Adjustable suspension and vehicle handling for off-road recreational vehicles

Abstract

A suspension system for a recreational vehicle is disclosed. The suspension system may include at least one adjustable member that couples an anti-roll bar to a corresponding suspension. The suspension system may include a torque actuator associated with the anti-roll bar.

Description

[0001] Cross-references to related applications

[0002] This application relates to U.S. Provisional Application Serial No. 63 / 027,833, filed May 20, 2020, entitled “SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES”, File No. PLR-01-29147.01P-US; U.S. Provisional Application Serial No. 63 / 183,554, filed May 3, 2021, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”, File No. PLR-15-29249.02P-US; and U.S. Provisional Application Serial No. 63 / 183,554, filed June 29, 2021, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”. The entire disclosures of the following applications are expressly incorporated herein by reference: U.S. Provisional Application Serial No. 63 / 216,341, File No. PLR-15-29249.03P-US, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”, filed on July 17, 2020, with the subject matter number PLR-15-29249.01P-US. Technical Field

[0003] This application relates to recreational vehicles, and more particularly, to the suspension systems of recreational vehicles. Background Technology

[0004] Currently, some off-road vehicles include adjustable shock absorbers. These adjustments include spring preload, high and low speed compression damping, and / or rebound damping. To make these adjustments, the vehicle must be stopped and the operator must make the adjustments at each shock absorber position. Tools are usually also required for the adjustments.

[0005] Some off-road vehicles also include electronically adjustable shock absorbers and sensors for active ride control systems. Summary of the Invention

[0006] In exemplary embodiments of this disclosure, various vehicles having one or more adjustable suspensions are provided.

[0007] In an exemplary embodiment of this disclosure, a vehicle is provided. The vehicle includes: a plurality of ground engagement members, including a first portion located to the left of the vertical longitudinal centerline plane of the vehicle, and a second portion located to the right of the vertical longitudinal centerline plane of the vehicle; a frame supported by the plurality of ground engagement members; an operator area including an operator seat supported by the frame; a left suspension that movably couples the first ground engagement member of the first portion of the plurality of ground engagement members to the frame; a first electronically controlled shock absorber having a first end movably coupled to the left suspension and a second end movably coupled to the frame; a right suspension that movably couples the first ground engagement member of the second portion of the plurality of ground engagement members to the frame; and a third... Two electronically controlled shock absorbers, the second electronically controlled shock absorber having a first end movably coupled to the right side suspension and a second end movably coupled to the frame; an anti-roll bar movably coupled to the frame, the anti-roll bar having a first end movably coupled to the left side suspension and a second end movably coupled to the right side suspension; a third electronically controlled shock absorber configured to operatively couple the anti-roll bar to one of the left side suspension and the right side suspension; and an electronic controller operatively coupled to the first electronically controlled shock absorber, the second electronically controlled shock absorber, and the third electronically controlled shock absorber, the electronic controller setting a first characteristic of the first electronically controlled shock absorber, a second characteristic of the second electronically controlled shock absorber, and a third characteristic of the third electronically controlled shock absorber.

[0008] In one example, the third adjustable shock absorber is coupled to the anti-roll bar at the first end and to one of the left and right suspensions at the second end.

[0009] In another example, when the electronic controller determines that the vehicle is in a first state, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a first setting, and adjusts one of the first characteristics of the same first electronically controlled shock absorber and the second characteristic of the same second electronically controlled shock absorber coupled to the second end of the third adjustable shock absorber in the left and right suspensions to a first setting. In a variation, the electronic controller further adjusts the other of the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber to a first setting. In another variation, when the electronic controller determines that the vehicle is not in a first state, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a second setting, and adjusts one of the first characteristics of the same first electronically controlled shock absorber and the second characteristic of the same second electronically controlled shock absorber coupled to the second end of the third adjustable shock absorber in the left and right suspensions to a second setting. In yet another variation, the first setting of the third electronically controlled shock absorber restricts the compression of the third electronically controlled shock absorber.

[0010] In yet another example, a third electronically controlled shock absorber is located behind the operator's seat.

[0011] In yet another example, a third electronically controlled shock absorber is positioned in front of the operator's seat.

[0012] In another example, the electronic controller only controls the compression damping characteristics of the third electronically controlled shock absorber.

[0013] In yet another example, the third electronically controlled shock absorber includes an electronically controlled bypass valve that can be adjusted by an electronic controller.

[0014] In one variant, the third electronically controlled shock absorber further includes a damping body having an interior, a top, and a bottom; a piston disposed within the interior of the damping body, dividing the interior of the damping body into a first chamber and a second chamber; and a bypass conduit, in a first position, in fluid communication with the interior of the damping body on a first side of the piston, and in a second position, in fluid communication with the interior of the damping body on a second side of the piston, wherein compressed gas is present on the second side of the piston, and the second side of the piston is closer to the top of the damping body than the first side of the piston. In yet another variant, the interior of the damping body includes a liquid fluid, and both the first and second positions are below the interface between the liquid and the compressed gas. In yet another variant, the electronically controlled bypass valve has a first setting and a second setting, in which, in the first setting, liquid can flow from the first position to the second position and from the second position to the first position, and in the second setting, liquid can only flow from the second position to the first position.

[0015] In another variation, the third electronically controlled shock absorber further includes an internal damping body; a piston disposed within the damping body, dividing the interior of the damping body into a first chamber and a second chamber; and a spring disposed within the damping body and compressible between a first end of the damping body and the piston, wherein an electronically controlled bypass valve controls the fluid flow between the first and second chambers. In yet another variation, the spring is disposed on the same side of the piston as the first chamber, and the electronically controlled bypass valve controls the fluid flow from the first chamber to the second chamber. In yet another variation, the third electronically controlled shock absorber further includes a relief valve for controlling the fluid flow from the second chamber to the first chamber.

[0016] In another variation, the third electronically controlled shock absorber further includes an internal damping body; a piston disposed within the damping body and dividing the interior of the damping body into a first chamber and a second chamber; a first spring disposed within the damping body and compressible between a first end of the damping body and a first side of the piston; and a second spring disposed within the damping body and compressible between a second end of the damping body and a second side of the piston, wherein an electronically controlled bypass valve controls fluid flow between the first and second chambers. In yet another variation, in the absence of an external load, the first and second springs position the piston within the damping body, and the electronically controlled bypass valve is configured to allow fluid flow between the first and second chambers.

[0017] In yet another example, the electronic controller also monitors the brake pressure sensor to control at least one of the first, second, and third electronically controlled shock absorbers.

[0018] In another exemplary embodiment of this disclosure, a vehicle is provided. The vehicle includes: a plurality of ground-joining members, including a first portion located to the left of the vertical longitudinal centerline plane of the vehicle, and a second portion located to the right of the vertical longitudinal centerline plane of the vehicle; a frame supported by the plurality of ground-joining members; an open-air operator area including an operator seat supported by the frame; a cab frame configured to extend above the operator seat; a left front suspension movably coupling the first ground-joining member of the first portion of the plurality of ground-joining members to the frame; a first electronically controlled shock absorber having a first end movably coupled to the left front suspension and a second end movably coupled to the frame; and a right front suspension movably coupling the second portion of the plurality of ground-joining members to the frame. The system comprises: a first ground-mounted component movably coupled to the frame; a second electronically controlled shock absorber having a first end movably coupled to the right front suspension and a second end movably coupled to the frame; an anti-roll bar movably coupled to the frame having a first portion movably coupled to the left front suspension and a second portion movably coupled to the right front suspension; a torque actuator operatively coupled to the first and second portions of the anti-roll bar; and an electronic controller operatively coupled to the first, second, and torque actuators, the electronic controller setting a first characteristic of the first electronically controlled shock absorber, a second characteristic of the second electronically controlled shock absorber, and a third characteristic of the torque actuator.

[0019] In one example, the electronic controller uses a torque controller to generate torque to move at least one of the left and right front suspensions, thereby changing the vehicle's roll angle toward zero.

[0020] In yet another exemplary embodiment of this disclosure, a recreational vehicle is provided. The recreational vehicle includes: a plurality of ground contact members; a frame supported by the plurality of ground contact members; a powertrain assembly supported by the frame and operatively coupled to the plurality of ground contact members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to sense the lateral acceleration of the recreational vehicle; and a controller operatively coupled to the IMU, the controller being configured to: calculate the centripetal acceleration of the recreational vehicle; and determine the roll angle of the recreational vehicle using the centripetal acceleration.

[0021] In one example, the recreational vehicle also includes a steering angle sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the steering angle sensor.

[0022] In another example, the recreational vehicle also includes a vehicle speed sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the vehicle speed sensor.

[0023] In yet another example, the recreational vehicle also includes a ground engagement component speed sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the ground engagement component speed sensor.

[0024] In yet another example, the recreational vehicle also includes a Global Positioning System (GPS) receiver, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the GPS receiver.

[0025] In yet another example, to determine the roll angle of a recreational vehicle using centripetal acceleration, the controller is configured to remove centripetal acceleration from lateral acceleration. In a variant, to determine the roll angle of a recreational vehicle using centripetal acceleration, the controller is configured to remove centripetal acceleration from lateral acceleration to determine the magnitude of inertia caused by the roll angle.

[0026] In yet another exemplary embodiment of this disclosure, a recreational vehicle is provided. The recreational vehicle includes: a plurality of ground contact members; a frame supported by the plurality of ground contact members; a powertrain assembly supported by the frame and operatively coupled to the plurality of ground contact members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to sense the longitudinal acceleration of the all-terrain vehicle; and a controller operatively coupled to the IMU, the controller being configured to: calculate the acceleration of the recreational vehicle caused by forward or backward acceleration of the vehicle; and determine the pitch angle of the recreational vehicle using the acceleration caused by forward or backward acceleration of the vehicle.

[0027] In one example, the recreational vehicle also includes a vehicle speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle caused by the vehicle accelerating forward or backward based on one or more measurements from the vehicle speed sensor.

[0028] In another example, the recreational vehicle also includes a ground engagement component speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle caused by forward or backward acceleration of the vehicle based on one or more measurements from the ground engagement component speed sensor.

[0029] In yet another example, the recreational vehicle also includes a Global Positioning System (GPS) receiver, wherein the controller is configured to calculate the acceleration of the recreational vehicle caused by the vehicle accelerating forward or backward based on one or more measurements from the GPS receiver.

[0030] In yet another example, to determine the pitch angle of a recreational vehicle using the acceleration of the recreational vehicle caused by the vehicle's forward or backward acceleration, the controller is configured to remove the acceleration of the recreational vehicle caused by the vehicle's forward or backward acceleration from the longitudinal acceleration. In a variation, to determine the pitch angle of a recreational vehicle using the acceleration of the recreational vehicle caused by the vehicle's forward or backward acceleration, the controller is configured to remove the acceleration of the recreational vehicle caused by the vehicle's forward or backward acceleration from the longitudinal acceleration to determine the inertial amplitude caused by the pitch angle.

[0031] In yet another exemplary embodiment of this disclosure, a shock absorber is provided. The shock absorber includes: a damping body having an interior, a top end, and a bottom end; a piston disposed within the interior of the damping body, dividing the interior of the damping body into a first chamber and a second chamber; a bypass conduit, in a first position fluidly communicating with the interior of the damping body on a first side of the piston, and in a second position fluidly communicating with the interior of the damping body on a second side of the piston, the first position being located between the piston and the bottom end of the damping body, and the second position being located between the piston and the top end of the damping body; a liquid fluid disposed on the first and second sides of the piston; and a compressed gas disposed on the second side of the piston, wherein the second position of the bypass conduit is located between the second side of the piston and the interface between the compressed gas and the liquid.

[0032] In one example, the shock absorber also includes an electrically controlled bypass valve having a first setting and a second setting, wherein in the first setting, liquid can flow from a first position to a second position and from the second position to the first position, and in the second setting, liquid can only flow from the second position to the first position.

[0033] In another example, the shock absorber also includes a rod that is coupled to the piston and extends beyond the top of the shock absorber body.

[0034] In yet another exemplary embodiment of this disclosure, a vehicle is provided. The vehicle includes: a plurality of ground engagement members; a frame supported by the plurality of ground engagement members; an operator area including an operator seat supported by the frame; a first suspension movably coupled the first ground engagement members to the frame; a first electronically controlled shock absorber having a first end movably coupled to the first suspension and a second end movably coupled to the frame; a first sensor supported by the vehicle to monitor a first characteristic; and an electronic controller operatively coupled to the first electronically controlled shock absorber to control the damping characteristics of the first electronically controlled shock absorber, the electronic controller being operatively coupled to the first sensor and controlling the damping characteristics of the first electronically controlled shock absorber based on the monitored first characteristic, at least based on frequency characteristics.

[0035] In one example, the primary characteristic is acceleration. In a variant, the primary characteristic is angular acceleration.

[0036] The above and other features of this disclosure, and how they are obtained, will become more apparent and better understood from the following description of embodiments taken in conjunction with the accompanying drawings. These above and other features can be used in any combination or arrangement. Attached Figure Description

[0037] Figure 1 A representative view of an exemplary recreational vehicle is shown;

[0038] Figure 2 Show Figure 1 A representative view of an exemplary controller for an exemplary recreational vehicle;

[0039] Figure 3 Show Figure 1 A representative view of an exemplary sensor in an exemplary recreational vehicle;

[0040] Figure 4 Show Figure 1 A left front perspective view of an exemplary row-seat recreational vehicle.

[0041] Figure 5 Show Figure 4 The pitch, roll, and yaw axes of an exemplary row-seat recreational vehicle;

[0042] Figure 6 Show Figure 4 Right rear perspective view of an exemplary row-seat recreational vehicle;

[0043] Figure 7 Show Figure 4 A left-side or driver-side view of an exemplary row-seat recreational vehicle;

[0044] Figure 8Show Figure 4 A right-side or passenger-side view of an exemplary row-seat recreational vehicle;

[0045] Figure 9 Show Figure 4 A top view of an exemplary row-seat recreational vehicle;

[0046] Figure 10 Show Figure 4 A front view of an exemplary row-seat recreational vehicle;

[0047] Figure 11 Show Figure 4 Rear view of an exemplary row-seat recreational vehicle;

[0048] Figure 12 Show Figure 4 Left front perspective view of the frame of an exemplary row-seat recreational vehicle;

[0049] Figure 13 Show Figure 4 Right rear perspective view of the frame of an exemplary row-seat recreational vehicle;

[0050] Figure 14 Show Figure 4 A left front perspective view of the driver's and passenger's side front suspension of an exemplary row-seat recreational vehicle;

[0051] Figure 15 Show Figure 4 Rear perspective view of the driver's side and passenger side front suspension of an exemplary row-seat recreational vehicle;

[0052] Figure 16 Showing including the rear anti-roll bar Figure 4 A partially exploded view of the driver's side and passenger side rear suspension of an exemplary row-seat recreational vehicle;

[0053] Figure 17 Show Figure 4 In an exemplary row-seat recreational vehicle Figure 16 An exploded view of the rear anti-roll bar shown;

[0054] Figure 18 Show Figure 4 A representative view of the powertrain system of an exemplary row-seat recreational vehicle;

[0055] Figure 19 Show Figure 4 An exemplary suspension control system for an exemplary row-seat recreational vehicle;

[0056] Figure 20 Show Figure 19 Exemplary vibration damping logic of an exemplary control system;

[0057] Figure 21 Show Figure 19 Another exemplary vibration damping logic for an exemplary control system;

[0058] Figure 22 Show Figure 19 Exemplary vibration damping logic of an exemplary control system;

[0059] Figure 23 Show Figure 19 An exemplary processing sequence of vibration damping logic in an exemplary control system;

[0060] Figure 24 Show Figure 4 An exemplary portion of the operator interface of an exemplary row-seat recreational vehicle;

[0061] Figure 25 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0062] Figure 26 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0063] Figure 27 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0064] Figure 28 Show Figure 4 An exemplary display screen for the operator interface of an exemplary row-seat recreational vehicle;

[0065] Figure 29 Show Figure 4 An exemplary display screen for the operator interface of an exemplary row-seat recreational vehicle;

[0066] Figure 30 Showing the transmission Figure 4 An exemplary display feature of the operator interface for the damping settings of the adjustable shock absorbers in an exemplary row-seat recreational vehicle.

[0067] Figure 31 Show Figure 4 An exemplary display screen for the operator interface of an exemplary row-seat recreational vehicle;

[0068] Figure 32 Show Figure 4 A top view of an exemplary row-seat recreational vehicle turned to the left;

[0069] Figure 33 Show Figure 19Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0070] Figure 34 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0071] Figure 35 Showing targets Figure 36 The processing sequence in Figure 4 The driver of an exemplary row-seat recreational vehicle requests the changes in throttle input, engine output torque, and vertical acceleration over time;

[0072] Figure 36 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system;

[0073] Figure 37 Show Figure 4 A representative view of a portion of the suspension of an exemplary row-seat recreational vehicle, including adjustable shock absorbers that couple anti-roll bars to the front and rear suspensions respectively;

[0074] Figure 38 An example adjustable shock absorber is shown;

[0075] Figure 39 Showing the Figure 38 Representative curves comparing various electronic configurations of adjustable shock absorbers;

[0076] Figure 40 Showing the Figure 38 Representative curves comparing various configurations of adjustable shock absorbers;

[0077] Figure 41 Show Figure 4 Exemplary row-seat recreational vehicles, including Figure 37 The suspension system, including the front anti-roll bar. Figure 38 The adjustable shock absorber is in the first setting;

[0078] Figure 42 Show Figure 4 Exemplary row-seat recreational vehicles, including Figure 37 The suspension system, including the front anti-roll bar. Figure 38 The adjustable shock absorber is in the second setting;

[0079] Figure 43 Show Figure 19 Another exemplary processing sequence of the vibration damping logic of an exemplary control system includes control Figure 37 Adjustable shock absorbers;

[0080] Figure 44 Show Figure 19 Another exemplary processing sequence of vibration damping logic in an exemplary control system includes control Figure 37 Adjustable shock absorbers;

[0081] Figure 45 Another example adjustable shock absorber is shown;

[0082] Figure 46 Show Figure 4 A representative view of a portion of the suspension of an exemplary row-seat recreational vehicle, including an anti-roll bar having torque actuators for the respective front and rear suspensions;

[0083] Figure 47 A representative view of an exemplary torque actuator is shown;

[0084] Figure 48 Show Figure 4 A representative view of a portion of the suspension of an exemplary row-seat recreational vehicle, including an anti-roll bar with a torque actuator and adjustable shock absorbers that couple the anti-roll bar to the front and rear suspensions respectively.

