Adjustable vehicle suspension

Abstract

A system is provided that dynamically manages individual suspension settings of a vehicle based on the determined suspension mode. Based on user input and acquired sensor inputs, the system can determine a suspension mode for multiple individually controllable components by specifying values ​​or commands for each controllable component. A first mode may correspond to lowering the multiple controllable components. A second mode may correspond to lowering two controllable components corresponding to the rear wheels of the vehicle and raising two controllable components corresponding to the front wheels of the vehicle. A third mode may correspond to lowering the multiple controllable components to effectively lower the vehicle height to a threshold point. The system may further perform various enablement processes that can enable the determined suspension mode and further adjust individual controllable parts based on load measurements or ground measurements.

Description

[Background technology]

[0001] Generally described, vehicles such as trucks, sport utility vehicles, sedans, or utility or crossover vehicles may be utilized by drivers or users to perform various functions or navigate various environmental conditions. For example, a truck may have a platform onto which a user can place various items. Such items may be of various sizes, weights, and may have various mechanisms for loading and unloading the truck. For example, a wheeled vehicle such as a scooter or motorcycle may be loaded onto or unloaded from a truck by rolling it down a ramp. In another example, cargo may need to be loaded or unloaded using equipment or gravity. [Brief explanation of the drawings]

[0002] [Figure 1] 1 is a block diagram illustrating a system for managing a suspension for a vehicle, according to an exemplary embodiment of the present application.

[0003] [Figure 2A] FIG. 2 is a block diagram illustrating exemplary components of a client device that provides input for dynamically managing a vehicle suspension, according to an exemplary embodiment of the present application.

[0004] [Figure 2B] FIG. 2 is a block diagram illustrating exemplary components of a controller for dynamically managing a vehicle suspension, according to an exemplary embodiment of the present application.

[0005] [Figure 3A] 10A-10C are block diagrams illustrating the implementation of various suspension modes, including modifications to individual controllable portions, according to an exemplary embodiment of the present application. [Figure 3B] 10A-10C are block diagrams illustrating the implementation of various suspension modes, including modifications to individual controllable portions, according to an exemplary embodiment of the present application. [Figure 3C] 10A-10C are block diagrams illustrating the implementation of various suspension modes, including modifications to individual controllable portions, according to an exemplary embodiment of the present application.

[0006] [Figure 4] 3 is a flow diagram corresponding to a routine executed by a controller for dynamically managing a suspension for a vehicle, according to an exemplary embodiment of the present application. Summary of the Invention

[0007] a plurality of sensor values ​​relating to the vehicle, the sensor values ​​corresponding to one or more of a vehicle state and an environmental measurement associated with the vehicle; determining a suspension mode for the suspension system based on the user input and processing the plurality of sensor values ​​relating to the user input and the plurality of sensor values; specifying a plurality of individual modifications to four independently controllable portions of the suspension system, each of the four independently controllable portions corresponding to a wheel position of the vehicle, each of the four independently controllable portions being capable of raising or lowering a portion of the vehicle and corresponding to a position value; and, in response to the specified modification values, effecting modifications of the plurality of individual modifications to the four independently controllable portions, wherein each modification to the four independently controllable portions individually modifies the position value of the controllable portion.

[0008] In the method, obtaining user input regarding a suspension mode selection for the vehicle suspension system includes obtaining the user input from an interface control located within the vehicle.

[0009] In this method, the interface control corresponds to a graphical interface that obtains user input.

[0010] In this method, the interface control corresponds to an audible interface that obtains user input.

[0011] In the method, obtaining user input regarding a suspension mode selection for the vehicle suspension system includes obtaining the user input from an interface control provided on a client device external to the vehicle.

[0012] In the method, obtaining user input regarding a selection of a suspension mode for the vehicle suspension system includes obtaining the user input from a user profile.

[0013] The method further includes, in response to determining a suspension mode of the suspension system based on the user input and processing the plurality of sensor values ​​related to the value, enabling the determined suspension mode.

[0014] In the method, enabling the determined suspension mode includes applying rules to process the sensor values ​​according to the determined suspension mode.

[0015] In the method, the sensor values ​​include at least one of a position or a vehicle operating mode.

[0016] Determining a suspension mode for the suspension system based on processing the user input and a plurality of sensor values ​​related to the value includes determining the suspension mode based on associating a higher priority with a suspension mode determined by one or more sensor values.

[0017] The method further includes obtaining at least one additional sensor value corresponding to one of load height or ground clearance, and making a second modification to a subset of the four independently controllable portions of the suspension system based on the load height or ground clearance sensor value.

[0018] In the method, the determined suspension mode corresponds to a first mode, and specifying a plurality of individual change values ​​for the four independently controllable parts of the suspension system includes selecting the position values ​​of all four independently controllable parts to decrease to a position threshold characterized as a lowest position.

[0019] In this method, the determined suspension mode corresponds to a second mode, and specifying a plurality of individual change values ​​for the four independently controllable parts of the suspension system includes selecting position values ​​for two independently controllable parts associated with a rear portion of the vehicle to decrease to a position threshold characterized as a lower position, and selecting position values ​​for two independently controllable parts associated with a front portion of the vehicle to increase to a position threshold characterized as a higher position.

