Adjustable vehicle suspension system

Abstract

A method of controlling a damping characteristic of an adjustable shock absorber of a vehicle includes the steps of electronically controlling (352), with at least one controller, the damping characteristic of the adjustable shock absorber at a first time based on a plurality of inputs from a plurality of sensors supported by the vehicle; receiving (354), at a second time after the first time, a driver-initiated request to change the damping characteristic of the adjustable shock absorber by a driver-actuatable input; changing (360), with the at least one controller, the damping characteristic of the adjustable shock absorber at a third time after the second time based on the received driver-initiated request; and automatically changing (356), with the at least one controller, the damping characteristic of the adjustable shock absorber at a fourth time after the third time based on the plurality of inputs from the plurality of sensors.

Description

[0001] This application is a divisional application of Chinese patent application No. 201880035518.5, filed on June 7, 2018, entitled "Adjustable Vehicle Suspension System". Technical Field

[0002] This disclosure relates to improved suspensions for vehicles, and more particularly to systems and methods for damping control and / or rebound control of shock absorbers. Background Technology

[0003] Currently, some off-road vehicles include adjustable shock absorbers. These adjustments include spring preload, high-speed and low-speed compression damping, and / or high-speed and low-speed rebound damping. To make these adjustments, the vehicle is stopped and the operator makes adjustments at each shock absorber location on the vehicle. Tools are typically required for these adjustments. Some road motor vehicles also include adjustable electronic shock absorbers and sensors for active ride control systems. The system disclosed herein allows the operator to make real-time, "on-the-go" adjustments to the shock absorbers to achieve the most comfortable ride for a given terrain and payload scenario.

[0004] Exemplary systems are disclosed in U.S. Patent No. 9,010,768 and U.S. Patent Application No. 2016 / 0059660, which have been assigned to the assignee and the entire disclosure of each patent is expressly incorporated herein by reference. Summary of the Invention

[0005] Vehicles typically have springs (coil springs, leaf springs, or air springs) at each wheel, track, or ski to support most of the load. The vehicle disclosed herein also features electronic dampers that control the dynamic movement of each wheel, ski, or track. The electronic dampers have one or more valves that control the damping force of each damper. These valves can control only compression damping, only rebound damping, or a combination of compression and rebound damping. The valves can be connected to a controller with a user interface located within the driver's reach to facilitate adjustments while operating the vehicle.

[0006] In one exemplary embodiment of this disclosure, a method is provided for controlling the damping characteristics of an adjustable shock absorber of a driver-operated vehicle, the driver steering the vehicle by gripping a steering mechanism with his hands. The method includes the steps of: (a) electronically controlling the damping characteristics of the adjustable shock absorber at a first time using at least one controller based on multiple inputs from multiple sensors supported on the vehicle; (b) receiving, at a second time after the first time, a driver-initiated request via a driver-actuable input to change the damping characteristics of the adjustable shock absorber; (c) changing the damping characteristics of the adjustable shock absorber at a third time after the second time using the at least one controller based on the received driver-initiated request; and (d) automatically changing the damping characteristics of the adjustable shock absorber at a fourth time after the third time using the at least one controller based on the multiple inputs from the multiple sensors.

[0007] In one example of this disclosure, the vehicle maintains a ground speed greater than zero from a first time point until a fourth time point. In another example of this disclosure, the damping characteristics at the fourth time point are based on the multiple inputs from the multiple sensors supported by the vehicle at the fourth time point.

[0008] In another example of this disclosure, step (c) of the method includes the steps of: deviating the stiffness of the damping characteristic of the adjustable damper relative to the stiffness of the damping characteristic of the adjustable damper at a first time; and at a fifth time between a third and a fourth time, changing the stiffness of the damping characteristic of the adjustable damper toward a currently determined damping characteristic of the adjustable damper based on the plurality of inputs from the plurality of sensors. In a variation of this disclosure, the stiffness of the damping characteristic of the adjustable damper remains at a deviation level between the third and fifth times. In another variation of this disclosure, the step of changing the stiffness of the damping characteristic of the adjustable damper at the fifth time includes the step of: linearly changing the stiffness of the damping characteristic of the adjustable damper from the deviation level to the currently determined damping characteristic of the adjustable damper based on the plurality of inputs from the plurality of sensors. In another variation of this disclosure, the step of changing the stiffness of the damping characteristics of the adjustable damper at the fifth time point includes the following steps: linearly changing the stiffness of the damping characteristics of the adjustable damper to the currently determined damping characteristics of the adjustable damper based on the plurality of inputs from the plurality of sensors.

[0009] In another example, the vehicle includes: a plurality of ground engagement members; a frame connected to the plurality of ground engagement members via a plurality of suspensions, a first ground engagement member of the plurality of ground engagement members connected to the frame via a first suspension, the first suspension including at least one first adjustable shock absorber, a second ground engagement member of the plurality of ground engagement members connected to the frame via a second suspension, the second suspension including at least one second adjustable shock absorber, and a third ground engagement member of the plurality of ground engagement members connected to the frame via a third suspension, the third suspension including at least one third adjustable shock absorber; and a driver's seat supported by the frame and having a seating surface positioned behind the steering mechanism, the first and second adjustable shock absorbers positioned in front of the steering mechanism, and the third adjustable shock absorber positioned behind the steering mechanism, wherein, in step (c), the damping characteristics of the first and second adjustable shock absorbers are changed. In a variation of this disclosure, step (c) of the method includes the following steps: deviating the stiffness of the damping characteristic of the first adjustable damper relative to the stiffness of the damping characteristic of the first adjustable damper at a first time, and deviating the stiffness of the damping characteristic of the second adjustable damper relative to the stiffness of the damping characteristic of the second adjustable damper at the first time; and at a fifth time between a third time and a fourth time, changing the stiffness of the damping characteristic of the first adjustable damper toward a currently determined damping characteristic of the first adjustable damper based on the plurality of inputs from the plurality of sensors, and changing the stiffness of the damping characteristic of the second adjustable damper toward a currently determined damping characteristic of the second adjustable damper based on the plurality of inputs from the plurality of sensors.

[0010] In yet another example, step (c) of the method includes the steps of: deviating the stiffness of the damping characteristic of the at least one adjustable damper relative to the stiffness of the damping characteristic of the at least one adjustable damper at a first time; and changing the stiffness of the damping characteristic of the at least one adjustable damper at a fifth time between a third time and a fourth time, wherein the fifth time is a predetermined time delay period from the third time. In a variant of this disclosure, the step of changing the stiffness of the damping characteristic of the at least one adjustable damper includes: changing the stiffness of the damping characteristic of the at least one adjustable damper toward a currently determined damping characteristic of the at least one adjustable damper based on the plurality of inputs from the plurality of sensors. In another variant of this disclosure, the driver-initiated request corresponds to the actuation of a driver-actuable input from a first configuration to a second configuration, and the method further includes the step of initiating a predetermined time delay period when the driver-actuable input is actuated to the second configuration. In another variation of this disclosure, the driver-initiated request corresponds to the actuation of a driver-operable input from a first configuration to a second configuration, and the method further includes the step of initiating a predetermined time delay period when a return of the driver-operable input toward the first configuration is detected. In yet another variation, the driver-initiated request corresponds to the actuation of a driver-operable input from a first configuration to a second configuration, and the method further includes the steps of initiating a predetermined time delay period when either the driver-operable input is actuated to the second configuration or a return of the driver-operable input toward the first configuration is detected; receiving a second driver-initiated request via the driver-operable input to change the damping characteristics of an adjustable shock absorber at a sixth time after a third time and before a fifth time; and delaying the fifth time by resetting the predetermined time delay based on the second driver-initiated request. In yet another variation, the driver-operable input is a brake pedal, and the step of accepting the driver-initiated request at a second time after a first time includes the step of detecting a tap on the brake pedal.

[0011] In another example, the driver-actuable input can be actuated by the driver without requiring either hand to be removed from the steering mechanism. In a variation of this disclosure, step (c) of the method includes: increasing the stiffness of the damping characteristic of the adjustable damper relative to the stiffness of the damping characteristic of the adjustable damper at a first time; and at a fifth time between a third and a fourth time, decreasing the stiffness of the damping characteristic of the adjustable damper towards a currently determined damping characteristic of the adjustable damper based on the plurality of inputs from the plurality of sensors. In another variation, the stiffness of the damping characteristic of the adjustable damper remains at a constant level between the third and fifth times. In yet another variation, the step of decreasing the stiffness of the damping characteristic of the adjustable damper at the fifth time includes: linearly decreasing the stiffness of the damping characteristic of the adjustable damper from a constant level to the currently determined damping characteristic of the adjustable damper based on the plurality of inputs from the plurality of sensors.

