Adjustable suspension for vehicle

Abstract

The invention relates to an adjustable suspension for a vehicle. A system for dynamically managing individual suspension settings of a vehicle based on a determined suspension pattern is provided. Based on the user input and the obtained sensor input, the system may then determine a suspension pattern for a plurality of individual controllable components by specifying a value or command for each controllable component. The first mode may correspond to lowering of the plurality of controllable components. The second mode may correspond to lowering two controllable components corresponding to rear wheels of the vehicle and raising two controllable components corresponding to front wheels of the vehicle. The third mode may correspond to lowering the plurality of controllable components to effectively lower the height of the vehicle to a threshold point. The system may also implement various verification processes that may verify the determined suspension mode and further adjust the individually controllable portions based on load or ground measurements.

Description

[0001] This application is a divisional application of the invention patent application with international application number PCT / US2020 / 061621, international application date November 20, 2020, which entered the Chinese national phase on June 20, 2022, application number 202080088877.4, and invention title "Adjustable Suspension for Vehicles". Background Technology

[0002] Generally speaking, vehicles such as trucks, SUVs, sedans, or multi-purpose or crossover vehicles can be utilized by drivers / users to achieve multiple functions or for use in a variety of environmental conditions. For example, a truck may have a bed, allowing the user to place various items on it. These items can come in various sizes and weights and have different mechanisms for loading and unloading on the truck. For example, wheeled vehicles such as scooters or motorcycles can be loaded and unloaded on a truck by rolling on a ramp. In another example, tools and gravity may be used to load and unload goods. Attached Figure Description

[0003] Figure 1 This is a block diagram depicting a system for managing vehicle suspension according to an illustrative embodiment of this application;

[0004] Figure 2A This is a block diagram depicting illustrative components of a client device for providing input for dynamic management of vehicle suspension according to an illustrative embodiment of this application;

[0005] Figure 2B This is a block diagram depicting exemplary components of a controller for dynamically managing vehicle suspension according to an exemplary embodiment of this application;

[0006] Figures 3A-3C This is a block diagram depicting the implementation of different suspension modes, including modifications to individually controllable portions, according to illustrative embodiments of this application; and

[0007] Figure 4 This is a flowchart corresponding to a routine implemented by a controller for dynamically managing the vehicle suspension according to an illustrative embodiment of this application. Summary of the Invention

[0008] A method for managing a vehicle suspension system includes: obtaining user input regarding selecting a suspension mode for the suspension system of the vehicle; obtaining multiple sensor values ​​for the vehicle, the sensor values ​​being associated with one or more of a vehicle state and environmental measurements associated with the vehicle; determining a suspension mode for the suspension system for the values ​​based on processing the user input and the multiple sensor values; determining multiple individually modified values ​​for four independently controllable parts of the suspension system, wherein each of the four independently controllable parts corresponds to a wheel position of the vehicle, and wherein each of the four independently controllable parts can raise or lower a portion of the vehicle and is associated with the position value; and, in response to the determined modified values, inducing the implementation of modifications to the multiple individually modified parts of the four independently controllable parts, wherein the corresponding modifications to the four independently controllable parts individually modify the position value of the controllable part.

[0009] In this method, obtaining user input regarding the selection of a suspension mode for the vehicle's suspension system includes obtaining user input from an interface control provided within the vehicle.

[0010] In this method, the interface control corresponds to the graphical interface used to obtain user input.

[0011] In this method, the interface control corresponds to the auditory interface used to obtain user input.

[0012] In this method, obtaining user input regarding the selection of a suspension mode for the vehicle's suspension system includes obtaining user input from an interface control provided on a client device outside the vehicle.

[0013] In this method, obtaining user input regarding the selection of suspension mode for the vehicle's suspension system includes obtaining user input from a user profile.

[0014] The method also includes verifying the determined suspension mode in response to processing user input and multiple sensor values ​​to determine the suspension mode of the suspension system for said values.

[0015] In this method, verifying the determined suspension pattern includes applying rules for processing sensor values ​​based on the determined suspension pattern.

[0016] In this method, the sensor values ​​include at least one of position or vehicle operating mode.

[0017] In this method, determining the suspension mode of the suspension system for a given value based on processing user input and multiple sensor values ​​includes determining the suspension mode by associating a higher priority with the suspension mode determined by one or more sensor values.

[0018] The method further includes: obtaining at least one additional sensor value corresponding to either the load or the ground plane; and making a second modification to a subset of the four independently controllable parts of the suspension system based on the load or ground plane sensor value.

[0019] In this method, the determined suspension mode corresponds to a first mode, and the determination of multiple individual modification values ​​for the four independently controllable parts of the suspension system includes selecting to reduce the position values ​​of all four independently controllable parts to a threshold position value characterized as the lowest position.

