Method for controlling an actively controlled suspension and vehicle

Abstract

A method is provided for controlling a traction control system, an ABS, and an actively controlled suspension. The method includes receiving a sensor output from at least one suspension sensor at a controller. The sensor output is indicative of a vertical height of the suspension relative to a road surface. The method determines an amplitude of vertical movement of the suspension over time using the received sensor output. The method identifies peaks and troughs of the amplitude of vertical movement of the suspension over time. The method determines that a rough road surface condition exists in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency.An active suspension control of at least one wheel system of a vehicle is adjusted in response to determining that an uneven road condition exists.

Description

INTRODUCTION

[0001] The invention relates to a method for controlling an actively controlled suspension, and to a vehicle.

[0002] The document DE 10 2016 101 283 A1 discloses a method for controlling an actively controlled suspension according to the preamble of claim 1 and a vehicle according to the preamble of claim 4. The document DE 11 2017 003 866 T5 discloses a related method and a related vehicle.

[0003] The subject matter of the disclosure relates to vehicle chassis controls and, more particularly, to a system for detecting and predicting road conditions using suspension sensors.

[0004] In some examples, modern vehicles incorporate active suspensions that adjust the vehicle's suspension to adapt suspension stiffness to road conditions, thereby improving vehicle handling. Typically, such systems monitor acceleration, speed, and / or suspension position and make decisions about suspension stiffness in an attempt to maintain ride comfort.

[0005] The approach and physics behind such systems are configured to consider and optimize what passengers will feel in the cabin. While comfort can be maintained under various road conditions using known systems, acceleration and braking performance may be affected due to changes in road conditions.

[0006] Consequently, it is an object of the invention to utilize the sensors provided by an active suspension configured to detect a road condition and to derive one or more desirable settings for active suspension and chassis control based on the detected road conditions. SUMMARY

[0007] The above object is achieved by the features of independent claims 1 and 4. Advantageous developments of the invention emerge from the subclaims.

[0008] An exemplary embodiment includes a method for controlling an actively controlled suspension. The method includes receiving a sensor output from at least one (suspension) sensor at a controller. The sensor output indicates a vertical height of the suspension relative to a road surface. The method determines an amplitude of vertical movement of the suspension over time using the received sensor output. The method identifies peaks and troughs of the amplitude of vertical movement of the suspension over time. The method determines that a rough road surface condition exists in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency.An active suspension control of at least one wheel system of a vehicle is adjusted in response to determining that an uneven road condition exists.

[0009] Receiving the sensor output from at least one suspension sensor includes receiving a plurality of sensor outputs from a plurality of suspension sensors, wherein each suspension sensor of the plurality of suspension sensors corresponds to a unique suspension.

[0010] At least two suspension sensors of the plurality of suspension sensors are front wheel system suspension sensors.

[0011] The plurality of sensor outputs of the plurality of suspension sensors include a first group of sensor outputs of a first sensor group and a second group of outputs of a second sensor group, wherein the first sensor group is disposed in one or more front wheel systems of a vehicle and the second sensor group is disposed in one or more rear wheel systems of the vehicle.

[0012] The method further includes verifying the determination that a rough road condition exists by iterating the method with the second group of outputs of the second sensor group.

[0013] In addition to one or more of the aspects described herein, the at least one suspension sensor includes a linear potentiometer or a speed sensor or an acceleration sensor.

[0014] In addition to one or more of the aspects described herein, determining that a rough road surface condition exists in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency includes identifying one of a plurality of unique rough road surface conditions based on a frequency of peaks and troughs defining an amplitude that exceeds the predefined threshold amplitude.

[0015] A vehicle contains multiple wheel systems. Each of the multiple wheel systems contains at least one suspension sensor. A controller is communicatively coupled to each of the multiple wheel systems.The controller includes a memory configured to respond to receiving a sensor output from the at least one suspension sensor by determining an amplitude of vertical movement of a corresponding suspension over time using the received sensor output, identifying peaks and troughs of the amplitude of vertical movement of the corresponding suspension over time, determining a rough road condition in response to a number of peaks and troughs being greater than a predefined threshold frequency, and adjusting control of at least one wheel system of the plurality of wheel systems in response to determining that a rough road condition exists.