[0020] The method further includes causing control of an additional vehicle driving mode in response to causing one of the plurality of individual modifications to the four independently controllable portions.

[0021] A system for managing a vehicle suspension system is provided, comprising: a user interface component that receives user input related to a selection of a suspension mode for the vehicle suspension system; a vehicle interface that receives a plurality of sensor values ​​related to the vehicle, the sensor values ​​corresponding to one or more of a vehicle state and an environmental measurement related to the vehicle; and a processor-implemented controller, the controller comprising computer-executable instructions that, in response to processing the user input and the plurality of sensor values ​​related to the user input and the sensor values, are configured to: specify a plurality of individual change values ​​for four independently controllable portions of the suspension system, each of the four independently controllable portions corresponding to a wheel position of the vehicle, and each of the four independently controllable portions being capable of raising or lowering a portion of the vehicle and being associated with a position value; and, in response to the specified change values, cause one of the plurality of individual changes to the four independently controllable portions to individually change the position value of the controllable portion.

[0022] In this system, obtaining user input regarding selection of a suspension mode for a vehicle suspension device includes obtaining user input from at least one of an interface control provided within the vehicle or an interface control provided on a client device external to the vehicle.

[0023] In the system, the controller is further operative to effectuate the specified plurality of individual change values ​​in response to determining a suspension mode of the suspension system based on user input and processing a plurality of sensor values ​​related to the value.

[0024] In the system, the controller is further operative to obtain at least one additional sensor value corresponding to one of load height or ground clearance, and then make a second modification to a subset of the four independently controllable portions of the suspension arrangement based on the load height or ground clearance sensor value.

[0025] A method of managing a suspension arrangement for a vehicle is provided, comprising: determining a suspension mode of the suspension arrangement based on processing at least one of a user input and a plurality of sensor values ​​related to said value; specifying a plurality of individual change values ​​for four independently controllable portions of the suspension arrangement, each of the four independently controllable portions corresponding to a wheel position of the vehicle, each of the four independently controllable portions being capable of raising or lowering a portion of the vehicle and being associated with a position value; and, in response to the specified change values, executing changes of the plurality of individual changes to the four independently controllable portions, each change to the four independently controllable portions individually changing the position value of the controllable portion.

[0026] The method further includes obtaining user input regarding a selection of a suspension mode for the vehicle suspension system, the user input including obtaining the user input from at least one of an interface control provided within the vehicle and an interface control provided on a client device external to the vehicle.

[0027] The method further includes obtaining a plurality of sensor values ​​related to the vehicle, the sensor values ​​corresponding to one or more of a vehicle state and an environmental measurement associated with the vehicle.

[0028] The method further includes, in response to determining a suspension mode for the suspension system based on user input and processing a plurality of sensor values ​​related to the value, enabling the determined suspension mode.

[0029] In the method, enabling the determined suspension mode includes applying rules to process the sensor values ​​according to the determined suspension mode.

[0030] Determining a suspension mode for the suspension system based on processing the user input and a plurality of sensor values ​​related to the value includes determining the suspension mode based on associating a higher priority with a suspension mode determined by one or more sensor values.

[0031] The method further includes obtaining at least one additional sensor value corresponding to one of load height or ground clearance, and making a second modification to a subset of the four independently controllable portions of the suspension system based on the load height or ground clearance sensor value. DETAILED DESCRIPTION OF THE INVENTION

[0032] Generally described, aspects of the present application correspond to an adjustable suspension system. More specifically, one or more aspects of the present application correspond to a system that dynamically manages individual suspension settings of a vehicle based on a determined suspension mode. Illustratively, the system obtains user input regarding a desired or specific suspension mode. For example, a user may select a mode through a user interface presenting the vehicle or through a separate interface generated on a mobile device that communicates with the vehicle. The system can then obtain (or continuously obtain) sensor inputs corresponding to measurements related to or resulting from the vehicle or the environment surrounding the vehicle, including current speed, position, ground clearance measurements, vehicle status, historical information regarding previous measurements, and the like.

[0033] The system can determine a suspension mode based on user input and acquired sensor input. Illustratively, a suspension system includes multiple components, such as bellows or struts, that are individually controllable by specifying a value or command for each controllable component. For example, a vehicle may have four individually controllable components corresponding to suspension components located proximate to the wheels. According to aspects of the present application, the determined suspension mode includes specifying or changing the individual values ​​of these multiple controllable components, such as raising, lowering, or maintaining the current setting of the controllable components. As an illustrative example, a first mode (e.g., dump mode) may correspond to lowering multiple controllable components to effectively lower the vehicle's height to its lowest point. In another example, a second mode (e.g., lean mode) may correspond to lowering two controllable components corresponding to the vehicle's rear wheels and raising two controllable components corresponding to the vehicle's front wheels to achieve a particular angle between the vehicle's rear end and the ground. In yet another embodiment, a third mode (e.g., nominal mode) may correspond to lowering multiple controllable components to effectively lower the vehicle height to a threshold point selected to move the vehicle on a particular type of road or condition. In a further embodiment, a fourth mode (e.g., level mode) may correspond to choosing a selected vehicle height and then individually adjusting the four controllable portions so that the vehicle is approximately level. This adjustment may include the possibility of raising or lowering one or more controllable portions, particularly in uneven terrain environments.

