CN111703267B

CN111703267B - Vehicle having suspension with continuous damping control

Info

Publication number: CN111703267B
Application number: CN202010483972.6A
Authority: CN
Inventors: 路易·J·布拉迪; 亚历克斯·R·朔伊雷尔; 史蒂文·R·弗兰克; 阿伦·J·尼斯
Original assignee: Polaris Industries Inc
Current assignee: Polaris Inc
Priority date: 2014-10-06
Filing date: 2015-10-06
Publication date: 2024-03-12
Anticipated expiration: 2035-10-06
Also published as: EP3204248A1; WO2016057555A1; AU2015328248B2; BR112017006909A2; CN111703267A; CN106794736B; MX2017004100A; MX2021011905A; AU2015328248B9; AU2015328248A1; CN106794736A; CA2963790A1

Abstract

A damping control system for a vehicle having a suspension between a plurality of ground engaging members and a frame includes at least one adjustable shock absorber having adjustable damping characteristics. The system further comprises: a controller coupled to each adjustable shock absorber to adjust a damping characteristic of each adjustable shock absorber; and a user interface coupled to the controller and accessible to a driver of the vehicle. The user interface includes at least one user input to allow manual adjustment of the damping characteristics of the at least one adjustable shock absorber during operation of the vehicle. The controller is also coupled with a vehicle sensor to adjust a damping characteristic of the at least one adjustable shock absorber based on a vehicle state determined from the sensor output signal.

Description

Vehicle having suspension with continuous damping control

The present application is a divisional application of international application No. 2015, 10/6, chinese national application No. 2015053877. X (international application No. PCT/US 2015/054296) and entitled "vehicle with suspension with continuous damping control".

Technical Field

The present disclosure relates to an improved suspension for a vehicle having continuous "on-going" damping control for a shock absorber.

Background

Currently, some off-road vehicles include adjustable shock absorbers. These adjustments include spring preload, high and low speed compression damping, and/or high and low speed rebound damping. To make these adjustments, the vehicle is stopped and the operator makes adjustments at each shock absorber location on the vehicle. Typically, a tool is required to make the adjustment. Some road motor vehicles also include adjustable electronic shock absorbers and sensors for active drive control systems. However, these systems are typically computer controlled and focus on vehicle stability rather than ride comfort. The system of the present disclosure allows an operator to make real-time "on-the-fly" adjustments to the shock absorber to obtain the most comfortable ride for a given terrain and load scenario.

Disclosure of Invention

Vehicles typically have springs (coils, reeds or air) at each wheel, rail or ski to support most of the load. The vehicle of the present disclosure also has electronic shock absorbers that control the dynamic movement of each wheel, ski or track. The electronic shock absorber has a valve that controls the damping force of each shock absorber. The valve may control only compression damping, only rebound damping, or a combination of compression damping and rebound damping. The valve is connected to a controller having a user interface within reach of the driver to facilitate adjustment by the driver when operating the vehicle. In one embodiment, the controller increases or decreases the damping of the shock absorber based on user input received from an operator. In another embodiment, the controller has several preset damping modes for operator selection. The controller is also coupled to sensors on the suspension and chassis to provide an actively controlled damping system.

In the illustrated embodiment of the present disclosure, there is provided a damping control method for a vehicle having: a suspension between the plurality of wheels and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, a rear right shock absorber, and a rear left shock absorber. The damping control method comprises the following steps: receiving, by the controller, user input from a user interface to provide a user-selected damping mode of operation for the plurality of adjustable shock absorbers during operation of the vehicle; receiving, by a controller, a plurality of inputs from a plurality of vehicle state sensors, the plurality of vehicle state sensors including a brake sensor, a throttle sensor, and a vehicle speed sensor; judging, by the controller, whether a vehicle brake is actuated based on an input from the brake sensor; determining, by a controller, a throttle position based on input from the throttle sensor; and determining, by the controller, a speed of the vehicle based on the input from the vehicle speed sensor. The illustrative damping control method further includes: if the brake is actuated, operating a damping control in a braking state, wherein in the braking state, the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and vehicle speed; if the brake is not actuated and the throttle position is less than the threshold Y, operating a damping control in a driving state, wherein in the driving state, the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a vehicle speed; if the brake is not actuated, the throttle position is greater than a threshold Y and the vehicle speed is greater than a threshold Z, then operating the damping control in a driving state; and if the brake is not actuated, operating the damping control in a sink state, wherein in the sink state the controller adjusts the damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode, vehicle speed and throttle opening.

