A control system for controlling a damper of a suspension system

Abstract

Aspects of the present invention relate to a control system (400), to a system, to an automotive vehicle, to a method and to computer readable instructions. The control system (400) for controlling a damper (722) of a suspension system (720) of an automotive vehicle (300), the automotive vehicle comprising a body (302) and a plurality of wheels (310, 320), the control system comprising one or more processors (402) collectively configured to: receive a status signal (120), indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal (700) to control the damper (722) of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

Description

[0001] A CONTROL SYSTEM FOR CONTROLLING A DAMPER OF A SUSPENSION SYSTEM

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a control system for controlling a damper of a suspension system. Aspects of the invention relate to a control system, to a system, to a vehicle, to a method and to computer readable instructions.

[0004] BACKGROUND

[0005] It is known to provide a vehicle with a suspension system that has adaptive damping. Adaptive damping is a technology which is used to automatically adjust the stiffness of dampers (for example shock absorbers) in response to varying driving conditions. For example, a vehicle can have different drive modes which have associated settings for the dampers, and the vehicle is configured to control the level of damping of the dampers in accordance with the settings associated with the selected drive mode. For example in a “comfort mode”, the suspension system controls the dampers to be softer, allowing for more absorption of road imperfections and reducing vibrations transmitted to the cabin, resulting in a smooth and comfortable ride. In contrast, in a “sport mode”, the suspension system controls the level of damping of the dampers to be stiffer, resulting in a firmer ride. The stiffer damping results in a reduction of body roll and enhances the vehicle’s handling. However these different drive modes do not account for all events that the vehicle can experience, which can lead to the suspension settings not being appropriate for the current situation a vehicle is in.

[0006] It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

[0007] SUMMARY OF THE INVENTION

[0008] Aspects and embodiments of the invention provide a control system, to a system, to a vehicle, to a method and to computer readable instructions as claimed in the appended claims.

[0009] According to an aspect of the present invention there is provided a control system for controlling a damper of a suspension system of an automotive vehicle, the control system comprising one or more processors collectively configured to: receive a status signal, indicative of the automotive vehicle having entered into an airborne event; determine an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal to control the damper of the automotive vehicle to provide damping.

[0010] Advantageously, the damper can therefore be readied to provide damping appropriate for responding to an airborne event. In particular the damper can be readied to provide damping appropriate for damping the impact of the vehicle on the ground after landing from the airborne event.

[0011] According to an aspect of the present invention there is provided a control system for controlling a damper of a suspension system of an automotive vehicle, the automotive vehicle comprising a body and a plurality of wheels, the control system comprising one or more processors collectively configured to: receive a status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0012] Advantageously, the damper can therefore be controlled to provide damping appropriate for responding to an airborne event. In particular the damper can be readied to provide damping appropriate for damping the impact of the vehicle on the ground after landing from the airborne event.

[0013] The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to: receive a status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0014] Advantageously, the damper can therefore be controlled to provide damping appropriate for responding to an airborne event. In particular the damper can be readied to provide damping appropriate for damping the impact of the vehicle on the ground after landing from the airborne event.

[0015] Optionally, the one or more processors collectively configured to configured to: control the damper to maintain the at least one airborne damping level for a first period of time.

[0016] Advantageously, the damper can therefore be controlled so that a high level of damping is provided after the detection of an airborne event in order to provide damping which is suitable for when the wheel(s) / vehicle lands after being airborne and can provide high damping after the vehicle has landed in order to dampen oscillations in the suspension system induced due to the landing.

[0017] Optionally, the one or more processors collectively configured to: control the damper to decrease the damping level from the at least one airborne damping level after the first period of time.

[0018] Advantageously, the damper can therefore be controlled so that the driver of the vehicle does not have to reduce the damping provided by the damper back down to a normal level after having landed from an airborne event. The vehicle can automatically resume a normal level of damping after providing a higher level of damping for landing after the airborne event.

[0019] Optionally, the one or more processors collectively configured to: decrease the damping level from the at least one airborne damping level over a second period of time. Advantageously the gradual decreasing of the damping level over time results in a smooth transition of the damping from the high level of damping provided to account for the landing from the airborne event. Smooth transition is beneficial as a sudden change in the damping level after the airborne event may result in an undesirable sudden change in the handling characteristics of the vehicle.

[0020] Optionally, the one or more processors collectively configured to: maintain the damping at a constant level after the second period of time.

[0021] Advantageously, the damping of the suspension of the vehicle may therefore return to a normal level of damping automatically after the airborne event has concluded and the vehicle has landed.

[0022] Optionally, the one or more processors collectively configured to: decrease the damping level from the at least one airborne damping level according to a linear relationship with respect to time.

[0023] Advantageously, this ensures a smooth transition from the different damping levels thereby reducing sudden changes in the damping level which could be perceptible by the driver or other occupants of the vehicle.

[0024] Optionally, the one or more processors collectively configured to: control the damper to provide damping at a lower damping level compared to the at least one airborne damping level prior to receiving the airborne detection signal.

[0025] Advantageously, the level of damping provided by the at least one damping level is therefore applied temporarily to provide a suitable level of damping in response to the airborne event and at othertimes the level of damping is at a reduced level compared to this so that the suspension system can provide the necessary level of smoothness of the ride of the vehicle as required.

[0026] Optionally, the at least one airborne damping level comprises at least one airborne compression damping level and at least one airborne rebound damping level.

[0027] Advantageously the damping level of the damper can therefore be controlled for all phases of the suspension movement in response to detection of the airborne event.

[0028] Optionally, the plurality of wheels comprises front wheels and rear wheels, and wherein the airborne rebound damping level to control the damper, associated with one of the rear wheels, is higher than the airborne compression damping level to control the damper, associated with the one of the rear wheels.

[0029] Advantageously this can slow the extension of the rear wheels when the vehicle is airborne, preventing unnecessary displacement of the rear wheels, whilst still providing a higher level of damping for landing after the airborne event. Optionally, the airborne compression damping level for the damper is configured to control a compression valve of the damper, wherein the compression valve controls compression damping of the damper; and the airborne rebound damping level for the damper is configured to control a rebound valve of the damper, wherein the rebound valve controls rebound damping of the damper.

[0030] Advantageously, the control system can therefore directly control the components of the damper which control the level of damping, which provides responsive damping in response to the detection of the airborne event.

[0031] Optionally, the plurality of wheels comprises front wheels and rear wheels; and wherein the at least one airborne damping level is higher for the front wheels compared to the rear wheels.

[0032] Advantageously the front wheels can therefore be provided with a level of damping which is higher which takes into account that when the vehicle lands it is more likely to land on its front wheels initially.