[0085] Figure 49 Show Figure 4 An exemplary passively adjustable suspension system for an exemplary row-seat recreational vehicle;

[0086] Figure 50 Showing the Figure 49 Representative curves comparing various configurations of the adjustable suspension system;

[0087] Figure 51 An exemplary suspension position sensor is shown;

[0088] Figure 52 This indicates that the valve is in its first state. Figure 4 An exemplary adjustable suspension system for an exemplary row-seat recreational vehicle;

[0089] Figure 53 This indicates that the valve is in the second state. Figure 52 Adjustable suspension system;

[0090] Figure 54 Exemplary limit curves for an adjustable suspension system are shown; and

[0091] Figure 55 Show Figure 4 An exemplary display screen for the operator interface of an exemplary row-seat recreational vehicle.

[0092] In all the views, the corresponding reference numerals indicate the corresponding parts. Detailed Implementation

[0093] The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the detailed description below. Rather, these embodiments were chosen and described to enable others skilled in the art to utilize their teachings. While this disclosure relates primarily to row-seat vehicles, it should be understood that the features disclosed herein can also be applied to other types of vehicles, such as all-terrain vehicles, snowmobiles, and golf carts.

[0094] Now for reference Figure 1 This disclosure relates to a vehicle 10 having a suspension system 11 coupled to a plurality of ground engagement members 14 and a frame 16. Exemplary ground engagement members 14 include wheels, skis, rails, tire treads, or other suitable devices for supporting the vehicle relative to the ground.

[0095] Suspension system 12 typically includes a spring 18 and a shock absorber 20 coupled between ground engagement member 14 and frame 16. Spring 18 may include, for example, a disc spring, leaf spring, air spring, or other gas spring. Air spring or gas spring 18 may be adjustable. See, for example, U.S. Patent No. 7,950,486, assigned to the present assignee, the entire disclosure of which is incorporated herein by reference. Shock absorber 20 may be electronically controlled to adjust one or both of the shock absorber's compression damping characteristics and rebound damping characteristics. Exemplary adjustable shock absorbers include the FOX 3.0 Active Valve X2 internal bypass shock absorber with electronically independent compression damping control and rebound damping control, available from FOX located at 6634 Highway 53 in Braselton, Georgia 30517. In some embodiments, shock absorber 20 includes a first controllable valve for adjusting compression damping and a second controllable valve for adjusting rebound damping. In some embodiments, the shock absorber 20 includes a combined valve that controls both compression damping and rebound damping. Other exemplary adjustable shock absorbers are described in U.S. Provisional Application Serial No. 63 / 027,833, File No. PLR-01-29147.01P-US, filed May 20, 2020, entitled “SYSTEMS ANDMETHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES,” the entire disclosure of which is expressly incorporated herein by reference.

[0096] In some embodiments, each ground engagement member 14 is coupled to the frame 16 via a separate suspension system 12 having one or more springs 18 and adjustable shock absorbers 20. In some embodiments, a single suspension system 12 may couple at least two ground engagement members 14 to the frame 16.

[0097] Furthermore, the suspension system 12 may also include one or more torsion couplers 22 that couple the individual suspension systems 12 together such that movement of the first suspension system 12 affects movement of the second suspension system 12. An exemplary torsion coupler 22 is an anti-roll bar (suspension stabilizer bar). As described herein, an exemplary torsion coupler 22 may include one or more adjustable components or systems, such as a torque actuator 1200 (see [link to documentation]). Figure 46 and 47 This allows for adjustment of the characteristics of the torsional coupler 22, and consequently, the interdependence between the coupled suspension systems 12. As disclosed herein, the exemplary torque actuator 1200 can also actively generate torque in the coupled suspension systems 12.

[0098] Each ground engagement member 14 is coupled to the frame 16 via one or more suspension arms 30 (such as A-arms, trailing arms, control arms, and other suitable arms) of the corresponding suspension system 12. Each arm 30 allows vertical movement of the ground engagement member 14 relative to the frame 16. Springs 18 and shock absorbers 20 are typically coupled to one of the corresponding arms 30 and the frame 16, and the damping characteristics of the springs 18 and shock absorbers 20 control the vertical movement of the ground engagement member 14 relative to the frame 16. As described herein, these damping characteristics can be adjusted to improve the handling, comfort, ride height, performance, and other characteristics of the vehicle 10. In the case of a snowmobile, the first portion of spring 18 and shock absorber 20 may be located between suspension arms coupled to the front ski and the snowmobile frame, and the second portion of spring 18 and shock absorber 20 may be located inside the annular track ground engagement member, as described in U.S. Provisional Application Serial No. 63 / 027,833, File No. PLR-01-29147.01P-US, filed May 20, 2020, entitled “SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROADRECREATIONAL VEHICLES,” the entire disclosure of which is expressly incorporated herein by reference.

[0099] Vehicle 10 also includes an electronic controller 50, which is operatively coupled to the adjustable shock absorbers 20 and other adjustable components, such as torsional couplers 22, of the suspension system 12. The electronic controller 50 includes at least one processor 52 and at least one non-transitory computer-readable medium memory 54. In some embodiments, the electronic controller 50 is a single unit controlling the operation of various systems 60 of vehicle 10. In some embodiments, the electronic controller 50 is a distributed system comprising multiple controllers, each controlling one or more systems of vehicle 10, and capable of communicating with each other via one or more wired and / or wireless networks. In some embodiments, the multiple controllers communicate via a CAN network.

[0100] Furthermore, the electronic controller 50 is operatively coupled to a plurality of sensors 80, which monitor various parameters of the vehicle 10 or the environment surrounding the vehicle 10. In some embodiments, one or more sensors 80 may be incorporated as part of the electronic controller 50, directly connected to the electronic controller 50, and / or provide information about sensed characteristics via one or more wired and / or wireless networks. In some embodiments, the plurality of sensors and the controller communicate via a CAN network. The controller 50 performs specific operations (e.g., provides commands) to control one or more subsystems of other vehicle components. In some embodiments, the controller 50 forms part of a processing subsystem, which includes one or more computing devices having memory, processing, and communication hardware.

[0101] The controller 50 may be a single device or a distributed device, and the functions of the controller 50 may be executed by hardware and / or as computer instructions stored on a non-transitory computer-readable storage medium such as memory 54 executed by one or more processors.

[0102] See Figure 2 Controller 50 is shown as including a plurality of controllers. These controllers may be a single device or a distributed device, or one or more of these controllers may collectively 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 stored on a non-transitory computer-readable storage medium such as memory 54, executed by one or more processors.

[0103] In some embodiments, controller 50 includes at least two separate controllers communicating via network 40. In one embodiment, network 40 is a CAN network. Details regarding exemplary CAN networks 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. In some embodiments, any suitable type of network or data bus may be used instead of a CAN network, including wired, wireless, or combinations thereof. In some embodiments, two-wire serial communication is used for some connections.

[0104] See Figure 2The controller 50 includes an operator interface controller 82 for controlling communication with the operator via the operator interface 62. The operator interface 62 includes one or more input devices 42 for receiving input from the operator of the vehicle 10, and one or more output devices 44 for providing information to the operator of the vehicle 10. Exemplary input devices 42 for the operator interface 62 include joysticks, buttons, switches, soft keys, and other suitable input devices. Exemplary output devices 44 include lights, displays, audio devices, haptic devices, and other suitable output devices. In some embodiments, at least a portion of the user input device 42 is configured to allow the operator to actuate the input without removing their hands from the vehicle steering input device. In some embodiments, at least a portion of the user input device 42 is disposed on the steering wheel, handlebars, or other operator steering input device of the vehicle 10 to facilitate actuation of the input device 42. In some embodiments, at least a portion of the user input device 42 can be actuated by the operator's foot or by other operator actions. Exemplary user input devices may be multi-purpose input devices.

[0105] Steering controller 84 controls part of steering system 64. In some embodiments, steering system 84 is a power steering system and includes one or more steering sensors. Exemplary sensors and electronic power steering units are provided in U.S. Patent Application Serial No. 12 / 135,107, File No. PLR-06-22542.02P, entitled “VEHICLE”, filed June 6, 2008, and U.S. Patent Application Serial No. 83 / 071,855, File No. PLR-15-29282.01P-US, filed August 28, 2020, entitled “VEHICLE STEERING SYSTEMS AND METHODS”, the disclosures of which are expressly incorporated herein by reference.

[0106] The prime mover controller 86 controls the operation of the prime mover 66. The exemplary prime mover provides power to the drive system of the vehicle 10 and includes a two-stroke internal combustion engine, a four-stroke internal combustion engine, an electric motor, a hybrid system, and associated energy supply systems, such as a fuel and air control system for the internal combustion engine and a battery system for the electric motor.

[0107] The transmission controller 88 controls the operation of the transmission system 68. An exemplary transmission system 68 includes a shift transmission, an automatic dual-clutch transmission, a continuously variable transmission (CVT), and combinations thereof.

[0108] The suspension controller 90 controls the adjustable portions of the suspension system 12. Exemplary adjustable components include adjustable shock absorbers 20, adjustable springs 18, and / or configurable torsional couplers 22, such as stabilizer bars including anti-roll bars. Further details regarding adjustable dampers, adjustable springs, and configurable torsional couplers can be found in U.S. Patent Application Serial No. 16 / 013,210, filed June 20, 2018, entitled “VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL”; U.S. Patent Application Serial No. 16 / 529,001, filed August 1, 2019, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; U.S. Patent Application Serial No. 15 / 816,368, filed November 17, 2017, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; U.S. Patent Application Serial No. 16 / 198,280, filed November 21, 2018, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”; and U.S. Patent Application Serial No. 16 / 198,280, filed May 20, 2020, entitled “SYSTEMS AND The disclosures of the above applications are found in U.S. Provisional Application Serial No. 63 / 027,833, File No. PLR-01-29147.01P-US, entitled “METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES”; and in U.S. Provisional Application Serial No. 63 / 053,278, File No. PLR-15-29249.01P-US, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”, filed on July 17, 2020, the entire contents of which are expressly incorporated herein by reference.

[0109] The communication controller 92 controls communication between the vehicle 10's communication system 72 and remote devices, such as other vehicles, personal computing devices (e.g., mobile phones or tablets), central computer systems maintaining one or more databases, and other types of devices located away from the vehicle 10 or carried by passengers of the vehicle 10 or otherwise supported by the vehicle 10. In some embodiments, the vehicle 10's communication controller 92 communicates with paired devices via a wireless network. An exemplary wireless network is a radio frequency network using the Bluetooth protocol. In this example, the communication system 72 includes a radio frequency antenna. The communication controller 92 controls the pairing of devices with the vehicle 10 and communication between the vehicle 10 and remote devices. In some embodiments, the vehicle 10's communication controller 92 communicates with remote devices via a cellular network. In this example, the communication system 72 includes a cellular antenna, and the communication controller 92 receives cellular messages from the cellular network and sends cellular messages to the cellular network. In some embodiments, the vehicle 10's communication controller 92 communicates with remote devices via a satellite network. In this example, the communication system 72 includes a satellite antenna, and the communication controller 92 receives messages from the satellite network and sends messages to the satellite network. In one embodiment, vehicle 92 is capable of communicating with other vehicles 10 via a radio frequency mesh network, and communication controller 92 and communication system 72 are configured to enable communication via the mesh network. Exemplary vehicle communication systems and related processing sequences are found in U.S. Patent Application Serial No. 16 / 234,162, filed December 27, 2018, entitled “RECREATIONAL VEHICLE INTERACTIVE TELEMETRY, MAPPING AND TRIP PLANNING SYSTEM”, File No. PLR-15-25635.04P-02-US; and in U.S. Patent Application Serial No. 15 / 262,113, filed September 12, 2016, entitled “VEHICLE TO VEHICLE COMMUNICATIONS DEVICE AND METHODS FOR RECREATIONAL VEHICLES”, File No. PLR-09-27870.01P-US; US Patent No. 10,764,729, filed December 12, 2018, entitled "COMMUNICATION SYSTEM USING VEHICLE TO VEHICLERADIO AS AN ALTERNATE COMMUNICATION MEANS"; US Publication Patent Application No. US20190200189, filed December 12, 2018, entitled "COMMUNICATION SYSTEM USING CELLULAR SYSTEM AS AN ALTERNATE TO AVEHICLE TO VEHICLE RADIO"; and US Patent Application No. US20190200189, filed December 12, 2018, entitled "METHOD AND SYSTEM FOR FORMING ADISTANCED-BASED GROUP IN A VEHICLE TO VEHICLE COMMUNICATION". The following are listed as patent applications: US Patent Application No. US20190200173 entitled "VEHICLE-TG-VEHICLE COMMUNICATION SYSTEM" filed on December 12, 2018; US Patent Application Serial No. 16 / 811,865 entitled "VEHICLE-TG-VEHICLE COMMUNICATION SYSTEM" filed on March 6, 2020, file number PLR-15-27455.02P-G3-US; US Patent Application Serial No. 63 / 016,684 entitled "SYSTEM AND METHOD FOR DYNAMIC ROUTING" filed on April 28, 2020, file number PLR-00TC-27721.01P-US; and US Patent Application No. 63 / 016,684 entitled "VEHICLE HAVING" filed on June 20, 2018. The disclosures in U.S. Patent Application Serial No. 16 / 013,210, File No. PLR-15-25091.04P-03-US, entitled “SUSPENSION WITH CONTINUOUS DAMPING CONTROL”, and U.S. Patent Application Serial No. 15 / 816,368, File No. PLR-15-25091.08P-US, filed November 17, 2017, entitled “VEHICLE HAVING ADJUSTABLE SUSPENSION”, are all expressly incorporated herein by reference.

[0110] The vehicle controller 94 controls accessories 74, such as lights, loads, chassis leveling functions, and other vehicle accessories.

[0111] The ride height controller 96 controls the vehicle's preload and operating height. In some embodiments, the ride height controller 96 controls the springs 16 and / or shock absorbers 20 of the suspension system 12 directly or via the suspension controller 90 to adjust the ride height of the vehicle 10. In some embodiments, the ride height controller 96 provides greater ground clearance in a comfort ride mode compared to a sport ride mode.

[0112] Further details regarding the exemplary ride height controller are provided in U.S. Publication No. US2020 / 0156430, the entire disclosure of which is expressly incorporated herein by reference.

[0113] Agile controller 98 controls the braking system 78 of vehicle 10 and the stability of vehicle 10. The control method of agile controller 98 may include integration into the braking circuit (ABS) to enable the stability control system to improve dynamic response (vehicle handling and stability) by modifying the vibration damping of shock absorber 20 in conjunction with electronic braking control. Further details regarding the exemplary ride height controller are provided in U.S. Publication No. US2019 / 0337497 entitled “OPERATING MODES USING A BRAKING SYSTEM FOR AN ALLTERRAIN VEHICLE,” the entire disclosure of which is expressly incorporated herein by reference.

[0114] In some embodiments, the controller 20 includes a location determiner 70 and / or communicates with the location determiner 70 via a communication system 72. The location determiner 70 determines the current geographic location of the vehicle 10. An exemplary location determiner 70 is a GPS unit that determines the location of the vehicle 10 based on interaction with a global satellite system.

[0115] See Figure 3The electronic controller 50 is shown together with various sensors among a plurality of sensors 80. Exemplary sensors include a ground engagement member accelerometer 102 associated with each ground engagement member 14. The electronic controller 50 communicates with or otherwise receives information from each ground engagement member accelerometer 102. For example, the ground engagement member accelerometer 82 provides information indicating the movement of the ground engagement member 14, the adjustable shock absorber 18, and / or the suspension arm 30 as the vehicle traverses different terrain. Other ground engagement member sensors may also be included, such as one or more sensors for monitoring the angle of the suspension arm, the extension of the shock absorber, or other suitable characteristics that provide indication of the position of the ground engagement member. Exemplary sensors are disclosed in U.S. Patent Application Serial No. 16 / 013,210, filed June 20, 2018, entitled “VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL,” the entire disclosure of which is expressly incorporated herein by reference.

[0116] The electronic controller 50 communicates with the vehicle speed sensor 104 or otherwise receives vehicle speed information from the vehicle speed sensor 104.

[0117] The electronic controller 50 communicates with or otherwise receives steering information of the vehicle 10 from the steering sensor 106. An exemplary steering sensor 106 includes a sensor (such as a steering wheel or handlebar) that monitors the operator's steering input position, a sensor that monitors the acceleration of the operator's steering wheel or handlebar, and a sensor associated with the power steering unit that provides indication of the operator's steering input position.

[0118] The electronic controller 50 communicates with or otherwise receives information about the vehicle 10 from the inertial measurement unit (IMU) 108. The IMU 108 includes a 3-axis accelerometer 110 for providing information indicating the acceleration forces of the vehicle 10 during operation; and a 3-axis gyroscope 112 for providing inertial measurement indications of the vehicle during operation, such as roll rate, pitch rate, and / or yaw rate. In some embodiments, the IMU 108 is located at or near the center of gravity of the vehicle 10 (e.g., the center of gravity). In other cases, the IMU 108 is not located near the center of gravity of the vehicle 10. In one exemplary embodiment, the IMU 108 is positioned along the longitudinal centerline plane of the vehicle 50.

[0119] The electronic controller 50 communicates with or otherwise receives information about the vehicle 10 from the brake sensor 114.

[0120] The electronic controller 50 communicates with or receives information about the vehicle 10 from the throttle position sensor 116.

[0121] The electronic controller 50 communicates with or receives information about the vehicle 10 from the gear selection sensor 118.