Additional features of the present disclosure will become apparent to those skilled in the art upon consideration of the following detailed description of illustrative embodiments exemplifying the best mode of carrying out the invention as presently perceived.

Drawings

The foregoing aspects and many of the additional features of the present systems and methods will become more readily appreciated and better understood when considered in conjunction with the following detailed description, taken in conjunction with the accompanying drawings.

FIG. 1 is a block diagram illustrating components of a vehicle of the present disclosure having a suspension including a plurality of continuous damping control shock absorbers and a plurality of sensors integrated with the continuous damping controller;

FIG. 2 illustrates an exemplary user interface for controlling damping at a front axle and a rear axle of a vehicle;

FIG. 3 illustrates another exemplary embodiment of a user interface for continuous damping control of a shock absorber of a vehicle;

FIG. 4 illustrates yet another user interface for setting various modes of operation of continuous damping control according to terrain traversed by a vehicle;

FIG. 5 illustrates an adjustable damping shock absorber coupled to a vehicle suspension;

FIG. 6 is a flow chart illustrating vehicle platform logic for controlling various vehicle parameters in a plurality of different user selectable modes of operation;

FIG. 7 is a block diagram illustrating a plurality of different state modifiers used as inputs in different control modes to modify the damping characteristics of an electronically tunable shock absorber or damper according to the present disclosure;

FIG. 8 is a flowchart illustrating a damping control method for controlling a vehicle operating in a plurality of vehicle states based on a plurality of sensor inputs, according to one embodiment of the invention;

FIG. 9 is a flow chart illustrating another embodiment of a damping control method of the present disclosure;

FIG. 10 is a flow chart illustrating yet another damping control method of the present disclosure;

FIG. 11 is a cross-sectional view of a stabilizing rod of the present disclosure selectively uncoupled in certain vehicle conditions;

FIG. 12 illustrates the stabilizer bar of FIG. 11 with the actuator in a locked position to prevent movement of the piston of the stabilizer bar;

FIG. 13 is a cross-sectional view similar to FIG. 12 showing the actuator in an unlocked position uncoupled from the piston of the stabilizer bar to permit movement of the piston relative to the cylinder; and

fig. 14 shows the x, y and z axes of a vehicle such as an ATV.

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of various features and components in accordance with the present disclosure, the drawings are not necessarily to scale and certain features may be exaggerated to better illustrate and explain the present disclosure.

Detailed Description

For the purposes of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiments illustrated in the drawings and described below. The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize the teachings of these embodiments. Accordingly, it should be understood that it is not intended to limit the scope of the invention by these embodiments. The invention includes any alterations and further modifications in the illustrated devices and described methods and further applications of the principles of the invention as would normally occur to one skilled in the art to which the invention relates.

Referring now to FIG. 1, the present disclosure is directed to a vehicle 10 having a suspension between a plurality of ground engaging members 12 and a frame 14. The ground engaging members 12 include wheels, skis, rails, treads, and the like. The suspension generally includes a spring 16 and a shock absorber 18 coupled between the ground engaging member 12 and the frame 14. The spring 16 may comprise, for example, a coil spring, a leaf spring, an air spring, or other gas spring. The air or gas spring 16 may be adjustable. See, for example, U.S. patent No.7,950,486, which is incorporated herein by reference. Spring 16 is typically coupled between frame 14 and ground engaging member 12 by an a-arm link 70 (see fig. 5) or other type of link. An adjustable shock absorber 18 is also coupled between the ground engaging member 12 and the frame 14. In the illustrated embodiment, the spring 16 and the damper 18 are positioned adjacent each of the ground members 12. In an ATV (ATV), for example, four springs 16 and four adjustable shock absorbers 18 are provided adjacent each wheel 12. Some manufacturers provide adjustable springs 16 in the form of air springs or hydraulically preloaded rings. These adjustable springs 16 allow the operator to adjust ride height while traveling (on the go). However, ride comfort is mostly derived from the damping provided by shock absorber 18.