[0033] According to an aspect of the present invention there is provided a system comprising the control system described herein and a suspension system comprising at least one damper.

[0034] According to an aspect of the present invention there is provided a vehicle comprising the system as described herein or the control system as described herein.

[0035] According to an aspect of the present invention there is provided a method for controlling at least one damper of a suspension system of a vehicle, the method comprising: receiving a status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determining, in dependence on receiving the status signal, an airborne damping control signal, corresponding to at least one airborne damping level; and outputting the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0036] Advantageously, the damper can therefore be controlled according to the method to provide damping appropriate for responding to an airborne event. In particular the damper can be readied to provide damping appropriate for damping the impact of the vehicle on the ground after landing from the airborne event.

[0037] According to an aspect of the present invention there is provided computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method as described herein.

[0038] According to an aspect of the present invention there is provided a system comprising a first control system and a second control system, wherein the first control system is for detecting an airborne event of an automotive vehicle, the automotive vehicle comprising a body and a plurality of wheels, the first control system comprising one or more processors collectively configured to: receive a wheel displacement signal, the wheel displacement signal being indicative of a wheel displacement of at least one of the plurality of wheels of the automotive vehicle in relation to the body; determine, in dependence on the wheel displacement signal, whether an airborne condition has been met, the airborne condition being indicative that at least one of the plurality of wheels is airborne; output, in dependence on the airborne condition being met, a status signal indicative of the airborne condition; wherein the second control system is for controlling a damper of a suspension system of the automotive vehicle, the second control system comprising one or more processors collectively configured to: receive the status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0039] Advantageously, a system is provided which both detects an airborne event (by determining that an airborne condition has been satisfied) and controls a damper of the suspension system in response to detecting the vehicle has entered an airborne event.

[0040] According to an aspect of the present invention there is provided a control system for detecting an airborne event of a vehicle, the control system comprising one or more processors collectively configured to: receive a wheel displacement signal, the wheel displacement signal being indicative of a wheel displacement, of a wheel of the automotive vehicle; determine, in dependence on the wheel displacement signal, whether an airborne condition has been met, the airborne condition being indicative that the wheel is airborne; and output, in dependence on the airborne condition being met, a status signal indicative of the airborne condition.

[0041] Advantageously, detecting whether a vehicle is in an airborne condition is achieved using a displacement of a wheel of the vehicle. As this detection is done using the displacement of the wheel, this provides an accurate method of determining that the vehicle is in an airborne condition by directly determining what is happening to the wheel. This control system also provides the status signal which can be used by different control systems of the vehicle, such as a control system of the suspension system, to react to the airborne event and change the operation of the vehicle accordingly.

[0042] According to an aspect of the present invention there is provided a control system for detecting an airborne event of an automotive vehicle, the automotive vehicle comprising a body and a plurality of wheels, the control system comprising one or more processors collectively configured to: receive a wheel displacement signal, the wheel displacement signal being indicative of a wheel displacement of at least one of the plurality of wheels of the automotive vehicle in relation to the body; determine, in dependence on the wheel displacement signal, whether an airborne condition has been met, the airborne condition being indicative that at least one of the plurality of wheels is airborne; and output, in dependence on the airborne condition being met, a status signal indicative of the airborne condition.

[0043] Advantageously, detecting whether a vehicle is in an airborne condition is achieved using the displacement of the wheels of the vehicle. As this detection is done using the displacement of the wheels, this provides an accurate method of determining that the vehicle is in an airborne condition by directly determining what is happening to the wheels. This control system also provides the status signal which can be used by different control systems of the vehicle, such as a control system of the suspension system, to react to the airborne event and change the operation of the vehicle accordingly.

[0044] The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to: receive a wheel displacement signal, the wheel displacement signal being indicative of a wheel displacement of at least one of the plurality of wheels of the automotive vehicle in relation to the body; determine, in dependence on the wheel displacement signal, whether an airborne condition has been met, the airborne condition being indicative that at least one of the plurality of wheels is airborne; and output, in dependence on the airborne condition being met, a status signal indicative of the airborne condition.

[0045] Advantageously, detecting whether a vehicle is in an airborne condition is achieved using the displacement of the wheels of the vehicle. As this detection is done using the displacement of the wheels, this provides an accurate method of determining that the vehicle is in an airborne condition by directly determining what is happening to the wheels. This control system also provides the status signal which can be used by different control systems of the vehicle, such as a control system of the suspension system, to react to the airborne event and change the operation of the vehicle accordingly.

[0046] Optionally, the one or more processors are collectively configured to: receive a body pitch rate signal, indicative of a pitch rate of the body of the automotive vehicle; wherein the determining of whether the airborne condition has been met is additionally dependent upon the body pitch rate signal.

[0047] Advantageously, depending on what the wheel displacement signal and the body pitch rate signal indicate, different types of airborne event can be detected.

[0048] Optionally, the determination of whether the airborne condition has been met comprises at least one of: determining whether the wheel displacement is greater than or equal to a wheel displacement threshold; and determining whether the pitch rate of the body is greater than or equal to a body pitch rate threshold.

[0049] Advantageously the thresholds for the wheel displacement signal and the body pitch rate signal can be used to detect different types of airborne event.

[0050] Optionally the wheel displacement threshold is indicative of the corresponding wheel drooping. Advantageously by determining that the corresponding wheel is drooping, in other words that the wheel is hanging at or near to one end of the wheel’s suspension travel, this provides an indication that the vehicle is airborne using just the position of the wheel relative to the suspension.

[0051] Optionally the wheel displacement signal comprises: one or more front wheel displacement signals, corresponding to one or more front wheels of the plurality of wheels.

[0052] Advantageously using front wheel displacement signals accurately determines whether a particular airborne condition has been met, which can reduce false detections.

[0053] Optionally the determining whether the wheel displacement is greater than or equal to a wheel displacement threshold comprises: determining, from the one or more front wheel displacement signals, that the wheel displacement of both of the front wheels of the automotive vehicle is greater than or equal to the wheel displacement threshold.

[0054] Advantageously by determining that both of the front wheels have displacement greater than or equal to the wheel displacement threshold, this accurately determines whether a particular airborne condition has been met, which can reduce false detections.

[0055] Optionally the one or more processors are collectively configured to: determine a heave displacement of the body of the automotive vehicle relative to the plurality of wheels of the automotive vehicle; wherein the determination of whether the airborne condition has been met comprises: determining whether the heave displacement of the body of the automotive vehicle relative to the plurality of wheels of the vehicle is greater than or equal to a heave threshold.

[0056] Advantageously, the heave threshold may be a value that indicates the entire vehicle is airborne. Advantageously the control system can therefore determine another particular type of airborne condition.