[0122] See Figures 4 to 18 The figure illustrates an exemplary vehicle 200 including the control system and suspension system disclosed herein. Vehicle 200 is an exemplary row-seat off-road recreational vehicle. As shown, vehicle 200 includes a plurality of ground engagement members 202. For example, the ground engagement members 202 are wheels 204 and associated tires 206. The ground engagement members 202 are operatively coupled to a powertrain 210 (see [reference]). Figure 18 ), to drive vehicle 200 to move.

[0123] See Figure 18 The power system 210 includes a prime mover 212. In some embodiments, the prime mover 212 is an internal combustion engine, and is powered by a fuel pump, such as one located in a fuel tank 216 (see [link to fuel pump]). Figure 8 The power supply system 214 receives fuel. Other exemplary prime movers include electric motors.

[0124] The transmission 220 is operatively coupled to the prime mover 212. The transmission 220 converts the rotational speed of the output shaft 222 of the prime mover 212 into one of a faster or slower rotational speed of the output shaft 224 of the transmission 220. It is conceivable that the transmission 220 may also cause the output shaft 224 to rotate at the same speed as the output shaft 222.

[0125] In the illustrated embodiment, transmission 220 includes a shift transmission 230 and a continuously variable transmission (CVT) 232. In one example, the input component of CVT 232 is coupled to a prime mover 212. The input component of shift transmission 230 is then coupled to the output component of CVT 232. In some embodiments, shift transmission 230 includes forward high setting, forward low setting, neutral setting, park setting, and reverse setting. Gear selection sensor 118 monitors the gear setting of shift transmission 230. Power transmitted from prime mover 212 to CVT 232 is provided to drive component of CVT 232. Drive component then provides power to driven component via connecting component (such as a belt). Exemplary CVTs are described in U.S. Patents 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. The driven member provides power to the input shaft of the shift transmission 230. Although the transmission 220 is shown as including both the shift transmission 232 and the CVT 230, the transmission 220 may also include only one of the shift transmission 232 and the CVT 230. Furthermore, the transmission 220 may include one or more additional components. The transmission 220 is further coupled to at least one differential 240, which in turn is coupled to at least one ground engagement member 202. The differential 240 can transmit power from the transmission 220 to one or more ground engagement members 202. In one ATV embodiment, 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 a row-seat configuration, in a row-seat vehicle embodiment having seats for at least an operator and a passenger, 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 a row-wheel vehicle, and the rear differential powers at least one of the multiple rear wheels of a row-wheel vehicle. In one example, the row-wheel vehicle has three axles, and a differential is provided for each axle.

[0126] Back Figure 4 Ground-mounted member 202 supports vehicle frame 250, which in turn supports seating area 252, including driver's seat 254 and passenger seat 256. In the illustrated embodiment, seating area 252 is an open-air seating area. See also Figure 12 and Figure 13 The frame 250 includes a front frame section 251, a middle frame section 253, and a rear frame section 255. The seating area 252 is supported by the middle frame section 253. A cab frame 258 extends above the seating area 252 to protect passengers from objects such as tree branches. Passenger grab bars 260 are provided for passengers in seats 256.

[0127] The vehicle 200 also includes a front suspension 262 for each front ground engagement member 202 and a rear suspension 264 for each rear ground engagement member 202. The front suspension 262 is coupled to the front portion 251 of the frame 250. The rear suspension 264 is coupled to the rear portion 255 of the frame 250 and the rear side of the intermediate frame portion 253.

[0128] See Figure 14 and Figure 15 The front suspension 262 includes a lower A-arm 266 and an upper A-arm 268. The lower A-arm 266 is rotatably coupled to the front portion 251 of the frame 250 at a first end, and the upper A-arm 268 is rotatably coupled to the front portion 251 of the frame 250 at a first end.

[0129] The lower A-arm 266 and the second ends of the upper A-arm are rotatably coupled to the corresponding wheel carriers 270. A lever 274 of the steering system 64 is also coupled to the wheel carriers 270 to control the angle of the wheel carriers 270 and to steer the vehicle 200. The desired steering angle is input by the driver via actuating an operator steering input, exemplarily a steering wheel 276 (see...). Figure 4 The front differential 240 of the powertrain 210 is also supported by the front portion 251 of the frame 250 and operatively coupled to the wheel carrier 270 via a half-shaft 272, which rotates a portion of the wheel carrier 270 to propel the vehicle 200 relative to the ground. The anti-roll bar 280 is connected via a link 282 (see...). Figure 15 The link 282 is rotatably coupled to the front 251 of the frame 250, and is coupled to the lower A-arm 266 and the anti-roll bar 280 to couple the front suspension 262, such that vertical movement of one of the front suspensions 262 initially causes the anti-roll bar 280 to twist, and further movement thereafter causes the other front suspension 262 to move due to the interconnection via the anti-roll bars 280.

[0130] The front suspension 262 also includes adjustable shock absorbers, exemplarily located in the vertical plane 284 of the centerline of the vehicle 200 (see [link]). Figure 9 The driver's side has a left front electronically adjustable shock absorber 290, and the passenger side has a right front electronically adjustable shock absorber 292 on the vertical plane 284 of the centerline. The left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292 are rotatably coupled at their lower ends to the lower A-arm 266 of the respective front suspension 262, and rotatably coupled at their upper ends to the front portion 251 of the frame 250. Each of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292 is operatively coupled to an electronic controller 50, which controls the compression damping characteristics and rebound damping characteristics of each of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292.

[0131] Figure 51 The image shows a suspension position sensor 800. The suspension position sensor 800 can provide real-time measurements of vibration length and wheel position during suspension travel. The suspension position sensor 800 is operatively coupled to an electronic controller 50.

[0132] See Figure 51 The suspension position sensor 800 includes a frame mount 802 coupled to the front portion 251 of the frame 250. The suspension position sensor 800 also includes an a-arm bracket 805 coupled to the a-arm 266. The a-arm bracket 805 includes a base 808, a lower arm 804 coupled to the base 808, and an upper arm 806 coupled to the base 808. The a-arm 266 is housed between the lower arm 804 and the upper arm 806. The a-arm bracket 805 moves with the a-arm 266. The base 808 is also coupled to a rotatable shaft 810 of a rotary potentiometer, encoder, or Hall effect sensor disposed within a housing 812 of the frame mount 802. As the a-arm 266 moves, the potentiometer, encoder, or Hall effect sensor detects the rotation between the a-arm 266 and the frame 251. Based on these readings, the position and velocity of the ground engagement member 102 can be determined. Although shown as coupled to A-arm 266, suspension position sensor 800 can also be attached to other types of suspension arms or suspension components that rotate only with the suspension travel.

[0133] See Figure 7 , Figure 8 and Figure 11 The rear suspension 264 includes a trailing arm 300, which is rotatably coupled at a first end to the rear of the middle portion 253 of the frame 250 and at a second end to a wheel carrier (not shown). The rear suspension 264 also includes a lower control arm 302 and an upper control arm 304, both rotatably coupled at a first end to the rear frame portion 255 of the frame 250 and at a second end to the wheel carrier. The rear differential 310 of the powertrain 210 is also supported by the rear portion 255 of the frame 250 and operatively coupled to the wheel carrier via a half-shaft 312, which rotates a portion of the wheel carrier to propel the vehicle 200 relative to the ground.

[0134] See Figure 16 and Figure 17 The anti-roll bar 320 is rotatably coupled to the rear side of the middle portion 253 of the frame 250 by fastening it to the support 321 of the frame 250 with fasteners 323. A link 322 is rotatably coupled to the trailing arm 300 at a first end and to the anti-roll bar 320 at a second end to couple the rear suspension 264, such that vertical movement of one of the rear suspensions 264 initially causes the anti-roll bar 320 to twist, and further movement thereafter causes movement of the other of the rear suspensions 264 through the interconnection of the anti-roll bars 320.

[0135] The rear suspension 264 also includes adjustable shock absorbers, exemplarily located in the vertical plane 284 of the centerline of the vehicle 200 (see [link]). Figure 11 The left rear electronically adjustable shock absorber 294 is located on the operator side, and the right rear electronically adjustable shock absorber 296 is located on the passenger side in the vertical plane 284 of the centerline. The left and right rear electronically adjustable shock absorbers 294 and 296 are rotatably coupled at their lower ends to the trailing arm 300 of the corresponding rear suspension 264, and rotatably coupled at their upper ends to the rear portion 255 of the frame 250. Each of the left and right rear electronically adjustable shock absorbers 294 and 296 is operatively coupled to an electronic controller 50, which controls the compression damping and rebound damping characteristics of each of the left and right rear electronically adjustable shock absorbers 294 and 296.

[0136] As shown in the figure, vehicle 200 may also include an outer body 330, including a hood 332, side panels 334, doors 336, and a multi-purpose cargo platform 338 (see figure). Figure 6 ) and rear panel 340. As described herein, vehicle 200 may also be configured as shown in U.S. Patent 8,827,028; U.S. Patent Application Serial No. 16 / 458,797, Publication No. US20200164742A1; U.S. Patent Application Serial No. 16 / 244,462, Publication No. US20190210668A1; and / or U.S. Patent Application Serial No. 16 / 861,859, the entire disclosure of which is expressly incorporated herein by reference.

[0137] See Figure 5 The figure shows the roll axis 400, pitch axis 402, and yaw axis 404 of vehicle 200. IMU 108 provides electronic controller 50 with information on the movement characteristics of vehicle 200 along and around the roll axis 400 (longitudinal acceleration and roll rate), pitch axis 402 (lateral acceleration and pitch rate), and yaw axis 404 (vertical acceleration and yaw rate).

[0138] See Figure 19The electronic controller 50 includes vibration damping logic 450, which controls the damping characteristics of the left front electronically adjustable damper 290, the right front electronically adjustable damper 292, the left rear electronically adjustable damper 294, and the right rear electronically adjustable damper 296. As used herein, the term "logic" includes software and / or firmware executed on one or more programmable processors, application-specific integrated circuits, field-programmable gate arrays, digital signal processors, hard-wired logic, or combinations thereof. Therefore, various logics may be implemented in any suitable manner according to embodiments and will remain consistent with the embodiments disclosed herein. A non-transitory machine-readable medium (such as memory 54) including logic 450 can also be considered as embodied within any tangible form of computer-readable carrier, such as solid-state memory, disk, and optical disk, containing a suitable set of computer instructions and data structures that will cause processor 52 to execute the processing sequences described herein. This disclosure also contemplates other embodiments in which the electronic controller 50 is not microprocessor-based, but is configured to control the operation of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296 based on one or more hardwired instruction sets. In some embodiments, the vibration damping logic 450 is executed by the suspension controller 90 of the electronic controller 50.

[0139] The electronic controller 50 provides electronic control and / or monitoring of various components of the vehicle 200, exemplarily including the steering system 64, braking system 78, prime mover 66, operator interface 62, and sensors 80. Exemplary sensor 80 is... Figure 3 The full text of this publication is available here.

[0140] See Figure 20Vibration damping logic 450 includes one or more processing sequences 460 to control the damping characteristics of one or more of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296. In some embodiments, vibration damping logic 450 includes one or more functions to output the desired damping characteristics of each of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 based on one or more inputs. For two or more left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, the desired damping characteristics may be the same, or the desired damping characteristics may be different for each of the following: left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296. In some embodiments, the exemplary processing sequence has an arbitration priority that varies based on the received input and the desired performance of the vehicle 200. See also Figure 21 The vibration damping logic 450 includes one or more processing sequences 460 to control the damping characteristics of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, and one or more lookup tables 462 to provide the damping characteristics of each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on one or more inputs. In some embodiments, the exemplary processing sequences have an arbitration priority that varies based on the received inputs and the desired performance of the vehicle 200.

[0141] In some embodiments, the electronic controller 50 updates the damping characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 during vehicle 200 movement. The electronic controller 50 continuously controls the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 by updating the desired damping characteristics based on monitored sensor values, received operator input, and / or other discrete-time inputs. Exemplary time intervals are approximately 1 millisecond to approximately 5 milliseconds. For example, the electronic controller 50 updates the target of each of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 approximately every 5 milliseconds, and updates the current control loop approximately every millisecond.

[0142] Based on inputs from the operator interface 62 and one or more sensors 80, vibration damping logic 450 adjusts the damping characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 according to various conditions. In some embodiments, based on determining that the vehicle 200 is turning, braking, accelerating, airborne, landing, coasting, driving on flat ground, going uphill, going downhill, diving, crawling, reversing, or in a selected vehicle mode, based on monitored sensor values ​​and other detection conditions, vibration damping logic 450 adjusts the compression and / or rebound damping characteristics of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296. Exemplary processing sequences for the above and other situations are found in U.S. Patent Application Serial No. 16 / 013,210, filed June 20, 2018, entitled “VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL”; U.S. Patent Application Serial No. 16 / 529,001, filed August 1, 2019, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; U.S. Patent Application Serial No. 15 / 816,368, filed November 17, 2017, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; U.S. Patent Application Serial No. 16 / 198,280, filed November 21, 2018, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”; and U.S. Patent Application Serial No. 16 / 198,280, filed May 20, 2020, entitled “SYSTEMS AND METHODS OF The disclosures of the above applications are expressly incorporated herein by reference in U.S. Provisional Application Serial No. 63 / 027,833, File No. PLR-01-29147.01P-US, entitled “ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES”; and U.S. Provisional Application Serial No. 63 / 053,278, File No. PLR-15-29249.01P-US, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”, filed July 17, 2020.

[0143] In some embodiments, vibration damping logic 450 predicts the acceleration of vehicle 200 along one or more of the roll axis 400 (longitudinal acceleration), pitch axis 402 (lateral acceleration), and yaw axis 404 (vertical acceleration), and / or predicts the angular motion of vehicle 200 about one or more of the roll axis 400, pitch axis 402, and yaw axis 404, and updates the damping characteristics of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on the above predictions or in combination with other inputs and sensed values.

[0144] In some embodiments, the longitudinal acceleration of vehicle 200 is measured based on one or more inputs (such as IMU 132), estimated based on one or more inputs (such as monitored throttle position and / or monitored engine rpm), or predicted based on one or more inputs as described herein.

[0145] In some embodiments, for a predicted longitudinal acceleration of vehicle 200, electronic controller 50 actively checks engine torque and / or throttle position and adjusts the compression and rebound damping characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to counteract the predicted motion of vehicle 200, such as a dive (forward pitch about pitch axis 402) or a squat (rearward pitch about pitch axis 402). In one example, vehicle 200 is traveling at a faster speed (throttle open), and the operator lowers the throttle to 0%. In response, electronic controller 50 increases the compression damping of the left front electronically adjustable shock absorber 290 and right front electronically adjustable shock absorber 292 to counteract the front-end dive of vehicle 200, and increases the rebound damping in the left rear electronically adjustable shock absorber 294 and right rear electronically adjustable shock absorber 296 to counteract the rear-end lift of vehicle 200.

[0146] See Figure 22In some embodiments, vibration damping logic 450 receives a predicted longitudinal acceleration 470 and a predicted pitch motion 472 of vehicle 200, and assigns damping characteristics of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on one or both of the predicted longitudinal acceleration 470 and the predicted pitch motion 472 of vehicle 200. In some embodiments, vibration damping logic 450 includes a damping characteristic table (compression damping only, rebound damping only, or both compression damping and rebound damping) of each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on the predicted vehicle longitudinal acceleration 470 and / or the predicted vehicle pitch 472 of vehicle 200.

[0147] See Figure 23 The figure illustrates an exemplary processing sequence 500 of an electronic controller 50 for determining a predicted longitudinal acceleration 470 and a predicted vehicle pitch motion 472 for vehicle 200. A predicted power of the prime mover 66 (e.g., an internal combustion engine) is determined, as shown in box 502. In one example, engine torque is provided by the engine controller 86 of vehicle 200. The engine power output is determined by multiplying the engine torque by a measured engine speed measured by engine speed sensor 172. In another example, the throttle position is measured by throttle position sensor 116, and the corresponding engine torque is provided using a lookup table. The engine output power is obtained by multiplying the engine torque by the engine speed again. In some embodiments, an air pressure sensor 174 measures a value, and the lookup table used to determine the engine torque is a multidimensional lookup table and includes torque values ​​for different air pressures. In one example, air pressure sensor 174 measures the air pressure associated with the air intake of vehicle 200. In another example, air pressure is measured at ground contact via location determiner 70, which determines the position of vehicle 200 and provides an ambient air pressure reading based on a lookup table, either from a third-party service or typically based on the lookup table.

[0148] Then, the output power of the transmission 210 is provided by multiplying the determined engine power by the efficiency factor of the transmission of vehicle 200, as shown in box 504. In one example, the efficiency factor takes into account the losses associated with the CVT transmission 232. The output power of the transmission 210 is converted into the forward force of the vehicle 200 by dividing the output power of the transmission 210 by the vehicle speed measured by the vehicle speed sensor 104, as shown in box 506.

[0149] The combined or composite forward force is determined by subtracting the vehicle 200's coasting deceleration force and braking force from the forward force determined in box 506, as shown in box 508. The vehicle 200's coasting deceleration force, as a function of the measured vehicle speed measured by vehicle speed sensor 104, is determined using a lookup table. The braking force, as a function of the measured braking pressure measured by brake pressure sensor 114, is determined using a braking force lookup table, or based on another model of the braking system.

[0150] The predicted longitudinal acceleration of the vehicle is determined by dividing the combined forward force by the vehicle's mass, as shown in box 510. In one example, a vehicle of standard mass is used. In another example, the vehicle's mass is estimated based on the number of passengers in vehicle 200, which can be measured by load sensors 176 associated with the seats. In yet another example, the vehicle's mass is estimated based on the vehicle's standard mass, the number of passengers in vehicle 200 that can be measured by load sensors 176 associated with the seats, and the amount of cargo carried that can be measured by load sensors 176 associated with the cargo-carrying portion of vehicle 200 (such as a cargo platform).

[0151] The predicted longitudinal acceleration of the vehicle is compared with the traction limit. If the predicted longitudinal acceleration exceeds the corresponding traction limit, the predicted longitudinal acceleration is set to be equal to the corresponding traction limit (the negative traction limit of the negative acceleration (deceleration) of vehicle 200 and the positive traction limit of the acceleration of vehicle 200), as shown in box 512. In some embodiments, the traction limit is based on one or more of surface friction, wheel normal force, load transfer model, or calculations at individual wheels or axles.