In the illustrated embodiment, the adjustable shock absorber 18 is an electronically controlled shock absorber for adjusting the damping characteristics of the shock absorber 18. The controller 20 provides a signal that adjusts the damping of the shock absorber 18 in a continuous or dynamic manner. Adjustable shock absorber 18 can be tuned to provide different compression damping, rebound damping, or both compression damping and rebound damping.

In the illustrated embodiment of the present disclosure, the user interface 22 is provided in a location that is readily accessible to a driver operating the vehicle. Preferably, the user interface 22 is a separate user interface mounted on the dashboard adjacent to the driver's seat or on a display integrated into the vehicle. The user interface 22 includes user input to allow a driver or passenger to manually adjust the damping of the shock absorber 18 during operation of the vehicle based on the road conditions encountered. In another illustrated embodiment, the user input is provided on a steering wheel, handlebar, or other steering control of the vehicle to facilitate actuation of the damping adjustment. A display 24 is also provided on the user interface 22 or is provided adjacent to the user interface 22 or integrated into the dashboard display of the vehicle to display information regarding the setting of the damper damping.

In the illustrated embodiment, the adjustable shock absorber 18 is an electrically controlled shock absorber of the CDC (continuous damping control) model available from ZF Sachs Automotive. See cause mann, peter; automotive Shock Absorbers Featues, designs, applications, ISBN 3-478-93230-0,Verl.moderne Industrie,Second Edition,2001,pages 53-63, which is incorporated herein by reference for purposes of illustrating the basic operation of shock absorber 18 in the illustrated embodiment. It should be understood that this description is not limiting and that other suitable types of shock absorbers exist that are commercially available from other manufacturers.

The controller 20 receives user input from the user interface 22 and adjusts the damping characteristics of the adjustable shock absorber 18 accordingly. As discussed below, the user may independently adjust the front and rear shock absorbers 18, 18 to adjust the ride characteristics of the vehicle. In certain other embodiments, each of the shock absorbers 18 is independently adjustable such that the damping characteristics of the shock absorber 18 can be varied from one side of the vehicle relative to the other side of the vehicle. Side-to-side adjustment is desirable during tight turns or other maneuvers where the different damping characteristics of the shock absorber 18 on the opposite side of the vehicle improve ride. The damping response of the shock absorber 18 may change within microseconds to provide a near instantaneous change in damping under potholes, depressions or other driving conditions in the road.

There are also a plurality of sensors coupled to the controller 20. For example, a global change (global change) accelerometer 25 is coupled adjacent to each ground member 12. The accelerometer provides an output signal that is coupled to the controller 20. The accelerometer 25 provides an output signal indicative of the movement between the ground engaging member and the suspension components 16, 18 as the vehicle traverses different terrain.

Additional sensors may include a vehicle speed sensor 26, a steering sensor 28, and a chassis accelerometer 30, all of which have output signals coupled to the controller 20. The accelerometer 30 is, for example, a three-axis accelerometer located on the chassis to provide an indication of the forces on the vehicle during operation. Additional sensors include a brake sensor 32, a throttle position sensor 34, a wheel speed sensor 36, and a gear selection sensor 38. Each of these sensors has an output signal coupled to the controller 20.