[0057] Optionally, the wheel displacement signal comprises: one or more front wheel displacement signals corresponding to one or more front wheels of the plurality of wheels; and one or more rear wheel displacement signals corresponding to one or more rear wheels of the plurality of wheels; wherein the determining of the heave displacement of the body of the automotive vehicle relative to the plurality of wheels of the automotive vehicle comprises: determining an average displacement from the wheel displacement indicated by the one or more front wheel displacement signals and the wheel displacement indicated by the one or more rear wheel displacement signals.

[0058] Advantageously the heave displacement is calibrated using just the wheel displacement signals. Beneficially, the wheel displacement signals can therefore be used to detect multiple different types of airborne events. Optionally, the one or more processors are collectively configured to: output an airborne indication signal to one or more control systems of the automotive vehicle, in dependence upon the airborne condition having been met.

[0059] Advantageously the detection of the airborne condition can be used to change the operation of other control systems of the automotive vehicle.

[0060] Optionally, the one or more processors are collectively configured to: output the status signal indicative of the airborne condition to a control system for controlling a damper of a suspension system of the automotive vehicle, in dependence upon the airborne condition having been met.

[0061] Advantageously the detection of the airborne condition can be used to change the operation of the suspension system of the automotive vehicle, which can therefore be used to prepare the suspension system for the landing after the vehicle lands from the airborne condition.

[0062] According to an aspect of the present invention there is provided a system comprising the control system as described herein and at least one wheel displacement sensor, wherein the system is configured to use the at least one wheel displacement sensor to obtain the wheel displacement signal.

[0063] Advantageously using just wheel displacement sensors and the control system, airborne conditions can be detected.

[0064] Optionally, wherein the system comprises at least one body pitch rate sensor, wherein the system is configured to use the at least one body pitch rate sensor to obtain the body pitch rate signal.

[0065] Advantageously using just wheel displacement sensors, the body pitch rate sensor and the control system, airborne conditions can be detected.

[0066] According to an aspect of the present invention there is provided an automotive vehicle comprising the system as described herein or the control system as described herein.

[0067] According to an aspect of the present invention there is provided a method for detecting an airborne event of an automotive vehicle, the automotive vehicle comprising a body and a plurality of wheels, the method comprising: receiving a wheel displacement signal, the wheel displacement signal being indicative of a displacement of a corresponding wheel of the automotive vehicle in relation to the body; determining, in dependence on the wheel displacement signal, whether an airborne condition has been met, the airborne condition being indicative that at least one of the plurality of wheels is airborne; and outputting, in dependence on the airborne condition being met, a status signal indicative of the airborne condition.

[0068] Advantageously, detecting whether a vehicle is in an airborne condition is achieved using the displacement of the wheels of the vehicle. As this detection is done using the displacement of the wheels, this provides an accurate method of determining that the vehicle is in an airborne condition by directly determining what is happening to the wheels. This method also provides the status signal which can be used by different control systems of the vehicle, such as a control system of the suspension system, to react to the airborne event and change the operation of the vehicle accordingly.

[0069] Optionally, the method comprises: receiving a body pitch rate signal, indicative of a pitch rate of the body of the automotive vehicle; wherein the determining of whether the airborne condition has been met is additionally dependent upon the body pitch rate signal.

[0070] Advantageously, depending on what the wheel displacement signal and the body pitch rate signal indicate, different types of airborne event can be detected.

[0071] Optionally, the determination of whether the airborne condition has been met comprises at least one of: determining whether the wheel displacement is greater than or equal to a wheel displacement threshold; and determining whether the pitch rate of the body is greater than or equal to a body pitch rate threshold.

[0072] Advantageously the thresholds for the wheel displacement signal and the body pitch rate signal can be used to detect different types of airborne event.

[0073] According to an aspect of the present invention there is provided computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method as described herein.

[0074] Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner.

[0075] BRIEF DESCRIPTION OF THE DRAWINGS

[0076] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0077] Figure 1A shows a control system in accordance with an embodiment of the invention;

[0078] Figure 1 B shows a control system in accordance with an embodiment of the invention;

[0079] Figure 2 shows a control system and a flowchart in accordance with an embodiment of the invention;

[0080] Figures 3A and 3B show a vehicle in accordance with an embodiment of the invention;

[0081] Figure 4A shows a system in accordance with an embodiment of the invention;

[0082] Figure 4B shows a vehicle in accordance with an embodiment of the invention Figure 5 shows a control system in accordance with an embodiment of the invention;

[0083] Figure 6 shows a method in accordance with an embodiment of the invention;

[0084] Figure 7 shows a control system in accordance with an embodiment of the invention;

[0085] Figures 8A, 8B and 8C show graphical representations of various signals according to an implementation of an embodiment of the invention;

[0086] Figure 9 shows an example damper in accordance with an embodiment of the invention;

[0087] Figure 10 shows an example control system in accordance with an embodiment of the invention;

[0088] Figure 11 shows a method in accordance with an embodiment of the invention;

[0089] Figure 12A shows a system in accordance with an embodiment of the invention;

[0090] Figure 12B shows a system in accordance with an embodiment of the invention; and Figure 13 shows a system in accordance with an embodiment of the invention.

[0091] DETAILED DESCRIPTION

[0092] Figure 1A shows a control system 100 for detecting an airborne event of an automotive vehicle 300 in accordance with an embodiment of the invention. The control system 100 can be referred to as an airborne detection control system 100, or an airborne detection block. The automotive vehicle comprises a body and a plurality of wheels. The control system 100 comprises one or more processors 102, which are collectively configured to receive a wheel displacement signal 110. The wheel displacement signal 110 is indicative of a wheel displacement of at least one of the plurality of wheels of the automotive vehicle in relation to the body.

[0093] The one or more processors 102 are also collectively configured to determine, in dependence on the wheel displacement signal 110, whether an airborne condition has been met. The airborne condition is indicative that at least one of the plurality of wheels is airborne. In this context a wheel being airborne refers to the wheel hanging at one end of a corresponding suspension’s travel, also referred to as drooping.

[0094] The one or more processors 102 are also collectively configured to output, in dependence on the airborne condition being met, a status signal 120 which is indicative of the airborne condition. The status signal 120 may also be referred to as an airborne detection flag. According to examples disclosed herein, the airborne condition having been met or satisfied means that an airborne event has been detected.

[0095] According to examples disclosed herein and as shown in Figure 1 A, detecting whether a vehicle is in an airborne condition may be achieved using at least the displacement of the wheels of the vehicle. As this detection is done using the displacement of the wheels, this provides an accurate method of determining that the vehicle is in an airborne condition by directly determining what is happening to the wheels. This control system 100 also provides the status signal 120 which can be used by different control systems of the vehicle, such as a control system of the suspension system, to react to the airborne event and change the operation of the vehicle accordingly.