[0152] In some embodiments, the predicted vehicle acceleration from block 512 is filtered, as shown in block 514, to provide a smoother response. This filtering helps to account for the time difference between the determined engine output power and the acceleration of vehicle 200, and also helps to account for the different sampling rates of the various sensors.

[0153] The filtered predicted longitudinal vehicle acceleration is used to determine the predicted pitch motion of vehicle 200. The direction of travel of vehicle 200 is determined, as shown in box 516. Once the direction of travel is known, whether forward or backward, the effects of acceleration at the front and rear of the vehicle can be considered. In one example, gear selection sensor 118 is configured as part of shift transmission 230 of vehicle 200 and provides an indication of whether shift transmission 230 is in drive or reverse. In some embodiments, a rotary sensor is associated with one or more ground engagement members 102 and / or a rotatable shaft of drivetrain 210 downstream of shift transmission 230 to provide an indication of the direction of travel of vehicle 200. In some embodiments, both the planned direction of travel indication and the actual direction of travel indication are used to verify the direction of travel to account for a CVT not engaging. The direction of travel is confirmed when the planned direction of travel indicator matches the actual direction of travel indicator. An exemplary planned direction of travel indicator includes a gear selection sensor. An exemplary actual direction of travel indicator includes a rotary sensor located on a shaft of drivetrain 210 or ground engagement member 102. In some embodiments, a traction limit can be applied to each ground engagement member to distinguish between situations where a given ground engagement member has traction and slippage, such as on ice or operating in two-wheel drive or all-wheel drive mode. Furthermore, in some embodiments, brake pressure is monitored using pressure sensors to improve the accuracy of the brake pressure level applied by the operator. Monitoring both the traction limit and brake pressure provides a more accurate estimate of vehicle acceleration.

[0154] The predicted amplitude of the pitch motion is determined using the derivative of the filtered predicted vehicle longitudinal acceleration, as shown in box 518. This predicted vehicle pitch motion value is filtered to provide a smoother result over time, as shown in box 520. The predicted vehicle pitch motion 472 and / or the predicted vehicle longitudinal acceleration 470 are used by vibration damping logic 450 to adjust the damping characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, as shown in box 522.

[0155] In some embodiments, the predicted vehicle longitudinal acceleration 470 and the predicted vehicle pitch motion 472 are used to change the base damping of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296, which can be set by a selected vehicle mode (comfort, handling, off-road, and other appropriate modes). The compression damping characteristic table of each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, and the rebound damping characteristic table of each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, can be two-dimensional (one input, one output damping characteristic), three-dimensional (two inputs, one output damping characteristic), or x-dimensional (x-1 inputs, one output damping characteristic).

[0156] In some embodiments, the base damping table (damping distribution) is a two-dimensional mapping for each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, and each includes compression damping characteristics and rebound characteristics (two inputs, one output). The two inputs are vehicle speed and predicted longitudinal vehicle acceleration, and the output, depending on the table, is one of desired compression damping and desired rebound damping. In one example, vehicle speed is measured by vehicle speed sensor 104, and predicted longitudinal vehicle acceleration is determined by processing sequence 500.

[0157] In some embodiments, when the vehicle 200 accelerates in the forward or reverse direction (i.e., longitudinally) and / or when the vehicle 200 turns, the inertial amplitude sensed by the IMU 108 may be unexpectedly distorted, such as... Figure 32 As shown. In some embodiments, the inertial amplitude sensed by IMU108 is used by electronic controller 50 as follows: Figure 33 and 34 The processing sequences 900 and 920 shown are used for correction. For example, IMU 108 is used to sense the rapid angle of action, and then the rapid angle of action is corrected using the calculated longitudinal and / or lateral accelerations, as described below.

[0158] See Figure 33 The figure shows the method used to determine that the roll angle α of vehicle 200 around axis 400 is greater than 0 (see Figure 1). Figure 5 Processing sequence 900 for lateral acceleration caused by (e.g., vehicle being at angle α). Lateral acceleration signals are received from IMU 108, as shown in block 902. In at least one example, the lateral acceleration signal includes lateral acceleration along axis 402 (see [reference]) due to, for example, the vehicle being at angle α. Figure 5The sensed acceleration signal. However, in some examples, the lateral acceleration signal sensed by IMU 108 also includes the acceleration signal generated because vehicle 200 is turning, such as... Figure 32 As shown. Therefore, in some embodiments, processing sequence 900 calculates the lateral acceleration caused by the turning of vehicle 200, as shown in block 904. The sensed lateral acceleration signal of IMU 108 can then be adjusted to determine the lateral acceleration caused by the roll angle α by taking into account the lateral acceleration caused by the turning of vehicle 200 in the sensed lateral acceleration signal of IMU 108. In some embodiments, the lateral acceleration signal from IMU 108 is smoothed (e.g., by applying a filter to the lateral acceleration signal) before performing the following calculations.

[0159] In some embodiments, in order to calculate the lateral acceleration caused by the vehicle 200 turning, the electronic controller 50 receives the wheelbase distance W910 (see...). Figure 32 The corresponding signal. In some cases, the electronic controller 50 also receives the steering angle (e.g., steering wheel angle) from the steering sensor 106. Using the steering angle value, the steering angle θ912 of the front ground engagement member 14 (see...) Figure 32 The speed can be determined by the electronic controller 50 using, for example, a lookup table. In some examples, the electronic controller 50 also receives linear vehicle speed V 914 (see [reference]) from wheel speed sensors, one or more GPS sensors 70 and / or vehicle speed sensors 104 associated with the ground engagement member 14. Figure 32 Using these inputs, the turning radius of vehicle 200 is R = 916 (see...). Figure 32 The lateral acceleration α can be determined using the formula R = W / sin(θ). Using the turning radius R = 216, the angular velocity of vehicle 200 can be determined using the formula ω = V / R. Furthermore, using the angular velocity ω of vehicle 200 as the yaw rate measured via IMU 108, the centripetal acceleration "a" of vehicle 200 can be determined using the formula a = V*ω. In some embodiments, processing sequence 900 removes the centripetal acceleration from the lateral acceleration signal sensed by IMU 108, as shown in block 906, to determine the inertial amplitude caused by the roll angle α. The roll angle α can be determined using a lookup table, a sensor fusion type filter, and / or a feedback system filter based on the inertial amplitude caused by the roll angle α. In some embodiments, the absolute value of the lateral acceleration signal is calculated before removing the centripetal acceleration from the lateral acceleration signal sensed by IMU 108. Additionally, or alternatively, the measurements from IMU 108 and vehicle speed sensor 104 are time-aligned such that the difference between the vehicle speed acceleration “a” and the acceleration measured by IMU 108 is the lateral acceleration caused by the roll angle α225.

[0160] refer to Figure 34 The figure shows the method used to determine the distance between vehicle 200 and axis 402 (see Figure 402). Figure 5 The processing sequence 920 is for processing the longitudinal acceleration caused by the pitch angle γ of the vehicle 200. In some embodiments, the processing sequence 920 includes receiving the CVT clutch state and / or gear position to determine whether the vehicle 200 is moving forward or backward. In some embodiments, both the planned direction of travel indication and the actual direction of travel indication are used to verify the direction of travel to account for the possibility of the CVT not engaging. In some embodiments, a bidirectional vehicle speed sensor may be used to provide an indication of the planned direction of travel. When the planned direction of travel indicator matches the actual direction of travel indicator, the direction of travel is confirmed. In some embodiments, the processing sequence 920 also includes receiving a longitudinal acceleration signal from the IMU 108. In some embodiments, the longitudinal acceleration signal includes the acceleration caused by, for example, the vehicle being in a position around axis 402 (see...). Figure 5 Angle γ along axis 40° (see angle γ) Figure 5 The longitudinal acceleration signal sensed by IMU 108. However, in some examples, the longitudinal acceleration signal sensed by IMU 108 also includes the acceleration signal generated as the vehicle 200 is accelerating forward or backward along axis 400. Therefore, in some embodiments, processing sequence 920 calculates the longitudinal acceleration caused by the change in longitudinal velocity of the vehicle 200, as shown in block 924. The sensed longitudinal acceleration signal of IMU 108 can then be adjusted to determine the longitudinal acceleration around axis 402 (see [link to IMU 108]) by taking into account the longitudinal acceleration caused by the change in longitudinal velocity of the vehicle 200 in the sensed longitudinal acceleration signal of IMU 108. Figure 5 The longitudinal acceleration is caused by the pitch angle γ of the vehicle 200. According to some embodiments, the longitudinal acceleration signal from IMU 108 is smoothed (e.g., by applying a filter to the longitudinal acceleration signal) before performing the following calculations. In some examples, to calculate the longitudinal acceleration caused by the forward or rearward acceleration of vehicle 200, electronic controller 50 receives measurements from wheel speed sensors, one or more GPS sensors 70, and / or vehicle speed sensor 104. In at least some embodiments, electronic controller 50 determines the velocity and direction of vehicle 200 based on these measurements. Then, in some examples, electronic controller 50 calculates the velocity derivative of vehicle 200 to determine whether vehicle 200 is accelerating forward or backward along axis 400. In some embodiments, processing sequence 920 then removes the acceleration caused by the forward or rearward acceleration of vehicle 200 from the longitudinal acceleration signal sensed by IMU 108, as shown in box 926, to determine the inertial amplitude caused by the pitch angle γ about axis 402 (see [link to relevant documentation]). Figure 5 According to the inertial amplitude caused by the pitch angle γ around axis 402 (see...). Figure 5The location around axis 402 can be determined using sensor fusion filters, lookup tables, or calculations of basic triangulation relationships (see [reference]). Figure 5 The pitch angle γ. In some embodiments, before removing the acceleration caused by the vehicle 200 accelerating forward or backward from the longitudinal acceleration signal sensed by the IMU 108, the electronic controller 50 calculates the absolute value of the velocity derivative of the vehicle 200. According to some embodiments that use wheel speed sensors to determine the speed of the vehicle 200, the electronic controller 50 applies a rate limiter to reduce the vehicle speed calculated from the wheel speed sensors, taking into account any slippage of the ground engagement member 14, such as when the vehicle is traveling on a low-friction surface (such as ice).

[0161] In some embodiments, the vehicle driving mode and, consequently, the basic damping gauge (damping distribution) are selected via an operator interface 62. In some embodiments, the operator interface 62 is located in a position easily accessible to the driver operating the vehicle 200. In some embodiments, the operator interface 62 is not a single interface, but multiple interfaces, each located in a position easily accessible to the driver operating the vehicle 200. See also Figure 24 The first operator interface 530 can be supported by the steering wheel 276 of the vehicle 200, and the second operator interface 532 is set on the instrument panel 277 of the vehicle 200 (see...). Figure 6 The operator interface 62 includes user input devices to allow the driver or passenger to manually adjust the damping characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on encountered terrain conditions during vehicle 200 operation, or to select a pre-programmed active damping distribution of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 by selecting a driving mode. In some embodiments, the selected driving mode (e.g., a selected occupant mode) only alters the characteristics of the suspension system 12, such as the damping distribution of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296. In some embodiments, the selected driving mode alters the characteristics of the suspension system 12 and other vehicle systems, such as the steering system 64, prime mover 66, transmission system 68, active descent control, and braking system 78.

[0162] See Figure 24The first operator interface 530 includes a mode up input 534, a mode down input 536, and a driver-actuable suspension adjustment input 538. Each of inputs 534, 536, and 538 is a button. The mode up input 534 and mode down input 536 allow the driver / passenger to cycle through vehicle driving modes without removing their hands from the steering wheel 276. In some embodiments, each vehicle mode has a corresponding basic damping distribution for the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296.

[0163] In one example, the driver-actuable suspension adjustment input 538 requests an increase in the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296. For example, pressing down the driver-actuable suspension adjustment input 538 instructs the electronic controller 50 to increase the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to their maximum values. Additionally, multiple actuations of the driver-actuable suspension adjustment input 538 provide other commands that can be recognized by the electronic controller 50.

[0164] See Figure 25The figure illustrates processing sequence 550 of the electronic controller 50. In processing sequence 550, a driver-actuable suspension input 538 compression is detected, as shown in box 552. The electronic controller 50 increases the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to a first level, as shown in box 554. In one example, the first level is 100%. Processing sequence 550 also monitors whether a second compression of the driver-actuable suspension input 538 has occurred within the first time window of the first compression, as shown in box 556. If not, processing sequence 550 determines whether a first timer has expired, as shown in box 558. In some embodiments, after the conditions in block 564 are met (e.g., single click, double click, etc.), the compression damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 immediately or by ramping back to the current baseline damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296, but in both cases there is no calibration hold time as shown in block 558. Once the first timer finishes counting down, processing sequence 550 can cause the compression damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 to ramp up back to their current baseline damping, as shown in box 560. If the second compression of the driver-actuable suspension input 538 has already occurred within the first time window of the first compression, the processing sequence 550 will maintain the compression damping of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296 at the first level until a third compression of the driver-actuable suspension input 538 is received, as shown in boxes 562 and 564, or a change in vehicle driving mode is received, as shown in box 566. Once a third compression (box 564) or mode change (box 566) of the driver-actuable suspension input 538 is received, the processing sequence 550 returns the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to their current baseline damping, as shown in boxes 558 and 560.The advantage of processing sequence 550 is particularly that, in cases where the operator plans to drive vehicle 200 for an extended period in rugged terrain, the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 continuously increases. In some embodiments, for block 564, a third compression and a fourth compression within a preset time window of the third compression are required.

[0165] See Figure 26The figure shows another processing sequence 570 of the electronic controller 50. In processing sequence 570, a compression of the driver-actuable suspension input 538 is detected, as shown in box 572. The electronic controller 50 increases the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to a first level, as shown in box 574. In one example, the first level is 100%. Processing sequence 570 also detects whether the driver-actuable suspension input 538 has been compressed by at least a first time window, as shown in box 576. If not, processing sequence 570 determines whether a first timer has expired, as shown in box 578. Once the first timer finishes counting down, processing sequence 570 can cause the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to ramp up back to their current baseline damping, as shown in box 580. If the driver-actuable suspension input 538 is depressed for at least an extended first time window, the processing sequence 570 maintains the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 at the first level until a second depression of the driver-actuable suspension input 538 is received, as shown in boxes 582 and 584, or a change in vehicle driving mode is received, as shown in box 586. Once a second compression (box 584) or a mode change (box 586) is received from the driver-actuable suspension input 538, the processing sequence 570 returns the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to their current baseline damping, as shown in boxes 578 and 580. In some embodiments, after the conditions in block 584 are met (e.g., single click, double click, etc.), the compression damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 immediately or by ramping back to the current baseline damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296, but in both cases there is no calibration hold time as shown in block 578.The advantage of processing sequence 550 is particularly that, in cases where the operator plans to drive vehicle 200 for an extended period in rugged terrain, the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 continuously increases. In some embodiments, for block 584, a preset extended first time window of compression is required. In some embodiments, for block 584, a third compression and a fourth compression within a preset time window of the third compression are required.

[0166] See Figure 27The figure illustrates another processing sequence 600 of the electronic controller 50. In processing sequence 600, a compression of the driver-actuable suspension input 538 is detected, as shown in box 602. The electronic controller 50 increases the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 to a first level, as shown in box 604. In one example, the first level is 100%. Processing sequence 600 also detects whether the driver-actuable suspension input 538 has been compressed for at least an extended first time window, as shown in box 606 (or alternatively, whether a second compression of the driver-actuable suspension input 538 occurs within the first time window). If not, processing sequence 600 determines whether a first timer has expired, as shown in box 608. Once the first timer finishes counting down, processing sequence 600 can cause the compression damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 to ramp up back to their current baseline damping, as shown in box 610. If the driver-actuable suspension input 538 is compressed for at least an extended first time window (or alternatively, a second compression is received within a preset time window), the processing sequence 600 maintains the compression damping of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296 at the second level until a subsequent compression of the driver-actuable suspension input 538 is received, as shown in boxes 612 and 614, or a change in vehicle driving mode is received, as shown in box 616. Once a second compression (box 614) or mode change (box 616) of the driver-actuable suspension input 538 is received, the processing sequence 600 can raise the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 back to their current baseline damping, as shown in boxes 608 and 610. In some embodiments, after the conditions in block 614 are met (e.g., single click, double click, etc.), the compression damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296 immediately or by ramping back to the current baseline damping of the left front electronically adjustable damper 290, right front electronically adjustable damper 292, left rear electronically adjustable damper 294, and right rear electronically adjustable damper 296, but in both cases there is no calibration hold time as shown in block 608.The advantage of processing sequence 600 is particularly that the operator can choose to increase the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 when the operator plans to drive vehicle 200 for an extended period of time in rough terrain, and decrease the compression damping of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 when the operator plans to drive vehicle 200 through bumpy (small road surface undulations). In other embodiments, extending the driver-actuable suspension input 538 or extending the driver-actuable suspension input 538 a second time can send additional damping arrangement signals to the electronic controller 50, such as increasing damping (compression damping, rebound damping, or both) only for a portion of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296.

[0167] Back Figure 24 When the damping distribution is locked in response to an input from the driver-actuable suspension input 538, such as in response to Figure 25 Box 556 in the middle Figure 26 Box 576 in the middle Figure 27 Box 606 in the diagram provides an indicator to the vehicle operator. Exemplary indicators include visual indicators, auditory indicators, tactile indicators, or combinations thereof. In some embodiments, the indicator includes a visual indicator displayed on screen 540. See also Figure 55 The first exemplary screen 1500 is displayed on the display 540. The display 1500 provides various vehicle indicators with locked indicator damping distributions. Exemplary indicators include a lock icon 1502 in the upper left corner of the screen and a lock icon 1504 on the right side of the screen covering most of the vertical area of ​​the display 540.