[0016] In addition to one or more of the aspects described herein, the at least one wheel system includes an active suspension, wherein adjusting control of at least one wheel system in response to determining that the rough road condition exists comprises adjusting control of the active suspension of each of the plurality of wheel systems.

[0017] At least two of the multiple wheel systems are front wheel systems.

[0018] The sensor output of the at least one suspension sensor includes a sensor output of a first suspension sensor of a first front wheel system and a second sensor output of a second suspension sensor of a second front wheel system.

[0019] The controller is further configured to verify the determination that a rough road condition exists by iterating the determination of an amplitude of vertical movement of a corresponding actively controlled suspension over time using the received sensor output, identifying peaks and troughs of the amplitude of vertical movement of the corresponding actively controlled suspension over time, and determining, in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency, that a rough road condition exists using sensor data from at least one rear wheel system.

[0020] In addition to one or more of the aspects described herein, the first suspension sensor is a linear potentiometer or a speed sensor or an acceleration sensor and the second suspension sensor is a linear potentiometer or a speed sensor or an acceleration sensor.

[0021] In addition to one or more of the aspects described herein, the first suspension sensor and the second suspension sensor are of the same sensor type.

[0022] In addition to one or more of the aspects described herein, determining that a rough road surface condition exists in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency includes identifying a plurality of unique rough road surface conditions based on the frequency of peaks and troughs defining an amplitude that exceeds the predefined threshold amplitude.

[0023] In addition to one or more of the aspects described herein, a controller includes a processor and a memory. The memory stores instructions configured to cause the controller to respond to receiving a sensor output from at least one suspension sensor by determining an amplitude of vertical movement of a suspension including the at least one suspension sensor over time using the received sensor output, identifying peaks and troughs in the amplitude of vertical movement of the suspension including the at least one suspension sensor over time, and determining, in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency, in a first determination that a rough road condition exists.

[0024] In addition to one or more of the aspects described herein, the controller is further configured to output a suspension control signal, wherein the suspension control signal is dependent on a particular road condition.

[0025] In addition to one or more of the aspects described herein, determining the amplitude of vertical movement of the suspension including the at least one suspension sensor over time using the received sensor output includes mathematically deriving the amplitude of vertical movement of the suspension.

[0026] In addition to one or more of the aspects described herein, the memory further stores instructions configured to cause the controller to determine the determined rough road condition using a received second sensor output from at least one second suspension sensor by determining the amplitude of vertical movement of the actively controlled suspension including the at least one suspension sensor over time using the received second sensor output, identifying peaks and troughs of the amplitude of vertical movement of the suspension including the at least one suspension sensor over time using the second sensor output, determining, in response to a number of peaks and troughs exceeding a predefined threshold amplitude being greater than a predefined threshold frequency, in a second determination,that the condition of an uneven road surface exists, and to check the comparison of the first determination with the second determination.

[0027] In addition to one or more of the aspects described herein, the memory is configured to cause the controller to determine that the first determination is accurate in response to the first determination matching the second determination.

[0028] The above-described aspects and advantages and other aspects and advantages of the disclosure will become apparent from the following detailed description when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Further aspects, advantages and details appear only as examples in the following detailed description, which refers to the drawings; they show: Fig. 1 is a plan view of a motor vehicle incorporating an active suspension control system; Fig. 2 a process for determining a current road condition based on sensor data from at least one sensor of the active suspension; and Fig. 3 Example sensor data of a single suspension sensor in an example. DETAILED DESCRIPTION

[0030] The following description is merely exemplary in nature. It should be understood that throughout the drawings, corresponding reference characters designate similar or corresponding sections and parts.

[0031] According to an exemplary embodiment, methods, apparatus, and systems are provided for monitoring a suspension during operation of a vehicle using a plurality of suspension sensors. Data describing the position, velocity, and acceleration of the suspension is collected from the suspension sensors and is used to create road profiles. The road profiles are then analyzed for amplitudes and frequencies associated with various road conditions. Based on the analysis, a nearest road profile is identified, wherein the road profile indicates a characteristic of the road surface roughness. The controller adjusts the parameters for the active suspension, traction control, and / or anti-lock braking system (ABS) based on the characteristic of the road surface roughness, thereby improving vehicle performance and ride comfort.