[0096] Figure 1 B shows a control system 100 in accordance with an embodiment of the invention. Figure 1 B shows a control system 100 similar to the control system shown in Figure 1A. The one or more processors 102 in this example are collectively configured to: receive a body pitch rate signal 130, which is indicative of a pitch rate of the body of the automotive vehicle. The determining of whether the airborne condition has been met is additionally dependent upon the body pitch rate signal 130 in the example shown in Figure 1 B.

[0097] Depending on what the wheel displacement signal 110 and the body pitch rate signal 130 indicate, different types of airborne event can be detected, as will be described herein. Body pitch rate may be understood to refer to the rate at which the pitch (or pitch angle) of the body of the vehicle is changing, pitch being the inclination or rotation of the body of the vehicle relative to the horizontal (i.e. the pitch angle may be defined to be an angle of rotation of the vehicle about an axis running from left to right of the vehicle. For example, as the vehicle drives forwards, if it drives from a flat portion of ground to an uphill or downhill portion of ground, the pitch of the vehicle will change.

[0098] Figure 2 shows a control system 100 and indicates a flow of information in accordance with an embodiment of the invention. In particular Figure 2 shows example operations which can occur in the control system 100, and are carried out for example by the one or more processors 102.

[0099] According to examples disclosed herein and referring to Figure 2, the determination of whether the airborne condition has been met comprises at least one of: determining 210 whether the wheel displacement is greater than or equal to a wheel displacement threshold; and determining 220 whether the pitch rate of the body is greater than or equal to a body pitch rate threshold.

[0100] If the wheel displacement is greater than or equal to the wheel displacement threshold, a signal 212 is sent to block 240. The signal 212 is indicative that the wheel displacement is greater than or equal to the wheel displacement threshold. The wheel displacement threshold may indicate the corresponding wheel is drooping, in other words that the wheel is hanging at or nearto one end of the wheel’s suspension travel. The wheel displacement threshold may be set so it corresponds to the wheel being near to the end of the suspension travel, for example at a predetermined distance from the end of the suspension travel.

[0101] If the pitch rate of the body is greater than or equal to a body pitch rate threshold, a signal 222 is sent to block 240. The signal 222 is indicative of the pitch of the body being greater than or equal to the body pitch rate threshold. The body pitch rate threshold may be set at a value which indicates that part of the vehicle body may be in freefall, i.e. is airborne. For example, the body pitch rate threshold may be 9 degrees per second. The threshold can vary depending, for example, on the vehicle.

[0102] For example the front wheels of the vehicle may be airborne whilst the rear wheels of the vehicle remain on the ground. As the front of the vehicle falls under gravity and pivots around the rear wheels which are on the ground, the pitch of the body will change at a particular pitch rate which will indicate that the front of the vehicle is in freefall.

[0103] As shown in Figure 2, the wheel displacement signal 110 can comprise one or more front wheel displacement signals 112, corresponding to one or more front wheels of the plurality of wheels. The displacement signal 110 can also comprise one or more rear wheel displacement signals 114, corresponding to one or more rear wheels of the plurality of wheels.

[0104] According to examples, the determining 210 whether the wheel displacement is greater than or equal to a wheel displacement threshold comprises: determining, from the one or more front wheel displacement signals 112, that the wheel displacement of both of the front wheels of the automotive vehicle is greater than or equal to the wheel displacement threshold.

[0105] By determining whether wheel displacement of the front wheels of the automotive vehicle is greater than or equal to the wheel displacement threshold, this accurately determines whether a particular airborne condition has been met, which can reduce false detections.

[0106] According to examples, block 240 comprises determining 240 that both of the wheel displacement and the body pitch rate are greater than or equal to the wheel displacement threshold and the body pitch rate threshold respectively. In other words block 240 determines whether both of the signals 212, 222 have been received. In some examples as described herein, the wheel displacement is determined to have been greater than or equal to the wheel displacement threshold in both of the front wheels and it is determined that the body pitch rate are greater than or equal to the body pitch rate threshold. Advantageously this combination of conditions accurately determines a particular airborne condition, which will be described herein.

[0107] As shown in Figure 2, according to examples, the one or more processors 102 are collectively configured to determine 230 a heave displacement 232 of the body of the automotive vehicle relative to the plurality of wheels of the automotive vehicle. Heave refers to the vertical displacement of the vehicle’s body. Heave is one of the six degrees of freedom that describe the vehicle’s motion, with the others being roll, pitch, yaw, surge and sway. Heave specifically refers to the up-and-down movement of the vehicle. The determination of whether the airborne condition has been met comprises: determining 234 whether the heave displacement 232 of the body of the automotive vehicle relative to the plurality of wheels of the vehicle is greater than or equal to a heave threshold. The heave threshold can for example be 0.12 metres, but can vary according to the vehicle. The heave threshold may be a value that indicates the entire vehicle is airborne. Advantageously the control system can therefore determine another particular type of airborne condition.

[0108] According to examples, the determining of the heave displacement of the body of the automotive vehicle relative to the plurality of wheels of the automotive vehicle comprises: determining an average displacement from the wheel displacement indicated by the one or more front wheel displacement signals 112 and the wheel displacement indicated by the one or more rear wheel displacement signals 114. Advantageously the heave displacement is calibrated using just the wheel displacement signals. Beneficially, the wheel displacement signals can therefore be used to detect multiple different types of airborne events.

[0109] As shown in Figure 2, if the heave displacement 232 is greater than or equal to the heave threshold in block 234, a signal 236 is provided to block 250. The signal 236 indicates that the heave displacement 232 is greater than or equal to the heave threshold. Also as shown in Figure 2, if it is determined in block 240 that both the wheel displacement threshold and the body pitch rate threshold have been met or are exceeded, then signal 242 is provided to block 250, where signal 242 is indicative of both of the wheel displacement threshold and the body pitch rate threshold having been met or exceeded.

[0110] According to examples, block 250 comprises determining 250 whether at least one of signal 242 and signal 236 have been received. In other words the determining 250 comprises determining whether at least one of a first criterion and a second criterion have been met. The first criterion is that both the wheel displacement threshold and the body pitch rate threshold have been met or exceeded. The second criterion is that the heave displacement threshold has been met or exceeded. According to examples, block 250 only requires one of the first criterion and the second criterion to have been met to output the status signal 120, which is indicative of the airborne condition having been met. Advantageously the control system 100 can provide the status signal 120 when one of several criterion have been met which can be indicative of different types of airborne events.