[0034] The system may further perform various validation processes that can enable the determined suspension mode. For example, the system may be configured with various processing rules that can consider sensor data such as speed, vehicle status (e.g., door open, rear door open, etc.) to prevent the determined suspension mode from being implemented. In another example, the system can obtain validation or confirmation from a user or system administrator who presents a representative or established authority to change the suspension settings. The system can then transmit or make changes to vehicle settings, such as making changes to controllable components or other changes to vehicle operation, for example, preventing switching to a running state, activating the brakes, activating a camera, etc.

[0035] Although aspects of the present application are described in terms of vehicles, such as trucks, particular suspension systems, values ​​related to suspension system values ​​(e.g., controllable component values), and suspension modes, those skilled in the art will understand that references to these examples are exemplary in nature and should not be construed as limiting.

[0036] As mentioned above, vehicles have some form of suspension system. However, adjusting the height of a vehicle suspension system beyond its typical operating range (e.g., the specified operating range of an air suspension) can damage various vehicle features, such as the chassis, drivetrain, battery, doors, and instrument panel. Potential environmental conditions, such as uneven terrain or obstacles, such as curbs, can further increase this risk. For example, a vehicle with a conventional height adjustment mechanism may be lowered in a manner that could cause the underside of the vehicle to contact an obstacle, such as a rock or curb. Furthermore, operating the vehicle while the height adjustment system is in a lower position can result in damage from a striking object in the road. Therefore, conventional height adjustment systems are ineffective at accommodating various types of activities.

[0037] Referring to an illustrative example, a truck (e.g., a vehicle) has an adjustable suspension system that allows the truck body to be raised or lowered. In this embodiment, each wheel may be individually raised or lowered by a desired amount by increasing or decreasing compressed air in movable bellows or movable struts attached to the wheel and frame. For example, the two bellows on the rear wheels may be electronically controllable by a central system connected to an air pump or compressor.

[0038] According to a first illustrative example corresponding to the lean mode, when air is reduced in the bellows attached to the two rear wheels, the truck's bed plate lowers to a lower position at the rear than at the front. This allows the truck's bed plate to be tilted, so that a ramp or other device attached to the truck's rear lift gate can be positioned at a more appropriate position or angle for lifting items onto or off the ramp. For example, the breakover angle of the ramp, which is the angle formed where the ramp meets the truck's bed plate, can be reduced to prevent a motorcycle from bottoming out when entering the truck. As an example, the breakover angle when the truck is not lowered may be 45 to 55 degrees. However, when the truck is tilted by lowering the rear, the breakover angle for the same ramp may be only 20 to 30 degrees.

[0039] Thus, in tilt mode, the truck's suspension may be adjusted so that the front of the truck is raised by 80 mm and the rear of the truck is lowered by 70 mm. Of course, the truck may be raised or lowered by other amounts and still be within the scope of the present invention. For example, the suspension may be raised or lowered by 5 mm, 10 mm, 15 mm, 20 mm, 25 mm, 30 mm, 35 mm, 40 mm, 45 mm, 50 mm, 55 mm, 60 mm, 65 mm, 70 mm, 75 mm, 80 mm, 85 mm, 90 mm, 95 mm, 100 mm, 125 mm, 150 mm, 200 mm, or more. This raising or lowering can create angles of 2 degrees, 3 degrees, 4 degrees, 5 degrees, or more, depending on the length of the truck. Tilting the truck bed plate by several degrees allows a ramp attached to the truck bed plate to be more easily navigated by, for example, a motorcycle or all-terrain vehicle. Also, if the distance from the rear of the truck to the ground is reduced, a shorter ramp may be used to connect from the ground to the truck bed plate.

[0040] In another embodiment, the truck may be set to a "dump mode" in which all four tires of the truck are lowered and the truck's bed plate is brought (e.g., as close as possible) to the ground, thereby making it easier to enter the truck and remove material that needs to be removed from the truck's bed plate. In a further embodiment, the truck may be set to a level mode, which involves choosing a selected height for the vehicle and then individually adjusting the four controllable portions so that the vehicle is approximately level. This adjustment may include the possibility of raising or lowering one or more of the controllable portions, particularly in uneven terrain environments.