[0032] Embodiments described herein present numerous advantages and technical effects that enable the controller to determine a current characteristic of the road surface roughness and predict an expected road surface roughness, thereby enabling the controller to adjust accordingly. Furthermore, according to some specific embodiments, the controller may utilize data from additional sensors to periodically confirm the accuracy of the main results and / or provide redundancy in the event of a sensor failure.

[0033] The embodiments are not limited to use with a particular vehicle and may be applicable to various contexts. For example, the algorithm described herein may be incorporated into any type of vehicle, including electric vehicles (EVs), hybrid electric vehicles, fuel-powered vehicles, or any other type of vehicle, and including active suspension control sensors.

[0034] Fig. 1 shows an embodiment of a motor vehicle 10 including a vehicle body 12 that at least partially defines a passenger compartment 14. The vehicle body 12 also supports various vehicle subsystems, including a propulsion system 16 and other subsystems to support functions of the propulsion system 16, and other vehicle components such as a braking subsystem, a suspension system, a steering subsystem, a fuel injection subsystem, an exhaust subsystem, and others.

[0035] The example vehicle 10 may be an electric-powered vehicle (EV) or a hybrid vehicle. The vehicle 10 includes a first wheel system 30, a second wheel system 40, a third wheel system 50, and a fourth wheel system 60. Each wheel system 30, 40, 50, 60 includes a corresponding active suspension system 34, 44, 54, 64. Each of the active suspension systems 34, 44, 54, 64 is configured to actively control suspension stiffness, thereby maximizing friction control between the wheel systems 30, 40, 50, 60 including the active suspension system 34, 44, 54, 64 and a road surface on which the vehicle 10 is traveling. In the illustrated example, the propulsion system 16 uses one or more electric motors to drive the two front wheel systems 30, 40.

[0036] A controller 20 is in bidirectional communication with each of the wheel systems 30, 40, 50, 60 via communication lines 22. The communication includes communication with any subsystems within the wheel systems 30, 40, 50, 60. Although shown here as a single controller 20 containing dedicated, separate control lines 22 in communication with each wheel system 30, 40, 50, 60, it should be noted that the controller 20 may be a single dedicated controller or multiple dedicated controllers in communication with each other controller, processes, and / or subprocesses within a controller, or multiple control processes distributed across multiple controllers. Furthermore, it should be noted that the individual dedicated communication lines 22 may be a combined communication bus, wireless communication, multiple direct communication lines, and / or any other form of bidirectional communication.

[0037] Each wheel system 30, 40, 50, 60 further includes one or more sensors 32, 42, 52, 62 that provide an output that can be used to determine a vertical position of the active suspension 34, 44, 54, 64 at any given time. In some cases, the sensors 32, 42, 52, 62 can read the vertical positions directly, while in other cases, the sensors 32, 42, 52, 62 can provide an output from which the vertical positions can be mathematically derived. In some examples, the sensors 32, 42, 52, 62 can be linear potentiometers, speed sensors, and / or accelerometers. In yet further examples, the sensors 32, 42, 52, 62 in each wheel system 30, 40, 50, 60 may be multiple sensors whose outputs are combined via the controller 20.The controller 20 receives sensor outputs via communication lines 22 and processes the outputs of the sensors 32, 42, 52, 62 using an algorithm 200 (see . Fig. 2). The algorithm 200 determines the road irregularities, and the controller 20 causes the active suspension 34, 44, 54, 64, the traction control, and the ABS systems to adapt to the determined road irregularities.