[0012] In another exemplary embodiment of this disclosure, a vehicle operated by a driver is provided. The vehicle includes: a plurality of ground contact members; a plurality of suspensions supported by the plurality of ground contact members, the plurality of suspensions including a plurality of adjustable shock absorbers; a frame connected to the plurality of ground contact members via the plurality of suspensions, a first ground contact member of the plurality of ground contact members connected to the frame via a first suspension, the first suspension including a first adjustable shock absorber of the plurality of adjustable shock absorbers; a second ground contact member of the plurality of ground contact members connected to the frame via a second suspension, the second suspension including a second adjustable shock absorber of the plurality of adjustable shock absorbers; and a third ground contact member of the plurality of ground contact members connected to the frame via a third suspension, the third suspension including a third adjustable shock absorber of the plurality of adjustable shock absorbers. Adjustable shock absorbers; a steering system supported by a frame and including a steering mechanism operatively coupled to at least one of the plurality of ground contact members to steer the vehicle; a driver-actuable input positioned for actuation by a driver; a driver's seat supported by a frame and having a seating surface positioned behind the steering mechanism; a first and a second adjustable shock absorber positioned in front of the steering mechanism; and a third adjustable shock absorber positioned behind the steering mechanism; a plurality of sensors supported by the plurality of ground contact members; and at least one controller operatively coupled to the plurality of adjustable shock absorbers and the plurality of sensors. The at least one controller is configured to: (a) determine the damping characteristics of at least one of the plurality of adjustable dampers based on the plurality of inputs from the plurality of sensors; (b) receive a driver-initiated request from a driver-actuable input to change the damping characteristics of the at least one of the plurality of adjustable dampers; (c) cause the damping characteristics of the at least one of the plurality of adjustable dampers to change in response to the received driver-initiated request and continue for a first time period; and (d) after (c), when the first time period expires, automatically change the damping characteristics of the at least one of the plurality of adjustable dampers based on the plurality of inputs from the plurality of sensors.

[0013] In one example of this disclosure, the driver-actuable input is supported by the steering mechanism. In a variation of this disclosure, the steering mechanism also supports a driver-actuable input for suspension damping driving mode configuration.

[0014] In another example, the steering mechanism is a steering wheel. In yet another example, the steering mechanism is a handlebar.

[0015] In yet another example, the driver-actuable input is positioned below the steering mechanism. In a variation of this disclosure, the driver-actuable input is a foot-actuable input device. In another variation of this disclosure, the foot-actuable input is a brake pedal.

[0016] In another example, the driver-engageable surface of the driver-actuable input is positioned below the seating surface of the driver's seat. In a variation of this disclosure, the driver-actuable input is a foot-actuable input device. In another variation of this disclosure, the foot-actuable input is a brake pedal.

[0017] In yet another example, the at least one controller allows the vehicle to have a ground speed greater than zero while the at least one controller is performing (a) up to (d).

[0018] In yet another example, in (c), the at least one controller deviates the stiffness of the damping characteristic of the at least one adjustable damper among the plurality of adjustable dampers during a first portion of a first time period, and subsequently changes the stiffness of the damping characteristic of the at least one adjustable damper among the plurality of adjustable dampers during a second portion of the first time period. In a variation of this disclosure, the at least one controller maintains the stiffness of the damping characteristic of the at least one adjustable damper among the plurality of adjustable dampers at a deviated level during the first portion of the first time period. In another variation of this disclosure, the at least one controller linearly changes the stiffness of the damping characteristic of the at least one adjustable damper among the plurality of adjustable dampers during the second portion of the first time period.

[0019] In yet another example, at least one of the plurality of adjustable dampers includes a first adjustable damper and a second adjustable damper. In a variation of this disclosure, in (c), the at least one controller deviates the damping characteristics of the first and second adjustable dampers during a first portion of a first time period, and subsequently changes the damping characteristics of both the first and second adjustable dampers during a second portion of the first time period. In a further variation of this disclosure, the damping characteristics of the first and second adjustable dampers change linearly during the second portion of the first time period.

[0020] In yet another example, the driver-actuable input is positioned so that it can be actuated by the driver without requiring either of the driver's hands to be removed from the steering mechanism.

[0021] Additional features of this disclosure will become apparent to those skilled in the art when considering the following detailed description of illustrative embodiments, wherein the illustrative embodiments illustrate the best mode of carrying out the invention as now understood. Attached Figure Description

[0022] The foregoing aspects and numerous additional features of this system and method will become more readily understood and better comprehended when taken in conjunction with the following detailed description, in conjunction with the accompanying drawings, in which:

[0023] Figure 1 Representative views of the components of the vehicle disclosed herein are shown. The vehicle has a suspension system with multiple adjustable shock absorbers and multiple sensors.

[0024] Figure 2 It shows Figure 1 An exemplary powertrain system for a vehicle;

[0025] Figure 3 A perspective view of the left front of an exemplary side-by-side vehicle is shown;

[0026] Figure 4 It shows Figure 3 A three-dimensional view of the vehicle's right rear;

[0027] Figure 5 It shows Figure 3 The left-side view of the vehicle;

[0028] Figure 6 It shows Figure 3 A top-down view of the vehicle;

[0029] Figure 7 It shows Figure 3 A front view of the vehicle;

[0030] Figure 8 It shows Figure 3 A top view of the vehicle's frame and suspension;

[0031] Figure 9 It shows Figure 3 A partial rear view of the vehicle's operator space, showing the foot-operated accelerator pedal and foot-operated brake pedal.

[0032] Figure 9A It shows Figure 3 An example steering wheel of a vehicle;

[0033] Figure 10 It shows Figure 3 An exemplary control system for the suspension;

[0034] Figure 11 It shows Figure 3An exemplary processing sequence for a vehicle;

[0035] Figure 12A It shows the use of Figure 3 An exemplary timing diagram of the input device that can be actuated by the driver of the vehicle;

[0036] Figure 12B It shows the use of Figure 3 An exemplary timing diagram of the damping level of an adjustable shock absorber for a vehicle;

[0037] Figure 13A It shows the use of Figure 3 Another exemplary timing diagram of the input device that can be actuated by the driver of the vehicle;

[0038] Figure 13B It shows the use of Figure 3 Another exemplary timing diagram of the damping level of the adjustable shock absorber of the vehicle;

[0039] Figure 14A It shows the use of Figure 3 Another exemplary timing diagram of the input device that can be actuated by the driver of the vehicle;

[0040] Figure 14B It shows the use of Figure 3 Another exemplary timing diagram of the damping level of the adjustable shock absorber of the vehicle;

[0041] Figure 15A It shows the use of Figure 3 Another exemplary timing diagram of the input device that can be actuated by the driver of the vehicle;

[0042] Figure 15B It shows the use of Figure 3 Another exemplary timing diagram of the damping level of the adjustable shock absorber of the vehicle;

[0043] Figure 16A It shows Figure 3 An exemplary timing diagram of vehicle condition corrector events occurring in the vehicle's suspension;

[0044] Figure 16B It shows the use of Figure 3 Another exemplary timing diagram of the driver-actuable input device for a vehicle; and

[0045] Figure 16C It shows the use of Figure 3 Another exemplary timing diagram of the damping level of an adjustable shock absorber for a vehicle. Detailed Implementation

[0046] Throughout the views, corresponding reference numerals indicate corresponding components. Although the drawings illustrate embodiments of various features and components according to this disclosure, the drawings are not necessarily drawn to scale and some features may be enlarged to better illustrate and explain this disclosure.

[0047] For the purpose of promoting an understanding of the principles of this disclosure, embodiments illustrated in the accompanying drawings and described below will now be referenced. The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, these embodiments have been chosen and described so that those skilled in the art can utilize the teachings of these embodiments.

[0048] Now refer to Figure 1 This disclosure relates to a vehicle 100 having a suspension system 102 located between a plurality of ground engagement members 104 and a vehicle frame 106. Exemplary ground engagement members 104 include wheels, skis, rails, pedals, or other suitable means for supporting the vehicle relative to the ground. The suspension typically includes springs 108 and adjustable dampers 110 connected between the ground engagement members 104 and the frame 106. Springs 108 may include, for example, coil springs, leaf springs, air springs, or other gas springs. Exemplary air springs or gas springs 108 may be adjustable. For example, see U.S. Patent No. 7,950,486, assigned to this assignee, the entire disclosure of which is incorporated herein by reference.

[0049] The adjustable shock absorber 110 is typically connected between the vehicle frame 106 and the ground engagement member 104 via an A-arm linkage or other type of linkage. The spring 108 is also connected between the ground engagement member 104 and the vehicle frame 106.

[0050] In one embodiment, the adjustable damper 110 includes a damping control actuator connected to the controller 120 via a wire. An exemplary damping control actuator is an electronic control valve that is activated to increase or decrease the damping characteristics of the adjustable damper 110.

[0051] In one embodiment, each adjustable damper 110 includes a solenoid valve mounted at the base of the damper body or inside the damping piston of the adjustable damper 110. The stiffness of the adjustable damper 110 is increased or decreased by introducing additional fluid into the interior of the damper, removing fluid from the interior of the damper, and / or increasing or decreasing the ease with which fluid can travel from a first side to a second side of the damping piston of the damper.

[0052] In another embodiment, the adjustable damper 110 includes a magnetorheological fluid located within the adjustable damper 110. The stiffness of the damper is increased or decreased by changing the magnetic field experienced by the magnetorheological fluid. Additional details of an exemplary adjustable damper are provided in U.S. Patent Application No. 2016 / 0059660, filed November 6, 2015, entitled “VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL,” the entire disclosure of which is expressly incorporated herein by reference.

[0053] In one embodiment, a spring 108 and a damper 110 are positioned adjacent to each of the ground engagement members 104. For example, in an ATV, a spring 108 and an adjustable damper 110 are arranged adjacent to each of the four ground engagement members 104 of the ATV. Some manufacturers offer adjustable springs 108 in the form of air springs or hydraulic preload rings. These adjustable springs 108 allow the operator to adjust the ride height while in motion. However, ride comfort largely stems from the damping provided by the adjustable damper 110.

[0054] In one embodiment, the adjustable damper 110 is an electronically controlled damper for adjusting the damping characteristics of the damper 110. The controller 120 provides a signal to adjust the damping of the adjustable damper 110 in a continuous or dynamic manner. The adjustable damper 110 can be adjusted to provide different compression damping, rebound damping, or both compression damping and rebound damping.