[0020] In this method, the determined suspension mode corresponds to the second mode, wherein determining multiple individual modification values ​​for the four independently controllable parts of the suspension system includes: selecting to reduce the position values ​​of the two independently controllable parts associated with the rear of the vehicle to a threshold position characterized as a lower position; and selecting to increase the position values ​​of the two independently controllable parts associated with the front of the vehicle to a threshold position characterized as a higher position.

[0021] The method also includes: implementing an additional vehicle operation mode control in response to the implementation of modifications to multiple individual modifications of the four independent controllable parts.

[0022] A system for managing a vehicle suspension system includes: a user interface component for receiving user input regarding selecting a suspension mode for the vehicle's suspension system; a vehicle interface for receiving multiple sensor values ​​for the vehicle, the sensor values ​​being associated with one or more of a vehicle state and environmental measurements associated with the vehicle; and a controller implemented on a processor, the controller being configured with computer-executable instructions configured to: determine multiple individually modified values ​​for four independently controllable portions of the suspension system in response to processing the user input and the multiple sensor values, wherein each of the four independently controllable portions corresponds to a wheel position of the vehicle, and wherein each of the four independently controllable portions can raise or lower a portion of the vehicle and is associated with the position value; and, in response to the determined modified values, cause implementation of modifications to the multiple individually modified portions of the four independently controllable portions, wherein the corresponding modifications to the four independently controllable portions individually modify the position value of the controllable portion.

[0023] In this system, obtaining user input regarding the selection of suspension mode for the vehicle's suspension system includes obtaining user input from at least one of interface control provided inside the vehicle and interface control provided from a client device outside the vehicle.

[0024] In this system, the controller also operates to: determine the suspension mode of the suspension system for the values ​​based on processed user input and multiple sensor values, and verify the determined multiple individually modified values.

[0025] In this system, the controller also operates to: obtain at least one additional sensor value corresponding to either the load or the ground plane; and make a second modification to a subset of the four independently controllable parts of the suspension system based on the load or ground plane sensor value.

[0026] A method for managing a vehicle suspension system includes: determining a suspension mode of the suspension system for the values ​​based on processed user input and multiple sensor values; determining multiple individually modified values ​​for four independently controllable parts of the suspension system, wherein each of the four independently controllable parts corresponds to a wheel position of the vehicle, and wherein each of the four independently controllable parts can raise or lower a portion of the vehicle and is associated with the position value; and, in response to the determined modified values, inducing modification implementation of the multiple individually modified values ​​for the four independently controllable parts, wherein the corresponding modification of the four independently controllable parts individually modifies the position value of the controllable part.

[0027] The method further includes obtaining user input regarding the selection of a suspension mode for the vehicle's suspension system, including obtaining user input from at least one of an interface control provided inside the vehicle and an interface control provided on a client device outside the vehicle.

[0028] The method also includes obtaining multiple sensor values ​​for the vehicle, which are associated with one or more of the vehicle's state and environmental measurements associated with the vehicle.

[0029] The method further includes: in response to determining a suspension mode of the suspension system for said values ​​based on processed user input and multiple sensor values, verifying the determined suspension mode.

[0030] In this method, verifying the determined suspension pattern involves applying rules that process sensor values ​​based on the determined suspension pattern.

[0031] In this method, determining the suspension mode of the suspension system for the values ​​based on processing user input and multiple sensor values ​​includes determining the suspension mode by associating higher priority with the suspension mode determined by one or more sensor values.

[0032] The method further includes: obtaining at least one additional sensor value corresponding to either the load or the ground plane; and causing a second modification to a subset of the four independently controllable parts of the suspension system based on the load or ground plane sensor value. Detailed Implementation

[0033] Generally, aspects of this application correspond to adjustable suspension systems. More specifically, one or more aspects of this application correspond to a system for dynamically managing various suspension settings of a vehicle based on a determined suspension mode. Illustratively, the system receives user input regarding a desired or specific suspension mode. For example, a user can select a mode via a user interface presented with the vehicle or via a separate interface generated on a mobile device communicating with the vehicle. The system can then receive (or continuously receive) sensor inputs corresponding to measurements attributed to or related to the vehicle or its surrounding environment, including current speed, location, ground clearance measurement, vehicle status, historical information about previous measurements, and so on.

[0034] Based on user input and acquired sensor input, the system can then determine a suspension mode. Illustratively, the suspension system includes multiple individual components, such as shock absorbers or struts, that are controllable by specifying values ​​or commands for each controllable component. For example, a vehicle may have four individually controllable components corresponding to suspension components positioned close to the wheels. According to various aspects of this application, the determined suspension mode includes specifications for the individual values ​​or changes in values ​​of the multiple controllable components, such as raising, lowering, or maintaining the current settings of the controllable components. By way of illustrative example, a first mode (e.g., a tilting mode) may correspond to lowering multiple controllable components to effectively lower the vehicle height to a minimum point. In another example, a second mode (e.g., a ramp mode) may correspond to lowering two controllable components corresponding to the rear wheels of the vehicle and raising two controllable components corresponding to the front wheels of the vehicle to achieve a specific angle between the rear edge of the vehicle and the ground. In yet another example, a third mode (e.g., a nominal mode) may correspond to lowering multiple controllable components to effectively lower the vehicle height to a threshold point selected for the vehicle's movement in certain types of road / conditions. In another example, a fourth mode (e.g., a leveling mode) could correspond to selecting a chosen height for the vehicle and then independently adjusting four controllable sections to make the vehicle substantially level. This could include one or more controllable sections that can be raised or lowered, especially in environments with uneven ground.