In the illustrated embodiment of the present disclosure, the user interface 22 shown in FIG. 2 includes manual user inputs 40 and 42 for adjusting damping of the front axle damper 18 and the rear axle damper 18. The user interface 22 further includes a first display 44 and a second display 46 for displaying damping level settings for the front and rear shock absorbers, respectively. In operation, a driver or passenger of the vehicle may adjust the user inputs 40 and 42 to provide more or less damping to the shock absorber 18 adjacent the front and rear axles of the vehicle. In the illustrated embodiment, the user inputs 40 and 42 are rotatable knobs. The operator reduces the damping of the shock absorber 18 adjacent the front axle of the vehicle by rotating the knob 40 in a counter-clockwise direction. This provides a softer ride for the front axle. By rotating knob 40 in a clockwise direction, the operator provides more damping on shock absorber 18 adjacent the front axle to provide a stiffer ride. The damping level of the front axle is shown on display 44. The damping level may be indicated by any desired numerical range, such as, for example, 0 to 10, where 10 is the hardest and 0 is the softest.

The operator rotates knob 42 in a counterclockwise direction to reduce the damping of shock absorber 18 adjacent the rear axle. The operator rotates knob 42 in a clockwise direction to provide more damping to shock absorber 18 adjacent the rear axle of the vehicle. The setting of the damping level of the rear shock absorber 18 is displayed in the display window 46.

Another embodiment of the user interface 22 is shown in fig. 3. In this embodiment, buttons 50 and 52 are provided for adjusting the damping level of shock absorber 18 positioned adjacent the front axle, and buttons 54 and 56 are provided for adjusting the damping of shock absorber 18 positioned adjacent the rear axle. The operator increases the damping of the shock absorber 18 positioned adjacent the front axle by pressing the button 50 and decreases the damping of the shock absorber 18 positioned adjacent the front axle by pressing the button 52. The damping level of the shock absorber 18 adjacent the front axle is displayed within the display window 57. As discussed above, the input control switch may be positioned at any desired location on the vehicle. For example, in other illustrated embodiments, the user input is located on a steering wheel, handlebar, or other steering control of the vehicle to facilitate actuation of the damping adjustment.

Similarly, the operator presses button 54 to increase the damping of a shock absorber positioned adjacent the rear axle. The operator presses button 56 to reduce the damping reduction of the shock absorber positioned adjacent the rear axle. The display window 58 provides a visual indication of the level of damping of the shock absorber 18 adjacent the rear axle. In other embodiments, different user inputs, such as touch screen control, slide control, or other inputs, may be used to adjust the damping levels of the shock absorber 18 adjacent the front axle and the shock absorber 18 adjacent the rear axle. In other embodiments, different user inputs, such as touch screen control, slide control, or other inputs, may be used to simultaneously adjust the damping levels of all shock absorbers 18 in the vicinity of the four wheels.

Fig. 4 illustrates yet another embodiment of the present disclosure in which the user interface 22 includes a rotatable knob 60 having a selection indicator 62. Knob 60 can be rotated as indicated by double-headed arrow 64 to align indicator 62 to a particular driving condition pattern. In the illustrated embodiment, five modes are disclosed, including a level road mode, a rough road mode, a rock climbing mode, a dithering mode, and a jump/jump mode. The operator rotates the control knob 60 to select a specific driving mode according to the driving condition. The controller 20 automatically adjusts the damping levels of the adjustable shock absorber 18 adjacent the front axle and the adjustable shock absorber 18 adjacent the rear axle of the vehicle based on the particular mode selected.

It should be appreciated that various other modes may be provided, including a sports mode, a wild mode (trail mode), or other desired modes. In addition, different modes may be provided for two-wheel drive, four-wheel drive, high configuration, and low configuration operation of the vehicle. Example modes of operation include:

● Level road mode—a very stiff setting intended to minimize transient vehicle pitch and roll during hard acceleration, emergency braking, and tight cornering.

● Normal field mode-similar to flat road mode but with a somewhat softer setting to allow for absorption of rocks, rootstock and potholes, but still with good cornering, acceleration and braking performance.