[0055] In one embodiment, controller 120 is microprocessor-based and includes processing instructions stored on a non-transitory computer-readable medium, such as memory 170, which can be executed by the microprocessor of controller 120 to control the operation of suspension system 102. As used herein, the term "logic" includes software and / or firmware, application-specific integrated circuits, field-programmable gate arrays, digital signal processors, hardwired logic, or combinations thereof, executing on one or more programmable processors. Therefore, various logics can be implemented in any suitable manner according to the embodiments, and the various logics will remain consistent with the embodiments disclosed herein. A non-transitory machine-readable medium containing logic can also be considered as present in any tangible form of computer-readable carrier, such as solid-state memory, disk, and optical disc containing suitable sets of computer instructions and data structures that will enable the processor to perform the techniques described herein. This disclosure contemplates other embodiments in which controller 120 is not microprocessor-based, but rather, controller 120 is configured to control the operation of suspension system 102 based on one or more sets of hardwired instructions and / or software instructions stored in memory 170. Furthermore, as Figure 1 As shown, controller 120 may be contained within a single device, or controller 120 may be multiple devices networked together to provide the functions described herein.

[0056] Vehicle 100 includes a user interface 122, which includes a plurality of input devices 124 and a plurality of output devices 126. The input devices 124 are actuable by the driver of vehicle 100 to provide driver-initiated requests to controller 120. The output devices 126 provide the driver with feedback on the operating characteristics of vehicle 100.

[0057] Exemplary input devices include levers, buttons, switches, soft keys, touchscreens, dials, and other suitable devices actuated by the driver. Input device 124 allows the driver to transmit various driver-initiated requests to controller 120. For example, the driver can transmit a driver-initiated request to change the damping characteristics of one or more adjustable shock absorbers 110. Furthermore, the driver can transmit a driver-initiated request to select a driving mode that alters the baseline settings, such as the damping profile, used for suspension system 102 and possibly one or more additional systems for vehicle 100, such as steering system 114 and powertrain 116. Additional details regarding exemplary driving modes and input devices for activating each driving mode are provided in U.S. Patent Application No. PLR-15-25091-05P-01-US, filed November 18, 2016, and U.S. Patent Application No. PLR-15-25091-04P-02-US, filed December 13, 2016, the entire disclosure of which is incorporated herein by reference.

[0058] In one embodiment, one or more input devices 24 are supported by steering control devices of steering system 114. Exemplary steering control devices include handlebars, steering wheel, and other suitable devices held by and actuated by the driver to provide input at a desired steering angle of vehicle 100.

[0059] In one embodiment, the driver-actuable device of vehicle 100 can be a dual-purpose device. For example, a brake pedal is actuable by the driver's foot to provide input to the braking system 112 of vehicle 100 to brake one or more ground engagement members 104. The brake pedal can also be used as an input device to send a driver-initiated request signal to controller 120 regarding the damping characteristics of adjustable dampers 110. As an example, the driver may temporarily depress the brake pedal partially, which is generally known as tapping the brakes, and controller 120 interprets this action as a driver-initiated request to deviate the damping characteristics of one or more adjustable dampers 110. In one example, the damping characteristics are deviated by increasing the damping characteristics of one or more adjustable dampers. In another example, the damping characteristics are deviated by decreasing the damping characteristics of one or more adjustable dampers. Exemplary damping characteristics include compression damping, rebound damping, or both compression damping and rebound damping.

[0060] Exemplary output device 126 includes instruments, lights, displays, touchscreens, audio devices, haptic devices, and other suitable devices that provide feedback information to the driver regarding the operating characteristics of vehicle 100. Exemplary output devices are disclosed in U.S. Patent Application No. PLR-15-25091-05P-01-US, Serial No. 62 / 424,285, filed November 18, 2016, and in U.S. Patent Application No. PLR-15-25091-04P-02-US, Serial No. 15 / 377,640, filed December 13, 2016, the entire disclosures of which are incorporated herein by reference.

[0061] In one embodiment, a portion of the input device 124 and a portion of the output device are part of an integrated instrument panel display of the vehicle 100, and a portion of the input device 124 is disposed on the steering control of the steering system 114 and / or configured as a foot-actuated input device actuated by the driver of the vehicle 100. Additional details regarding exemplary displays are provided in U.S. Patent Application No. PLR-15-25091-05P-01-US, filed November 18, 2016, and U.S. Patent Application No. PLR-15-25091-04P-02-US, filed December 13, 2016, the entire disclosure of which is expressly incorporated herein by reference.

[0062] Reference Figure 2 As illustrated, the powertrain 116 of vehicle 100 includes a prime mover 130. Exemplary prime movers 130 include internal combustion engines, two-stroke internal combustion engines, four-stroke internal combustion engines, diesel engines, electric motors, hydraulic motors, and other suitable power sources. For starting the prime mover 130, a power supply system 132 is provided. The type of power supply system 132 depends on the type of prime mover 130 included in vehicle 100. In one embodiment, the prime mover 130 is an internal combustion engine, and the power supply system 132 is one of a pull-start system and an electric start system. In one embodiment, the prime mover 130 is an electric motor, and the power supply system 132 is a switching system that electrically connects one or more batteries to the electric motor.

[0063] The prime mover 130 is connected to a transmission 134. The transmission 134 converts the rotational speed of the output shaft 136 of the prime mover 130 into either a faster or slower rotational speed of the output shaft 138 of the transmission 134. Conversely, the transmission 134 may also cause the output shaft 138 to rotate at the same speed as the output shaft 136.

[0064] In the illustrated embodiment, transmission 134 includes a shiftable transmission 140 and a continuously variable transmission (“CVT”) 142. In one example, the input member of CVT 142 is coupled to the output shaft 136 of prime mover 130. The input member of shiftable transmission 140 is in turn coupled to the output member of CVT 142. In one embodiment, shiftable transmission 140 includes forward high gear setting, forward low gear setting, neutral gear setting, parking gear setting, and reverse gear setting. Power transmitted from prime mover 130 to CVT 142 is provided to drive member of CVT 142. Drive member then provides power to driven member via belt or other components. Exemplary CVTs are disclosed in U.S. Patent Nos. 3,861,229, 6,176,796, 6,120,399, 6,860,826, and 6,938,508, the disclosures of which are expressly incorporated herein by reference. A driven member provides power to the input shaft of the shiftable transmission 140. Although transmission 134 is shown as including both shiftable transmission 140 and CVT 142, transmission 134 may include only one of shiftable transmission 140 and CVT 142. Furthermore, transmission 134 may include one or more additional components.

[0065] The transmission 134 is also coupled to at least one final drive 150, which in turn is coupled to at least one of the ground engagement members 104. An exemplary final drive includes a gear reduction unit, a differential, and other suitable units for coupling the transmission 134 to the ground engagement member 104. The final drive 150 can transmit power from the transmission 134 to one or more ground engagement members 104. In ATV embodiments, one or both of a front differential and a rear differential are provided. The front differential powers at least one of the two front wheels of the ATV, and the rear differential powers at least one of the two rear wheels of the ATV. In embodiments of side-by-side vehicles having seating arrangements for at least the operator and passengers in a side-by-side configuration, such as in… Figures 3 to 9 The vehicle 200 shown is equipped with one or both of a front differential and a rear differential. The front differential powers at least one of the two front wheels of the side-by-side vehicle 200, and the rear differential powers at least one of the plurality of rear wheels of the side-by-side vehicle 200. In one example, the side-by-side vehicle has three axles, and a differential is provided for each axle.

[0066] In one embodiment, the braking system 112 may be coupled to any of the prime mover 130, transmission 134, final drive 150, and ground engagement member 104 or a connecting drive member located between ground engagement members 104. The braking system 112 includes a brake sensor 162, which in one example monitors when the braking system 112 is applied. In one example, the brake sensor 162 monitors when a driver-actuable brake input device, such as brake pedal 262 in vehicle 200 (see [link to relevant documentation]). Figure 9 The braking system 112 is applied. In one embodiment, the braking system 112 includes an anti-lock brake. In one embodiment, the braking system 112 includes active descent control and / or engine braking. In one embodiment, the braking system 112 includes a brake, and in some embodiments, the braking system 112 includes a separate parking brake.

[0067] Reference Figures 3 to 9 An exemplary vehicle 100 and a side-by-side vehicle 200 are shown. Additional details regarding vehicle 200 are provided in U.S. Patent Application Publication No. US 2015-0259011 A1, filed April 9, 2015, with file number PLR-15-25448.05P-US, the entire disclosure of which is expressly incorporated herein by reference.

[0068] Vehicle 200 typically includes a frame 202 supported by a plurality of ground-jointing members 204. Figure 5 As shown in this disclosure, the ground engagement member 204 is a wheel and tire. The vehicle 10 also includes a powertrain 206. Figure 5 The powertrain 206 is supported by a frame 202 and drivenly connected to one or more ground engagement members 204. In this disclosure, the powertrain 206 includes a combination of a fuel-fired internal combustion engine and a transmission, and at least one driveshaft extending between the powertrain 206 and the ground engagement members of the front group 208 and the rear group 210 of the ground engagement members 204.

[0069] Reference Figure 8 Each ground engagement member 204 in the front group 208 is connected to the frame 202 via a corresponding front suspension 212, and each ground engagement member 204 in the rear group 208 is connected to the frame 202 via a corresponding rear suspension 214. The front suspension 212 has an upper control arm 216 (see...). Figure 7 ) and lower control arm 218 (see Figure 7The front suspension 212 is a double control arm type suspension, such as a double A-arm suspension. Each of the front suspensions 212 also includes a shock absorber 220. The rear suspension 214 is a trailing arm type suspension that typically includes a trailing arm 222 and a control arm 224. Each of the rear suspensions 214 also includes a shock absorber 226. In one embodiment, each of the front shock absorber 220 and the rear shock absorber 226 is an adjustable shock absorber 110. Additional details regarding exemplary powertrains, front suspensions, and rear suspensions are provided in U.S. Patent Nos. 8,827,028, 7,819,220, 8,746,719, and U.S. Publication No. US 2015-0259011A1, the entire disclosure of which is expressly incorporated herein by reference.