[0111] Figures 3A and 3B show a vehicle 300 in accordance with an embodiment of the invention. As described herein, the vehicle 300 comprises a body 302 and a plurality of wheels 310, 320. Figure 3A shows a first airborne event 350 in which the vehicle 300 is travelling over a hump 330, causing it to be airborne. According to examples disclosed herein, “airborne” refers to any event in which the vehicle 300 is at least partially in freefall, or partially airborne. As shown in Figure 3A, this can include events in which part of the vehicle is still on the ground. “Airborne” can refer to at least one of the plurality of wheels 310, 320 being airborne. According to examples disclosed herein, determining that the airborne condition has been satisfied indicates that the vehicle is airborne, due to at least one of the plurality of the wheels 310, 320 being airborne. According to examples disclosed herein, a wheel being “airborne” may refer to it not being in contact with any surface. According to examples disclosed herein, the vehicle being “airborne” includes events in which only part of the vehicle is airborne / in freefall, events in which the vehicle is in freefall, and events in which the only external forces acting on the vehicle are gravity and aerodynamic drag. This includes events where the vehicle 300 initially increases in altitude before dropping in altitude, for example if the vehicle goes over a positively inclined ramp. This also includes events where the vehicle 300 goes over a gap between two surfaces which have approximately equal altitude.

[0112] Figure 3A illustrates wheel displacement 312 of one or more front wheels 310 of the vehicle 300. According to examples disclosed herein, the wheel displacement 312 can indicate that the front wheels 310 are airborne, which will satisfy the airborne condition having been met. According to examples, the airborne condition may be met according to the wheel displacement 312 of the front wheels 310 is greater than or equal to the wheel displacement threshold, and the pitch rate of the body 302 is greater than or equal to the pitch rate threshold.

[0113] Figure 3B shows a second airborne event 360 in which the vehicle 300 is dropping from a ledge 340. For example the vehicle 300 may have been driving at speed on top of the ledge 340 and then exited the ledge 340 and is now fully airborne, in that it is now fully in freefall, with all of the plurality of wheels 310, 320 being airborne. The wheel displacement 312 of the front wheels 310 and the wheel displacement 322 of the rear wheels 320 can be used according to examples disclosed herein to determine the heave displacement of the body 302 of the vehicle 300 relative to the plurality of wheels 310, 320 of the vehicle 300. According to examples, the heave displacement is used to determine that the airborne condition has been met by determining that the heave displacement is greater than or equal to the heave threshold.

[0114] Figure 4A shows a system 410 in accordance with an embodiment of the invention comprising a control system 100 and at least one wheel displacement sensor 420. The system 410 may be referred to as an airborne detection system 410. According to examples, the one or more processors 102 of the control system 100 are collectively configured to output the status signal 120 indicative of the airborne condition to a control system 400 for controlling a damper of a suspension system of the automotive vehicle, in dependence upon the airborne condition having been met. The system 410 is configured to use the at least one wheel displacement sensor 420 to obtain the wheel displacement signal 110.

[0115] According to examples disclosed herein, the system 410 can also comprise at least one body pitch rate sensor 430. The system 410 is configured to use the at least one body pitch rate sensor 430 to obtain the body pitch rate signal 130.

[0116] Advantageously, the detection of the airborne condition being satisfied enables the controlling of one or more dampers of the suspension system which can be controlled to provide damping suitable for when the vehicle lands after the airborne event. The control system 400 may be an adaptive dynamics system of the vehicle. The status signal 120 may also be sent to other controllers / control systems of the vehicle, including other systems relating to the suspension system of the vehicle.

[0117] Figure 4B shows a vehicle 300 in accordance with an embodiment of the invention. The automotive vehicle 300 can comprise the system 410 or the control system 100 as described herein.

[0118] Figure 5 shows a control system 100 in accordance with an embodiment of the invention. The control system 100 comprises one or more controller 500.

[0119] The control system 100 is configured to receive a wheel displacement signal 110 from a wheel displacement sensor 420 and determine whether an airborne condition has been met. The control system 100 may then output a status signal 120 indicative of the airborne condition, which can be used to control a damper of a suspension system of the automotive vehicle 300.

[0120] The control system 100 as illustrated in Figure 5 comprises one controller 500, although it will be appreciated that this is merely illustrative. The controller 500 comprises processing means 510 (e.g. one or more processors 102) and memory means 520. The processing means 510 may be one or more electronic processing device 510 which operably executes computer-readable instructions. The memory means 520 may be one or more memory device 520. The memory means 520 is electrically coupled to the processing means 510. The memory means 520 is configured to store instructions, and the processing means 510 is configured to access the memory means 520 and execute the instructions stored thereon.

[0121] The controller 500 comprises an input means 530 and an output means 540. The input means 530 may comprise an electrical input 530 of the controller 110. The output means 540 may comprise an electrical output 540 of the controller 500. The input 530 is arranged to receive the wheel displacement signal 110 from the wheel displacement sensor 420. The wheel displacement signal 110 is an electrical signal which is indicative of a wheel displacement of one or more of the plurality of wheels 310, 320 of the vehicle 300. The output 540 is arranged to output a status signal 120 indicative of the airborne condition, which can be used to control a damper of a suspension system of the automotive vehicle 300.

[0122] According to examples disclosed herein, the controller 500 may be additionally configured to receive a body pitch rate signal 130 from a body pitch rate sensor 430, which can be received at the input means 530. The determination of whether the airborne condition has been met can be additionally dependent upon the body pitch rate signal 130 according to examples described herein.

[0123] According to examples disclosed herein, computer readable instructions are provided which, when executed by one or more processors 102, 510, cause the one or more processors 102, 510 to perform one or more of the methods described herein, for example method 600 shown in Figure 6. The computer readable instructions can be stored on the memory means 520 as described herein.

[0124] Figure 6 shows a method 600 in accordance with an embodiment of the invention. Method 600 is for detecting an airborne event of an automotive vehicle 300, the automotive vehicle 300 comprising a body 302 and a plurality of wheels 310, 320.

[0125] The method 600 comprises: receiving 610 a wheel displacement signal 110, the wheel displacement signal 110 being indicative of a wheel displacement 312, 322 of a corresponding wheel 310, 320 of the automotive vehicle 300 in relation to the body 302.

[0126] The method 600 comprises determining 620, in dependence on the wheel displacement signal 110, whether an airborne condition has been met, the airborne condition being indicative that at least one of the plurality of wheels 310, 320 is airborne.

[0127] The method 600 comprises outputting 630, in dependence on the airborne condition being met, a status signal 120 indicative of the airborne condition.