[0038] These sensors 32, 42, 52, 62 relay the vertical movement (relative to a ground plane) of the active suspension systems 34, 44, 54, 64 while the vehicle 10 travels on a roadway. The data from the sensors 32, 42, 52, 62 are processed by the controller 20 using the algorithm 200 (see Fig. 2) interpreted as a relative representation of the road surface. The representation is then used to predict expected road conditions (e.g., how rough the road surface will be) in forward motion and adjust the active suspension systems 30, 40, 50, 60 accordingly. In some examples, one sensor type 32, 42, 52, 62 is sufficient to operate the algorithm 200, as the controller 20 can infer or integrate the speed or position from the data provided by any of the sensor types. In a basic example, the expected road conditions may be set as the current road condition until the vehicle 10 negotiates a curve. In another example, the expected road conditions may be set as the predominantly prevailing road condition of a previous time period (e.g., the previous minute).This duration can be a recalculated continuous duration or repeated discrete duration.

[0039] As the vehicle 10 travels, the sensors 32, 42, 52, 62 track the movement of the active suspension 34, 44, 54, 64 and react to the road surface, thereby providing a two-dimensional track of road conditions. The two-dimensional track is the illustration, an example of which is shown in Fig. 3. Each time the active suspension 34, 44, 54, 64 changes direction from compression to rebound (or vice versa), the speed of the active suspension 34, 44, 54, 64 reaches zero before changing direction. The zero speed point provides a high or low point.

[0040] Using the speed and direction provided by sensors 32, 42, 52, 62, controller 20 detects these high and low points.

[0041] The algorithm 200 analyzes a vertical position of the active suspension system 34, 44, 54, 64 at each peak and trough and determines how much the active suspension system 34, 44, 54, 64 deflected during the movement of the active suspension system 34, 44, 54, 64 leading to the peak or trough. The distance traveled by the active suspension system 34, 44, 54, 64 is referred to as the amplitude of the movement, and the number of times this movement occurred is referred to as a frequency. The amplitude and frequency are combined according to known analysis techniques to provide a road surface roughness metric.

[0042] With continued reference to vehicle 10 of Fig. 1 shows Fig. 2 shows an exemplary algorithm 200 for determining road irregularities using the configuration of the vehicle 10 shown in Fig. 1. The algorithm 200 will be described with further reference to an exemplary graph 300 of the sensor output of a single sensor 32, 42 shown in Fig. 3. First, the controller 20 begins the algorithm 200 in a start block 202. The sensors 32, 42, 52, 62 begin outputting data.

[0043] The algorithm 200 then proceeds along two parallel branches 201, 203. The parallel branches 201, 203 are operated in the same manner, with the first parallel branch 201 being operated with data provided by the sensor(s) 42 of the front left wheel system (FL) and the second parallel branch 203 being operated with data provided by the sensor(s) 32 of the front right wheel system (FR).

[0044] The algorithm 200 first measures the travel of the corresponding active suspension systems 34, 44 in steps 204, 206 to measure the FL / FR suspension travel.

[0045] The distance traveled is determined from the sensor data. The high points 302, 310, 320, 330 and the low points 304, 312, 322, 332 are detected in the high and low point detection steps 208 and 210. In addition to detecting the high points 302, 310, 320, 330 and the low points 304, 312, 322, 332, the controller 20 also determines an amplitude of each high point 302, 310, 320, 330 and / or each low point 304, 312, 322, 332. The amplitude is the greatest distance from a high point to an adjacent low point (or from a low point to an adjacent high point). For illustrative purposes, an exemplary amplitude 334 of a pair of a peak 330 and a trough 332 is shown. It should be noted that each peak 302, 310, 320, 330 and each trough 304, 312, 322, 332 has a corresponding amplitude.

[0046] In order to account for an expected amount of movement of the active suspension system 34, 44 even on a smooth road surface (e.g., a road surface with a metric of low road irregularities), an amplitude threshold filter 212, 214 is applied and any high point 302 and / or any low point 304 with an amplitude below a threshold value are filtered out.

[0047] Each time the amplitude threshold is exceeded, the algorithm 200 proceeds to a first counter 216. In the example sensor output graph 300, the amplitude threshold is exceeded at the high points 310, 320, 330 associated with the low points 312, 322, 332. The counter 216 is incremented each time the amplitude threshold is exceeded by one of the sensors 32, 42, and the value of the incremented first counter 216 is compared to a first threshold 218.

[0048] If the first threshold 218 is not exceeded, a second counter 220 is incremented. The second counter 220 represents the time elapsed since detection of the rough road surface was indicated. If the second counter 220 exceeds a second threshold 221, the controller 20 determines in a "rough road surface (RR) not detected" step 224 that no rough road surface has been detected.