[0070] like Figures 3 to 7 As shown, vehicle 200 also includes a body portion or chassis, generally indicated by reference numeral 230, comprising a hood 232, a front skid plate 234, an instrument panel 236, side panels 238, a front floor 240, rear side panels 242, and a rear cargo area 244. Also shown, vehicle 200 includes an operator or seating area 250 having a driver's seat 252 and a passenger seat 254. Figure 5 As best shown, the driver's seat 252 includes a seat back 256 and a seat bottom 258.

[0071] Reference Figure 9 The vehicle 200 also includes multiple operator controls, including a foot-operated accelerator pedal 260, a foot-operated brake pedal 262, a transmission selector 264, multiple dashboard-mounted switches 266, and a steering wheel 268. The steering wheel 268 is typically gripped and rotated by the driver's hands in areas 270 and 272 to change the steering direction of the vehicle 200. The accelerator pedal 260 is operatively connected to the powertrain 116 and is pressed down by the driver's foot to increase the speed of the vehicle 200. The brake pedal 262 is operatively connected to the braking system 112, and its surface is pressed down by the driver's foot to decrease the speed of the vehicle 200. The transmission selector 264 is operatively connected to the shiftable transmission 140 and is movable under the driver's hand to select a gear in the shiftable transmission 140. The dashboard-mounted switches 266 can be used to specify the driving mode of the vehicle 200. Based on the state of switch 266, controller 120 configures suspension system 102 to have the selected driving mode damping characteristic curve.

[0072] return Figure 1The controller 120 receives user input from the operator interface 122 and adjusts the damping characteristics of the adjustable shock absorbers 110 accordingly. The operator can independently adjust the front and rear adjustable shock absorbers 110 to adjust the ride characteristics of the vehicle 100. In some embodiments, each of the adjustable shock absorbers 110 is independently adjustable, such that the damping characteristics of the adjustable shock absorber 110 change from one side of the vehicle to the other and / or from the front to the rear of the vehicle 100. Side-to-side adjustment is desirable during sharp turns or other maneuvers, where the different damping characteristic curves of the adjustable shock absorbers 110 on opposite sides of the vehicle improve the vehicle's handling characteristics. Front-to-rear adjustment is desirable during braking or other conditions. The damping response of the adjustable shock absorbers 110 can change within milliseconds to provide near-instantaneous changes in damping under potholes, dents, or other driving conditions on the road.

[0073] In one embodiment, the controller 120 is operatively coupled to a plurality of vehicle condition sensors 160 and modulates the damping characteristics of one or more adjustable shock absorbers 110 of the suspension system 102 based at least in part on indications received from the plurality of vehicle condition sensors 160. The vehicle condition sensors 160 may provide indications actively by sending sensor signals, or passively by making monitored characteristics—such as voltage, temperature, pressure, or other suitable characteristics—available.

[0074] An exemplary vehicle condition sensor includes a globally variable accelerometer 152, which is coupled to each suspension component adjacent to the respective ground contact member 104. Each accelerometer 152 provides an output signal to the controller 120. The accelerometer 152 provides an output signal indicating the motion of the ground contact member and suspension components 108 and 110 as the vehicle 100 traverses different terrains. Additional vehicle condition sensors 160 may include a vehicle speed sensor 154, a steering sensor 156, a chassis-mounted accelerometer 158, a chassis-mounted gyroscope 161, and other sensors that monitor one or more characteristics of the vehicle 100. Each of the vehicle speed sensor 154, steering sensor 156, chassis-mounted accelerometer 158, and chassis-mounted gyroscope 161 is operatively coupled to controller 120, and controller 120 receives input from each of the vehicle speed sensor 154, steering sensor 156, chassis-mounted accelerometer 158, and chassis-mounted gyroscope 161.

[0075] Vehicle speed sensor 154 provides an indication of the speed of vehicle 100. In one embodiment, vehicle speed sensor 154 monitors the rotational speed of ground engagement member 104 or the shaft connecting ground engagement member 104 to powertrain 116. Steering sensor 156 monitors the rotational angle of steering control devices or the rate of change of rotational angle, such as the angle by which the steering wheel or handlebars rotate from a base position.

[0076] In one embodiment, the vehicle accelerometer 158 is a triaxial accelerometer supported on the chassis to provide an indication of the acceleration force of the vehicle 100 during operation. In one embodiment, the vehicle accelerometer 158 is positioned at or near the center of the vehicle 100. In one embodiment, the vehicle gyroscope 161 is illustratively a triaxial gyroscope supported on the chassis to provide an indication of the inertia measurement of the vehicle during operation. In one embodiment, the vehicle accelerometer 158 is not located at the center of gravity of the vehicle 100, and the readings of the vehicle gyroscope 161 are used by the controller 120 to determine the acceleration value of the vehicle 100 at the center of gravity of the vehicle 100. In one embodiment, the vehicle accelerometer 158 and the vehicle gyroscope 161 are integrated into the suspension controller 196.

[0077] The additional vehicle condition sensors 160 include: a brake sensor 162 that provides indication of the position or braking pressure of the brake pedal 262; a throttle position sensor 164 that provides indication of the position of the accelerator pedal 260; a wheel speed sensor 166; and a gear selection sensor 168 that provides indication of the gear selected by the gear selector 264 in the shiftable transmission 140. Each of these vehicle condition sensors 160 is operatively coupled to the controller 120 to provide an output signal coupled to the controller 120.

[0078] The controller 120 has at least one associated memory 170 that stores control logic, damping characteristic curves, and sensor readings. The controller 120 provides electronic control of various components of the vehicle 100. Furthermore, the controller 120 is operatively coupled to a plurality of vehicle condition sensors 160 that monitor various parameters of the vehicle 100 or the environment surrounding the vehicle 100. The controller 120 performs specific operations to control one or more subsystems of other vehicle components. In some embodiments, the controller 120 forms part of a processing subsystem that includes one or more computing devices having memory, processing means, and communication hardware. The controller 120 can be a single device or a distributed device, and the functions of the controller 120 can be executed by hardware and / or as computer instructions located on a non-transitory computer-readable storage medium, such as memory 170.

[0079] As in Figure 1 As illustrated in the embodiments, controller 120 is represented as including a plurality of controllers. These controllers may each be a single device or a distributed device, or one or more of these controllers may together be part of a single device or a distributed device. The functions of these controllers may be executed by hardware and / or as computer instructions located on a non-transitory computer-readable storage medium, such as memory 120.

[0080] In one embodiment, controller 120 includes at least two separate controllers communicating via network 172. In one embodiment, network 172 is a CAN network. Details of an exemplary CAN network are disclosed in U.S. Patent Application Serial No. 11 / 218,163, filed September 1, 2005, the disclosure of which is expressly incorporated herein by reference. Of course, any suitable type of network or data bus can be used instead of a CAN network. In one embodiment, two-wire serial communication is used for some connections.

[0081] Reference Figure 1In the illustrated embodiment, controller 120 includes operator interface controller 180, which controls communication with the operator via operator interface 122. Steering controller 182 controls the operation of steering system 114. In one example, steering system 114 includes power steering system, and steering controller 182 controls the level of assistance provided by power steering system. Exemplary sensors and electronic power steering units are provided in U.S. Patent Application No. PLR-06-22542.02P, Serial No. 12 / 135,107, entitled "VEHICLE," the disclosure of which is expressly incorporated herein by reference. Prime mover controller 184 controls the operation of prime mover 130. Transmission controller 186 controls the operation of transmission system 134.

[0082] Communication controller 194 controls the operation of communication system 192 that connects vehicle 100 to remote device 500. Exemplary remote devices include: other vehicles 100'; personal computing devices, such as mobile phones or tablets; a central computer system that maintains one or more databases; and other types of devices located remotely from vehicle 100 or carried by the occupants of vehicle 100. In one embodiment, vehicle 100's communication controller 194 communicates with paired devices via a wireless network. An exemplary wireless network is a radio frequency network utilizing the Bluetooth protocol. In this example, communication system 192 includes a radio frequency antenna. Communication controller 190 controls the pairing of devices with vehicle 100 and controls communication between vehicle 100 and remote devices. In one embodiment, vehicle 100's communication controller 190 communicates with remote devices via a cellular network. In this example, communication system 192 includes a cellular antenna, and communication controller 190 receives cellular information from and sends cellular information to the cellular network. In one embodiment, vehicle 100's communication controller 190 communicates with remote devices via a satellite network. In this example, communication system 188 includes a satellite antenna, and communication controller 190 receives and transmits information to and from a satellite network. In one embodiment, vehicle 100 is capable of communicating with other vehicles via a Wi-Fi network. In one embodiment, vehicle 100 is capable of communicating with other vehicles via a radio frequency mesh network, and communication controller 190 and communication system 188 are configured to enable communication via the mesh network. An exemplary vehicle communication system is disclosed in U.S. Patent Application Serial No. 15 / 262,113, filed September 12, 2016, entitled “VEHICLE TO VEHICLECOMMUNICATIONS DEVICE AND METHODS FOR RECREATIONAL VEHICLES,” the entire disclosure of which is expressly incorporated herein by reference. Additional details regarding an exemplary communication system are provided in U.S. Patent Application No. PLR-15-25091-05P-01-US, Serial No. 62 / 424,285, filed on November 18, 2016, the entire disclosure of which is expressly incorporated herein by reference.