[0128] According to examples disclosed herein, the method 600 can comprise any operation or process performed by the control system 100 as described herein with reference to Figures 1A, 1 B, 2, 3A, 3B, 4A, 4B and 5 and the accompanying text. In addition to providing a control system 100 for detecting an airborne event 350, 360, as described with reference to Figures 10 and 11 described later, a control system 400, and a method 1100 can be provided for controlling a damper of the suspension system of the automotive vehicle 300 in response to receiving the status signal 120. Advantageously a vehicle 300 can be provided which is capable of both detecting an airborne event 350, 360 and also controlling the suspension to provide appropriate damping upon landing from the airborne event 350, 360. According to examples, method 600 as illustrated in Figure 6 and method 1100 illustrated in Figure 11 may be combined into one method.

[0129] Figure 7 shows a control system 400, in accordance with an embodiment of the invention. The control system 400 is for controlling a damper 722 of a suspension system 720 of an automotive vehicle 300. The automotive vehicle comprises a body 302 and a plurality of wheels 310, 320. The control system 400 comprises one or more processors 402 collectively configured to receive a status signal 120, indicative of the automotive vehicle 300 having entered into an airborne event 350, 360 in which at least one of the plurality of wheels 310, 320 is airborne. The one or more processors 402 are collectively configured to determine, in dependence on receiving the status signal 120, an airborne damping control signal 700 corresponding to at least one airborne damping level. The one or more processors 402 are collectively configured to output the airborne damping control signal 700 to control the damper 722 of the automotive vehicle 300 to provide damping corresponding to the at least one airborne damping level.

[0130] A control system 400, which may be an adaptive dynamics control system, may therefore be provided which is configured to change the level of damping provided by at least one damper 722 of the suspension system 720 in response to detecting that the vehicle 300 has entered into an airborne event. The damper 722 can therefore be controlled to provide a level of damping which is appropriate for the vehicle 300 when it lands. For example prior to the airborne event, the damping provided by the at least one damper 722 may be relatively soft, which would lead to unwanted harshness and oscillations when the vehicle 300 lands. By controlling damping to provide a damping level in response to the airborne event, the damping can be controlled to reduce harshness and oscillations when the vehicle lands, for example by providing a higher level of damping.

[0131] Figures 8A, 8B and 8C show graphical representations of various signals according to implementations of an embodiment of the invention. Time in seconds is along the horizontal axis and value from 0 to 1 is along the vertical axis in each Figure. Figure 8A shows the receipt of a status signal to indicate an airborne event. Figure 8B shows example airborne compression damping levels, and Figure 8C shows example airborne rebound damping levels, in response to the airborne signal of Figure 8A.

[0132] Figure 8A shows a status signal 120 being received, which can also be referred to as an airborne detection flag. The status signal 120 in this example is received as a Boolean signal and in Figure 8A is held on for 500 milliseconds (ms).

[0133] Figures 8B and 8C show representations of the at least one damping level which are used to control the dampens) 722 of the suspension system 720. As shown in Figures 8B, 8C, according to examples, the at least one airborne damping level comprises at least one airborne compression damping level 810, 820 (in Figure 8B) and at least one airborne rebound damping level 850, 860 (in Figure 8C). The airborne damping levels shown in Figures 8B and 8C are determined in dependence on receiving the status signal 120. In particular, as shown in Figures 8A, 8B, 8C, the status signal 120 is shown as being activated when the time equals five seconds and is held for 500 ms, and the damping level shown in Figures 8B and 8C are determined in dependence upon this. The one or more processors 402 are collectively configured to control the damper 722 to maintain the at least one airborne damping level for a first period of time 830, as shown in Figures 8B and 8C, which in the example of Figures 8B and 8C is shown as being 1 .5 seconds. The maintaining of the at least one airborne damping level for the remainder of the first period of time 830 after the status signal 120 has been switched back to zero (as shown in Figure 8A) may be in the form of a debounce, which means the damping level of the damper 722 is therefore controlled to provide a high level of damping after the detection of an airborne event in order to provide damping which is suitable for when the wheel(s) / vehicle lands after being airborne.

[0134] Figures 8B and 8C show damping levels which are used to control more than one damper 722 of the suspension system 720. For example the control system 400 may determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to multiple airborne damping levels 810, 820, 850, 860; and output the airborne damping control signal 700 to control multiple dampers 722 of the automotive vehicle to provide damping corresponding to the airborne damping levels 810, 820, 850, 860. According to examples, the plurality of wheels comprise front wheels 310 and rear wheels 320. The at least one airborne damping level is higher for the front wheels 310 compared to the rear wheels 320. For example as shown in Figure 8B, airborne compression damping level 810 is for the front wheels 310, and the airborne compression damping level 820 is for the rear wheels 320. In Figure 8C, the airborne rebound damping level 850 is for the front wheels 310 and the airborne rebound damping level 860 is for the rear wheels 320. Therefore beneficially, for the front wheels 310, the damping levels 810, 850 provided are higher, which accounts forthat the fact that after an airborne event it is typically the front of the vehicle 300 which lands first.

[0135] According to examples the damping level is controlled for both compression and rebound so that when the wheels(s) / vehicle lands after an airborne event, the oscillations caused by the landing are dampened through both the compression and rebound phases. In particular, when the one or more wheels, that were airborne during an airborne event, land on a surface, the damper(s) 722 associated with those wheels will first experience a compression phase as the weight of the body 302 falls under gravity whilst the wheels are contacting the surface and the damper(s) 722 are compressed. A reactional force will be exerted on the dampens) 722 due to the compression, which leads to a rebound phase in which the damper(s) 722 expand in length after being compressed. Depending on the amount of feree applied to the dampens) 722 due the landing, and the level of damping provided by the damper(s) 722, further compression phases and rebound phases may occur due to the oscillation of the damper(s) 722 as the force from the landing is dampened.

[0136] The one or more processors 402, according to examples, are collectively configured to control the damper 722 to decrease the damping level from the at least one airborne damping level after the first period of time. This is shown for example in Figures 8B and 8C which show the damping levels 810, 820, 850, 860 decreasing after the first period of time 830. This is beneficial because the driver of the vehicle 300 does not have to reduce the damping provided by the damper’s back down to a normal level after having landed from an airborne event.

[0137] According to examples, the damping level is decreased from the at least one airborne damping level 810, 820, 850, 860 over a second period of time 840, which can be 2 seconds, for example as shown in Figures 8B, 8C. Advantageously, the gradual decreasing of the damping level over time results in a smooth transition of the damping from the high level of damping provided to account for the landing from the airborne event. Smooth transition is beneficial as a sudden change in the damping level after the airborne event may result in an undesirable sudden change in the handling characteristics of the vehicle 300. For example the motion of the body of the vehicle relative to the wheels may suddenly increase if the damping level is changed instantly after the first period 830, even if the terrain the vehicle 300 is travelling on hasn’t changed.