[0041] Referring now to FIG. 1 , an exemplary system 10 for managing a vehicle suspension will be described. The system 10 includes a vehicle 100 that implements a dynamically controllable suspension system 110. The dynamically controllable suspension system 110 can include a controller 112 that can receive commands or signals and cause changes to be made to individual controllable portions 114. As shown in FIG. 1 , the vehicle 100 is associated with a plurality of individual controllable portions 114A, 114B, 114C, and 114D, which may correspond to suspension components associated with the vehicle's four wheels. As mentioned above, in one embodiment, the individual controllable portions 114 of the controllable suspension system 110 include bellows or struts that can be controlled by adding or removing air. Thus, in this embodiment, the controller 112 can receive signals or commands from components that can be used to activate an air pump or compressor or release air. In other embodiments, different types of suspension systems can include mechanical or electromechanical suspension systems having individual controllable portions 114. Additionally, although vehicle 100 is shown with four individual controllable portions 114, those skilled in the art will appreciate that a vehicle may include any number of controllable portions to achieve various adjustments of the vehicle for purposes described herein.

[0042] Vehicle 100 further includes a controller 116 that determines the vehicle's suspension mode, specifies various values ​​or commands for the individual controllable elements 114, and processes various inputs to effect value changes. Exemplary components of controller 116 are described in connection with FIG. 2B . Vehicle 100 further includes a sensor interface 118 that acquires sensor inputs related to the vehicle's operating conditions or surrounding environmental conditions. Illustratively, sensor interface 118 may accommodate receiving inputs from sensors or interfaces and processing functions that may be provided on the vehicle to detect general vehicle operation, such as speed and acceleration detectors, position sensors (e.g., GPS), cameras, door ajar sensors, rear door sensors, and vehicle occupant detection sensors. Sensor interface 118 may also include additional sensors that may not otherwise be utilized on vehicle 100 according to exemplary embodiments, such as curb detection sensors, road slope detection devices, and the like. Thus, sensor interface 118 represents an interface for multiple sensors, which may include several additional components or interfaces.

[0043] Continuing with reference to FIG. 1, system 10 may further include one or more client devices 200 that obtain user input. Client devices 200 may include any number of different computing devices capable of communicating with global access point 106. For example, individual client devices 200 may correspond to a laptop or tablet computer, a personal computer, a wearable computer, a server, a personal digital assistant (PDA), a hybrid PDA or hybrid mobile phone, a mobile phone, an e-reader, a set-top box, a camera, a digital media player, and the like. In some cases, client device 200 is operated by an end user as described herein. Components of client device 200 are described in conjunction with FIG. 2A.

[0044] Client device 200 and vehicle 100 may communicate via communication network 130, which may be any wired network, wireless network, or combination thereof. Such networks may include, but are not limited to, short-range wireless networks, cellular networks, satellite networks, etc. The protocols and components for communicating over the other types of communication networks mentioned above are well known to those skilled in the art of computer communications and need not be described in detail herein.

[0045] 2A illustrates one embodiment of an architecture for an exemplary user computing device 200 capable of generating a suspension mode request, enabling a transition in suspension mode, and inputting user settings in accordance with various aspects of the present application. The schematic architecture of the user computing device 200 illustrated in FIG. 2A includes computer hardware and software components that can be used to implement aspects of the present disclosure. As illustrated, the user computing device 200 includes a processing unit 204, a network interface 206, a computer-readable media drive 208, an input / output device interface 220, an optional display 202, and input devices 224, all of which may communicate with each other via a communication bus.

[0046] Network interface 206 may provide connectivity to one or more networks or computing systems, such as vehicle 100 of FIG. 1 . Thus, processing unit 204 may receive information and instructions from other computing systems or computing services over a network. Processing unit 204 may further communicate with memory 210 and may further provide output information to optional display 202 via input / output device interface 220. Input / output device interface 220 may receive input from any input device 224, such as a keyboard, mouse, digital pen, or the like. In some embodiments, user computing device 104 may include more (or fewer) components than those shown in FIG. 2A .

[0047] The memory 210 may include computer program instructions that the processing unit 204 executes to implement one or more embodiments. The memory 210 typically includes RAM, ROM, or other persistent or non-transitory memory. The memory 210 may store an operating system 214, which provides computer program instructions used by the processing unit 204 in the general management and operation of the user computing device 104. The memory 210 may further include computer program instructions and other information for implementing aspects of the present disclosure. For example, in one embodiment, the memory 210 includes a network application 216, such as a browser application or software application, for accessing content and communicating with the vehicle 100 to select or change suspension mode requirements.

[0048] FIG. 2B illustrates one embodiment of an architecture for the controller 116 for implementing the dynamic suspension management system described herein. The schematic architecture of the controller 116 illustrated in FIG. 2B includes computer hardware and software components that can be used to implement aspects of the present disclosure. As illustrated, the controller 116 includes a processing unit 250, a network interface 252, a computer-readable media drive 254, and an input / output device interface 256, all of which may communicate with each other via a communication bus. The components of the controller 116 may be physical hardware components or may be implemented in a virtualized environment.

[0049] Network interface 252 may provide connectivity to one or more networks or computing systems, such as user computing device 200. Thus, processing unit 250 may receive information and instructions from other computing systems or services via a network. Processing unit 250 may further communicate with memory 258 and may further provide output information to an optional display via input / output device interface 256. In some embodiments, controller 116 may include more (or fewer) components than those shown in FIG. 2B.