[0035] The system can also implement various verification processes to validate the determined suspension mode. For example, the system can be configured with various processing rules that consider whether sensor data such as speed and vehicle status (e.g., door open, tailgate open, etc.) prohibits the determined suspension mode. In another example, the system can obtain validation or confirmation from a user or system administrator, who can grant secondary or confirmation permissions to modify the suspension settings. The system can then transmit or otherwise induce modifications to the vehicle settings, such as changes to controllable components or other modifications to vehicle operation, such as preventing switching to driving, activating rest, activating cameras, etc.

[0036] Although aspects of this application are described with respect to vehicles such as trucks, specific suspension systems, values ​​of the suspension system (e.g., values ​​of controllable components), and suspension patterns, those skilled in the art will understand that references to these examples are illustrative in nature and should not be construed as limiting.

[0037] As mentioned above, vehicles possess some form of suspension system. However, achieving vehicle suspension height adjustment beyond its conventional operating range (e.g., the defined operating range of air suspension) can damage various aspects of the vehicle, such as the chassis, drive unit, battery, doors, dashboard, etc. This is further challenged by potential environmental conditions, such as uneven terrain or obstacles like curbs. For example, a vehicle with a conventional height adjustment mechanism can be lowered in a way that could cause the lower part of the vehicle to come into contact with obstacles such as rocks, curbs, etc. Furthermore, operating the vehicle with the height adjustment system in a low position can result in damage from impacts with objects on the road. Therefore, conventional height adjustment systems are inefficient in adapting to different types of activities.

[0038] Referring to the illustrative example, a truck (e.g., a vehicle) with an adjustable suspension system can raise and lower the truck body. In this example, each wheel can be raised or lowered individually by a desired amount by increasing or decreasing the compressed air within movable shock absorber airbags or support rods fixed to the wheel and frame. For example, the latter two shock absorber airbags can be electronically controlled via a central system connected to an air pump or compressor.

[0039] According to the first illustrative example, corresponding to the ramp mode, as the air in the shock absorbers fixed to the rear two wheels decreases, the truck bed will lower to a position where the rear is lower than the front. This allows the truck bed to be angled so that ramps or other equipment fixed to the truck's rear liftgate can be positioned or angled better for moving components up and down on the ramp. For example, the ramp's approach angle (the angle formed when the ramp contacts the truck bed) can be reduced so that a motorcycle does not bottom out when entering the truck. As an example, the approach angle without lowering the truck can be 45-55 degrees. However, when the truck is tilted by lowering the rear, the approach angle of the same ramp can be only 20-30 degrees.

[0040] Therefore, in ramp mode, the truck's suspension can be adjusted to raise the front of the truck by 80mm and lower the rear by 70mm. Of course, the truck can be raised or lowered by other amounts while still remaining within the spirit of the invention. For example, the suspension can be raised or lowered by 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95, 100, 125, 150, 200, or more millimeters. Depending on the truck's length, this may result in angles of 2, 3, 4, 5, or more degrees. For example, tilting the truck bed a few degrees allows the ramp fixed to the truck bed to be more easily traversed by motorcycles or all-terrain vehicles. Additionally, if the distance from the rear of the truck to the ground is reduced, a shorter ramp can be used to connect the ground to the truck bed.

[0041] In another example, the truck can be placed in a "tilt mode," where the truck is lowered at all four tires to bring the truck bed closer to the ground, such as by a maximum amount, making it easier to enter the truck and remove any material that needs to be removed from the truck bed. In yet another example, the truck can be placed in a level mode, which involves selecting a chosen height for the vehicle and then independently adjusting four controllable sections to make the vehicle essentially level. This can include one or more controllable sections that can be raised or lowered, especially in environments with uneven ground.

[0042] Turn now Figure 1 This section describes an illustrative system 10 for managing vehicle suspension. System 10 includes a vehicle 100 implementing a dynamically controllable suspension system 110. The dynamically controllable suspension system 110 may include a controller 112, which can receive commands or signals and cause modifications to individual controllable components 114. Figure 1 As illustrated, vehicle 100 is associated with a plurality of individually controllable parts 114A, 114B, 114C, and 114D, which may correspond to suspension assemblies associated with the four wheels of the vehicle. As described above, in one embodiment, the individually controllable part 114 of the controllable suspension system 110 includes shock-absorbing airbags or struts that can be controlled by increasing or decreasing air volume. Thus, in this embodiment, controller 112 may receive signals or commands from components that can be used to operate an air pump or compressor or otherwise release air. In other embodiments, different types of suspension systems may include mechanical or electromechanical suspension systems with individually controllable parts 114. Furthermore, although vehicle 100 is shown with respect to four individually controllable parts 114, those skilled in the art will understand that the vehicle may include any number of controllable parts to correspond to different adjustments of the vehicle as described herein.