[0168] See Figure 35 and Figure 36 The figure illustrates an exemplary processing sequence 630, in which the electronic controller 50 is based on the vehicle 200 being airborne or on the vertical acceleration value of the vehicle 200 along axis 404 (see Figure 1). Figure 5 ) or based on the acceleration of all vehicles along axes 400, 402, and 404 (see Figure 5 The system modifies the operation of the drive system 210 of vehicle 200 according to the driver's requested operation. See also Figure 35The IMU 108 monitors the vertical acceleration 636 along axis 404. By monitoring the vertical acceleration 636, the electronic controller 50 can determine when the vehicle 200 takes off (see reference line 638) and when the vehicle 200 lands (see reference line 640). Other methods for detecting when vehicle 200 takes off and when vehicle 200 lands include: U.S. Patent Application Serial No. 16 / 013,210, filed June 20, 2018, entitled "VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL"; U.S. Patent Application Serial No. 16 / 529,001, filed August 1, 2019, entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM"; U.S. Patent Application Serial No. 15 / 816,368, filed November 17, 2017, entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM"; U.S. Patent Application Serial No. 16 / 198,280, filed November 21, 2018, entitled "VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING"; and U.S. Patent Application Serial No. 16 / 198,280, filed May 20, 2020, entitled "SYSTEMS". The disclosures of the above applications are expressly incorporated herein by reference in U.S. Provisional Application Serial No. 63 / 027,833, File No. PLR-01-29147.01P-US, entitled “ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES”; and U.S. Provisional Application Serial No. 63 / 053,278, File No. PLR-15-29249.01P-US, filed July 17, 2020, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING”.

[0169] Through processing sequence 630, the driver of vehicle 200 can maintain a depressed throttle input, such as the accelerator pedal, until vehicle 200 jumps and completes the jump. The driver-requested engine torque, such as the actuation of the pedal or throttle input, is represented by line 632. Engine output torque is represented by line 634. The vertical acceleration of vehicle 200 is represented by line 636. Based on the detection that vehicle 200 is airborne, processing sequence 630 reduces engine output torque to limit the increase in output speed of prime mover 66 and rotational speed of ground contact member 102 due to no contact with the ground, as shown by line 634. Therefore, even if the driver's requested throttle input via the accelerator pedal remains at a high level, electronic controller 50 reduces the throttle input to prime mover 66. Furthermore, when electronic controller 50 detects that vehicle 200 has landed and is no longer in free fall, electronic controller 50 again adjusts the throttle input of prime mover 66 back to the driver-requested throttle input, as shown by line 632. Therefore, the driver of vehicle 200 can remain on the accelerator pedal throughout the jump, while the electronic controller 50 protects the drive system 210 of vehicle 200 during the jump. In some embodiments, the throttle input to prime mover 66 is adjusted linearly, stepwise, nonlinearly, or in a combination thereof by the electronic controller 50.

[0170] See Figure 36 An exemplary embodiment of processing sequence 630 is provided in the figure. Acceleration information along axis 404 is provided to electronic controller 50, as shown in box 650. Electronic controller 50 determines whether vehicle 200 is airborne, as shown in box 652. Electronic controller 50 determines, based on throttle position sensor 116, whether the driver's requested throttle input position exceeds a first threshold, as shown in box 654. In one example, the first threshold is 75% of the maximum potential requested throttle input. In another example, the first threshold is 90% of the maximum potential requested throttle input. If the first threshold is not exceeded, electronic controller 50 does not adjust the output torque of prime mover 66, as shown in box 656. In some embodiments, airborne status is determined based on all vertical, longitudinal, and lateral accelerations. In some embodiments, the vehicle operator can optionally input to disable... Figure 36 The functions shown are as follows. In some embodiments, the system reduces torque to different values ​​based on the amount of time the vehicle is airborne. In some embodiments, the system tilts the engine torque back at different rates based on the vehicle's airborne time and throttle position.

[0171] If the first threshold is exceeded, the electronic controller 50 reduces the engine torque to a predetermined value, as shown in box 658. This predetermined value is less than the engine torque corresponding to the driver's requested throttle input. The electronic controller 50 continues to monitor the driver's requested throttle input. As shown in box 660, the electronic controller 50 determines whether the driver's requested throttle input is less than a second threshold. In one example, the second threshold is equal to the first threshold. In another example, the second threshold is different from the first threshold. If the driver's requested throttle input is less than the second threshold, indicating that the driver has already removed the accelerator pedal, the electronic controller 50 does not further reduce the engine torque, as shown in box 656. Furthermore, if the driver's requested throttle input subsequently exceeds the second threshold, the electronic controller 50 will provide a request for throttle input. Its advantage, in particular, is that it allows the driver to return to engine torque during idling if needed.

[0172] The electronic controller 50 continuously reduces engine torque until it determines that vehicle 200 has landed, as shown in box 662. If the electronic controller 50 determines that vehicle 200 has landed, it returns the engine torque to the level indicated by the driver's requested throttle input, as shown in box 664.

[0173] Back Figure 24 The operator interface 532 includes a display 540 and a plurality of buttons 542. In some embodiments, the display 540 is a touch display and also serves as an input device 42 and an output device 44 of the operator interface 62.

[0174] See Figure 28 A first exemplary screen 700 is displayed on a monitor 540. The monitor 540 provides various vehicle indicators, including indicators regarding the suspension system of the vehicle 200. Exemplary indicators include a mode indicator 702 (showing desert or baja mode), which provides indication of the selected driving mode chosen by the operator of the vehicle 200. See also... Figure 31 A submenu 760 is presented on display 540, listing multiple vehicle modes, exemplarily as Baja mode input 762, Rock Crawler mode input 764, Track mode input 766, and Comfort mode input 768. Submenu 760 is displayed in response to operator input. When the display is a touchscreen, exemplary operator inputs include actuating buttons, actuating switches, and gestures on display 540. Exemplary gestures include swiping. Submenu 760 is removed from display 540 in response to actuated operator input, gestures on display 540, or a certain period of time. Figure 31 In the process, track mode indicator 766 has been selected, and mode indicator 702 has been updated to reflect the new vehicle mode.

[0175] Back Figure 28 The display 700 includes compression damping indicators 704 and 706, both associated with the left front electronically adjustable shock absorber 290; compression damping indicators 708 and 710, both associated with the right front electronically adjustable shock absorber 292; compression damping indicators 712 and 714, both associated with the left rear electronically adjustable shock absorber 294; and compression damping indicators 716 and 718, both associated with the right rear electronically adjustable shock absorber 296. Figure 30 Exemplary indicators for 10% compression damping increment and 10% rebound damping increment are shown for the left front electronically adjustable shock absorber 290 and the left rear electronically adjustable shock absorber 294 (the indicators for the right front electronically adjustable shock absorber 292 and the right rear electronically adjustable shock absorber 296 are their mirror images).

[0176] The display 700 also includes a brake switch indicator 720, which displays a first color when the vehicle 200 is braking and a second color when the vehicle 200 is not braking. A vehicle speed indicator 722 and a throttle input position indicator 754 (currently the throttle input is not depressed) are provided. A gear setting indicator 730 is also provided.

[0177] Additionally, a g-ball indicator 724 and a steering angle indicator 726 are provided. The g-ball indicator 724 indicates the combined acceleration (longitudinal and lateral acceleration) of the vehicle 200. The steering angle indicator 726 indicates the position of the operator's steering input device (such as a steering wheel). When the steering angle indicator 726 is vertically centered, the steering input device is positioned to drive the vehicle 200 straight.

[0178] An operator selector input 732 is provided on the display 700. A ball input 734 and an angle input are also provided. Figure 28 The display 700 shows the corresponding selection ball input 734. Figure 29 A display 750 corresponding to the selection angle input 736 is shown. The display 750 includes a pitch indicator 752 and a roll indicator 752.

[0179] In some embodiments, display screen 700 and / or display screen 750 also provide indications of the temperatures of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, as measured by temperature sensors associated with each of these components. The FOX 3.0 Live Valve X2 shock absorber includes sensors for monitoring the temperature of the shock absorber valves. The electronic controller receives temperature information from each of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 and provides these indications on display screen 700 and / or display screen 750 or other output devices of operator interface 62. The display feedback could be a color gradient (blue for cool temperatures – orange for warm temperatures – red for hot temperatures – flashing red for overheating) or a simple on / off indicator that turns on when the damper temperature exceeds a threshold. The color gradient could be the color of the icon for each of the following dampers on display screens 700 and / or 750: front left, electronically adjustable damper 290; front right, electronically adjustable damper 292; rear left, electronically adjustable damper 294; and rear right, electronically adjustable damper 296.

[0180] As described herein, the suspension system may also include one or more torsional couplers that couple individual suspension systems together such that movement of the first suspension system affects movement of the second suspension system. Figure 14 and 15 As shown, the front anti-roll bar 280 couples the two front suspensions 262 together, and specifically, the anti-roll bar 280 is coupled to the lower A-arm 266 of the front suspension 262 via a link 282. Similarly, as Figure 16 and 17 As shown, the rear anti-roll bar 320 couples the two rear suspensions 264 together, and in particular, the anti-roll bar 320 is coupled to the trailing arm 300 of the rear suspension 264 via a link 322.

[0181] See Figure 37 A diagram of vehicle 200 is provided. Link 282 is replaced by an adjustable shock absorber 1000 that couples anti-roll bar 280 to front suspension 262, and link 322 is replaced by an adjustable shock absorber 1000 that couples anti-roll bar 320 to rear suspension 264. Figure 37As shown, each of link 282 and link 322 is replaced. In some embodiments, only one link 282 is replaced with an adjustable shock absorber 1000, while the other link 282 remains such that the anti-roll bar 280 is coupled to one of the front suspensions 262 via the adjustable shock absorber 1000 and to the other front suspension 262 via link 282. In some embodiments, only one link 322 is replaced with an adjustable shock absorber 1000, while the other link 322 remains such that the anti-roll bar 320 is coupled to one of the rear suspensions 264 via the adjustable shock absorber 1000 and to the other rear suspension 264 via link 322.

[0182] The adjustable shock absorber 1000 is operatively coupled to the electronic controller 50. By adjusting one or more characteristics of the respective adjustable shock absorber 1000, the electronic controller 50 can adjust the amount of coupling between each front suspension 262 and each rear suspension 264. In some embodiments, the electronic controller 50 can control the characteristics of the adjustable shock absorber 1000 to, in one scenario, cause the adjustable shock absorber 1000 to function similarly to link 282 or link 322, or in another scenario, allow relative movement between the respective front suspension 262 or rear suspension 264 and the respective anti-roll bar 280 or 320.

[0183] In some embodiments, only one link 282 is replaced by an adjustable shock absorber 1000, while the other link 282 remains such that the anti-roll bar 280 is coupled to one of the front suspensions 262 via the adjustable shock absorber 1000 and to the other front suspension 262 via the link 282. In some embodiments, only one link 322 is replaced by an adjustable shock absorber 1000, while the other link 322 remains such that the anti-roll bar 320 is coupled to one of the rear suspensions 264 via the adjustable shock absorber 1000 and to the other rear suspension 264 via the link 322. The exemplary adjustable shock absorber 1000 is a magnetorheological fluid (MR) damper, which has a fluid whose viscosity can be changed by applying a magnetic field controllable by an electronic controller 50. The exemplary MR damper is available from Number 181, 6771 St. Anton im Montafon, Austria. With the exemplary MR damper, the damper can be locked at any position of the stroke. In some embodiments, when the vehicle is traveling in a straight line, the MR dampers remain open and damping is controlled based on a selected mode and vehicle speed, while when the vehicle is cornering, the MR dampers are locked at different positions (based on the mode and / or other inputs) to achieve different roll stiffnesses of the adjustable suspension. Furthermore, the MR dampers of anti-roll bar 280 and anti-roll bar 320 are independently controlled to provide different cornering characteristics. In some embodiments, the MR dampers have position sensors for providing indications of the damper's travel position to the electronic controller 50, thereby providing indications of the damper length, and / or have speed sensors for providing the rate of change of the damper length.

[0184] As part of one or both of the front and rear anti-roll bar systems, exemplary controls of the electronic controller 50 with the MR shock absorber include the following:

[0185] a. Calibrate basic (straight / unlocked) damping with vehicle speed and driving and handling modes.

[0186] b. Changing the Lockdown Distribution – The lockdown distribution (the transition of the MR shock absorber from the unlocked to the locked state) can vary under different conditions. In one example, the lockdown curve stops immediately. In another example, the lockdown curve rises slowly. The slope or variation can be changed relative to vehicle speed, vehicle mode, cornering aggressiveness, and / or other characteristics.

[0187] c. Lock the linkage (MR damper) at the precise position within its stroke. In one example, a position sensor on the MR damper is used to indicate the position of the vibrator during its stroke.

[0188] d. Simulated Spring – As the MR damper moves through its stroke, a damping force with a spring-like ratio is increased.

[0189] e. End-stroke damping / component protection – Damping is added at the end of the shock absorber stroke to prevent top-to-bottom (rebound) and bottom-to-bottom (compression), thereby improving the durability of the vibrator and reducing noise and vibration.

[0190] f. Lock the MR shock absorbers in different positions at the front and rear to create mode deviation.

[0191] g. Lock the MR shock absorbers in different positions based on the vehicle load.

[0192] See Figure 38 The figure shows an adjustable shock absorber 1050 that can be implemented as an adjustable shock absorber 1000. The adjustable shock absorber 1050 includes a body 1052 having an interior, within which a piston 1054 reciprocates along directions 1056, 1058. In the illustrated embodiment, a shaft 1060 movable with the piston 1054 extends from an end 1059 of the body 1052 and is movably coupled to a suspension arm 266 or 300. The other end 1066 of the body 1052 is movably coupled to an anti-roll bar 280 or 320. A spring 1062 is included inside the body 1052 to bias the piston 1054 along direction 1056 by being compressed between the end 1066 of the body 1052 and the piston 1054. In other embodiments, spring 1062 is disposed outside body 1052 and compressed between spring stops (not shown); one spring stop is carried by body 1052 and the other spring stop is carried by shaft 1060. In some embodiments, adjustable shock absorber 1050 does not include an associated spring. The advantage of including an associated spring is particularly that shock absorber 1050 is biased toward an extended position. In some embodiments, the action of the spring can be achieved by gas pressure.

[0193] An external fluid control circuit 1070 is provided. The fluid control circuit 1070 controls the movement of fluid from an inner chamber 1072 to an inner chamber 1076, the inner chamber 1072 being located inside the body 1052 and defined by a first side 1074 of a piston 1054, and the inner chamber 1076 being located inside the body 1052 and defined by a second side 1078 of a piston.

[0194] The ease and capability of fluid movement between chambers 1072 and 1076, along with the stiffness of spring 1062, jointly control the stiffness of the adjustable shock absorber 1050. The external fluid control circuit 1070 includes a springback bypass relief valve 1080 that allows fluid to move from chamber 1072 to chamber 1076, thereby allowing piston 1054 to move in direction 1056, resulting in an extension of the length of the adjustable shock absorber 1050.

[0195] The external fluid control circuit 1070 also includes an electrically controlled compression bypass valve 1082. Valve 1082 controls the movement of fluid from chamber 1076 to chamber 1072, thereby allowing piston 1054 to move in direction 1058 and shortening the length of adjustable damper 1050. In some embodiments, valve 1082 is an on / off valve, allowing fluid to move from chamber 1076 to chamber 1072 when in the on (n) setting and preventing fluid from moving from chamber 1076 to chamber 1072 when in the off (off) setting. Electronic controller 50 controls valve 1082 to operate between the on and off settings. In the off setting of valve 1082, the adjustable damper 1050 functions similarly to a solid connecting rod such as connecting rod 282 or connecting rod 322. In some embodiments, valve 1082 has a variable opening having a closed setting (closed) and multiple open settings (partially open to fully open), each setting allowing fluid flow at different rates from chamber 1076 to chamber 1072. Electronic controller 50 controls the operation of valve 1082, including the flow rates allowed between the various open settings and the various open and closed settings.

[0196] for Figure 38 In the configuration shown, when the electronically controlled compression bypass valve 1082 is closed, the position of piston 1054 of the adjustable damper 1050 is locked in the compression state (the adjustable damper 1050 operates approximately like a rigid connecting rod by limiting the movement of piston 1054 along direction 1058), and the position of piston 1054 is free to move in the springback state (movement of piston 1054 along direction 1056). When the electronically controlled compression bypass valve 1082 is open, the position of piston 1054 is free to move in the compression state (movement of piston 1054 along direction 1058), and the position of piston 1054 is free to move in the springback state (movement of piston 1054 along direction 1056).

[0197] See Figure 39The figure shows the roll stiffness of the anti-roll bar 280 based on the lateral acceleration of vehicle 200. Curve 1090 represents the case when the electronically controlled compression bypass valve 1082 is closed (off setting). In this setting, the adjustable shock absorber 1050 acts similarly to a solid connecting rod, and the slope of line 1090 is determined based on the stiffness of the anti-roll bar 280 itself. Typically, a higher slope corresponds to a larger diameter anti-roll bar. Curve 1092 represents the case when the electronically controlled compression bypass valve 1082 is fully open (100% open setting). In this setting, the roll stiffness of the anti-roll bar 280 is not linear. Instead, curve 1092 includes a first linear segment 1091 and a second linear segment 1093, the first linear segment 1091 having a slope based on the spring constant of spring 1062 (or, alternatively, gas pressure), and the second linear segment 1093 having a slope based on the stiffness of the anti-roll bar 280 itself. Curve 1094 represents the case where the electronically controlled compression bypass valve 1082 is locked at 50% of its stroke. Under this setting, the roll stiffness of the anti-roll bar 280 is not linear. Instead, curve 1094 includes a first linear segment 1095 and a second linear segment 1097, the first linear segment 1095 having a slope based on the spring constant of spring 1062 (or, alternatively, gas pressure), and the second linear segment 1097 having a slope based on the anti-roll bar 280's own stiffness and the fluid pressure of the adjustable shock absorber 1050. The inclusion of spring 1062 is particularly advantageous in its ability to adapt to the desired roll characteristics of the vehicle 200. A similar curve will be provided for the anti-roll bar 320.