[0050] Memory 258 may include computer program instructions that processing unit 250 executes to implement one or more embodiments. Memory 258 typically includes RAM, ROM, or other persistent or non-transitory memory. Memory 258 may store an operating system 262, which provides computer program instructions used by processing unit 250 in the general management and operation of controller 116. Memory 258 may further include computer program instructions and other information for implementing aspects of the present disclosure. For example, in one embodiment, memory 258 includes interface software 260 that receives and processes suspension mode requests or other requests from user computing device 200. Interface software 260 may be further configured to receive sensor data from sensor interface 118. Memory 258 includes a suspension mode processing component 264 that executes one or more suspension mode algorithms to determine an appropriate suspension mode for vehicle 100 and corresponding settings or values ​​for controllable components 114 of suspension system 110. The memory 258 may further include a suspension interface component 266 that interfaces with the suspension system 110 and the controller 112 to make changes to the controllable components according to the selected suspension mode.

[0051] Illustrative examples of various suspension modes will now be described with reference to FIGS. 3A-3C. A first mode, generally referred to as damp mode, will be described with reference to FIG. 3A. In this mode, the suspension controller 116 may attempt to change each of the four controllable portions 114A, 114B, 114C, and 114D in the controllable portion 114 of the suspension system 110 to the lowest possible value. This lowest possible value may correspond to a threshold value set as the "lowest" value, even if the controllable portion physically could achieve a lower value or position. In this example, it is assumed that the four controllable portions 114A, 114B, 114C, and 114D can achieve the same uniform height from the contact surface. In an alternative embodiment, the suspension controller 116 may individually adjust one or more controllable portions if the contact surface is determined to be uneven based on sensor inputs within the vehicle 100, historical data from previous interactions at that location, or knowledge information provided to the suspension controller 116. In yet another embodiment, the controller 116 may further individually adjust one or more controllable parts based on a load displacement pattern that the vehicle displaces during dump mode or that a user has specified the vehicle 100 to displace (e.g., to balance an unbalanced load). As described below, in this dump mode, the controller 116 may further check to ensure that the vehicle doors are not open or damaged before entering dump mode. Similarly, the controller 116 may further prevent the vehicle from being shifted into neutral, drive, or reverse to prevent the vehicle from being operated in dump mode.

[0052] Referring to FIG. 3B, a second mode, generally referred to as nominal mode, will now be described. In this mode, the suspension controller 116 may attempt to change each of the four controllable elements 114A, 114B, 114C, and 114D of the suspension system 110, which are configured to operate the vehicle on a standard surface, to their default value set. These default values ​​may correspond to manufacturing settings that may incorporate a characterized optimal position for the vehicle 100 based on aerodynamics, safety, and the like. In this example, the four controllable elements 114A, 114B, 114C, and 114D are assumed to achieve the same uniform height above the contact surface. This nominal mode operation may be further dynamically modified based on vehicle operating conditions, such as energy consumption and road conditions. In yet another embodiment, the controller 116 may further individually adjust one or more controllable elements based on a load displacement pattern that the vehicle or a user has specified the vehicle 100 to displace during nominal mode (e.g., to balance an unbalanced load).

[0053] 3C, a third mode, generally referred to as lean mode, will be described. In this mode, the suspension controller 116 may change two of the four controllable portions 114 of the suspension system 110 corresponding to the rear of the vehicle 100, 114C and 114D, to lower values ​​while attempting to raise the remaining two of the four controllable portions 114 corresponding to the front of the vehicle, 114A and 114B, to higher values. The minimum or maximum, or lowest or highest possible value, may correspond to a set threshold, even if the controllable portion physically could achieve a lower or higher value or position. In an alternative embodiment, the suspension controller 116 may individually adjust one or more controllable portions if the contact patch is determined to be uneven based on sensor inputs within the vehicle 100, historical data from previous interactions at that location, or knowledge information provided to the suspension controller 116. In yet another embodiment, the controller 116 may further individually adjust one or more controllable portions based on a load displacement pattern designated for the vehicle during tilt mode or designated by a user to be displaced on the vehicle 100 (e.g., to balance an unbalanced load). As described below, in this tilt mode, the controller 116 may further check to ensure that the vehicle doors are not open or damaged before entering dump mode. Similarly, the controller 116 may further prevent the vehicle from being shifted into neutral, drive, or reverse to prevent the vehicle from being operated in tilt mode. Furthermore, the controller may adjust the rear controllable portions 114C, 114D to be raised further after load is detected to prevent the load from unintentionally sliding off the vehicle 100 after loading is complete.

[0054] Referring now to FIG. 4 , a routine 400 executed to manage dynamic suspension modes will be described. Routine 400 may illustratively be executed by controller 116, mobile device 200, or any other computing device configured to manage suspension settings for a vehicle. At block 402, controller 116 obtains user input regarding the suspension mode. Illustratively, user input regarding the suspension may be accessed via a graphical interface provided on vehicle 100 or mobile device 200. The user input may be manually specified, such as by selecting a specified suspension mode or corresponding to a suspension mode or by specifying a predefined action in a suspension mode (e.g., selecting “load items” may be associated with a tilt mode or by specifying a desired action via microphone input). Alternatively, the user input may be automatically specified based on profile or historical information and automatically received by controller 116. For example, a user may specify, such as by posting on social media ("move my old recliner") or using a calendar application, that they will drive with a load to a destination that will cause the mobile device 200 or vehicle 100 to enter dump mode if the vehicle 100 stops moving. In some embodiments, no user input may be received, in which case the controller receives only sensor input, as described below.