[0138] As shown in Figures 8B and 8C, according to examples the one or more processors 402 are collectively configured to maintain the damping at a constant level after the second period of time 840. The damping of the suspension of the vehicle 300 may therefore return to a normal level (i.e. not specifically adapted for an airborne I landing event) of damping automatically after the airborne event has concluded.

[0139] As shown in Figures 8B and 8C, according to examples, the one or more processors 402 are collectively configured to decrease the damping level from the at least one airborne damping level according to a linear relationship with respect to time. This beneficially ensures a smooth transition from the different damping levels thereby reducing sudden changes in the damping level which could be perceptible by the driver or other occupants of the vehicle. In other examples a different relationship with time may be used to adjust the damping level, such as a polynomial or exponential relationship, or a combination of one or more mathematical functions.

[0140] According to examples, the one or more processors are collectively configured to control the damper 722 to provide damping at a lower damping level compared to the at least one airborne damping level prior to receiving the airborne detection signal. This is shown in Figures 8B and 8C. It can also be seen in Figures 8B and 8C that the damping level after the first period 830 in the second period 840, the damping level is maintained at a level which is lower than the at least one airborne damping level 810, 820, 850, 860. Advantageously the level of damping provided by the at least one damping level is therefore applied temporarily to provide a suitable level of damping in response to the airborne event and at other times the level of damping is at a reduced level compared to this so that the suspension system 720 can provide an appropriate level of smoothness of the ride of the vehicle 300.

[0141] Figures 8B and 8C show the damping level as being zero before the at least one damping level 810, 820, 850, 860 is implemented, and after the second time period 840. In other examples the damping level may be a non-zero value at these times. According to examples, the zero level of damping referred to means that a lower limit amount of damping is provided by the dampers 722. The dampers 722 are arranged to provide a certain level of damping at this lower limit level so that oscillations of the vehicle suspension are not maintained over a long period. For example, the dampers 722 may provide the damping force by movement of fluid within a chamber by movement of the piston, as described herein. Valves may be provided to vary the amount of damping force by controlling the flow of the fluid and the level of restriction. When the valves are fully open (i.e. the damping level is zero as shown in Figures 8B, 8C) and therefore providing least resistance, damping is still provided by the dampers due to the resistance of the fluid moving within the cylinder.

[0142] According to examples, the airborne damping levels 810, 850, for compression and rebound on the front wheels 310, may be at 100% (fully firm).

[0143] According to examples, the airborne rebound damping level 860 to control the damper 722 associated with one of the rear wheels 320, may be higher than the airborne compression damping level 820 to control the damper 720 associated with the one of the rear wheels 320. In particular, the airborne damping level 860 is shown in Figure 8C as being 80% damping, whereas airborne damping level 820 in Figure 8B is shown as being at 60%. In other examples, the airborne rebound damping level and the airborne compression damping level, for front wheels 310 and rear wheels 320, can be different values, and in other examples can all be the same value. For example the airborne compression damping level and the airborne rebound damping level, for front wheels 310 and rear wheels 320 can be 100%.

[0144] According to examples disclosed herein, different damping levels provided for the front wheels 310 and the rear wheels 320, for compression and rebound, may converge to the same level of damping at the end of the second period 840 of time. In other words the damping levels for compression, rebound, for both front wheels 310 and rear wheels 320 return to zero at the same point in time, regardless of the different airborne damping levels. Therefore the damping level can equalise across both the front wheels 310 and the rear wheels 320 and for compression and rebound, which provides a smooth transition from the additional damping provided in response to the airborne event, back to a nominal level of damping for driving across a surface.

[0145] According to examples disclosed herein, the at least one airborne damping levels 810, 820, 850, 860, the first time period 830, second time period 840 disclosed herein may be calibratable and tuneable. They be calculated based on look-up tables, mapping tables or functions which define relationships between different variables disclosed herein to provide the airborne damping levels and time periods. The look-up tables, mapping tables or functions may be determined through experiment, or alternatively they may be self-taught via a machine-learning algorithm stored in memory and executed by one or more processors, which may be memory means 1010 and processing means 1020 disclosed herein, or may be present on another controller of the vehicle 300 or elsewhere.

[0146] According to examples disclosed herein, the control system 400 for controlling the damper(s) 722 may apply the airborne damping control signal 700 corresponding to at least one airborne damping level only to the damper(s) of wheels which have been detected as being airborne. The remaining wheels which are not detected as being airborne may continue at the level of damping they were set at before the detection of the airborne event 350, 360. The wheels may be detected as being airborne according to the wheel displacement signal 110 corresponding to each wheel. In other examples, the control system 400 may apply the airborne damping control signal 700 corresponding to the at least one airborne damping level in response to receiving the status signal 120, indicative of the automotive vehicle 300 having entered into an airborne event 350, 360, to all damper(s) 722 of the vehicle regardless of which wheels have been detected as being airborne.

[0147] Figure 9 shows an example damper 722 in accordance with an embodiment of the invention. The damper 722 comprises a piston rod 900 a piston 902 attached to the piston rod 900. The damper 722 also comprises a cylinder 910. The piston rod 900 of Figure 9 goes through both ends of the cylinder 910. In other examples, the piston rod 900 only goes through one end of the cylinder 910, and the piston rod 900 may end at the piston 902. The piston rod 902 shown in Figure 9 may have a mount at each end to mount on one end to the body of the vehicle and at the other end to the wheel associated with the damper. In other examples, for example where the piston rod 900 only goes through one end of the cylinder 910, the piston rod 900 may have a mounting to mount on one of the body of the vehicle and the wheel, and the cylinder 910 may have a mounting to mount on the other of the body of the vehicle and the wheel.

[0148] The piston 902 is configured to travel within the volume of the cylinder 910. Hydraulic fluid, air or another fluid may be provided within the cylinder to provide resistance to the movement of the piston 902 within the cylinder 910. The piston 902 comprises a compression valve 920 and a rebound valve 930. The compression valve 920 and the rebound valve 930 are configured to be controlled to vary the amount of fluid allowed through from one side of the piston 902 to the other side, which varies the damping force and therefore the damping level provided by the damper 722. According to examples, the compression valve controls compression damping of the damper according to the airborne compression damping level. The rebound valve 930 controls rebound damping of the damper according to the airborne rebound damping level. In some examples, the rebound valve 930 and the compression valve 920 are part of the same valve. According to examples, the airborne compression damping level for the damper 722 is configured to control the compression valve 920 of the damper, and the airborne rebound damping level for the damper is configured to control the rebound valve 930 of the damper.