[0043] Vehicle 100 also includes a controller 116 for processing various inputs to determine the vehicle's suspension mode, determine various values / commands for the individually controllable portion 114, and implement changes to those values. (The remaining text appears to be unrelated and possibly a fragment from another document.) Figure 2B The illustrative components of controller 116 are described below. Vehicle 100 also includes sensor interface 118 for acquiring sensor inputs relating to the vehicle's operating state or environmental conditions. Illustratively, sensor interface 118 may correspond to receiving inputs from sensors or interfaces and processing functionality that may be provided on the vehicle for general vehicle operation, such as speed and acceleration detectors, location sensors (e.g., GPS), cameras, door half-open sensors, tailgate sensors, vehicle occupant sensors, etc. Sensor interface 118 may also include additional sensors that may not be available on vehicle 100 according to illustrative examples, such as curb detection sensors, road slope detection, etc. Therefore, sensor interface 118 represents an interface for multiple sensors that may include several additional components or interfaces.

[0044] Continue to refer to Figure 1 System 10 may also include one or more client devices 200 for obtaining user input. Client devices 200 may include any number of different computing devices capable of communicating with global access point 106. For example, a single client device 200 may correspond to a laptop or tablet computer, personal computer, wearable computer, server, personal digital assistant (PDA), PDA / mobile phone, mobile phone, e-book reader, set-top box, camera, digital media player, etc. In some cases, client devices 200 are operated by end users, as described herein. [The remaining text appears to be incomplete and requires further context.] Figure 2A To describe the components of client device 200.

[0045] Client device 200 and vehicle 100 can communicate via communication network 130, which can be any wired network, wireless network, or a combination thereof. Such a network may include, but is not limited to, short-range radio networks, cellular networks, satellite networks, etc. Protocols and components used for communication via other communication networks of the aforementioned types are well known to those skilled in the art of computer communications and therefore do not require further description here.

[0046] Figure 2A An embodiment of the architecture of an exemplary user computing device 200 according to various aspects of this application is depicted, which can generate dangling mode requests, verify dangling mode transitions, and input user preferences. Figure 2AThe general architecture of the user computing device 200 depicted includes an arrangement of computer hardware and software components that can be used to implement various aspects of this disclosure. As shown, the user computing device 200 includes a processing unit 204, a network interface 206, a computer-readable media driver 208, an input / output device interface 220, an optional display 202, and an input device 224, all of which can communicate with each other via a communication bus.

[0047] Network interface 206 can provide connectivity to one or more network or computing systems, such as Figure 1 The vehicle 100. Therefore, the processing unit 204 can receive information and instructions from other computing systems or services via a network. The processing unit 204 can also communicate with the memory 210 and can also provide output information to the optional display 202 via the input / output device interface 220. The input / output device interface 220 can also accept input from the optional input device 224, such as a keyboard, mouse, digital pen, etc. In some embodiments, the user computing device 104 may include a... Figure 2A More (or fewer) components as shown.

[0048] Memory 210 may include computer program instructions that the processing unit 204 executes to implement one or more embodiments. Memory 210 typically includes RAM, ROM, or other persistent or non-transitory memory. Memory 210 may store an operating system 214 that provides computer program instructions for use by the processing unit 204 in the general management and operation of the user computing device 104. Memory 210 may also include computer program instructions and other information for implementing various aspects of this disclosure. For example, in one example, memory 210 includes a web application 216 (such as a browser application or software application) for accessing content and communicating with vehicle 100 to select or modify suspension mode requests.

[0049] Figure 2B An embodiment of the architecture for implementing the dynamic suspension management system described herein is depicted. Figure 2B The general architecture of the controller 116 depicted includes an arrangement of computer hardware and software components that can be used to implement various aspects of this disclosure. As shown, the controller 116 includes a processing unit 250, a network interface 252, a computer-readable media driver 254, and an input / output device interface 256, all of which can communicate with each other via a communication bus. The components of the controller 116 can be physical hardware components or can be implemented in a virtualized environment.

[0050] Network interface 252 can provide connectivity to one or more networks or computing systems, such as user computing device 200. Therefore, processing unit 250 can receive information and instructions from other computing systems or services via the network. Processing unit 250 can also communicate with memory 258 and can also provide output information to an optional display via input / output device interface 256. In some examples, controller 116 may include a... Figure 2B The components shown have more (or fewer) components.