[0055] In block 404, controller 116 obtains one or more sensor inputs from sensor interface 118 (or directly from vehicle 100). As described above, these sensor inputs may correspond to inputs from sensors or interfaces and processing functions that may be provided on the vehicle to detect general vehicle operation, such as speed and acceleration detectors, position sensors (e.g., GPS), cameras, door ajar sensors, rear door sensors, vehicle occupant detection sensors, and driving states (drive, reverse, neutral, park, etc.). These sensors may further include additional sensors that may not otherwise be utilized on vehicle 100 in accordance with exemplary embodiments, such as curb detection sensors, road slope detection devices, etc. Thus, sensor interface 118 represents an interface for multiple sensors, which may include several additional components or interfaces.

[0056] At block 406, the controller 406 determines a suspension mode based on a combination of user input and sensor input. In one embodiment, this suspension mode determination may default to a particular mode selected by user input, which can then be enabled by sensor input, as described below. In another embodiment, this suspension mode determination may be based on matching sensor input values, such as speed and position, with predetermined value ranges for individual suspension modes. These sensor input values ​​may have higher priority than user input or no user input. If user input and sensor input are received, the controller 116 may associate a priority with the inputs for determining the suspension mode, such as prioritizing a user-selected suspension mode and suspension mode selection based on position over other selection criteria, such as speed. In yet other embodiments, the suspension determination may correspond to a selection criterion or rule where two or more applicable suspension modes are available and the controller 116 can select from the various suspension modes using sensor input values. Furthermore, in additional embodiments, the controller 116 may utilize machine learning techniques that can use a wide set of inputs such as user voice ("load the motorcycle" or "lower the truck"), vehicle status, mobile device applications, location information, occupant identification, etc. as inputs, and the selected suspension mode may be generated based on a trained machine learning algorithm.

[0057] At decision block 408, a test is performed to determine whether the controller 116 has enabled the selected suspension mode. Illustratively, the controller 116 may use user input and sensor input to determine the suspension mode (block 406) and then enable the selected suspension mode. In one example, the user may be prompted by an interface, such as a graphical or auditory interface, to confirm the suspension mode transition selection. Such confirmation may be required if the controller 116 selected a suspension mode without receiving user input when initiating the transition, or if the controller 116 selected a suspension mode different from that specified by the user input. In another example, the controller 116 may use sensor input values ​​and rules to determine when the selected suspension mode is to be withheld. As described above, in one embodiment, the selected transition to lean mode or dump mode may be withheld or delayed if sensor values ​​indicate a speed above a threshold, position values ​​indicate an obstacle or potential damage, one or more vehicle condition indicators indicate the vehicle is set to a driving mode (e.g., reverse), a door is open, or a driver or passenger is present in the vehicle 100, etc. Activation rules may be defaulted, such as a door ajar sensor preventing transition to dump mode. Other activation rules may be set by the user, such as determining geographic limits or preferred speed ranges for suspension mode (e.g., when transitioning to nominal driving suspension mode).

[0058] If transition to a suspension mode cannot be enabled, the routine 400 does not continue and illustratively may generate a notice or error regarding information surrounding the failed enablement (e.g., a user interface indicating that a door ajar has been detected). If transition to a suspension mode can be enabled or if no applicable enablement rule exists, then in block 410 the controller 116 assigns suspension controller settings for the controllable portions 114 of the suspension mode 112. As noted above, in one embodiment, the individual controllable portions 114 of the controllable suspension system 110 described above include bellows or struts that can be controlled by adding or removing air. Thus, in this embodiment, the controller 112 may receive signals or commands from components that can be used to activate an air pump or compressor or release air. In other embodiments, different types of suspension systems may include mechanical or electromechanical suspension systems with individual controllable portions 114. As noted in the illustrative example, the controller 116 may adjust the individual values ​​of the controllable portions based on uneven surface conditions, unbalanced loads, and the like. Adjustments to the controllable portions 114 may be based on comparing the terrain along the length of the vehicle 100 or the width of a wide vehicle. Additionally, in other examples, if individual controllable portions 114 have different tolerance ranges or tolerance deviations in how commands are executed, particularly over time, the controller 116 can create profiles (e.g., measured tolerances) for the controllable portions and make appropriate adjustments to individual commands based on the profile information.