[0083] Suspension controller 196 controls adjustable portions of suspension system 102. Exemplary adjustable components include adjustable dampers 110, adjustable springs 108, and / or constructible stabilizer bars. Additional details regarding adjustable dampers, adjustable springs, and / or constructible stabilizer bars are provided in U.S. Patent Application No. PLR-15-25091-05P-01-US, filed November 18, 2016, and U.S. Patent Application No. PLR-15-25091-04P-02-US, filed December 13, 2016, the entire disclosure of which is expressly incorporated herein by reference.

[0084] Vehicle controller 194 controls lights, load, accessories, chassis-level functions, and other vehicle functions. Ride height controller 198 controls the preload and operating height of vehicle 100. In one embodiment, ride height controller 198 controls spring 108 to adjust the ride height of vehicle 100 directly or via suspension controller 196. In one example, ride height controller 198 provides greater ground clearance in comfort driving mode compared to sport driving mode.

[0085] In one implementation, controller 120 includes a location determiner 199, or controller 120 is operatively coupled to location determiner 199 via network 172, which determines the current location of vehicle 100. An exemplary location determiner 199 is a GPS unit that determines the location of vehicle 110 based on interaction with a global satellite system.

[0086] Although the controller 120 of the vehicle 100 is shown as a distributed system including an operator interface controller 180, a steering controller 182, a prime mover controller 184, a transmission controller 186, a communication system 188, a communication controller 190, a communication controller 194, a suspension controller 196, a ride height controller 198, and a position determiner 199, in one embodiment, the functions of at least two or more of the operator interface controller 180, steering controller 182, prime mover controller 184, transmission controller 186, communication system 188, communication controller 190, communication controller 194, suspension controller 196, ride height controller 198, and position determiner 199 are combined in a single controller.

[0087] Reference Figure 10An exemplary control system 300 is provided for controlling the damping of an adjustable shock absorber 110. A suspension controller 196 is operatively coupled to the adjustable shock absorber 110, and the suspension controller 196 controls the damping of the adjustable shock absorber 110 based on multiple inputs. Figure 10 Exemplary inputs are provided throughout this disclosure. Furthermore, additional exemplary inputs for the suspension controller 196 and control processing sequences for the suspension controller 196 are provided in U.S. Patent Application No. PLR-15-25091-05P-01-US, filed November 18, 2016, and U.S. Patent Application No. PLR-15-25091-04P-02-US, filed December 13, 2016, the entire disclosure of which is expressly incorporated herein by reference.

[0088] return Figure 10 The suspension controller 196 receives multiple inputs that affect the damping characteristic curve of the shock absorber 110. First, the operator of the vehicle 100 can specify a desired driving mode for the vehicle 100, as indicated by box 302. In the illustrated embodiment, the operator specifies the desired driving mode via a user interface 122, for example, using an input device 274 supported by a switch 266 on the dashboard of the vehicle 100 or by the steering wheel 268 of the vehicle 100. Exemplary input devices include a rocker switch, at least one button, or other suitable driver-actuable device. Exemplary driving modes can alter the damping characteristic curve of the shock absorber 110 and the characteristics of other systems of the vehicle 100. The suspension controller 196 has stored damping characteristic curves corresponding to each driving mode. Additional details regarding exemplary driving modes and driver input for specifying desired driving modes are disclosed in U.S. patent applications filed November 18, 2016, with file number PLR-15-25091-05P-01-US and serial number 62 / 424,285, and filed December 13, 2016, with file number PLR-15-25091-04P-02-US and serial number 15 / 377,640, the full disclosure of which is expressly incorporated herein by reference.

[0089] Exemplary driving modes include Comfort Driving Mode, Sport Driving Mode, and Stable Driving Mode. Comfort Driving Mode is typically optimized for both comfort and performance. The suspension remains normally soft unless dynamic vehicle conditions sensed by one or more of the vehicle condition sensors 160 require a more stable setting. Compared to Comfort Driving Mode, Sport Driving Mode increases the baseline damping of the adjustable damper 110 and more aggressively controls vehicle conditions such as body roll during cornering or airborne maneuvers. Sport Driving Mode also features different speed-sensitive characteristics for increasing the damping of the adjustable damper 110. Compared to Sport Driving Mode, Stable Driving Mode increases the baseline damping of the adjustable damper 110. In one example, Stable Driving Mode provides the maximum damping characteristics of the adjustable damper 110. Additional driving modes are disclosed in U.S. patent applications filed November 18, 2016, with file number PLR-15-25091-05P-01-US and serial number 62 / 424,285, and U.S. patent applications filed December 13, 2016, with file number PLR-15-25091-04P-02-US and serial number 15 / 377,640, the entire disclosure of which is expressly incorporated herein by reference.

[0090] return Figure 10Secondly, the suspension controller 196 receives input from the vehicle condition sensor 160, as indicated by block 304. Based on the conditions sensed by the vehicle condition sensor 160, the suspension controller 196 can alter the damping characteristics of the shock absorber 110. For example, based on the conditions sensed by the vehicle condition sensor 160, the suspension controller 196 can determine the presence of one or more vehicle condition modifier states (“VCMS”) 310, which may result in changes to the damping characteristics of the shock absorber 110. Exemplary vehicle condition modifier states 310 include anti-dive VCMS 312, cornering VCMS 314, mode VCMS 316, acceleration VCMS 318, braking VCMS 320, roll / cornering VCMS 322, jump / pitch VCMS 323, and airborne VCMS 326. In the anti-dive VCMS 312, the suspension controller 196 adjusts the damping level of the shock absorber 110 adjacent to the front axle to be more stable in response to an emergency braking indication from the brake sensor 162, thereby reducing vehicle "dive". Additional details regarding these and other VCMSs are disclosed in U.S. Patent Application No. PLR-15-25091-05P-01-US, Serial No. 62 / 424,285, filed November 18, 2016, and U.S. Patent Application No. PLR-15-25091-04P-02-US, Serial No. 15 / 377,640, filed December 13, 2016, the entire disclosure of which is expressly incorporated herein by reference.

[0091] Third, the suspension controller 196 receives input from the operator (“TASD request”) to temporarily change the suspension damping characteristics, as indicated by box 330. In one example, the TASD request is a request to temporarily increase the damping characteristics of one or more adjustable shock absorbers. In another example, the TASD request is a request to temporarily decrease the damping characteristics of one or more adjustable shock absorbers. Based on inputs 302, 304, and 330, the suspension controller 196 executes suspension damping control logic 340 to determine the current damping value (“Current Determined Damping”) for each shock absorber in the shock absorbers 110.

[0092] Reference Figure 11 An exemplary processing sequence 350 for suspension damping control logic 340 is shown. Suspension controller 196 determines a currently determined damping for each shock absorber 110 based on inputs 302 and 304, as indicated by box 352. Suspension controller 196 determines whether a TASD request is active, as indicated by box 354. If a TASD request is not active, suspension controller 196 modifies the suspension damping characteristics of each shock absorber 110 based on the currently determined damping, as indicated by box 356.

[0093] If a TASD request is active, the suspension controller 196 determines which of the damping characteristics of the TASD request and the currently determined damping has higher damping, as indicated by box 358. If the currently determined damping is higher, the suspension controller 196 changes the suspension damping characteristics of each shock absorber 110 based on the currently determined damping, as indicated by box 356. If the TASD request damping is higher, the suspension controller 196 changes the suspension damping characteristics based on the TASD request, as indicated by box 360. In one embodiment, the suspension controller 196 performs a processing sequence 350 for each of the shock absorbers 110 individually. In one embodiment, the suspension controller 196 groups two or more shock absorbers 110 together and performs a processing sequence 350 for that group. In one example, the TASD request only affects a first subset of the multiple adjustable shock absorbers. Therefore, the suspension controller 196 considers the TASD request for a first subset of the plurality of adjustable dampers 110, but not for the rest of the plurality of adjustable dampers 110.

[0094] The operator of vehicle 100 can specify a TASD request via user interface 122. In one embodiment, input device 276 is supported by steering wheel 268 of vehicle 100. Exemplary input devices include a rocker switch, momentary switch, at least one button, or other suitable driver-actuable device that can be actuated by the driver without requiring either hand to be removed from steering wheel 268. This allows the driver to continue holding steering wheel 268 with both hands while still having the ability to submit a TASD request. In another embodiment, input device 276 may be positioned near steering wheel 268 but not supported by it. For example, a lever or other input similar to a turn signal input lever, windshield wiper input lever, or paddle shifter input on the rear of the steering wheel in a passenger car may be positioned directly behind steering wheel 268 and actuated by the driver while the driver continues to hold steering wheel 268. In implementations where vehicle 100 includes handlebars instead of a steering wheel, input device 276 may be positioned near the handlebar grip. In another embodiment, the input device 276 may be located in the dashboard 236, the center console, or other location within the vehicle 200 that is accessible from the driver's seat 252.

[0095] In another implementation, a TASD request can be submitted via a driver-actuable input that cannot be actuated by the driver's hand. See also... Figure 5In one embodiment, the driver-actuable input is positioned in front of a vertical plane 280 extending through the foremost extent of the driver's seat 252 and lower than a horizontal plane 282 extending through the lowest extent of the steering wheel 268. The driver-actuable input may be positioned as a foot-actuable input above the floor 240. The driver-actuable input may have a driver-engageable surface positioned below the seating surface of the seat bottom 258 of the driver's seat 252. In one embodiment, the driver-actuable input is the brake pedal 262. As an example, the driver may temporarily partially depress the brake pedal 262—often referred to as lightly applying the brakes—as a TASD request to the suspension controller 196 to increase the damping characteristics of one or more adjustable shock absorbers 110. The input via the brake pedal 262 can be turned on / off via a rocker switch or a touch display. In one embodiment, the driver may provide a TASD request via input 276 or the brake pedal 262.