[0051] Memory 258 may include computer program instructions that processing unit 250 executes to implement one or more embodiments. Memory 258 typically includes RAM, ROM, or other persistent or non-transitory memory. Memory 258 may store operating system 262, which provides computer program instructions for use by processing unit 250 in the general management and operation of controller 116. Memory 258 may also include computer program instructions and other information for implementing various aspects of this disclosure. For example, in one embodiment, memory 258 includes interface software 260 for receiving and processing suspension mode requests or other requests from user computing device 200. Interface software 260 may also be configured to receive sensor data from sensor interface 118. Memory 258 includes a suspension mode processing component 264 for implementing one or more suspension mode algorithms to determine the appropriate suspension mode for vehicle 100 and corresponding settings / values ​​for controllable components 114 of suspension system 110. The memory 258 may also include a suspension interface component 266 for engaging with the suspension system 110 and the controller 112 to induce modifications to the controllable components based on the selected suspension mode.

[0052] Turn now Figures 3A-3C This will describe illustrative examples of different suspension patterns. (Reference) Figure 3AThe following describes a first mode, commonly referred to as the tilt mode. In this mode, the suspension controller 116 may seek to modify the controllable portion 114 of the suspension system 110 to the lowest possible value for each of the four controllable portions 114A, 114B, 114C, and 114D. Even if a controllable portion can physically achieve a lower value or position, this lowest possible value may correspond to a threshold set as the “lowest” value. In this example, it is assumed that the four controllable portions 114A, 114B, 114C, and 114D can consistently reach the same height from the contact surface. In an alternative embodiment, if an uneven contact surface is determined based on sensor inputs in the vehicle 100, historical data from previous interactions at that location, or knowledge information provided to the suspension controller 116, the suspension controller 116 may individually adjust one or more controllable portions. In yet another embodiment, the controller 116 may also individually adjust one or more controllable portions based on load dynamics, which either cause the vehicle to shift gears or are specified to shift gears during the tilt mode (e.g., balancing an unbalanced load). As will be described, in tilt mode, controller 116 can also perform checks to ensure that the doors were not opened or damaged before entering tilt mode. Similarly, controller 116 can also prevent the vehicle from being switched to neutral or drive / reverse gear so that the vehicle cannot be operated in tilt mode.

[0053] refer to Figure 3B The following describes a second mode, commonly referred to as the nominal mode. In this mode, the suspension controller 116 may seek to modify the controllable portion 114 of the suspension system 110 to a set of default values ​​for each of the four controllable portions 114A, 114B, 114C, and 114D, which are configured to operate the vehicle on a standard surface. The default values ​​may correspond to manufacturing settings that are based on aerodynamics, safety, and other factors combined with a characterizing optimal position for the vehicle 100. In this example, it is assumed that the four controllable portions 114A, 114B, 114C, and 114D are capable of consistently reaching the same height from the contact surface. The nominal mode operation may also be dynamically modified based on vehicle operating conditions, such as energy consumption and road conditions. In yet another embodiment, the controller 116 may also dynamically adjust one or more controllable portions individually based on load dynamics, which may either cause the vehicle to shift gears or, where the user has specified, the vehicle 100 to shift gears during the nominal mode (e.g., balancing an unbalanced load).

[0054] refer to Figure 3CThe third mode, commonly referred to as the ramp mode, will be described. In this mode, the suspension controller 116 may seek to modify the controllable portion 114 corresponding to the rear of the suspension system 110 and the vehicle 100 to the lower of two of the four controllable portions 114C, 114D, while raising the remaining portion corresponding to the front of the vehicle to the higher of two of the four controllable portions 114A, 114B. Even if the controllable portions are physically capable of achieving lower or higher values ​​or positions, the lowest and highest, or lower and higher possible values ​​may correspond to set thresholds. In an alternative embodiment, if an uneven contact surface is determined based on sensor inputs in the vehicle 100, historical data from previous interactions at that location, or knowledge information provided to the suspension controller 116, the suspension controller 116 may individually adjust one or more controllable portions. In yet another embodiment, the controller 116 may also individually adjust one or more controllable portions based on load dynamics, which may cause the vehicle to shift gears, or where the user has specified that the vehicle 100 shift gears during ramp mode (e.g., to balance an unbalanced load). As will be described, in ramp mode, controller 116 can also perform checks to ensure that the doors are not opened or damaged before entering the ramp mode. Similarly, controller 116 can also prevent the vehicle from shifting into neutral or a driving / reverse position, thus preventing the vehicle from operating in ramp mode. Furthermore, the controller can also further adjust the rear controllable parts 114C, 114D upwards upon detecting a load to prevent the load from unintentionally sliding out of the vehicle 100 after loading is complete.