[0198] See Figure 40 The figure shows another comparative diagram of the roll stiffness of the anti-roll bar 280 based on the lateral acceleration of vehicle 200. Reproduced from... Figure 39 Curves 1090 and 1092 are shown. Additionally, curve 1098 is shown, which illustrates the roll stiffness of the anti-roll bar 280 when the spring 1062 is not included in the adjustable shock absorber 1050. Curve 1098, similar to curve 1092, corresponds to the fully open (100% open setting) electronically controlled compression bypass valve 1082 and includes a first linear segment 1099 and a second linear segment 1089. The first linear segment 1099 of curve 1098 has a slope based on the adjustable shock absorber 1050 compressed when the electronically controlled compression bypass valve 1082 is fully open, and the second linear segment 1089 has a slope based on the stiffness of the anti-roll bar 280 itself.

[0199] In some embodiments, individually adjustable shock absorbers 1050 are provided for connecting each lower a-arm 266 of the front suspension 262 to the anti-roll bar 280, and for connecting each trailing arm 300 of the rear suspension 264 to the anti-roll bar 320. In some embodiments, individually adjustable shock absorbers 1050 are provided for connecting only one lower a-arm 266 to the anti-roll bar 280, and the other lower a-arm 266 is connected to the anti-roll bar 280 via a solid link. In some embodiments, individually adjustable shock absorbers 1050 are provided for connecting only one trailing arm 300 of the rear suspension 264 to the anti-roll bar 320, and the other trailing arm 300 is connected to the anti-roll bar 320 via a solid link.

[0200] See Figure 43 The figure illustrates an exemplary processing sequence 1100 of the vibration damping logic 450 of the electronic controller 50. The electronic controller 50 receives user and / or sensor input, as shown in box 1102. Exemplary user input can be received via user interface 62 and includes mode selection, manual adjustment, requests to strengthen the suspension via a first operator interface 530, or other appropriate input. Exemplary sensor input includes one or more characteristics of the vehicle 200 monitored by sensor 80.

[0201] The electronic controller 50 determines whether the vehicle 200 is in a first state, as shown in box 1104. If the vehicle 200 is in the first state, the electronic controller 50 adjusts at least one characteristic of the first shock absorber 1000, such as the adjustable shock absorber 1050, to a first setting. The first shock absorber 1000 is coupled at a first end to a first suspension arm 266 or suspension arm 300 and at a second end to anti-roll bars 2803, 20, as shown in box 1106. The electronic controller 50 also adjusts at least one characteristic of a corresponding one of the left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorbers 292, left rear electronically adjustable shock absorbers 294, and right rear electronically adjustable shock absorbers 296 of the same suspension arms attached to the adjustable shock absorber 1000 from block 1106 and the suspension arms 266, 300 attached to the frame 250 to a first setting (which may be different from the first setting of the adjustable shock absorber 1000), as shown in block 1108. In some embodiments, the electronic controller 50 may also further adjust an additional adjustable shock absorber 1050, such as the additional adjustable shock absorber 1050, and another of the left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorbers 292, left rear electronically adjustable shock absorbers 294, and right rear electronically adjustable shock absorbers 296 based on the vehicle 200 being in a first state.Exemplary first conditions include turning, crouching, diving, rock crawling, vehicle speed below a first threshold, and other conditions disclosed herein, as well as U.S. Patent Application Serial No. 16 / 013,210 entitled "VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL," filed June 20, 2018; U.S. Patent Application Serial No. 16 / 529,001 entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM," filed August 1, 2019; U.S. Patent Application Serial No. 15 / 816,368 entitled "ADJUSTABLE VEHICLE SUSPENSION SYSTEM," filed November 17, 2017; and U.S. Patent Application Serial No. 15 / 816,368 entitled "VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND," filed November 21, 2018. The following applications disclose the status of U.S. patent application serial number 16 / 198,280 entitled “DAMPING”; U.S. provisional application serial number 63 / 027,833 entitled “SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES” filed May 20, 2020, file number PLR-01-29147.01P-US; and U.S. provisional application serial number 63 / 053,278 entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING” filed July 17, 2020, file number PLR-15-29249.01P-US, the entire disclosure of which is expressly incorporated herein by reference.

[0202] If the vehicle 200 is not in the first state, as shown in box 1104, the electronic controller 50 adjusts at least one characteristic of the first shock absorber 1000, such as the adjustable shock absorber 1050, to a second setting. The first shock absorber 1000 is coupled at a first end to a first suspension arm 266 or suspension arm 300 and at a second end to anti-roll bars 280, 320, as shown in box 1110. The electronic controller 50 also adjusts at least one characteristic of the corresponding one of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 attached to the same suspension arms as the adjustable shock absorber 1000 from box 1110 and the suspension arms 266, 300 attached to the frame 250, to a second setting (which may be different from the second setting of the adjustable shock absorber 1000), as shown in box 1112. In some embodiments, the electronic controller 50 may further adjust an additional adjustable shock absorber 1000, such as an additional adjustable shock absorber 1050, and another of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, based on the vehicle 200 not being in the first state.

[0203] See Figure 44 The figure illustrates an exemplary processing sequence 1120 of the vibration damping logic 450 of the electronic controller 50. The electronic controller 50 receives user and / or sensor input, as shown in box 1122. Exemplary user input can be received via user interface 62 and includes mode selection, manual adjustment, requests to strengthen the suspension via a first operator interface 530, or other appropriate input. Exemplary sensor input includes one or more characteristics of the vehicle 200 monitored by sensor 80.

[0204] The electronic controller 50 determines whether the vehicle 200 is in a first state, as shown in box 1124. If the vehicle 200 is in the first state, the electronic controller 50 adjusts at least one characteristic of the first shock absorber 1000 (such as shock absorber 1050) to a first setting. The adjustable shock absorber 1050 is coupled at a first end to a first suspension arm 266 or suspension arm 300 and at a second end to anti-roll bars 280, 320, as shown in box 1126. The electronic controller 50 also adjusts at least one characteristic of one of the left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, which are different from the adjustable shock absorbers 1000 from block 1126 and the suspension arms 266, 300 attached to the frame 250, to a first setting (which may be different from the first setting of the adjustable shock absorber 1000), as shown in block 1128. In some embodiments, the electronic controller 50 may also further adjust the additional adjustable shock absorbers 1000, such as the additional adjustable shock absorber 1050, and other shock absorbers among the left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, based on the vehicle 200 being in a first state.Exemplary first states include turning, crouching, diving, rock crawling, and other states disclosed herein, as well as U.S. Patent Application Serial No. 16 / 013,210, filed June 20, 2018, entitled “VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL”; U.S. Patent Application Serial No. 16 / 529,001, filed August 1, 2019, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; U.S. Patent Application Serial No. 15 / 816,368, filed November 17, 2017, entitled “ADJUSTABLE VEHICLE SUSPENSION SYSTEM”; and U.S. Patent Application Serial No. 15 / 816,368, filed November 21, 2018, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND”. The status of the following applications disclosed herein is expressly incorporated by reference: U.S. Patent Application Serial No. 16 / 198,280 entitled “DAMPING”; U.S. Provisional Application Serial No. 63 / 027,833 entitled “SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES” filed May 20, 2020, with case number PLR-01-29147.01P-US; and U.S. Provisional Application Serial No. 63 / 053,278 entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING” filed July 17, 2020, with case number PLR-15-29249.01P-US.

[0205] If the vehicle 200 is not in the first state, as shown in box 1124, the electronic controller 50 adjusts at least one characteristic of the first shock absorber 1000 (such as the adjustable shock absorber 1050) to a second setting. The adjustable shock absorber 1050 is coupled at a first end to a first suspension arm 266 or suspension arm 300 and at a second end to anti-roll bars 280, 320, as shown in box 1130. The electronic controller 50 also adjusts at least one characteristic of the corresponding one of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, which are attached to suspension arms different from those attached to the adjustable shock absorber 1000 from box 1130 and the suspension arms 266, 300 attached to the frame 250, to a second setting (which may be different from the second setting of the adjustable shock absorber 1000), as shown in box 1132. In some embodiments, the electronic controller 50 may further adjust an additional adjustable shock absorber 1000, such as an additional shock absorber 1050, and another of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296, based on the vehicle 200 not being in the first state.

[0206] In some embodiments, the adjustable shock absorber 1000 is altered when the vehicle 200 is crawling on rocks or traversing other large obstacles. See also Figure 41 The adjustable shock absorber 1000 associated with the anti-roll bar 280 is in the off setting, and the driver-side front ground engagement member 202 is positioned on the large rock 1100, causing the passenger-side front ground engagement member 202 to be lifted off the ground. See also Figure 42 The adjustable shock absorber 1000 associated with the anti-roll bar 280 is in the open setting (fully open or partially open), and the driver-side front ground engagement member 202 is positioned on the large rock 1100, thereby keeping the passenger-side front ground engagement member 202 on the ground. Figure 41 and Figure 42 (See also page A-1) The passenger-side adjustable shock absorber 1000 allows the shaft 1060 of the adjustable shock absorber 1000 to fully extend, but only when... Figure 42 The driver-side adjustable shock absorber 1000 is allowed to compress to further reduce the passenger-side ground contact member 202. Figure 42 In the middle, the rebound damping characteristics of the right front electronically adjustable shock absorber 292 are also set to promote the full extension of the right front electronically adjustable shock absorber 292.

[0207] In some embodiments, it is determined that vehicle 200 is rock crawling based on the selection of a user-selected mode via user interface 62. In some embodiments, it is determined that vehicle 200 is rock crawling based on one or more sensor inputs. For example, based on vehicle speed, vehicle pitch, vehicle roll, the relative lengths of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292 (where the front ground engagement member 202 of vehicle 200 is located on a relatively flat surface or one or more non-horizontal surfaces), or the relative position of the lower a-arm 266 (where the front ground engagement member 202 of vehicle 200 is located on a relatively flat surface or one or more non-horizontal surfaces). When electronic controller 50 determines that vehicle 200 is rock crawling, electronic controller 50 changes one or more characteristics of the adjustable shock absorber 1000 associated with anti-roll bar 280 and / or one or more characteristics of the adjustable shock absorber 1000 associated with anti-roll bar 320. Furthermore, the electronic controller 50 can alter one or more characteristics of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and / or the right rear electronically adjustable shock absorber 296. In one example, when the vehicle 200 is crawling on rocks, the electronic controller 50 alters one or more damping characteristics of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296 based on the orientation of the vehicle 200, as described in U.S. Patent Application Serial No. 16 / 198,280, filed November 21, 2018, entitled “VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING,” the entire disclosure of which is expressly incorporated herein by reference.

[0208] In some embodiments, when the vehicle is traveling at low speeds, such as below 10 mph, the adjustable shock absorbers 1000 (e.g., dampers 1050) for each of the anti-roll bars 280 and 320 are configured by the electronic controller 50 to a fully open setting, thereby allowing each front suspension 262 and each rear suspension 264 to operate substantially entirely independently of a generally level surface. Vehicle speed can be monitored using a vehicle speed sensor. As vehicle speed increases, the frequency of road bumps increases, and / or the vehicle's direction of travel changes (e.g., during cornering), the electronic controller 50 further alters the configuration of one or more adjustable shock absorbers 1000 (e.g., dampers 1050).

[0209] For example, as the vehicle speed increases, once the speed reaches a threshold, the electronic controller 50 can further enhance the adjustable shock absorber 1050 by partially or completely closing valve 1082. Additionally, the electronic controller 50 adjusts one or both of the compression damping and rebound damping of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 due to increased speed.

[0210] As another example, when vehicle 200 turns, electronic controller 50 can alter one or more adjustable shock absorbers 1050 to partially or fully close valve 1082, thereby reducing vehicle roll. Electronic controller 50 may rely on one or more sensors to determine when vehicle 200 turns and the angle of the turn, including IMU 108 (lateral acceleration, vehicle roll), steering angle sensor 106, and steering rate sensor. In one example, when vehicle 200 turns left, valve 1082 for the left front adjustable shock absorber 1050 (in front of the driver) and valve 1082 for the right rear adjustable shock absorber 1050 (behind the passenger) are at least partially or fully closed by electronic controller 50. In addition, the electronic controller 50 adjusts one or both of the compression damping and rebound damping of one or more of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294 and right rear electronically adjustable shock absorber 296 caused by cornering.

[0211] See Figure 45 The figure shows another exemplary adjustable shock absorber 1140 that can be implemented as an adjustable shock absorber 1000. The adjustable shock absorber 1140 includes a body 1142 having an interior, within which a piston 1144 reciprocates along directions 1056, 1058. In the illustrated embodiment, a shaft 1154 movable with the piston 1144 extends from an end 1150 of the body 1142 and is movably coupled to a suspension arm 266 or 300. The other end 1152 of the body 1142 is movably coupled to an anti-roll bar 280 or 320. A first spring 1156 is included within the body 1142 to bias the piston 1144 along direction 1056 by being compressed between the end 1152 of the body 1142 and the side 1146 of the piston 1144. The body 1142 includes a second spring 1158 to bias the piston 1144 in the direction 1058 by being compressed between the end 1150 of the body and the side 1148 of the piston 1144. The advantage of having springs on both sides of the piston 1144 is that the springs help to center and hold the piston 1144 within the body 1142. Another advantage is that a single unit can be provided on one side of the anti-roll bar.

[0212] An external fluid control circuit 1160 is provided. The fluid control circuit 1160 controls the movement of fluid between inner chambers 1164 and 1166, inner chamber 1164 being located inside the body 1142 and defined by a first side 1148 of piston 1144, and inner chamber 1166 being located inside the body 1142 and defined by a second side 1146 of piston 1144. The ease and capability of fluid movement between chambers 1164 and 1166, and the stiffness of springs 1156 and 1158, control the stiffness of the adjustable shock absorber 1140.

[0213] External fluid control circuit 1160 includes an electrically controlled compression bypass valve 1162. Valve 1162 controls the movement of fluid between chambers 1164, 1166, thereby allowing piston 1144 to move in directions 1056, 1058. In some embodiments, valve 1162 is an on / off valve, allowing fluid to move between chambers 1164, 1166 when in an open setting and preventing fluid from moving from chambers 1164, 1166 when in a closed setting. Electronic controller 50 controls valve 1162 to operate between an open setting and a closed setting. In the closed setting of valve 1162, adjustable damper 1140 functions similarly to a solid connecting rod such as connecting rod 282 or connecting rod 322. In some embodiments, valve 1162 has a variable opening with a closed setting (closed) and multiple open settings (partially open to fully open), each setting allowing fluid flow at different rates between chambers 1164, 1166. The electronic controller 50 controls the operation of the valve 1162, including various open settings and the permissible flow rates between various open and closed settings.

[0214] for Figure 45 In the configuration shown, when the solenoid valve 1162 is closed, the position of the piston 1144 is approximately locked in the compression and rebound states. When the solenoid valve 1162 is open, the position of the piston 1144 moves freely in both the compression and rebound states.

[0215] In some embodiments, individually adjustable shock absorbers 1140 are provided for connecting each lower a-arm 266 to the anti-roll bar 280 and for connecting each trailing arm 300 of the rear suspension 264 to the anti-roll bar 320. In some embodiments, individually adjustable shock absorbers 1140 are provided for connecting only one lower a-arm 266 to the anti-roll bar 280, and the other lower a-arm 266 is connected to the anti-roll bar 280 via a solid link. In some embodiments, individually adjustable shock absorbers 1140 are provided for connecting only one trailing arm 300 of the rear suspension 264 to the anti-roll bar 320, and the other trailing arm 300 is connected to the anti-roll bar 320 via a solid link.

[0216] Other exemplary shock absorbers for the adjustable shock absorber 1000 are disclosed in U.S. Patent Application Publication No. US2019 / 0100071.

[0217] See Figure 46 The diagram provides an illustration of vehicle 200. Link 282 couples the front suspension 262 together via anti-roll bar 1190, and link 322 couples the rear suspension 264 together via anti-roll bar 1192. Anti-roll bar 1190 includes a first section 1191 rotatably coupled to the right front suspension 262 and frame 250, and a second section 1193 rotatably coupled to the left front suspension 262 and frame 250. The first section 1191 and the second section 1193 are coupled together via torque actuator 1200. Similarly, anti-roll bar 1192 includes a first section 1194 rotatably coupled to the right rear suspension 264 and frame 250, and a second section 1195 rotatably coupled to the left rear suspension 264 and frame 250. The first section 1194 and the second section 1195 are coupled together via torque actuator 1200.

[0218] The torque actuator 1200 acts as a conventional anti-roll bar between the respective two front suspensions 262 and the two rear suspensions 264, or actively induces torque on at least one of the first segment 1191 or the second segment 1193 of the anti-roll bar 1190, and / or induces torque on at least one of the first segment 1194 or the second segment 1195 of the anti-roll bar 1192. The torque actuator 1200 is operatively coupled to an electronic controller 50, which controls the operation of the torque actuator 1200. An exemplary torque actuator 1200 is an electromechanical Active Roll Control (eCRC) system available from Schaeffer AG located at Industriestrabe 1-391074 Herzogenaurach, Germany. In some embodiments, the electronic controller 50 also controls the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296.

[0219] See Figure 47An exemplary torque actuator 1200 is illustrated as being coupled to a first segment 1191 and a second segment 1193 of an anti-roll bar 1190. A first portion 1202 of the torque actuator 1200 is fixedly coupled to the first segment 1191 of the anti-roll bar 1190 to rotate together with the first segment 1191, and a second portion 1204 of the torque actuator 1200 is fixedly coupled to the second segment 1193 of the anti-roll bar 1190 to rotate together with the second segment 1193. The first portion 1202 includes a housing 1206 in which a motor 1210 is disposed. The motor 1210 is fixedly coupled to the first segment 1191. A stabilizing bearing 1208 supports the first segment 1191. The output shaft of the motor 1210 is fixedly coupled to the second segment 1193 via a gear set 1212. An exemplary gear set is a planetary gear set. Multiple sensors 1212 are provided for monitoring the characteristics of the torque actuator 1200. Exemplary sensors 1212 include a motor speed sensor for monitoring the rotational speed of the output shaft of the motor 1210, a motor position sensor for monitoring the rotational position of the output shaft of the motor 1210, a shaft position sensor for monitoring the rotational position of the output of the gear set 1214, and a shaft speed sensor for monitoring the rotational speed of the output of the gear set 1214.