[0096] In one embodiment, a second driver-actuable input device 277 is provided (see...). Figure 9A In this embodiment, a first driver-actuable input device 276 provides a TASD request to a controller 196 to increase the stiffness of at least one adjustable damper, and a second driver-actuable input device 277 provides a TASD request to a controller 196 to decrease the stiffness of at least one adjustable damper.

[0097] When vehicle 200 has a ground speed greater than zero, a TASD request can be submitted by actuating input device 276. A TASD request can also be submitted when vehicle 200 is stationary.

[0098] In an exemplary processing sequence of the logic of the suspension controller 196, the suspension controller 196 controls the damping characteristics of the adjustable shock absorber 110 at a first time based on multiple inputs from the vehicle condition sensor 160 supported by the vehicle 200. Then, at a second time after the first time, the suspension controller 196 receives a TASD request for changing the damping characteristics of the adjustable shock absorber 110 via an input device 276 or brake pedal 262 that can be actuated by the driver without requiring either hand to be removed from the steering device, illustratively speaking, the steering wheel 268. Then, at a third time after the second time, the suspension controller 196 changes the damping characteristics of the adjustable shock absorber 110 based on the received TASD request. Then, at a fourth time after the third time, the suspension controller 196 automatically changes the damping characteristics of the adjustable shock absorber 110 based on multiple inputs from the vehicle condition sensor 160. In one example, the suspension controller 196 executes this processing sequence while the vehicle 200 maintains a positive ground speed from a first time to a fourth time. In another example, the damping characteristics at the fourth time are based on multiple inputs from vehicle condition sensors 160 supported by the vehicle 200 at the fourth time.

[0099] In one implementation, when the suspension controller 196 changes the damping characteristics of the adjustable shock absorber 110 at a third time after a second time based on a received TASD request, the suspension controller 196 causes the stiffness of the damping characteristics of the shock absorber 110 to deviate relative to the stiffness of the damping characteristics of the shock absorber 110 at a first time, and at a fifth time between the third and fourth times, causes the stiffness of the damping characteristics of the shock absorber 110 to change towards a currently determined damping characteristic of the shock absorber 110 based on multiple inputs from the vehicle condition sensor 160. In one example, the deviation of the stiffness of the damping characteristics of the shock absorber 110 is achieved by increasing the stiffness of the damping characteristics of the shock absorber 110, and the change in the stiffness of the damping characteristics of the shock absorber 110 at the fifth time is a decrease in the stiffness of the damping characteristics of the shock absorber 110. In another example, the stiffness of the damping characteristic of the shock absorber 110 is deviated by decreasing the stiffness of the damping characteristic of the shock absorber 110, and the change in the stiffness of the damping characteristic of the shock absorber 110 at the fifth time is an increase in the stiffness of the damping characteristic of the shock absorber 110. In yet another example, the stiffness of the damping characteristic of the shock absorber 110 remains at a deviation level between the third and fifth times. In yet another example, the stiffness of the damping characteristic of the shock absorber 110 remains at a deviation level between the third and fifth times, and the step of changing the stiffness of the damping characteristic of the shock absorber 110 at the fifth time includes the following steps: linearly changing the stiffness of the damping characteristic of the shock absorber 110 from the deviation level, for example, decreasing or increasing it to the currently determined damping characteristic of the shock absorber 110 based on multiple inputs from the vehicle condition sensor 160. In another example, the step of changing the stiffness of the damping characteristics of the shock absorber 110 at the fifth time includes the following steps: linearly changing the stiffness of the damping characteristics of the shock absorber 110, for example, decreasing or increasing it to the currently determined damping characteristics of the shock absorber 110 based on multiple inputs from the vehicle condition sensor 160.

[0100] In one implementation, when the suspension controller 196 changes the damping characteristics of the adjustable shock absorber 110 at a third time after a second time based on a received TASD request, the suspension controller 196 causes the stiffness of the damping characteristics of the shock absorber 110 to deviate relative to the stiffness of the damping characteristics of the shock absorber 110 at a first time, and changes, for example, decreases or increases the stiffness of the damping characteristics of the shock absorber 110 at a fifth time between the third and fourth times, wherein the fifth time is a predetermined time delay period from the third time. In one example, the step of changing the stiffness of the damping characteristics of the shock absorber 110 includes: reducing the stiffness of the damping characteristics of the shock absorber 110 towards a currently determined damping characteristic of the shock absorber 110 based on multiple inputs from the vehicle condition sensor 160. In another example, the TASD request corresponds to the actuation of the input device 276 or the brake pedal 262 from a first configuration to a second configuration, and the suspension controller 196 initiates the predetermined time delay period when the input device 276 or the brake pedal 262 is actuated to the second configuration. In another example, the TASD request corresponds to the actuation of the input device 276 or brake pedal 262 from the first configuration to the second configuration, and the suspension controller 196 initiates a predetermined time delay period when the return of the input device 276 or brake pedal 262 toward the first configuration is detected. In yet another example, the TASD request corresponds to the actuation of the input device 276 or brake pedal 262 from the first configuration to the second configuration, and the suspension controller 196 initiates a predetermined time delay period when either the input device 276 or brake pedal 262 is actuated to the second configuration or the return of the input device 276 or brake pedal 262 toward the first configuration is detected, receives a second driver-initiated request at a sixth time after the third time and before the fifth time, made by the driver through the input device 276 or brake pedal 262, which can be actuated by the driver without requiring either hand in the driver's hands to be removed from the steering device, to change the damping characteristics of the shock absorber 110, and delays the fifth time by resetting the predetermined time delay based on the second driver-initiated request. In yet another example, a TASD request is received by detecting a light tap on the brake pedal.

[0101] In one embodiment, the suspension controller 196 changes the damping characteristics of each shock absorber in the shock absorbers 220 in response to an input received from the input device 276. In one example, the damping characteristics of each shock absorber in the shock absorbers 220 are changed to the same damping setting. In another example, the damping characteristics of each shock absorber in the shock absorbers 220 are changed to different damping settings. In another embodiment, the suspension controller 196 changes the damping characteristics of each shock absorber in the shock absorbers 226 in response to an input received from the input device 276. In one example, the damping characteristics of each shock absorber in the shock absorbers 226 are changed to the same damping setting. In another example, the damping characteristics of each shock absorber in the shock absorbers 226 are changed to different damping settings. In yet another embodiment, the suspension controller 196 changes the damping characteristics of each of the shock absorbers 220 and 226 in response to a TASD request received from the input device 276. In one example, the damping characteristics of each of dampers 220 and 226 are changed to the same damping setting. In another example, the damping characteristics of each of dampers 220 and 226 are changed to different damping settings.

[0102] Reference Figure 12A and Figure 12B This illustrates an exemplary modification of the damping characteristics based on a TASD request. Figure 12AA timing diagram for the actuation of input device 276 is shown, but this timing diagram also applies to the actuation of brake pedal 262. Curve 310 represents the actuation of input device 276, where input device 276 is depressed at time 332 and released at time 334. Curve 312 shows an exemplary damping characteristic curve for damper 110 over the same time span. At time 332, the stiffness of damper 110 increases from level 314 prior to time 332 to a deviation level 316. The stiffness remains at the deviation level 316 from time 332 to time 336, and then decays back to level 314 at time 338. In the example shown, deviation level 316 corresponds to a constant stiffness level, but this deviation level can have other curves, including at least a portion of the deviation level having an increasing slope, at least a portion of the deviation level having a decreasing slope, at least a portion of the deviation level having a non-linear curve, and / or can have other suitable curves. In the example shown, deviation level 316 corresponds to an increase in the stiffness of damper 110, but the deviation level could alternatively correspond to a decrease in the stiffness of damper 110 relative to level 314. In the example shown, the suspension controller 196 determines the appropriate damping level based on inputs 302 and 304 at both times, before time 332 and after time 338. In the example shown, these two levels are the same, but in some examples, they may be different. In the example shown, the decrease in the stiffness of damper 110 from time 336 to time 338 is linear, but different curves, including non-linear curves, may be used. The time period between time 332 and time 336 is a predetermined time period set by the suspension controller 196 to maintain damper 110 at stiffness level 316.

[0103] Reference Figure 13A and Figure 13B This illustrates an exemplary modification of the damping characteristics based on a TASD request. Figure 13A A timing diagram for the actuation of input device 276 is shown, but this timing diagram also applies to the actuation of brake pedal 262. Curve 320 represents the actuation of input device 276, where input device 276 is depressed at time 342 and released at time 344. Figure 12A Compared to curve 310, Figure 13AThe input device 276 is shown to maintain a longer duration in the compressed configuration. Curve 322 shows an exemplary damping characteristic curve for the damper 110 over the same time span. At time 342, the stiffness of the damper 110 deviates from level 324 prior to time 342 to level 326. The stiffness remains at the deviated level 326 from time 342 to time 346, and then decays back to level 324 at time 348. In the example shown, the deviated level 326 corresponds to a constant stiffness level, but this deviated level can have other curves, including at least a portion of the deviated level having an increasing slope, at least a portion of the deviated level having a decreasing slope, at least a portion of the deviated level having a nonlinear curve, and / or can have other suitable curves. In the example shown, the deviated level 326 corresponds to an increase in the stiffness of the damper 110, but the deviated level can alternatively correspond to a decrease in the stiffness of the damper 110 relative to level 324. In the example shown, before time 342 and after time 348, the suspension controller 196 determines the appropriate damping level based on inputs 302 and 304. In the example shown, these two levels are the same, but in some examples, they may be different. In the example shown, the decrease in stiffness of the damper 110 from time 346 to time 348 is linear, but different curves, including non-linear curves, may be used. The time period between time 344 and time 346 is a predetermined time period set by the suspension controller 196 to maintain the damper 110 at stiffness level 306. Figure 13B In this case, the predetermined time period does not begin until the input device 276 is released at time 344.

