehicle by controlling a torque of a motor, and the sprung vibration damping is subjected to a restriction including a prohibition in response to a state of battery, which supplies power to the motor, such as a voltage and a temperature of the battery or a state of a control, which affects the power of the battery, such as a charge/discharge amount feedback control and the like.

Abstract: In a method for chassis control of a motor vehicle which has at least one wheel suspension, a vehicle body, and a shock absorber having a rebound stage, whose stiffness is adjustable, and a compression stage, whose stiffness is adjustable, the stiffness of the compression stage is changed for a compressive load of the shock absorber generated by a specific vehicle body movement, and the stiffness of the rebound stage is additionally changed for a subsequently following tensile load of the shock absorber generated by the specific vehicle body movement, or the stiffness of the rebound stage is changed for a tensile load of the shock absorber generated by a specific vehicle body movement, and the stiffness of the compression stage is additionally changed for a subsequently following compressive load of the shock absorber generated by the specific vehicle body movement.

Abstract: Device (10) for vehicle driving evaluation comprising: A means (11) to obtain at least one physical parameter whereby it possible at any time to determine the value of the speed and instantaneous acceleration of a traveling vehicle; A calculation and comparison unit (12) whereby it is possible, from said physical parameter, to calculate an effective parameter that depends on said instantaneous acceleration and to compare said effective parameter with a reference parameter; A driving evaluation unit (13), whereby it is possible to generate a vehicle driving energy score by measuring the variance between said effective parameter and said reference parameter. Corresponding vehicle driving evaluation process.

Abstract: A variable-geometry suspension apparatus for a vehicle is disclosed. The apparatus having a resiliently compressible member, such as a coil-over damper, an actuator and support structure, such as a chassis of a vehicle. The resiliently compressible member is mounted to the support structure for compression under the weight of a mass suspendable by the apparatus. The compressible member is mounted with at least one end of the compressible member displaceable in a displacement direction having a component perpendicular to the direction of compression, so that such displacement varies the geometry of the suspension apparatus and thereby varies the compression of the compressible member. The actuator is arranged for displacing the end of the compressible member in the displacement direction to vary the geometry and thereby vary the compression. Applications include motor vehicles such as cars and motorcycles.

Abstract: A suspension system for a traveling vehicle body is disclosed. The system includes a suspension reference position varying mechanism (18) for varying a reference position of a suspension stroke of the suspension mechanism (100), and a controller (35) configured to calculate an intermediate value from a maximal value corresponding to the maximal position of the suspension stroke and a minimal value corresponding to the minimal position of the suspension stroke, and to control the suspension reference position varying mechanism such that, when the calculated intermediate values deviates from a set target range, the intermediate value is displaced toward the target range. The controller (35) increases a control execution frequency for the suspension reference position varying mechanism (18) when the traveling speed of the vehicle body is low, and reduces the control execution frequency for the suspension reference position varying mechanism (18) when the traveling speed of the vehicle body is high.

Abstract: A suspension control system and a method thereof are provided. Steering characteristics (e.g., under-steering and over-steering) of a running vehicle are analyzed to calculate lateral force of wheels and normal load (or normal force) of the wheels is calculated based on the lateral force. In addition, a current that corresponds to a total current value obtained by adding a yaw control current value corresponding to the normal force and a roll control current value is applied to a damper of the corresponding vehicles to perform roll control and yaw control of the vehicle.

Abstract: A data-logging truck control system controls magnetorheological fluid dampers to protect a data-logging equipment payload of a data-logging truck from vibration and/or impulse shock forces.

Abstract: A vehicle control system configured to judge a vehicle behavior or a driving preference of a driver based on acceleration of the vehicle including at least longitudinal acceleration. An acceleration value used in the judgment is obtained on the basis of a weighted detection value of the actual longitudinal acceleration of the vehicle, and a weighted parameter which is varied by an operation to increase a driving force of the vehicle executed by the driver. A weight on the parameter is reduced in case a weight on the detection value of the longitudinal acceleration is increased, and the weight on the parameter is increased in case the weight on the detection value of the longitudinal acceleration is reduced.

Abstract: A rollover avoidance method may include determining tire loading for at least two tires of a vehicle. A stability of the vehicle with regard to rolling over may be predicted based at least on the determined tire loading. The vehicle may be controlled at least on the basis of the predicted stability.