[0220] By inducing torque along a first or second direction on the output shaft of the electric motor 1210, the electronic controller 50 can induce torque on one or both of the first segment 1191 and the second segment 1193 of the anti-roll bar 1190. In some embodiments, the electronic controller 50 applies torque based on one or more inputs. Exemplary inputs include the IMU 108, the steering angle sensor 106, the vehicle speed sensor 104, a selected suspension mode, the rotational speed of the electric motor 1210, the rotational position of the output shaft of the electric motor 1210, the output rotational position of the gear set 1214, and the output rotational speed of the gear set 1214. The electronic controller 50 applies torque by providing a current level to the electric motor 1210.

[0221] See Figure 48 The image shows a diagram of vehicle 200. Figure 48 In the illustration, adjustable shock absorbers 1000 replace linkages 282 and 322, and include anti-roll bars 1190 and 1192 with torque actuators 1200. The adjustable shock absorbers 1000 and torque actuators 1200 are operatively coupled to an electronic controller 50, which controls the operation of each of the adjustable shock absorbers 1000 and torque actuators 1200. In some embodiments, the electronic controller 50 also controls the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296.

[0222] By incorporating torque actuators 1200 on anti-roll bars 1190 and 1192, multiple control processing sequences are provided to enhance the performance of vehicle 200.

[0223] As explained in U.S. Patent Application Publication No. US2020 / 0156430 (the entire disclosure of which is expressly incorporated herein by reference), the damping characteristics of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296 are adjusted during cornering. In some embodiments, the characteristics of the torque actuator 1200 on the anti-roll bar 1190 and anti-roll bar 1192 may also be adjusted during cornering. The characteristics of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, the right rear electronically adjustable shock absorber 296, and the torque actuator 1200 may be adjusted based on the cornering detection of the vehicle 200 and its position in the corner (corner entrance, corner middle, corner exit). As discussed in U.S. Patent Application Publication No. US2020 / 0156430 (the entire disclosure of which is expressly incorporated herein by reference), the turning and position of vehicle 200 in a corner can be detected based on one or more sensor values. In some embodiments, the sharpness of the corner and / or the speed of the vehicle are further taken into account in the characteristics of the left front electronically adjustable shock absorber 290, the right front electronically adjustable shock absorber 292, the left rear electronically adjustable shock absorber 294, and the right rear electronically adjustable shock absorber 296, as well as the torque actuator 1200.

[0224] In some embodiments, the electronic controller 50 determines whether the vehicle 200 is turning (e.g., making a turn). Furthermore, the electronic controller 50 determines the direction of the turn (e.g., a left or right turn). For example, the electronic controller 50 may determine that the vehicle 200 is turning and / or the direction of the turn based on steering information indicating steering rate, angle, and / or position, yaw rate information indicating yaw rate, and / or acceleration information indicating lateral acceleration. The electronic controller 50 may compare the steering rate, steering angle, steering position, yaw rate, and / or lateral acceleration with one or more corresponding thresholds (e.g., predetermined, pre-programmed, and / or user-defined thresholds) to determine whether the vehicle 200 is turning. The electronic controller 50 may use positive and / or negative values ​​of the steering rate, angle, position, yaw rate, and / or lateral acceleration to determine the direction of the turn. Furthermore, the electronic controller 50 determines whether the vehicle 200 is entering a corner, in the middle of a corner, and / or exiting a corner. Additional details regarding determining when vehicle 200 turns, the direction of the turn, and whether vehicle 200 is entering, in the middle of, or leaving a curve are provided in U.S. Patent Application Publication No. US2020 / 0156430, the entire disclosure of which is expressly incorporated herein by reference.

[0225] In some embodiments, when the vehicle 200 is turning, the electronic controller 50 can (based on input from sensors, such as vehicle speed) increase the stiffness of the anti-roll bar 1190 during entry into a corner by increasing the torque applied by the torque actuator 1200 of the anti-roll bar 1190. The advantage of increasing the stiffness of the anti-roll bar 1190 is particularly the prevention of tire binding to improve cornering. In other embodiments having an adjustable shock absorber 1000 associated with the anti-roll bar 1190, the stiffness of the anti-roll bar 1190 can be increased by increasing the stiffness of the adjustable shock absorber 1000 associated with the anti-roll bar 1190, regardless of the presence or absence of the torque actuator 1200.

[0226] In some embodiments, when the vehicle 200 turns, the electronic controller 50 can (based on input from sensors, such as vehicle speed) increase the stiffness of the anti-roll bar 1192 relative to the stiffness of the anti-roll bar 1190 by increasing and / or decreasing the torque applied by the torque actuator 1200 of the anti-roll bar 1192 at midway through the corner. The advantage of increasing the stiffness of the anti-roll bar 1192 relative to the stiffness of the anti-roll bar 1190 is, in particular, that it makes the vehicle more susceptible to oversteer. In other embodiments having adjustable shock absorbers 1000 associated with anti-roll bars 1190 and 1192, the stiffness of anti-roll bar 1192 can be increased relative to the stiffness of anti-roll bar 1190, regardless of the presence or absence of torque actuator 1200, by increasing the stiffness of the adjustable shock absorber 1000 associated with anti-roll bar 1192 and / or decreasing the stiffness of the adjustable shock absorber 1000 associated with anti-roll bar 1190.

[0227] In some embodiments, when the vehicle 200 performs a sharp turn (such as a turn of approximately 90° or greater), (based on inputs from sensors, such as longitudinal acceleration) the electronic controller 50 can increase the stiffness of the anti-roll bar 1190 and decrease the stiffness of the anti-roll bar 1192. The advantage of increasing the stiffness of the anti-roll bar 1190 and decreasing the stiffness of the anti-roll bar 1192 is, in particular, that the vehicle 200 is less prone to tire lift and loss of traction force on the front outer tires. In other embodiments having adjustable shock absorbers 1000 associated with anti-roll bars 1190 and 1192, the stiffness of the anti-roll bar 1190 and the stiffness of the anti-roll bar 1192 can be increased by increasing the stiffness of the adjustable shock absorber 1000 associated with the anti-roll bar 1190 and / or decreasing the stiffness of the adjustable shock absorber 1000 associated with the anti-roll bar 1192, regardless of the presence or absence of the torque actuator 1200.

[0228] Additionally, the torque actuator 1200 can be adjusted to account for impacts and bumps experienced by the vehicle 200 during cornering. The electronic controller 50 senses the cornering direction and the amount of torque on the anti-roll bar 1190. If a bump is encountered on the front inner ground contact member, the stiffness of the anti-roll bar 1190 is reduced by adjusting the torque actuator 1200. The advantage of this reduced stiffness is, in particular, a reduction in bottoming out of the left front electronically adjustable shock absorber 290 or the right front electronically adjustable shock absorber 292 caused by the anti-roll bar 1190. The force of the anti-roll bar 1190 compressing the internal dampers of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292 is reduced, and no load from bumps is transmitted through the anti-roll bar 1190 to the external dampers of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292, thus causing the dampers to compress. In other embodiments with adjustable shock absorbers 1000 associated with anti-roll bar 1190, the stiffness of anti-roll bar 1190 can be reduced by decreasing the stiffness of the adjustable shock absorbers 1000 associated with anti-roll bar 1190, regardless of the presence or absence of torque actuator 1200. If a bump is encountered on the front outer ground contact member, the stiffness of anti-roll bar 1190 is increased by adjusting torque actuator 1200. The advantage of increasing this stiffness is particularly that it transmits impacts as much as possible to the inner front shock absorbers of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292, thereby reducing instantaneous body roll of vehicle 200 and improving the bottoming-out performance of the outer shock absorbers of the left front electronically adjustable shock absorber 290 and the right front electronically adjustable shock absorber 292. In other embodiments having an adjustable shock absorber 1000 associated with the anti-roll bar 1190, the stiffness of the anti-roll bar 1190 can be increased by increasing the stiffness of the adjustable shock absorber 1000 associated with the anti-roll bar 1190, regardless of the presence or absence of the torque actuator 1200. In some embodiments, when at least one torque sensor is associated with the anti-roll bar 1190, the torque of a single wheel impact can be measured, and the torque actuator 1200 of the adjustable shock absorber 1000 and / or the anti-roll bar 1192 can be adjusted in anticipation of an impact.

[0229] In some embodiments, the electronic controller 50 adjusts the stiffness of the anti-roll bars 1190 and / or 1192 by changing the characteristics of the respective torque actuators 1200 to tilt the vehicle 200 to the higher side of the vehicle 200, such as the higher side of the vehicle 200 when traveling on a hillside, or the side raised due to a wheel hitting a large rock. As disclosed in U.S. Patent Application Publication No. US2020 / 0156430 (incorporated herein by reference), the electronic controller 50 can sense the orientation of the electronic controller 50 and adjust the damping characteristics of at least one of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 based on the sensed orientation of the vehicle 200. Furthermore, the electronic controller 50 can adjust the torque actuators 1200 of one or both of the anti-roll bars 1190 and 1192 to tilt the vehicle 200 to its higher side, such as the higher side when the vehicle 200 is traveling on a hillside, or the side raised due to a wheel hitting a large rock. When the right side of the vehicle 200 is sensed to be higher than the left side, such as exceeding a threshold amount, the torque actuator 1200 of the anti-roll bar 1190 is adjusted to apply torque to the second section 1193 of the anti-roll bar 1190, thereby lowering the second section 1193 and the lower a-arm 266 coupled to the second section 1193 via the link 282, and raising the lower a-arm 266 coupled to the first section 1191 via the link 282, causing the vehicle 200 to tilt into a hillside or rock that results in the right side of the vehicle 200 being higher than the left side of the vehicle 200. When the left side of vehicle 200 is sensed to be higher than the right side, such as exceeding a threshold amount, the torque actuator 1200 of anti-roll bar 1190 is adjusted to apply torque to the second segment 1193 of anti-roll bar 1190, thereby raising the second segment 1193 and raising the lower a-arm 266 coupled to the second segment 1193 via link 282 and the lower a-arm 266 coupled to the first segment 1191 via link 282, causing vehicle 200 to tilt into a slope or rock that results in the left side of vehicle 200 being higher than the right side of vehicle 200. In some embodiments, in response to a mode selection made via operator interface 62, such as rock crawling mode, electronic controller 50 executes a processing sequence to tilt vehicle 200.

[0230] In some embodiments, the operator interface 62 may have inputs whereby the operator can select to lift one side of the vehicle 200. For example, when crossing rocks, the operator can position one of the left and right front wheels on top of the rock and then select to change the vehicle 200 to make both sides more balanced via the operator interface 62. The torque actuator 1200 of the anti-roll bar 1190 then applies torque to lift the other side of the vehicle 200. Its advantage, in particular, is that it helps the vehicle 200 overcome obstacles.

[0231] In some embodiments, the operator interface 62 may have input, whereby the operator can select a tire changing mode and select the tire to be replaced. For example, the operator can select the left front tire for replacement through the operator interface 62. The electronic controller 50 can actuate a torque actuator 1200 coupled to one of the anti-roll bars 1190 and 1192 of the tire to be replaced to compress one of the left front electronically adjustable shock absorbers 290, 292, 294, and 296 (290 in the case of replacing the left front tire) located near the tire to be replaced, and extend opposite the tire to be replaced and coupled to the same left front electronically adjustable shock absorber 290, 292, 294, and 296 (292 associated with the right front tire in the case of replacing the left front tire) of the same anti-roll bar 1190 and 1192. Furthermore, the electronic controller 50 can actuate a torque actuator 1200, which is not coupled to another of the anti-roll bars 1190 and 1192 of the tire to be replaced, to extend one of the left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 (in the case of replacing the left front tire, the left rear electronically adjustable shock absorber associated with the left rear tire) located on the same side of the vehicle 200 as the tire to be replaced. Adjustable shock absorber 294), and compresses one of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, and right rear electronically adjustable shock absorber 296 (or right rear electronically adjustable shock absorber 296 associated with the right rear tire in the case of replacing the left front tire) located on the opposite side of the tire to be replaced and coupled to another of anti-roll bars 1190 and 1192 on the vehicle 200, to further lift the tire to be replaced.

[0232] In some embodiments, vehicle 200 may have a demonstration mode that simulates vehicle movement based on operator input when the prime mover 66 of vehicle 200 is not running. In demonstration mode, one or more of the following, selectable via operator interface 62: torque actuator 1200 of anti-roll bar 1190, torque actuator 1200 of anti-roll bar 1192, left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, right rear electronically adjustable shock absorber 296, and adjustable damper 1000, can be altered by electronic controller 50 to simulate vehicle 200 movement. In one example, electronic controller 50 tilts vehicle 200 to the left in response to steering wheel 276 turning left, tilts vehicle 200 to the right in response to steering wheel 276 turning right, and keeps vehicle 200 level when steering wheel 276 is not turned left or right. In one example, the electronic controller 50 can actuate the torque actuator 1200 of both anti-roll bars 1190 and 1192 when the steering wheel 276 turns left by raising the second section 1193 of anti-roll bar 1190 and the second section 1195 of anti-roll bar 1192, and lowering the first section 1191 of anti-roll bar 1190 and the first section 1194 of anti-roll bar 1192, thereby causing the vehicle 200 to tilt to the left.

[0233] See Figure 49 The figure shows a passive multi-rate anti-roll bar system 1300. In the illustrated embodiment, the anti-roll bar system 1300 is used to couple the rear suspension 264 together. The anti-roll bar system 1300 can also be used to couple the front suspension 262 together. Furthermore, the anti-roll bar system 1300 can be implemented in conjunction with actively controlled left front electronically adjustable shock absorbers 290, right front electronically adjustable shock absorbers 292, left rear electronically adjustable shock absorbers 294 and right rear electronically adjustable shock absorbers 296, or passive shock absorbers for the front suspension 262 and / or the rear suspension 264.

[0234] The anti-roll bar system 1300 includes an anti-roll bar 320 and a damper 1302. The damper 1302 is rotatably coupled to the trailing arm 300 at its lower end 1304 and rotatably coupled to the anti-roll bar 320 at its upper end 1306. The damper 1302 includes a shock absorber 1303 having a cylindrical body 1308 and a rod 1310 extending from the cylindrical body 1308. The rod 1310 is connected to a piston (not shown) disposed within the cylindrical body 1308 and is movable in directions 1314 and 1316 to extend the damper 1302 (movement in direction 1314) and shorten the damper 1302 (movement in direction 1316).

[0235] A rod 1310 carries a first stop member 1320, and a cylindrical body 1308 carries a second stop member 1322. At least one of the first stop member 1320 and the second stop member 1322 is adjustable. For example, the second stop member 1322 may be threaded onto a portion of the cylindrical body 1308 and may rotate relative to the cylindrical body 1308 to raise or lower the second stop member 1322 relative to the lower end 1304 of the damper 1302. A coil spring 1324 is compressed between the first stop member 1320 and the second stop member 1322.

[0236] In some embodiments, the shock absorber 1303 provides nominal resistance to movement in directions 1314 and 1316. Therefore, the damper 1302 is controlled by the position of the coil spring 1324 and the second stop member 1322. In this case, the damper 1302 is a valveless, non-storage coil damper. In some embodiments, the shock absorber 1303 provides constant resistance to the stroke of the rod 1310 until a first distance is reached (with a combined spring ratio having the stiffness of the spring 1324 and the anti-roll bar 320), and thereafter acts as a solid link (with a spring ratio equal to the stiffness of the anti-roll bar 320) in the presence of additional torque from the trailing arm 300 or the anti-roll bar 320.

[0237] In some embodiments, a single damper 1302 is disposed on a first side of the anti-roll bar 320 (such as one of the driver's side or the passenger side of the vehicle 200), and a solid link 322 is disposed on a second side of the anti-roll bar 320 (such as the other of the driver's side or the passenger side of the vehicle 200). In some embodiments, the dampers 1302 are disposed on both sides of the anti-roll bar 320 to connect the anti-roll bar 320 to each trailing arm 300 of the rear suspension 264.

[0238] See Figure 50 The figure shows a theoretical comparison of the pull-down link force (link 322 or damper 1302) as a function of the roll angle difference between the rear suspensions 264. Curve 1400 represents a conventional anti-roll bar 320 with a solid pull-down link 322. Curve 1400 is a linear curve. The slope of curve 1400 is based on the diameter of the anti-roll bar 320 and is chosen as a trade-off between roll control and one or more impairments. Exemplary impairments include reduced ride comfort, reduced traction (cornering, acceleration, braking), increased head sway, reduced articulation, and increased durability requirements for mating components (bushings, bushing clamps, frame supports, and control arms 300).

[0239] Curve 1402 represents the use of damper 1302 as a pull-down link of anti-roll bar 320. Curve 1402 assumes that when suspension arms 300 are at the same height (anti-roll bar 320 is not twisting), the second stop member 1322 is configured such that disc spring 1324 is not compressed. Curve 1402 includes a first linear component 1404 and a second linear component 1406. The slope of the first linear component 1404 is based on the spring ratio of disc spring 1324 and the diameter of anti-roll bar 320. The slope of the second linear component 1406 is based on the diameter of anti-roll bar 320. Compared to curve 1400, the smaller slope of the first linear component 1404 of curve 1402 with a small camber angle (exemplarily 0 to 3 degrees) offers advantages including improved ride comfort, compliance, traction, rear suspension 264 articulation, and head sway. A lower slope compared to curve 1400 may result in reduced vehicle responsiveness. The advantage of the larger slope of the second linear component 1406 of curve 1402, which has a larger roll angle (exemplarily 3 to 8 degrees) compared to curve 1400, is particularly that it makes the characteristics of vehicle 200 closer to curve 1400 and simulates the roll feel of solid linkage during more aggressive cornering events and other high roll events.