[0055] Turn now Figure 4 This will be described as a routine 400 implemented to manage dynamic suspension modes. Routine 400 may be implemented illustratively by controller 116, mobile device 200, or any other computing device configured to manage suspension settings on a vehicle. At block 402, controller 116 receives user input regarding the suspension mode. Illustratively, user input regarding the suspension may be accessed via a graphical interface provided in vehicle 100 or mobile device 200. User input may be manually specified, such as by selecting a specified suspension mode or specifying an activity corresponding to or predefined by a suspension mode (e.g., selecting "load items" associated with a ramp mode or initiating a desired action via microphone input). Alternatively, user input may be automatically specified based on profile information or historical information and automatically received by controller 116. For example, when vehicle 100 stops moving, a user may specify, such as via social media ("Move my old recliner") or a calendar application, that they will drive to a destination with a load, where mobile device 200 or vehicle 100 will determine the tilt mode. In some embodiments, user input may not be received, and the controller will only receive sensor input, as described below.

[0056] At block 404, controller 116 receives one or more sensor inputs from sensor interface 118 (or directly from vehicle 100). As described above, sensor inputs may correspond to inputs from sensors or interfaces and processing functionality that may be provided on the vehicle for general vehicle operation, such as speed and acceleration detectors, position sensors (e.g., GPS), cameras, door half-open sensors, tailgate sensors, vehicle occupant sensors, operating states (driving, reversing, neutral, parked, etc.), etc. Sensors may include additional sensors that may not be available on vehicle 100 according to illustrative examples, such as curb detection sensors, road slope detection, etc. Therefore, sensor interface 118 represents an interface for multiple sensors that may include several additional components or interfaces.

[0057] At block 406, controller 406 determines the suspension mode based on a combination of user input and sensor input. In one embodiment, the determination of the suspension mode may default to a specific mode selected by user input, which may then be validated by sensor input as described below. In another embodiment, the determination of the suspension mode may be based on matching sensor input values, such as speed and location, to a predefined range of values ​​for different suspension modes. The priority of sensor input values ​​may be higher than user input or higher in the absence of user input. If both user input and sensor input are received, controller 116 may associate the priority with the inputs used to determine the suspension mode, such as prioritizing the user-selected suspension mode and location-based suspension mode selection over other selection criteria such as speed. In still other embodiments, the determination of the suspension may correspond to selection criteria or rules, where two or more applicable suspension modes are available and controller 116 may select from a variety of suspension modes using sensor input values. In another example, controller 116 can utilize machine learning techniques, where a wide set of inputs such as user voice (“load bicycle”, “drop truck”), vehicle status, mobile device applications, location information, occupant identification, etc., can be used as inputs, and the selected suspension pattern can be generated based on a trained machine learning algorithm.

[0058] At decision box 408, a test is performed to determine whether controller 116 has verified the selected suspension mode. Illustratively, controller 116 may use user input and sensor input to determine the suspension mode (box 406) and verify the selected suspension mode. In one example, the user may be prompted to confirm the selection of the suspension mode transition via an interface such as a graphical interface or a voice interface. This may be necessary if controller 116 has selected a suspension mode without receiving user input to initiate the transition, or if controller 116 has selected a suspension mode different from the one specified by the user input. In another example, controller 116 may use sensor input values ​​and rules to determine when to prohibit the selected suspension mode. As described above, in one embodiment, the selected transition to a ramp mode or tilt mode may be prohibited or delayed, or delayed if sensor values ​​indicate a speed exceeding a threshold, position values ​​indicate the possible presence of an obstacle or potential damage, (multiple) vehicle status indicators indicate the vehicle is set to an operating mode (e.g., reversing), a door is open, or a driver / passenger is in vehicle 100, etc. Verification rules may be specified as default values, such as a door half-open sensor prohibiting transition to tilt mode. Users can set other verification rules, such as determining geographical restrictions or preferred speed ranges for the suspension mode (e.g., switching to the nominal operating suspension mode).

[0059] If the transition to a suspension mode cannot be verified, routine 400 does not continue, and a notification or error may be generated illustratively regarding information surrounding the failed verification (e.g., a user interface indicating that a door was detected as half-open). If the transition to a suspension mode can be verified or no applicable verification rule exists, at block 410, controller 116 determines the suspension controller settings for the controllable portion 114 of suspension system 112. As described above, in one embodiment, the individual controllable portion 114 of controllable suspension system 110 includes shock-absorbing airbags or struts that can be controlled by increasing or decreasing air. Therefore, in this embodiment, controller 112 may receive signals or commands from components that can be used to operate an air pump or compressor or otherwise release air. In other embodiments, different types of suspension systems may include mechanical or electromechanical suspension systems with individual controllable portions 114. As described in the illustrative example, controller 116 may adjust individual values ​​of the controllable portion based on uneven surface conditions, uneven loads, etc. Adjustments in controllable portion 114 may be based on terrain comparisons along the length or width of vehicle 100. Furthermore, in other examples, if the individual controllable parts 114 have different tolerance ranges or variations in how commands are implemented, especially over time, the controller 116 can develop profiles for the controllable parts (e.g., measured tolerances) and can appropriately adjust the individual commands based on the profile information.