Abstract: Braking/driving force control that includes: detecting a driver's operating state for causing the vehicle to run; detecting a vehicle body motional state while the vehicle is running; computing a target longitudinal driving force for causing the vehicle to run and motional state amounts for controlling a vehicle body behavior on the basis of the detected operating state and motional state; and computing driving or braking forces allocated to the wheels so as to achieve the computed target longitudinal driving force and target motional state amounts and that the braking/driving force generating mechanism causes the wheels to generate independently.

Abstract: A heavy-duty vehicle including a movable arm, an operator control unit, an inertial measurement device, and a controller. The operator control unit directs movement of the movable arm. The inertial measurement device measures a pitch motion and a heave motion of the heavy-duty vehicle. The controller mitigates pitch motion and heave motion by adjusting a movement of the movable arm. The inertial measurement device detects a motion in one of a first direction and a second direction. The controller determines a direction of movement of the arm in one of a third direction and a fourth direction. The controller increases the speed of motion of the arm when the motion is in the first direction and the movement is in the third direction or when the motion is in the second direction and the movement is in the fourth direction.

Abstract: An electronic stability control indication system including a bar-graph-type display, a processor, and a memory. The memory stores instructions that, when executed by the processor, control the operation of the electronic stability control indication system. The system receives a first signal from a yaw rate sensor indicative of an actual yaw rate of the vehicle. The system then determines a target yaw rate and a threshold difference for the vehicle. If the difference between the actual yaw rate and the target yaw rate exceeds the difference threshold, an electronic stability control system is activated. The system also provides a visual representation of the difference between the actual yaw rate and the target yaw ratio relative to the threshold difference on the bar-graph-type display.

Abstract: Provided is a configuration including a basic input amount detecting unit configured to calculate a basic input amount of the vehicle, based on wheel speed fluctuation amount which a wheel speed sensor has detected; a first target current setting unit configured to set a first target current, based on the basic input amount; a second target current setting unit configured to set a second target current, based on vehicle acceleration detected by an acceleration sensor; and a damper control unit configured to control dampers, based on the first target current if a vehicle behavior control device is not operating, and based on the second target current if the vehicle behavior control device is operating.

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 motor assembly comprises an electric power train that is adapted to be connected to a power source and is also adapted to impart a torque to a wheel when the motor assembly is operating. The assembly further comprises a power determination means adapted to determine the amount of power supplied from the power source to the electric power train when the motor assembly is operating. In addition, the assembly comprises a rotational speed determination means adapted to determine a rotational speed of the wheel when the motor assembly is operating. Moreover, the assembly comprises a torque determination means adapted to determine a command torque value indicative of a requested torque to the wheel.

Abstract: A vehicle is disclosed designed for traveling on a traveling surface. The vehicle comprises a detection means for detecting irregularities in the traveling surface. From the detected irregularities in the traveling surface a first kinematic effect is calculated that is being exerted, or about to be exerted, on a support wheel of the vehicle. The vehicle further comprises an actuator that exerts a second kinematic effect on the support wheel. The second kinematic effect is identical or similar in magnitude to the first kinematic effect, and opposite in sign. The vehicle can be any vehicle, in particular an industrial vehicle, more particularly a vehicle that can be extended to a height exceeding its wheelbase.

Abstract: A device may estimate crosswind by a vehicle controller according to driver steering inputs indicative of driver intention and crosswind disturbance inputs indicative of a potential crosswind condition. The device may, if the estimated crosswind exceeds a predetermined threshold, utilize the vehicle controller to correct the crosswind condition to reduce vehicle control demand on the driver, the automatic correction including at least one of a steering angle adjustment and suspension stiffness adjustment.

Abstract: A method is described comprising modulating vehicle speed about a target speed by operating a vehicle with an engine at high output and then operating the vehicle with the engine off, and adjusting operation of a suspension system based on the vehicle operation with the engine at high output and the engine off to control vehicle pitch during the modulating of vehicle speed about the target speed.

Abstract: In a method of operating an active suspension of a motor vehicle having a predetermined axle kinematics, the active suspension is controlled by a controller such that a desired yaw moment is generated by adjusting a roll angle of the motor vehicle. The desired yaw moment is a result of the change of the originally set toe-in and the originally set camber of wheels.

Abstract: An active wheel damper. An active suspension damps vertical displacement of an unsprung mass in a frequency range and reduces vertical displacement of a sprung mass in another frequency range.