[0104] Reference Figure 14A and Figure 14B This illustrates an exemplary modification of the damping characteristics based on a TASD request. Figure 14AA timing diagram for the actuation of input device 276 is shown, but this timing diagram also applies to the actuation of brake pedal 262. Curve 370 represents the actuation of input device 276, in which input device 276 is pressed and released twice, namely a first actuation 372 and a second actuation 374. The first actuation 372 begins at time 362, and the second actuation 374 ends at time 364. Curve 376 shows an exemplary damping characteristic curve for damper 110 over the same time span. At time 362, the stiffness of damper 110 deviates from level 378 prior to time 362 to a level 380 deviating from the level. The stiffness remains at level 380 from time 362 to time 366, and then decays back to level 378 at time 368. In the example shown, deviation level 380 corresponds to a constant stiffness level, but this deviation level can have other curves, including at least a portion of the deviation level having an increasing slope, at least a portion of the deviation level having a decreasing slope, at least a portion of the deviation level having a nonlinear curve, and / or can have other suitable curves. In the example shown, deviation level 380 corresponds to an increase in the stiffness of damper 110, but the deviation level can alternatively correspond to a decrease in the stiffness of damper 110 relative to level 378. In the example shown, the suspension controller 196 determines an appropriate damping level based on inputs 302 and 304 at both times, before time 362 and after time 368. In the example shown, these two levels are the same, but in some examples, these two levels can be different. In the example shown, the decrease in the stiffness of damper 110 from time 366 to time 368 is linear, but different curves including nonlinear curves can be used. When the input device 276, which is in the first actuation 372, is released, the suspension controller 196 begins for a predetermined time period at level 380. However, a subsequent second actuation 374 causes the suspension controller 196 to reset the predetermined time period.

[0105] Reference Figure 15A and Figure 15B This illustrates an exemplary modification of the damping characteristics based on a TASD request. Figure 15A A timing diagram for the actuation of input device 276 is shown, but this timing diagram also applies to the actuation of brake pedal 262. Curve 388 represents the actuation of input device 276, wherein input device 276 is pressed and released twice, namely the first actuation 390 and the second actuation 392. Curve 388 is similar to... Figure 14ACurve 370, except for the increased time interval between the first and second actuations. The first actuation 372 begins at time 400, and the second actuation 374 ends at time 402. Curve 376 shows an exemplary damping characteristic curve for the damper 110 over the same time span. At time 400, the stiffness of the damper 110 deviates from level 396 before time 362 to a deviation level 398. The stiffness remains at the deviation level 398 from time 400 to time 404, and then begins to decay back to level 396 at time 400. In the example shown, the deviation level 398 corresponds to a constant stiffness level, but this deviation level can have other curves, including at least a portion of the deviation level having an increasing slope, at least a portion of the deviation level having a decreasing slope, at least a portion of the deviation level having a nonlinear curve, and / or can have other suitable curves. In the illustrated example, deviation from level 398 corresponds to an increase in the stiffness of damper 110, but the deviation could alternatively correspond to a decrease in the stiffness of damper 110 relative to level 396. In the illustrated example, suspension controller 196 determines the appropriate damping level based on inputs 302 and 304 both before time 400 and after time 404. In the illustrated example, the decrease in the stiffness of damper 110 from time 404 to time 403 is linear, but different curves, including non-linear curves, could be used. When input 276 at first actuation 390 is released, suspension controller 196 begins for a predetermined time period at level 380. However, a subsequent second actuation 392 causes suspension controller 196 to reset the predetermined time period and, at time 403, again increase the stiffness of damper 110 to level 398. As shown in the illustrated embodiment, the increase in level 398 occurs before the stiffness of damper 110 returns to level 396. The stiffness of damper 398 remains at level 398 until time 406, and then begins to decay back to level 396 between time 406 and time 408. In the example shown, the level is the same before time 400 and after time 408, but it may be different in some examples.

[0106] Reference Figures 16A to 16C This illustrates an exemplary modification of the damping characteristics based on a TASD request. Figure 16B A timing diagram for actuation of brake pedal 262 is shown, but this timing diagram also applies to actuation of input device 276. Curve 410 represents actuation of brake pedal 262, where brake pedal 262 is pressed and released within a short time period, such as 20 milliseconds, from 430 to 432. This actuation is commonly referred to as a light-touch brake. Figure 16CIn the diagram, curve 412 illustrates an exemplary damping characteristic curve for the same time span of the damper 110. At time 432, the stiffness of the damper 110 deviates from level 416 prior to time 432 to a deviation level 418. The stiffness remains at the deviation level 418 from time 432 to time 436, and then begins to decay back to level 416 at time 436 due to the expiration of a predetermined time period set by the suspension controller 196. In one example, the deviation level 418 corresponds to the same level of the braking VCMS. However, before the stiffness level returns to level 416, the suspension controller 196 determines at time 434 that a VCMS suspension event has occurred, such as... Figure 16A As shown by curve 420, the VCMS suspension event causes the suspension controller 196 to select a stiffness level of 422. However, at time 434, the current stiffness level is higher than level 422, so the suspension controller 196 maintains the stiffness level at level 418. At time 438, since the VCMS suspension event is still active, as indicated by curve 420, the suspension controller 196 causes the stiffness level to decay from level 418 back to level 422. If the suspension controller 196 determines that the VCMS suspension event has ended, assuming no other inputs 302 and 304 have changed the current suspension stiffness level at that time, the suspension controller 196 will cause the stiffness level to decay back from level 418 to level 416. In the example shown, the decay of the damper 110's stiffness from time 436 to time 438 is linear, but different curves, including non-linear curves, can be used.

[0107] Although embodiments of this disclosure have been described with exemplary designs, the invention can be further modified within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or modifications of this disclosure utilizing its general principles. Furthermore, this application is intended to cover deviations from this disclosure that fall within known or customary practice in the field to which this invention pertains.

Claims

1. A method for adjusting a vehicle shock absorber, the method comprising the following steps: The prime mover is operatively connected to multiple ground-mounted components via a CVT; An electronic controller monitors multiple inputs from multiple vehicle condition sensors, including a global variable accelerometer, which is connected to a suspension adjacent to a ground contact member. and The damping characteristics of the front adjustable shock absorber of the vehicle's front suspension and the damping characteristics of the rear adjustable shock absorber of the vehicle's rear suspension are determined based on the multiple vehicle condition sensors, wherein: In the stable driving mode of the vehicle, at least one of the damping characteristics of the front adjustable shock absorber and the rear adjustable shock absorber is modified to increase the stability of at least one of the front and rear adjustable shock absorbers. At least one of the damping characteristics of the front adjustable shock absorber and the rear adjustable shock absorber can be changed based on the conditions sensed by at least one of the plurality of vehicle condition sensors.

2. The method according to claim 1, wherein, The plurality of vehicle condition sensors also include at least one of a vehicle speed sensor, a steering sensor, an accelerometer, a gyroscope, a brake sensor, a throttle position sensor, a wheel speed sensor, and a gear selection sensor.

3. The method according to claim 1, wherein, The front adjustable shock absorber is connected between the vehicle frame and at least one ground contact member via an A-arm linkage.

4. The method according to claim 1, wherein, The rear suspension of the vehicle is a trailing arm type suspension.

5. The method according to claim 1, further comprising the following steps: The electronic controller receives the selected driving mode of the vehicle, and Based on the selected driving mode of the vehicle, at least one of the damping characteristics of the front adjustable shock absorber and the rear adjustable shock absorber is changed.

6. The method according to claim 5, wherein, The selected driving mode includes at least one of the following: Comfort Driving Mode, Sport Driving Mode, and Stable Driving Mode.

7. The method according to claim 1, wherein, At least one of the damping characteristics of the front adjustable damper and the rear adjustable damper is altered based on a damping characteristic curve stored in a memory associated with the electronic controller.

8. A vehicle for operation by a driver, the vehicle comprising: Multiple ground-mounted components; The frame is supported by the plurality of ground-jointing members; Prime mover, which is supported by the plurality of ground-connecting components; CVT, which is operatively connected to the prime mover and to at least one of the plurality of ground engagement members; Multiple suspensions, the multiple suspensions being supported by the multiple ground contact members, the multiple suspensions including a front suspension positioned in front of the CVT and having a front adjustable shock absorber, and a rear suspension positioned behind the front suspension and having a rear adjustable shock absorber; as well as An electronic controller monitors multiple inputs from multiple vehicle condition sensors, including a globally variable accelerometer coupled to each suspension adjacent to a ground contact member. The electronic controller determines, based on the multiple vehicle condition sensors, the damping characteristics of the front adjustable shock absorber of the vehicle's front suspension and the damping characteristics of the rear adjustable shock absorber of the vehicle's rear suspension, wherein: In the stable driving mode of the vehicle, at least one of the damping characteristics of the front adjustable shock absorber and the rear adjustable shock absorber is modified to increase the stability of at least one of the front and rear adjustable shock absorbers. At least one of the damping characteristics of the front adjustable shock absorber and the rear adjustable shock absorber is altered based on conditions sensed by at least one of the plurality of vehicle condition sensors.