[0060] In a first mode, commonly referred to as the tilt mode, the suspension controller 116 may seek to modify the controllable portions 114 of the suspension system 110 to the lowest possible value for each controllable portion 114. In this mode, the controllable portions 114... In an alternative embodiment, if an uneven contact surface is determined based on sensor inputs in the vehicle 100, historical data from previous interactions at that location, or knowledge information provided to the suspension controller 116, the suspension controller 116 may individually adjust one or more controllable portions. In yet another embodiment, the controller 116 may also individually adjust one or more controllable portions based on load dynamics, load dynamics that cause the vehicle to shift gears, or where the user has specified that the vehicle 100 shift gears during the tilt mode (e.g., to balance an unbalanced load).

[0061] In a second mode, commonly referred to as nominal mode, controller 116 may seek to modify the controllable portions 114 of suspension system 110 to a set of default values ​​for each controllable portion 114. These default values ​​may correspond to manufacturing settings, which may be based on aerodynamics, safety, and other factors combined with a characterization-optimized position for vehicle 100. In this example, it is assumed that the controllable portions 114 can consistently reach the same height from the contact surface. Nominal mode operation can also be dynamically modified based on vehicle operating conditions such as energy consumption and road conditions. In yet another embodiment, controller 116 may also dynamically adjust one or more controllable portions individually based on load dynamics, load dynamics, or situations where the user has specified that vehicle 100 shifts gears during nominal mode (e.g., balancing an unbalanced load).

[0062] In a third mode, commonly referred to as ramp mode, controller 116 may seek to modify suspension system 110 to a lower value for the portion of controllable portion 114 corresponding to the rear of the vehicle, while raising the remaining portion of controllable portion 114 corresponding to the front of the vehicle to a higher value. Even if the controllable portion can physically achieve lower or higher values ​​or positions, the lowest and highest, or lower and higher possible values ​​may correspond to set thresholds. In an alternative embodiment, if an uneven contact surface is determined based on sensor inputs in vehicle 100, historical data from previous interactions at that location, or knowledge information provided to suspension controller 116, suspension controller 116 may individually adjust one or more controllable portions. In yet another embodiment, controller 116 may also individually adjust one or more controllable portions based on load dynamics, load dynamics that cause the vehicle to shift gears, or where the user has specified that vehicle 100 shift gears during ramp mode (e.g., to balance an unbalanced load).

[0063] In some embodiments, the controller 116 may also determine additional settings of the vehicle 100 that should be modified based on the selected suspension mode. For example, in tilt mode or ramp mode, the vehicle 100 should remain in a parking operating mode and the emergency brake may be automatically activated. The vehicle 100 may also be prevented from switching to different operating modes (e.g., driving, reversing, neutral). Additionally, it should be recognized that while compressed air is used in some examples to raise or lower the suspension, other types of systems may also be used, including electromechanical actuators located near the four wheels to control the vehicle height.

[0064] At block 412, controller 116 transmits settings or commands to cause changes to the controllable portion 114 of suspension system 110. Controller 116 may transmit commands or specific commands / signals used by controllable portion 114 with values ​​translated by controller 112. At block 414, routine 400 terminates.

[0065] All of the above methods and processes can be embodied in software code modules executed by one or more general-purpose computers or processors, and the execution of these software code modules via one or more general-purpose computers or processors is fully automated. The code modules can be stored on any type of non-transitory computer-readable medium or other computer storage device. Some or all of the methods can alternatively be embodied in specialized computer hardware.

[0066] Unless otherwise expressly stated, conditional language such as “can,” “may,” “may,” or “may” is understood in the context to generally indicate that certain embodiments include, while other examples do not, certain features, elements, and / or steps. Therefore, such conditional language is not generally intended to imply that one or more embodiments in any way require features, elements, and / or steps, or that one or more embodiments must include methods for determining, with or without user input or prompting, whether such features, elements, and / or steps are included in any particular embodiment or will be performed in any particular example.

[0067] Separating language, such as the phrase “at least one of X, Y, or Z”, unless otherwise expressly stated, should be understood, depending on the context, as generally used to indicate that an item, term, etc., may be X, Y, or Z or any combination thereof (e.g., X, Y, and / or Z). Therefore, such separating language is generally not intended to, and should not, imply that certain embodiments require at least one of X, at least one of Y, or at least one of Z to be present individually.

[0068] Unless otherwise explicitly stated, articles such as “a” or “an” should generally be interpreted as including one or more of the described items. Therefore, phrases such as “devices configured to…” are intended to include one or more of the listed devices. Such one or more listed devices may also be configured collectively to perform the stated enumeration. For example, “processors configured to perform enumerations A, B, and C” could include a first processor configured to perform enumeration A working in conjunction with a second processor configured to perform enumerations B and C.

[0069] Any routine description, element, or block described herein and / or depicted in the accompanying drawings should be understood as potentially representing modules, segments, or portions of code that include one or more executable instructions for implementing specific logical functions or elements within a routine. Alternative implementations are included within the scope of the embodiments described herein, wherein elements or functions may be omitted or not performed in the order shown or discussed, including substantially synchronously or in reverse order, depending on the functionality involved as should be understood by those skilled in the art.