● Rock climbing mode-this may be the softest setting, in which the vehicle is operated at a lower speed, allowing maximum wheel tracking. In one embodiment, the rock climbing mode is associated with a vehicle speed sensor 26.

● High speed bumpy track (jitter) -the setting is between the normal field mode and the rock climbing mode to allow high speed control but provide very comfortable ride (bottom out).

● Jump and skip mode-this mode provides harder compression in the damper but less rebound to keep the tire on the ground as much as possible.

● These modes are merely examples, and those skilled in the art will appreciate that there may be many more modes depending on the needs/intended use of the vehicle.

In addition to the driving mode, damping control may be adjusted based on outputs from a plurality of sensors coupled to the controller 20. For example, the setting of the adjustable shock absorber 18 may be adjusted based on the vehicle speed from the speed sensor 26 or the output from the accelerometers 25 and 30. In a slowly moving vehicle, the damping of the adjustable shock absorber 18 is reduced to provide a softer mode for better ride. As vehicle speed increases, shock absorber 18 is tuned to a stiffer damping setting. Damping of shock absorber 18 may be coupled with an output from steering sensor 28 and controlled by the output from steering sensor 28. For example, if the vehicle makes a sharp turn, the damping of the shock absorber 18 on the appropriate side of the vehicle may be adjusted instantaneously to improve ride.

The continuous damping control of the present disclosure may be combined with an adjustable spring 16. The spring 16 may be preloaded adjusted or continuously dynamically adjusted based on a signal from the controller 20.

The output from the brake sensor 32 may also be monitored and used by the controller 20 to adjust the adjustable shock absorber 18. For example, during emergency braking, the damping level of the adjustable shock absorber 18 adjacent the front axle may be adjusted to reduce "dive" of the vehicle. In the illustrated embodiment, the damper is adjusted to minimize pitch by: damping is adjusted by determining the direction of travel of the vehicle, by sensing input from the gear selection sensor 38, and then upon detection by the brake sensor 32 that the brake is applied. In the illustrative example, for a vehicle traveling forward, to improve the braking feel, the system increases the compression damping of the shock absorber 18 in the front of the vehicle and increases the rebound damping of the shock absorber 18 in the rear of the vehicle.

In another embodiment, the controller 20 uses the output from the throttle position sensor to adjust the adjustable shock absorber 18 to adjust or control vehicle subsidence that occurs when the rear of the vehicle descends or sinks during acceleration. For example, the controller 20 may enhance damping of the shock absorber 18 adjacent the rear axle during rapid acceleration of the vehicle. Another embodiment includes driver selectable modes that simultaneously control a throttle map and a damper setting of the vehicle. By correlating the throttle map with the CDC damper calibration, the throttle (engine) characteristics and suspension settings are changed simultaneously as the driver changes modes of operation.

In another embodiment, a position sensor is provided adjacent to the adjustable shock absorber 18. The controller 20 uses these position sensors to enhance damping of the adjustable shock absorber 18 adjacent the end of its travel. This provides progressive damping control for the shock absorber. In one illustrated embodiment, the position sensor of the adjustable shock absorber is an angle sensor located on the a-arm of the vehicle suspension. In another embodiment, the adjustable shock absorber includes a built-in position sensor to indicate when the shock absorber is located near the end of its travel.

In another illustrated embodiment, the system limits the range of adjustment of the shock absorber 18 based on the gear selection detected by the gear selection sensor 38. For example, the damping adjustment range is greater when the gear selector is in the low range than when the gear selector is in the high range to keep the load in a range acceptable to both the vehicle and the operator.

Fig. 5 shows the adjustable shock absorber 18 mounted on an a-arm link 70, the a-arm link 70 having a first end coupled to the frame 14 and a second end coupled to the wheel 12. The adjustable shock absorber 18 includes a first end 72 pivotally coupled to the a-arm 70 and a second end (not shown) pivotally coupled to the frame 14. The damping control actuator 74 is coupled to the controller 20 by a wire 76.