[0059] In a first mode, generally referred to as dump mode, the suspension controller 116 may attempt to change the value of each of the controllable portions 114 of the suspension system 110 to the lowest possible value. In this mode, the controllable portions 114. In an alternative embodiment, the suspension controller 116 may individually adjust one or more controllable portions if the contact surface is determined to be uneven based on sensor inputs within the vehicle 100, historical data from previous interactions at the location, or knowledge provided to the suspension controller 116. In yet another embodiment, the controller 116 may further individually adjust one or more controllable portions based on a displacement pattern of a load that the vehicle or a user has specified the vehicle 100 to displace during dump mode (e.g., to balance an unbalanced load).

[0060] In a second mode, generally referred to as nominal mode, the suspension controller 116 may attempt to change the values ​​of each of the controllable portions 114 of the suspension system 110 to a set of default values. These default values ​​may correspond to manufacturing settings that may incorporate a characterized optimal position of the vehicle 100 based on aerodynamics, safety, etc. In this example, the controllable portions 114 are assumed to achieve the same uniform height above the contact surface. This nominal mode operation may be further dynamically modified based on vehicle operating conditions, such as energy consumption and road conditions. In yet another embodiment, the controller 116 may further individually adjust one or more controllable portions based on a load displacement pattern that the vehicle or a user has specified the vehicle 100 to displace during nominal mode (e.g., to balance an unbalanced load).

[0061] In a third mode, generally referred to as lean mode, the controller 116 may change the portions of the controllable portions 114 in the suspension system 110 that correspond to the rear of the vehicle to a lower value while attempting to raise the remaining portions of the controllable portions 114 that correspond to the front of the vehicle to a higher value. This minimum or maximum value, or the lowest or highest possible value, may correspond to a set threshold, even if the controllable portion could physically achieve a lower or higher value or position. In an alternative embodiment, the suspension controller 116 may individually adjust one or more controllable portions if the contact surface is determined to be uneven based on sensor inputs within the vehicle 100, historical data from previous interactions at the location, or knowledge information provided to the suspension controller 116. In yet another embodiment, the controller 116 may further individually adjust one or more controllable portions based on the displacement pattern of a load that the vehicle displaces during lean mode or that the user has specified the vehicle 100 to displace (e.g., to balance an unbalanced load).

[0062] In some embodiments, the controller 116 may also specify additional settings for the vehicle 100 that should be changed according to the selected suspension mode. For example, in dump or tilt modes, the vehicle 100 may be required to remain in park driving mode, so that the emergency brakes may be automatically activated. The vehicle 100 may also be prevented from transitioning to a different driving mode (e.g., drive, reverse, neutral). Additionally, in some embodiments, the suspension is raised or lowered using compressed air, although it should be understood that other types of devices may be used, including electromechanical actuators that control the height of the vehicle adjacent the four wheels.

[0063] At block 412, the controller 116 sends settings or commands to make changes to the controllable portion 114 of the suspension system 110. The controller 116 may send commands whose values ​​are converted by the controller 112 or specific commands or signals used by the controllable portion 114. At block 414, the routine 400 ends.

[0064] All of the methods and processes described above may be embodied in, and fully automated by, software code modules executed by one or more general-purpose computers or processors. The code modules may be stored on any type of non-transitory computer-readable medium or other computer storage device. Alternatively, some or all of these methods may be embodied in dedicated computer hardware.

[0065] In particular, conditional language such as "can," "could," "might," or "may," unless otherwise specified, is generally understood within the context in which it is used to indicate that certain embodiments include certain features, elements, and / or steps, while other embodiments do not. Accordingly, such conditional language is generally not intended to imply that the features, elements, and / or steps are in any way required by one or more embodiments, nor is it intended to imply that one or more embodiments necessarily include logic for determining whether those features, elements, and / or steps should be included in or performed in any particular embodiment, with or without user input or prompting.

[0066] Disjunctive language such as the phrase "at least one of X, Y, or Z," unless otherwise specified, is normally understood in the context in which it is commonly used to indicate that an item, term, etc. can be either X, Y, or Z, or any combination thereof (e.g., X, Y, and / or Z). Thus, such disjunctive language is typically not intended, and should not be intended, to imply that a particular embodiment requires that at least one of X, at least one of Y, or at least one of Z, respectively, be present.

[0067] Unless otherwise specified, articles such as "a" or "an" should generally be construed to include one or more listed items. Thus, phrases such as "an apparatus configured to" are intended to include one or more listed apparatuses. Such one or more listed apparatuses may also be collectively configured to perform the stated items. For example, "a processor configured to perform items A, B, and C" may include a first processor configured to perform item A working in conjunction with a second processor configured to perform items B and C.

[0068] Any routine descriptions, routine elements, or routine blocks in the flow diagrams described herein and / or shown in the accompanying drawings should be understood as potentially representing modules, segments, or portions of code that comprise one or more executable instructions for implementing a particular logical function or element within the routine. As will be appreciated by those skilled in the art, alternative implementations in which elements or functions may be omitted or executed in a different order from that shown or described, including in a substantially synchronized or reverse order, depending on the functionality involved, are included within the scope of the embodiments described herein.

[0069] It should be emphasized that many variations and modifications can be made to the above-described embodiments, and that elements thereof should be understood to exist among other acceptable implementations. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims.