[0070] It should be emphasized that many variations and modifications can be made to the above embodiments, and their elements should be understood as other acceptable examples. All such modifications and variations are intended to be included within the scope of this disclosure and protected by the following claims.

Claims

1. A method for managing a vehicle suspension system, the method comprising: Obtain sensor values ​​for the vehicle, which are associated with one or more of the following: Vehicle status, Environmental measurements related to obstacles, terrain, or vehicle limitations, or Historical vehicle location information associated with the vehicle; Based on the sensor values, the suspension mode of the vehicle suspension system is determined; Verify the determined suspension pattern, wherein verifying the determined suspension pattern includes applying rule processing to the sensor values; Based on the determined suspension mode, individual modification values ​​are determined for the independently controllable portion of the suspension system, wherein the independently controllable portion corresponds to the wheel position of the vehicle or the vehicle setting. as well as In response to a determined individual modification value, a modification to the vehicle state or an independently controllable portion is implemented, wherein the modification to the independently controllable portion modifies the independently controllable portion individually.

2. The method of claim 1, wherein the determined suspension mode is different from the suspension mode selected by user input.

3. The method of claim 2, wherein the user input regarding the selection of the suspension mode is obtained from an interface control located within the vehicle.

4. The method of claim 3, wherein the interface control includes a graphical interface for obtaining user input.

5. The method of claim 3, wherein the interface control includes an audible interface for obtaining user input.

6. The method of claim 2, wherein the user input regarding the selection of the suspension mode is obtained from an interface control provided on a client device outside the vehicle.

7. The method of claim 2, wherein the user input regarding the selection of the suspending mode is obtained from a user profile.

8. The method according to any one of claims 1-7, further comprising: In response to determining the suspension mode of the suspension system, the determined suspension mode is verified.

9. The method according to any one of claims 1-7, wherein the sensor value includes at least one of position or vehicle operating mode.

10. The method of claim 2, wherein determining the suspension mode of the suspension system based on the sensor value further comprises: Compared to the suspension mode selected by the user input, the suspension mode is associated with a higher priority based on the sensor values.

11. The method according to any one of claims 1-7, further comprising: Obtain at least one additional sensor value corresponding to either the load or the ground plane; as well as Based on the value of the load or ground plane, a second modification is caused to the independently controllable portion of the suspension system.

12. The method according to any one of claims 1-7, wherein the determined suspension mode corresponds to a first suspension mode, and wherein, Determining the individual modification value for the independently controllable portion of the suspension system includes selecting a position value that reduces the position value of the independently controllable portion to a threshold position value that represents the lowest position.

13. The method according to any one of claims 1-7, wherein the determined suspension mode corresponds to a second suspension mode, and wherein, Determining the individual modification value for the independently controllable portion of the suspension system includes: Selecting to reduce the position values ​​of two independently controllable parts associated with the rear of the vehicle to a threshold position characterized as a lower position; and Choose to increase the position values ​​of two other independently controllable parts associated with the front of the vehicle to a threshold position characterized as a higher position.

14. The method according to any one of claims 1-7, further comprising: In response to the implementation of the individual modification of the vehicle state or the modification of the independently controllable portion, the implementation of control over the vehicle operating mode is triggered.

15. A system for managing a vehicle suspension system, comprising: The user interface component is used to obtain user input regarding the suspension mode of the selected vehicle's suspension system; A vehicle interface for obtaining sensor values ​​of the vehicle, the sensor values ​​being associated with one or more of the following: Vehicle status, Environmental measurements related to obstacles, terrain, or vehicle limitations, or Historical vehicle location information associated with the vehicle; A controller implemented on a processor, the controller responding to computer-executable instructions for: The suspension mode of the suspension system is determined based on the sensor values; Verify the determined suspension pattern, wherein verifying the determined suspension pattern includes applying rule processing to sensor values ​​based on rules applicable to the determined suspension pattern. Based on the determined suspension mode, individual modification values ​​are determined for the independently controllable portion of the suspension system, wherein the independently controllable portion corresponds to the wheel position of the vehicle or the vehicle setting. as well as In response to a determined individual modification value, a modification to the vehicle state or an independently controllable part is implemented, wherein the modification to the independently controllable part modifies the independently controllable part individually.

16. The system of claim 15, wherein the determined suspension mode is different from the suspension mode selected by the user input.

17. The system of claim 16, wherein the user input regarding the selection of a suspension mode is obtained from an interface control disposed within the vehicle.

18. The system of claim 17, wherein the interface control includes a graphical interface for obtaining user input.

19. The system of claim 17, wherein the interface control includes an auditory interface for obtaining user input.

20. The system of claim 17, wherein the user input regarding the selection of a suspension mode is obtained from an interface control provided on a client device outside the vehicle.

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