[0149] Figure 10 shows a control system 400 in accordance with an embodiment of the invention. The control system 400 is configured to receive a status signal 120, indicative of the automotive vehicle 300 having entered into an airborne condition from a control system 100, and determine in dependence on receipt of the status signal 120, an airborne damping control signal 700 corresponding to at least one airborne damping level. The control system 400 may then output the airborne damping control signal 700 to control the damper 722 of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0150] The control system 400 as illustrated in Figure 10 comprises one controller 1000, although it will be appreciated that this is merely illustrative. The controller 1000 comprises processing means 1010 and memory means 1020. The processing means 1010 may be one or more electronic processing device 1010 which operably executes computer-readable instructions. The memory means 1020 may be one or more memory device 1020. The memory means 1020 is electrically coupled to the processing means 1010. The memory means 1020 is configured to store instructions, and the processing means 1010 is configured to access the memory means 1020 and execute the instructions stored thereon.

[0151] The controller 1000 comprises an input means 1030 and an output means 1040. The input means 1030 may comprise an electrical input 1030 of the controller 1000. The output means 1040 may comprise an electrical output 1040 of the controller 1000. The input 1030 is arranged to receive a status signal 120 from a controller 100 as described herein. The status signal 120 is an electrical signal which is indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne. The output 1040 is arranged to output an airborne damping control signal 700 for controlling the damper 722 of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0152] Figure 11 shows an example method 1100 in accordance with an embodiment of the invention. The method 1100 is a method of controlling at least one damper of a suspension system of a vehicle 300, such as the vehicle 300 illustrated in Figure 4B or Figure 12A. The method 1100 may be performed by the control system 400 illustrated in Figure 10. In particular, the memory 1020 may comprise computer-readable instructions which, when executed by the processor 1010, perform the method 1000 according to an embodiment of the invention.

[0153] The method 1100 is for controlling at least one damper 722 of a suspension system 720 of a vehicle. The method 1100 comprises receiving 1110 a status signal 120 indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne.

[0154] The method 1100 comprises determining 1120, in dependence on receiving the status signal, an airborne damping control signal, corresponding to at least one airborne damping level; and outputting 1130 the airborne damping control signal to control the damper 722 of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

[0155] According to examples, the method 1100 shown in Figure 11 can additionally comprise any operation or process performed by the control system 400 as described herein with reference to Figures 7, 8A, 8B, 8C and the accompanying text.

[0156] In accordance with an embodiment of the present invention, there is provided computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method 1100. Figure 12A shows a vehicle 300 in accordance with an embodiment of the invention. The vehicle can comprise a system 1200, or the control system 400, as described herein. The vehicle can additionally comprise the system 410 illustrated in Figure 4A, or the control system 100 shown in Figures 1A, 1 B, 2.

[0157] Figure 12B shows a system 1200 in accordance with an embodiment of the invention. The system comprises the control system 400 as described herein and the suspension system 720 comprising at least one damper 722 described herein.

[0158] Figure 13 shows a system 1300 in accordance with an embodiment of the invention. The system 1300 comprises the control system 100, the control system 400, and the suspension system 720 as described herein. Alternatively, the system 1300 can comprise the system 410, the control system 400, and the suspension system 720 as described herein. Therefore a system 1300 is provided which can both detect an airborne event (by determining that an airborne condition has been satisfied) and control a damper 722 of the suspension system 720 in response to detecting the vehicle has entered an airborne event. The system 1300 can perform any of the operations, processes, and methods performed by control systems 100, 400 described herein. According to examples disclosed herein, the control system 100 can be referred to as a first control system 100, and the control system 400 can be referred to as a second control system 400. In some examples, the system 1300 comprises the first control system 100 and the second control system 400, but not the suspension system 720. In some examples the system 1300 comprises the control system 400 and the control system 410 (which can be referred to as a first control system 410), but not the suspension system 720.

[0159] It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1 . A control system for controlling a damper of a suspension system of an automotive vehicle, the automotive vehicle comprising a body and a plurality of wheels, the control system comprising one or more processors collectively configured to: receive a status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determine, in dependence on receiving the status signal, an airborne damping control signal corresponding to at least one airborne damping level; and output the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

2. A control system as claimed in claim 1 , the one or more processors collectively configured to configured to: control the damper to maintain the at least one airborne damping level for a first period of time.

3. A control system as claimed in claim 2, the one or more processors collectively configured to: control the damper to decrease the damping level from the at least one airborne damping level after the first period of time.

4. A control system as claimed in claim 3, the one or more processors collectively configured to: decrease the damping level from the at least one airborne damping level over a second period of time.

5. A control system as claimed in claim 4, the one or more processors collectively configured to: maintain the damping at a constant level after the second period of time.

6. A control system as claimed in any of claims 3 to 5, the one or more processors collectively configured to: decrease the damping level from the at least one airborne damping level according to a linear relationship with respect to time.

7. A control system as claimed in any preceding claim, the one or more processors collectively configured to: control the damper to provide damping at a lower damping level compared to the at least one airborne damping level prior to receiving the airborne detection signal.

8. A control system as claimed in any preceding claim, wherein the at least one airborne damping level comprises at least one airborne compression damping level and at least one airborne rebound damping level.

239. A control system as claimed in claim 8, wherein the plurality of wheels comprises front wheels and rear wheels, and wherein the airborne rebound damping level to control the damper, associated with one of the rear wheels, is higher than the airborne compression damping level to control the damper associated with the one of the rear wheels.

10. A control system as claimed in claim 8 or claim 9, wherein: the airborne compression damping level for the damper is configured to control a compression valve of the damper, wherein the compression valve controls compression damping of the damper; and the airborne rebound damping level for the damper is configured to control a rebound valve of the damper, wherein the rebound valve controls rebound damping of the damper.

11. A control system as claimed in any preceding claim, wherein the plurality of wheels comprises front wheels and rear wheels; and wherein the at least one airborne damping level is higher for the front wheels compared to the rear wheels.

12. A system comprising the control system of any preceding claim and a suspension system comprising at least one damper.

13. A vehicle comprising the system of claim 12 or the control system of any of claims 1 to 11.

14. A method for controlling at least one damper of a suspension system of a vehicle, the method comprising: receiving a status signal, indicative of the automotive vehicle having entered into an airborne event in which at least one of the plurality of wheels is airborne; determining, in dependence on receiving the status signal, an airborne damping control signal, corresponding to at least one airborne damping level; and outputting the airborne damping control signal to control the damper of the automotive vehicle to provide damping corresponding to the at least one airborne damping level.

15. Computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method according to claim 14.

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