[0240] Curve 1408 indicates that damper 1302 is used as a pull-down link of anti-roll bar 320. Curve 1408 assumes that when suspension arm 300 is at the same height (anti-roll bar 320 is not twisting), the second stop member 1322 is configured to preload (partially compress) disc spring 1324. This increases the initial force of damper 1302, such as Figure 50 As shown. Figure 50 As shown. Curve 1408 includes a first linear component 1410 and a second linear component 1412. The slope of the first linear component 1410 is based on the spring ratio of the disc spring 1324 and the diameter of the anti-roll bar 320. The slope of the second linear component 1412 is based on the diameter of the anti-roll bar 320. Compared to curve 1400, the smaller slope of the first linear component 1410 of curve 1408, which has a smaller roll angle (exemplarily 0 to 3 degrees), offers advantages including improved ride comfort, compliance, traction, articulation of the rear suspension 264, and head sway. The preload of the damper 1302 maintains the responsiveness of the vehicle 200. The larger slope of the second linear component 1412 of curve 1408, which has a larger roll angle (exemplarily 3 to 8 degrees), offers advantages in managing the roll feel of the vehicle 200 at larger roll angles.

[0241] See Figure 52The figure shows an anti-roll bar system 1400. The anti-roll bar system 1400 includes a shock absorber 1402 having a first end 1404 movably coupled to an anti-roll bar 320 and a second end 1406 movably coupled to a suspension arm 264. Although an anti-roll bar 320 is shown, the anti-roll bar system 1400 can also be used in conjunction with an anti-roll bar 280 and one of suspension arms 266 and 268.

[0242] Shock absorber 1402 includes a body 1410 in which a piston 1412 is disposed. The piston 1412 is coupled to a rod 1414 received in an opening 1416 of the shock absorber 1402. The rod 1414 is rotatably coupled to an anti-roll bar 320, and the body 1410 is rotatably coupled to a suspension arm 264. The piston 1412 is movable within the body 1410 in directions 1420 and 1422. The interior 1430 of the body 1410 includes a liquid fluid, such as oil, and a compressed gas. An interface 1432 between the liquid fluid and the compressed gas is located on the top side of the piston 1412. The area below the piston 1412 is completely filled with the liquid fluid. In some embodiments, the piston 1412 is sealed relative to the interior of the body 1410. In some embodiments, the piston 1412 is sealed relative to the interior of the body 1410 and does not include a fluid passage from the upper side of the piston 1412 to the lower side of the piston 1412.

[0243] A stop 1440 is disposed inside the body 1410. The stop 1440 restricts the movement of the piston 1412 in the direction 1420. In some embodiments, the stop 1440 is supported by a spacer disposed around the rod 1414. In some embodiments, the stop 1440 is supported by a sealing head of the shock absorber 1402.

[0244] An external bypass 1450 is operatively coupled to the interior of the body 1410 of the shock absorber 1402. The upper portion 1452 of the external bypass 1450 is coupled above the piston 1412, and the lower portion 1454 of the external bypass 1450 is coupled below the piston 1412. The upper portion 1452 of the external bypass 1450 is positioned below the interface 1432 between the liquid fluid and the compressed gas.

[0245] The external bypass 1450 includes a valve 1460 with multiple settings. The position of the valve 1460 is controlled by an electronic controller 50. Figure 52 In the first position or state, valve 1460 is in a state where the liquid fluid inside the body 1410 flows freely in both a compressed state (movement of piston 1412 along direction 1422) and a springback state (movement of piston 1412 along direction 1420). Figure 53In the second position or state, valve 1460 is in a springback state (movement of piston 1412 in direction 1420) and a compression state (movement of piston 1412 in direction 1422). In some embodiments, in the second position of valve 1460, a check valve is provided in the fluid passage of external bypass 1450.

[0246] exist Figure 52 and 53 In the arrangement shown, the compressed gas is always on the rebound side of piston 1412 and is not exposed to high pressure from the compression side of piston 1412. In some embodiments, the compressed gas is held in an air bladder (not shown). When the compressed gas is held in the air bladder, the shock absorber 1402 can be mounted with the rod side facing down because the air bladder prevents the liquid fluid and compressed gas from mixing.

[0247] In some embodiments, the electronic controller monitors one or more chassis movement characteristics of the vehicle to sense the terrain the vehicle is traversing. Exemplary chassis movement characteristics include lateral acceleration (A). LAT ), longitudinal acceleration (A LONG ), yaw axis translational acceleration (A VERT ), roll axis angular acceleration (AgrA) ROLL ), pitch axis angular acceleration (AgrA) PITCH ) and yaw axis angular acceleration (AgrA) YAW One or more of the following: Lateral acceleration (A) LAT ), longitudinal acceleration (A LONG ) and yaw axis translational acceleration (A VERT Each of these is measured by an accelerometer in the IMU 108. In some embodiments, the lateral acceleration (A) LAT ), longitudinal acceleration (A LONG ) and yaw axis translational acceleration (A VERT Each of these is a transformation (rotation and / or translation) of acceleration measured by the accelerometers of the IMU 108 to the vehicle's center of gravity. Roll axis angular acceleration (AgrA) ROLL ), pitch axis angular acceleration (AgrA) PITCH ) and yaw axis angular acceleration (AgrA) YAW Each of these parameters is derived from measurements taken by the gyroscope of the IMU 108. In some embodiments, the derivative of the measured angular velocity from the gyroscope measurements of the IMU 108 is obtained to obtain the roll axis angular acceleration (AgrA). ROLL ), pitch axis angular acceleration (AgrA) PITCH ) and yaw axis angular acceleration (AgrA) YAWEach of the following. In some embodiments, angular velocity may be used instead of angular acceleration.

[0248] The electronic controller 50 also analyzes lateral acceleration (A). LAT ), longitudinal acceleration (A LONG ), yaw axis translational acceleration (A VERT ), roll axis angular acceleration (AgrA) ROLL ), pitch axis angular acceleration (AgrA) PITCH ) and yaw axis angular acceleration (AgrA) YAW One or more of the following are used to obtain the spectrum of each acceleration being analyzed. In some embodiments, the spectrum is determined by a recursive fast Fourier transform (FFT). Based on one or more characteristics of the spectrum, the electronic controller 50 is able to determine the terrain the vehicle is traversing and is able to change one or more characteristics of the left front electronically adjustable shock absorber 290, right front electronically adjustable shock absorber 292, left rear electronically adjustable shock absorber 294, right rear electronically adjustable shock absorber 296 and / or one or more adjustable anti-roll bars described herein. In some embodiments, the electronic controller 50 selects a first baseline damping distribution from a plurality of baseline damping distributions based on one or more characteristics of the spectrum, and optionally, based on additional sensor inputs. In some embodiments, the electronic controller 50 selects a first baseline damping distribution from a plurality of baseline damping distributions based on one or more characteristics of the spectrum (such as applying a bandpass filter in a specific frequency range), and optionally, based on additional sensor inputs. Exemplary bandpass filters are between approximately 2 Hz and approximately 4 Hz for horn and between approximately 8 Hz and approximately 12 Hz for flutter.

[0249] As an example, the electronic controller 50 selects one of eight baseline damping distributions based on one or more characteristics of the spectrum and additional sensor inputs. The eight exemplary baseline damping distributions are damping distributions in rock mode, mud mode, hard surface mode, gravel mode, trail mode, flutter mode, horn mode, and off-road mode. The exemplary rock mode is based on lateral acceleration (AgrA) at vehicle speeds below a first threshold and corresponding limit curves below a first frequency range. LAT ), longitudinal acceleration (A LONG ) and yaw axis translational acceleration (A VERT The spectral amplitude of each of the parameters is established. The exemplary mud pattern is based on the roll axis angular acceleration (AgrA) of the corresponding limit curve below a first threshold vehicle speed and below a first frequency range. ROLL ) and yaw axis angular acceleration (AgrA) YAW The spectral amplitude of each of the parameters is used to establish the model. The exemplary hard pavement mode is based on the roll axis angular acceleration (AgrA) of the corresponding limit curve below the first frequency range.ROLL ) and yaw axis angular acceleration (AgrA) YAW The spectral amplitude of each of the parameters is used to establish the model. The exemplary gravel model is based on the roll axis angular acceleration (AgrA) of the corresponding limiting curve below the first frequency range. ROLL ) and pitch axis angular acceleration (Agr) PITCH The spectral amplitude of each of the parameters is established. In one variant, for the roll axis angular acceleration (AgrA) ROLL The limit curve amplitude of the gravel mode is greater than that of the hard pavement mode. The exemplary trail mode is based on the roll axis angular acceleration (AgrA) of the corresponding limit curve below the first frequency range. ROLL ) and pitch axis angular acceleration (Agr) PITCH The spectral amplitude of each of the parameters is established. In one variant, for the roll axis angular acceleration (AgrA) ROLL The amplitude of the limiting curve in the path mode is greater than or equal to the amplitude of the limiting curve in the gravel mode. See also Figure 54 The figure shows the roll axis angular acceleration (AgrA) for each of the hard road, gravel, and trail modes in the frequency range of 0 to 25 Hz. ROLL The exemplary limit curve is shown. The exemplary flutter mode is based on the pitch axis angular acceleration (AgrA) of the corresponding limit curve below the first frequency range. PITCH The spectral amplitude and the unbounded roll axis angular acceleration (AgrA) greater than that of the small-path mode. ROLL The frequency spectrum amplitude is established. The exemplary horn pattern is based on the roll axis angular acceleration (AgrA) of the corresponding limiting curve below the first frequency range. ROLL The spectral amplitude and the unbounded pitch axis angular acceleration (AgrA) greater than that of the path mode. PITCH The spectrum amplitude is established. The general or default off-road mode is based on the unbounded roll axis angular acceleration (AgrA) which is greater than that of the trail mode. ROLL The spectral amplitude and the unbounded pitch axis angular acceleration (AgrA) greater than that of the path mode. PITCH The spectral amplitude is established. In Figure 54 In this context, the frequency range is 0 to 25 Hz. The exemplary limiting curve has an amplitude limit set for a 1 Hz wide frequency band, but larger or smaller frequency bands can also be used.

[0250] In some embodiments, to limit the switching frequency between baseline damping distributions, the analyzed spectrum must not satisfy the corresponding limiting curve for a set number of test cycles. In some examples, a given test cycle is once every 5 milliseconds. In some embodiments, the analyzed spectrum must not satisfy a first number of frequency bands or a first percentage of frequency bands that change the terrain pattern. In some embodiments, the number of test cycles required to induce a terrain pattern switch depends on the number of frequency bands that do not satisfy the current terrain (the more failures, the faster).

[0251] In some embodiments, a vehicle equipped with a processing sequence for determining terrain conditions based on frequency response can be used to provide trajectory maps to a user's community. The vehicle will travel on roads or other terrain and determine appropriate damping characteristics of the suspension based on the frequency response. These damping characteristics (or simple mode selections) are transmitted to a remote computing device that stores the data. Other vehicles can access the stored data and, using the recorded damping characteristics or mode selections, adjust the suspension characteristics on those vehicles based on their GPS location. In other examples, the user can access the stored data, and a visual map of the road, including color-coded road terrain conditions, can be presented to the user.

[0252] In some embodiments, the terrain mode is selected by the user, and spectral analysis is used to adjust the baseline damping characteristics of the selected mode up or down. In some embodiments, the user can select an automatic mode, and the system uses spectral analysis as described herein to determine the damping characteristics based on the sensed terrain.

[0253] In some embodiments, as discussed herein, determining the terrain on which the vehicle is traveling can be used to further improve various vehicle systems. For example, it may include an estimate of the surface friction of the determined terrain and use it in one or more control systems, such as traction limits, brake pressure application, vehicle speed estimators, and / or powertrain control.

[0254] Although the invention has been described with exemplary design, it may be further modified within the spirit and scope of this disclosure. Therefore, this application is intended to cover any variations, uses, or adaptations of the invention using the general principles thereof. Furthermore, this application is intended to cover deviations from this disclosure within known or conventional practice in the field to which this invention pertains.

Claims

1. A vehicle comprising: Multiple ground-connecting components, including a first portion located to the left of the vertical longitudinal centerline plane of the vehicle, and a second portion located to the right of the vertical longitudinal centerline plane of the vehicle; The frame is supported by the plurality of ground-jointing members; The operator area includes an operator seat supported by the frame; The left suspension movably couples the first ground engagement member of the first portion of the plurality of ground engagement members to the frame; The first electronically controlled shock absorber has a first end movably coupled to the left suspension and a second end movably coupled to the frame; The right-side suspension movably couples the first ground engagement member of the second portion of the plurality of ground engagement members to the frame; The second electronically controlled shock absorber has a first end movably coupled to the right suspension and a second end movably coupled to the frame; An anti-roll bar is movably coupled to the frame, the anti-roll bar having a first end movably coupled to the left suspension and a second end movably coupled to the right suspension; The third electronically controlled shock absorber is positioned to operatively couple the anti-roll bar to one of the left suspension and the right suspension; as well as An electronic controller is operatively coupled to the first electronically controlled shock absorber, the second electronically controlled shock absorber, and the third electronically controlled shock absorber, wherein the electronic controller sets a first characteristic of the first electronically controlled shock absorber, a second characteristic of the second electronically controlled shock absorber, and a third characteristic of the third electronically controlled shock absorber; The third electronically controlled shock absorber also includes: The shock absorber body has an interior, a top, and a bottom. A piston is positioned inside the shock absorber body, dividing the interior of the shock absorber body into a first chamber and a second chamber; and A bypass conduit, in a first position, is in fluid communication with the interior of the shock absorber body on a first side of the piston, and in a second position, is in fluid communication with the interior of the shock absorber body on a second side of the piston, wherein compressed gas is present on the second side of the piston, and the second side of the piston is closer to the top of the shock absorber body than the first side of the piston.

2. The vehicle according to claim 1, wherein, The third electronically controlled shock absorber is coupled to the anti-roll bar at its first end and to one of the left suspension and the right suspension at its second end.

3. The vehicle according to claim 1, wherein, When the electronic controller determines that the vehicle is in a first state, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a first setting, and adjusts one of the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber of the suspension that is coupled to the same suspension in the left and right suspensions coupled to the second end of the third electronically controlled shock absorber to a first setting.

4. The vehicle according to claim 3, wherein, The electronic controller further adjusts the other of the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber to a first setting.

5. The vehicle according to claim 3, wherein, When the electronic controller determines that the vehicle is not in the first state, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to the second setting, and adjusts one of the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber of the suspension that is coupled to the same suspension in the left suspension and the right suspension that is coupled to the second end of the third electronically controlled shock absorber to the second setting.

6. The vehicle according to claim 3, wherein, The first setting of the third electronically controlled shock absorber limits the compression of the third electronically controlled shock absorber.

7. The vehicle according to claim 1, wherein, The third electronically controlled shock absorber is positioned behind the operator's seat.

8. The vehicle according to claim 1, wherein, The third electronically controlled shock absorber is positioned in front of the operator's seat.

9. The vehicle according to claim 1, wherein, The third electronically controlled shock absorber includes an electronically controlled bypass valve that can be adjusted by the electronic controller.

10. The vehicle according to claim 9, wherein, The interior of the shock absorber includes a liquid fluid, and both the first and second positions are below the interface between the liquid and the compressed gas.

11. The vehicle according to claim 10, wherein, The electrically controlled bypass valve has a first setting and a second setting. Under the first setting, the liquid can flow from the first position to the second position and from the second position to the first position. Under the second setting, the liquid can only flow from the second position to the first position.

12. The vehicle according to claim 9, wherein, The third electronically controlled shock absorber also includes: A spring is positioned inside the damping body and is compressible between a first end of the damping body and the piston, wherein the electrically controlled bypass valve controls the fluid flow between the first chamber and the second chamber.

13. The vehicle according to claim 12, wherein, The spring is positioned on the same side of the piston as the first chamber, and the electrically controlled bypass valve controls the fluid flow from the first chamber to the second chamber.

14. The vehicle according to claim 13, wherein, The third electronically controlled shock absorber also includes a relief valve for controlling the fluid flow from the second chamber to the first chamber.

15. The vehicle according to claim 1, wherein, The electronic controller only controls the compression damping characteristics of the third electronically controlled shock absorber.

16. The vehicle according to claim 9, wherein, The third electronically controlled shock absorber also includes: A first spring, positioned within the damping body, is compressible between a first end of the damping body and a first side of the piston; and The second spring is positioned inside the damping body and is compressible between the second end of the damping body and the second side of the piston, wherein the electrically controlled bypass valve controls the fluid flow between the first chamber and the second chamber.

17. The vehicle according to claim 16, wherein, When there is no external load and the electronically controlled bypass valve is set, the first spring and the second spring position the piston inside the damping body to allow fluid flow between the first chamber and the second chamber.

18. The vehicle according to claim 1, wherein, The electronic controller also monitors the brake pressure sensor to control at least one of the first, second, and third electronically controlled shock absorbers.

19. A vehicle comprising: Multiple ground-connecting components, including a first portion located to the left of the vertical longitudinal centerline plane of the vehicle, and a second portion located to the right of the vertical longitudinal centerline plane of the vehicle; The frame is supported by the plurality of ground-jointing members; An open-air operator area, including operator seats supported by the frame; The cab frame is positioned to extend above the operator's seat; The left front suspension movably couples the first ground engagement member of the first portion of a plurality of ground engagement members to the frame; The first electronically controlled shock absorber has a first end movably coupled to the left front suspension and a second end movably coupled to the frame; The right-side front suspension movably couples the first ground engagement member of the second portion of the plurality of ground engagement members to the frame; The second electronically controlled shock absorber has a first end movably coupled to the right front suspension and a second end movably coupled to the frame; An anti-roll bar is movably coupled to the frame, the anti-roll bar having a first portion movably coupled to the left front suspension and a second portion movably coupled to the right front suspension; A torque actuator, operatively coupled to the first portion of the anti-roll bar and the second portion of the anti-roll bar; as well as An electronic controller is operatively coupled to the first electronically controlled shock absorber, the second electronically controlled shock absorber, and the torque actuator, the electronic controller setting a first characteristic of the first electronically controlled shock absorber, a second characteristic of the second electronically controlled shock absorber, and a third characteristic of the torque actuator.

20. The vehicle according to claim 19, wherein, The electronic controller uses the torque actuator to generate torque to move at least one of the left front suspension and the right front suspension, thereby changing the roll angle of the vehicle toward zero.

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