Claims

1. A method for managing a vehicle suspension system by a processor-implemented controller, comprising: obtaining user input regarding a suspension mode selection for the vehicle suspension system; acquiring a plurality of sensor values ​​related to the vehicle, the sensor values ​​corresponding to one or more of a vehicle state or an environmental measurement associated with the vehicle; determining a suspension mode for the suspension system based on processing the plurality of sensor values ​​related to the user input and the value; enabling the determined suspension mode, wherein enabling the determined suspension mode includes applying rule processing to sensor values ​​associated with environmental measurements in accordance with the determined suspension mode; specifying a plurality of individual modifications to four independently controllable sections of the suspension system, the plurality of individual modifications being individually adjusted if the controller determines based on the sensor values ​​that the contact surface is not flat, each of the four independently controllable sections corresponding to a wheel position of the vehicle, and each of the four independently controllable sections being capable of raising or lowering a portion of the vehicle and corresponding to a position value; and causing, in response to the specified change values, to perform changes of the plurality of individual changes to the four independently controllable portions, wherein each change to the four independently controllable portions individually changes the position values ​​of the controllable portions.

2. The method of claim 1 , wherein obtaining user input regarding a suspension mode selection for the vehicle suspension system includes obtaining the user input from an interface control located within the vehicle.

3. The method of claim 2 , wherein the interface control corresponds to at least one of a graphical interface for obtaining user input or an audible interface for obtaining user input.

4. 2. The method of claim 1, wherein the step of obtaining user input regarding a selection of a suspension mode for the vehicle suspension system includes at least one of obtaining the user input from an interface control provided on a client device external to the vehicle or obtaining the user input from a user profile.

5. The method of claim 1 , wherein the sensor values ​​include at least one of a position or a vehicle operating mode.

6. 2. The method of claim 1 , wherein determining a suspension mode for the suspension system based on processing the plurality of sensor values ​​related to the user input and the value comprises determining a suspension mode based on associating a higher priority with a suspension mode determined by one or more sensor values.

7. obtaining at least one additional sensor value corresponding to one of load height or ground height; 2. The method of claim 1, further comprising: making a second modification to the subset of the four independently controllable portions of the suspension system based on the load height or ground clearance sensor value.

8. the determined suspension mode corresponds to a first mode; 2. The method of claim 1, wherein specifying a plurality of individual change values ​​for four independently controllable portions of the suspension system includes selecting the position values ​​of all four independently controllable portions to fall to a position threshold characterized as a lowest position.

9. the determined suspension mode corresponds to a second mode; The step of specifying a plurality of individual change values ​​for the four independently controllable portions of the suspension system includes selecting the position values ​​of two independently controllable portions associated with a rear portion of the vehicle to decrease to a position threshold characterized as a lower position; and selecting the position values ​​of two independently controllable parts associated with the front of the vehicle to rise to a position threshold characterized as a higher position.

10. 2. The method of claim 1, further comprising: causing control of an additional vehicle driving mode to be implemented in response to implementing one of the plurality of individual modifications to the four independently controllable portions.

11. a user interface component that obtains user input regarding a selection of a suspension mode for the vehicle suspension system; a vehicle interface configured to acquire a plurality of sensor values ​​related to the vehicle, the sensor values ​​corresponding to one or more of a vehicle state or an environmental measurement associated with the vehicle; A processor-implemented controller, the controller configured with computer-executable instructions, the computer-executable instructions comprising: specifying a plurality of individual change values ​​for four independently controllable portions of the suspension system in response to processing the plurality of sensor values ​​for the user input and the value, and when the controller determines that the contact surface is not flat based on the sensor values, the plurality of individual change values ​​are individually adjusted, each of the four independently controllable portions corresponds to a wheel position of the vehicle, and each of the four independently controllable portions can raise or lower a portion of the vehicle and is associated with a position value; enabling the determined suspension mode, wherein enabling the determined suspension mode includes applying rule processing to sensor values ​​associated with environmental measurements in accordance with the determined suspension mode; a controller configured to, in response to the specified change value, cause changes to be made to the four independently controllable portions from among the plurality of individual changes, and to change the position values ​​of the controllable portions individually in each change to the four independently controllable portions.

12. 12. The system of claim 11, wherein obtaining user input regarding a selection of a suspension mode for the vehicle suspension system includes obtaining the user input from at least one of an interface control provided within the vehicle or an interface control provided on a client device external to the vehicle.

13. 12. The system of claim 11, wherein the controller is further operative to effectuate the specified plurality of individual change values ​​in response to determining a suspension mode of the suspension system based on processing the plurality of sensor values ​​related to the user input and the value.

14. The controller obtaining at least one additional sensor value corresponding to one of load height or ground height; The system of claim 11 , further operative to make a second modification to a subset of the four independently controllable portions of the suspension system based on the load height or ground clearance sensor value.

15. The method of claim 1 , wherein enabling the determined suspension mode comprises forbidding changes to the determined suspension mode.

16. The system of claim 11 , wherein enabling the determined suspension mode includes forbidding changes to the determined suspension mode.

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