[0049] If the first threshold 218 is exceeded, the controller 20 determines that a rough road surface has been detected in a "RR detected" step 226. Concurrent with the detection of a rough road surface, the algorithm 200 resets the second counter 220 via a resetter 222. As indicated by the use of a dashed line, the resetter 222 does not proceed with the algorithm 200 through the second counter 220.

[0050] After the “RR detected” step 226 or the “RR not detected” step 224, a road surface flag identifying a road irregularity is set in a road surface flag setting step 228, and the algorithm 200 returns to the start block 202 and iterates again.

[0051] As described herein, the algorithm 200 operates using both the front-right and front-left wheel systems 30, 40. However, it should be noted that one of the parallel branches 201, 203 may be omitted, maintaining the functionality of the algorithm 200 with minimal adjustment. Thus, the use of both parallel branches 201, 203 provides redundancy.

[0052] In yet further examples, the same algorithm 200 can be applied to the data from sensors 52, 62 of the rear wheel system 50, 60. It should be noted that while traveling straight, the vehicle 10 should experience approximately the same data (see sensor output table 300) from both the front wheel system 30, 40 and the rear wheel system 50, 60. Based on this understanding, the results of the algorithm 200 applied to the rear wheel system 50, 60 can be used to verify the accuracy of the algorithm 200 and ensure that none of the sensor systems 32, 42, 52, 62 is providing an erroneous value. If the results match, the controller 20 determines that no inaccuracy exists.

[0053] Application of algorithm 200 enables controller 20 or another controller within vehicle 10 to improve braking and acceleration performance by identifying and predicting rough road conditions. Clearly distinguishing road irregularities helps the controller utilize calibration tables specific to a group of road irregularities, thereby improving vehicle performance and reducing power hop in the suspension systems.

[0054] Although the algorithm 200 is configured to binary distinguish between a "rough road surface" and a "non-rough road surface," it should be noted that the algorithm 200 could be adapted to identify one of three roughness states by incorporating multiple thresholds within the first threshold 218 that address "low roughness," "no roughness," and "high roughness." Similar modifications that could increase discrimination to any number of discrete roughness areas and thereby further improve the performance of the vehicle 10 are anticipated.

[0055] The terms "a" and "an" do not imply a limitation of number, but rather denote the presence of at least one of the referenced elements. The term "or" means "and / or" unless clearly indicated otherwise by context. A reference throughout the application text to "an aspect" means that a particular element (e.g., a feature, structure, step, or property) described in connection with the aspect is included in at least one aspect described herein and may or may not be present in further aspects. In addition, it is to be understood that the described elements in the various aspects may be combined in any suitable manner.

[0056] When an element, such as a layer, film, region, or substrate, is referred to as "on" another element, it may be directly adjacent to the other element or may also have intervening elements present. In contrast, when an element is referred to as "directly adjacent" to another element, no intervening elements are present.

[0057] Unless otherwise specified herein, all examination standards shall be the most recent standard in force as of the filing date of this application or, if priority is claimed, the filing date of the earliest priority application in which the examination standard appears.

[0058] Unless otherwise defined, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.