9. The vehicle according to claim 8, further comprising: A steering system supported by the frame and including a steering device operatively coupled to at least one of the plurality of ground engagement members to steer the vehicle; A driver-actuable device, configured to be actuated by a driver, is a dual-purpose device capable of receiving a first input indicating a first driver-initiated request type and a second input indicating a second driver-initiated request type, the first driver-initiated request type being used to change the damping characteristics of the adjustable shock absorber. as well as A driver's seat, which is supported by the frame and has a seating surface positioned behind the steering device.

10. A method for controlling the damping characteristics of an adjustable shock absorber of a driver-operated vehicle, wherein the driver steers the vehicle by gripping a steering mechanism with their hands, the method comprising the steps of: (a) The damping characteristics of the adjustable shock absorber are electronically controlled at a first time using at least one controller based on multiple inputs from multiple sensors supported by the vehicle. (b) At a second time after the first time, receive a driver-initiated request via a driver-actuable input to change the damping characteristics of the adjustable shock absorber; (c) Using the at least one controller at a third time after the second time to change the damping characteristics of the adjustable shock absorber based on a received driver-initiated request; as well as (d) The damping characteristics of the adjustable shock absorber are automatically changed at a fourth time after the third time using the at least one controller based on the multiple inputs from the multiple sensors.

11. The method according to claim 10, wherein, The vehicle maintains a ground speed greater than zero from the first time point until the fourth time point.

12. The method according to claim 10, wherein, Step (c) includes the following steps: The stiffness of the damping characteristic of the adjustable damper deviates from the stiffness of the damping characteristic of the adjustable damper at the first time. At a fifth time between the third and fourth times, the stiffness of the damping characteristic of the adjustable shock absorber is changed, wherein the fifth time is a predetermined time delay period from the third time; and At a sixth time between the fifth and fourth times, the stiffness of the damping characteristic of the adjustable damper is changed toward the currently determined damping characteristic of the adjustable damper based on the multiple inputs from the multiple sensors.

13. The method according to claim 12, wherein, The step of changing the stiffness of the damping characteristics of the adjustable damper at the sixth time point includes the following steps: changing the stiffness of the damping characteristics of the adjustable damper linearly from a deviation from the horizontal to the currently determined damping characteristics of the adjustable damper based on the multiple inputs from the multiple sensors.

14. The method of claim 10, wherein, The vehicles include: Multiple ground-mounted components; A frame, the frame being connected to the plurality of ground engagement members via an adjustable suspension system, the adjustable suspension system comprising a first adjustable suspension system and a second adjustable suspension system; A driver's seat, supported by the frame and having a seating surface positioned behind the steering mechanism, a first adjustable suspension system positioned in front of the steering mechanism, and a second adjustable suspension system positioned behind the steering mechanism. In step (c), the damping characteristics of the first adjustable damper and the second adjustable damper in the adjustable damper are changed.

15. The method according to claim 14, wherein, Step (c) includes the following steps: The stiffness of the damping characteristic of the adjustable damper is deviated relative to the stiffness of the damping characteristic of the adjustable damper at the first time, and the stiffness of the damping characteristic of the adjustable damper is changed at a fifth time between the third time and the fourth time, wherein the fifth time is a predetermined time delay period from the third time; and Specifically, causing the stiffness of the damping characteristics of the adjustable damper to deviate includes causing the stiffness of the damping characteristics of the first adjustable damper to deviate relative to the stiffness of the damping characteristics of the first adjustable damper at the first time. The method further includes: at a sixth time between the fifth time and the fourth time, changing the stiffness of the damping characteristic of the first adjustable damper toward the currently determined damping characteristic of the first adjustable damper based on the multiple inputs from the multiple sensors.

16. The method according to claim 15, wherein, The driver-initiated request corresponds to the actuation of the driver-actuable input from the first configuration to the second configuration, and the method further includes the step of initiating the predetermined time delay period when one of the following occurs: the driver-actuable input is actuated to the second configuration and the driver-actuable input is detected to return to the first configuration; At a sixth time, after the third time and before the fifth time, a second driver-initiated request is received via the driver-actuable input to change the damping characteristics of the adjustable shock absorber. And based on the second driver's request, the fifth time is delayed by resetting the predetermined time delay period.

17. A vehicle for operation by a driver, the vehicle comprising: Multiple ground-mounted components; Multiple suspensions, the multiple suspensions being supported by the multiple ground contact members, the multiple suspensions including multiple adjustable shock absorbers; A frame, the frame being connected to a plurality of ground engagement members via a plurality of suspensions, a first ground engagement member of the plurality of ground engagement members being connected to the frame via a first suspension, the first suspension including a first adjustable shock absorber of the plurality of adjustable shock absorbers; a second ground engagement member of the plurality of ground engagement members being connected to the frame via a second suspension, the second suspension including a second adjustable shock absorber of the plurality of adjustable shock absorbers; A steering system supported by the frame and including a steering device operatively coupled to at least one of the plurality of ground engagement members to steer the vehicle; A driver-actuable input device is positioned to be actuated by the driver; A driver's seat, supported by the frame and having a seating surface positioned behind the steering mechanism, wherein the first adjustable shock absorber and the second adjustable shock absorber are positioned in front of the steering mechanism; Multiple sensors, the multiple sensors being supported by the multiple ground-mounted components; as well as At least one controller, operatively coupled to the plurality of adjustable dampers and the plurality of sensors, the at least one controller being configured to: (a) Determine the damping characteristics of at least one of the plurality of adjustable dampers based on multiple inputs from the plurality of sensors; (b) Receive a driver-initiated request from the driver-actuable input to change the damping characteristics of at least one of the plurality of adjustable shock absorbers; (c) To cause the damping characteristics of at least one of the plurality of adjustable shock absorbers to change in response to a received driver-initiated request and continue for a first time period, and (d) After (c), when the first time period expires, the damping characteristics of at least one of the plurality of adjustable dampers are automatically changed based on the plurality of inputs from the plurality of sensors, and wherein, In (c), the at least one controller deviates the stiffness of the damping characteristic of at least one of the plurality of adjustable dampers in a first portion of the first time period, and subsequently changes the stiffness of the damping characteristic of at least one of the plurality of adjustable dampers in a second portion of the first time period.

18. The vehicle according to claim 17, wherein, In (c), the at least one controller then changes the stiffness of the damping characteristic of the at least one adjustable damper by keeping the stiffness of the damping characteristic at a deviated level during the second portion of the first time period, wherein the second portion is a predetermined time delay period from the first portion of the first time period.

19. The vehicle according to claim 17, wherein, In (c), the at least one controller changes the stiffness of the damping characteristic of the at least one adjustable shock absorber based on a comparison between the currently determined damping characteristic and a change in the damping characteristic, wherein the change in the damping characteristic is based on a received driver-initiated request, and wherein the currently determined damping characteristic is based on the plurality of inputs from the plurality of sensors.

20. The vehicle according to claim 17, wherein, The at least one controller allows the vehicle to have a ground speed greater than zero while the at least one controller is executing (a) up to (d).

21. The vehicle according to claim 17, wherein, During the first portion of the first time period, the at least one controller keeps the stiffness of the damping characteristics of at least one of the plurality of adjustable dampers at a deviated level.

22. The vehicle according to claim 17, wherein, During the second portion of the first time period, the at least one controller linearly changes the stiffness of the damping characteristics of at least one of the plurality of adjustable dampers.

23. A method for controlling the damping characteristics of an adjustable shock absorber of a driver-operated vehicle, the driver steering the vehicle by gripping a steering mechanism with the driver's hand, the method comprising the following steps: (a) The damping characteristics of the adjustable shock absorber are electronically controlled at a first time using at least one controller based on multiple inputs from multiple sensors supported by the vehicle. (b) At a second time after the first time, receive a driver-initiated request via a driver-actuable input to change the damping characteristics of the adjustable shock absorber; (c) Using the at least one controller at a third time after the second time to change the damping characteristics of the adjustable shock absorber based on a received driver-initiated request; as well as (d) Using the at least one controller at a fourth time after the third time, the damping characteristics of the adjustable shock absorber are automatically changed based on the multiple inputs from the multiple sensors. Step (c) includes the following steps: deviating the stiffness of the damping characteristic of the adjustable damper relative to the stiffness of the damping characteristic of the adjustable damper at the first time; and at a fifth time between the third time and the fourth time, changing the stiffness of the damping characteristic of the adjustable damper toward the current value of the damping characteristic of the adjustable damper based on the multiple inputs from the multiple sensors.

24. The method according to claim 23, wherein, The vehicle maintains a ground speed greater than zero from the first time point until the fourth time point.

25. The method according to claim 23, wherein, The stiffness of the damping characteristics of the adjustable shock absorber remains at a deviation level between the third time and the fifth time.

26. The method of claim 25, wherein, The step of changing the stiffness of the damping characteristics of the adjustable damper at the fifth time point includes the following steps: changing the stiffness of the damping characteristics of the adjustable damper linearly from a deviation from the horizontal to the current value of the damping characteristics of the adjustable damper based on the multiple inputs from the multiple sensors.

27. The method according to claim 23, wherein, The step of changing the stiffness of the damping characteristics of the adjustable damper at the fifth time point includes the following steps: linearly changing the stiffness of the damping characteristics of the adjustable damper to the current value of the damping characteristics of the adjustable damper based on the multiple inputs from the multiple sensors.

28. The method according to claim 23, wherein, The step of changing the stiffness of the damping characteristic of the adjustable shock absorber is based on comparing the current value of the damping characteristic with the changed value of the damping characteristic, wherein the changed value of the damping characteristic is based on a received driver-initiated request, and wherein the current value of the damping characteristic is based on the multiple inputs from the multiple sensors.

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