Claims

[1] A method of controlling an actively controlled suspension (34, 44, 54, 64) comprising: Receiving a sensor output from at least one suspension sensor (32, 42, 52, 62) at a controller (20), the sensor output indicative of a vertical height of the actively controlled suspension (34, 44, 54, 64) relative to a roadway; Determining an amplitude (334) of the vertical movement of the actively controlled suspension (34, 44, 54, 64) over time using the received sensor output; Identifying high and low points (302, 304, 310, 312, 320, 322, 330, 332) of the amplitude (334) of the vertical movement of the actively controlled suspension (34, 44, 54, 64) over time; Determining that a rough road condition exists in response to a number of peaks and valleys (302, 304, 310, 312, 320, 322, 330, 332) exceeding a predefined threshold amplitude being greater than a predefined threshold frequency, and Adjusting a control of the active suspension (34, 44, 54, 64) of at least one wheel system (30, 40, 50, 60) of a vehicle (10) in response to determining that an uneven road condition exists, wherein receiving the sensor output from at least one suspension sensor (32, 42, 52, 62) comprises receiving a plurality of sensor outputs from a plurality of suspension sensors (32, 42, 52, 62), wherein each suspension sensor (32, 42, 52, 62) of the plurality of suspension sensors (32, 42, 52, 62) corresponds to a unique suspension (34, 44, 54, 64), and wherein at least two suspension sensors (32, 42, 52, 62) of the plurality of suspension sensors (32, 42, 52, 62) are suspension sensors (32, 42) of the front wheel system (30, 40), wherein the plurality of sensor outputs of the plurality of suspension sensors (32, 42, 52, 62) comprise a first group of sensor outputs from a first sensor group (32, 42) and a second group of outputs from a second sensor group (52, 62), wherein the first sensor group (32, 42) is arranged in one or more front wheel systems (30, 40) of a vehicle (10) and the second sensor group (52, 62) is arranged in one or more rear wheel systems (50, 60) of the vehicle (10), characterized by , that the method further comprises verifying the determination that a rough road condition exists by repeating the method on the second group of outputs of the second sensor group (52, 62). [2] The method of claim 1, wherein the at least one suspension sensor (32, 42, 52, 62) includes a linear potentiometer and / or a speed sensor and / or an acceleration sensor. [3] The method of claim 1, wherein determining that a rough road condition exists in response to a number of peaks and valleys (302, 304, 310, 312, 320, 322, 330, 332) exceeding a predefined threshold amplitude being greater than a predefined threshold frequency comprises identifying a plurality of unique rough road conditions based on a frequency of peaks and valleys (302, 304, 310, 312, 320, 322, 330, 332) defining an amplitude (334) that exceeds the predefined threshold amplitude. [4] Vehicle (10) comprising: a plurality of wheel systems (30, 40, 50, 60), each wheel system (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60) including at least one suspension sensor (32, 42, 52, 62); a controller (20) communicatively coupled to each wheel system (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60), the controller (20) including a memory configured to respond to receiving a sensor output from the at least one suspension sensor (32, 42, 52, 62) by determining an amplitude (334) of vertical movement of a corresponding suspension (34, 44, 54, 64) over time using the received sensor output; Identifying high and low points (302, 304, 310, 312, 320, 322, 330, 332) of the amplitude (334) of the vertical movement of the corresponding suspension (34, 44, 54, 64) over time; Determining that a rough road condition exists in response to a number of peaks and valleys (302, 304, 310, 312, 320, 322, 330, 332) exceeding a predefined threshold amplitude being greater than a predefined threshold frequency; and Adjusting a control of at least one wheel system (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60) in response to determining that an uneven road condition exists, wherein at least two wheel systems (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60) are front wheel systems (30, 40), and wherein the sensor output of the at least one suspension sensor (32, 42, 52, 62) comprises a sensor output from a first suspension sensor (32) of a first front wheel system (30) and a second sensor output from a second suspension sensor (42) of a second front wheel system (40), characterized by , that the controller (20) is further configured to determine that a rough road condition exists by repeating the determination of an amplitude (334) of the vertical movement of a corresponding actively controlled suspension (34, 44, 54, 64) over time using the received sensor output, identifying high and low points (302, 304, 310, 312, 320, 322, 330, 332) of the amplitude (334) of the vertical movement of the corresponding actively controlled suspension (34, 44, 54, 64) over time, and determining that a rough road condition exists in response to a number of high and low points (302, 304, 310, 312, 320, 322, 330, 332), which exceed a predefined threshold amplitude, is greater than a predefined threshold frequency, using sensor data from at least one rear wheel system (50, 60). [5] The vehicle (10) of claim 4, wherein the at least one wheel system (30, 40, 50, 60) includes an active suspension (34, 44, 54, 64), and wherein adjusting a control of the active suspension (34, 44, 54, 64) of the at least one wheel system (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60) in response to determining that the rough road condition exists comprises adjusting the control of the active suspension (34, 44, 54, 64) of each wheel system (30, 40, 50, 60) of the plurality of wheel systems (30, 40, 50, 60).

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