In the illustrated embodiment of the present disclosure, as shown in fig. 1, a battery 80 is coupled to the controller 20. To operate in the demonstration mode in the demonstration room, the ignition or wireless key of the vehicle is used to activate the controller 20, user interface 22 and display 24 to place the vehicle in the auxiliary mode. This allows adjustment of the adjustable shock absorber 18 without starting the vehicle. The operation of the continuous damping control feature of the present disclosure may thus be demonstrated to customers in a display room, which is not allowed to launch the vehicle because it is a closed space. This provides an effective tool for demonstrating how the continuous damping control of the present disclosure quickly adjusts the damping of the front and rear axles of a vehicle.

As described herein, the system of the present disclosure includes four levels or tiers of operation. In the first level, the adjustable shock absorber 18 is adjusted using only the user interface 22 through manual inputs described herein. In the second level of operation, the system is semi-active and uses user input from the user interface 22 in combination with the vehicle sensors described above to control the adjustable shock absorber 18. In a third operating level, the input accelerometer 25 and chassis accelerometer 30 positioned adjacent the ground engaging member 12 are used with the steering sensor 28 and the shock absorber travel position sensor to provide additional input to the controller 20 for use in adjusting the adjustable shock absorber 18. In the fourth operating level, the controller 20 cooperates with the stability control system to adjust the shock absorber 18 to provide enhanced stability control for the vehicle 10.

In another illustrated embodiment, vehicle load information is provided to the controller 20 and used to adjust the adjustable shock absorber 18. For example, the number of passengers may be used or the amount of cargo may be entered to provide vehicle load information. A passenger or cargo sensor may also be provided for automatic input to the controller 20. In addition, sensors on the vehicle may detect accessories on the front or rear of the vehicle that affect the handling of the vehicle. Upon sensing heavy accessories on the front or rear of the vehicle, the controller 20 adjusts the adjustable shock absorber 18. For example, when heavy accessories are placed on the front of the vehicle, the compression damping of the front shock absorber may be increased to help support additional loads.

In another illustrative embodiment of the present disclosure, a method for actively controlling damping of an electronically tunable shock absorber to actively adjust a damping level using both a user selectable mode and a plurality of sensor inputs is disclosed. Inputs from a plurality of vehicle sensors are continuously read using a central controller and output signals are sent to control the damping characteristics of the electronically tunable shock absorber. The illustrative embodiments control damping of the plurality of electronically tunable shock absorbers based on one or more of the following control strategies:

● Damping meter based on vehicle speed

● Roll control: damping meter for steering angle and steering speed of vehicle

● Jump control: detecting air time and adjusting damping accordingly

● Pitch control: braking, diving and sinking

● Use of look-up tables or multivariate equations based on sensor inputs

● Acceleration sensing: chassis acceleration frequency-based selective damping

● Load sensing: increasing damping based on vehicle/tank load

● Oversteer/understeer detection

● Factory default setting, switch-on mode selection

● The failsafe device defaults to fully stabilized

● Closing solenoid valve after a fixed period of time to conserve power while idle

In the illustrated embodiment of the present disclosure, the user selectable mode provides damping control for an electronic shock absorber. In addition to the methods described above, the present disclosure includes modes that can be selected by a user through knobs, touch screens, buttons, or other user inputs. Illustrative user selectable modes and corresponding sensors and controls include:

in addition to damping control, the following key items can be adjusted in various modes:

1. factory default mode

2. Soft/comfort mode

● Vehicle speed

● Turning round

● Flight (Air born) -jumping

● eCTV: keep low RPM > stationary

● Higher auxiliary EPS calibration

3. Automatic/sports mode

● Pitch control

● Connected to the brake switch

● Throttle (CAN) position

● Roll control

● Lateral acceleration

● Steering position (EPS sensor)

● Vehicle speed

● "Auto" means using a damping table or algorithm containing all of these inputs

4. Stabilization/competition mode

● eCTV: higher engagement

● Positive accelerator pedal mapping

● Stable (lower speed assist) EPS calibration

● Fully stabilized damping

5. Rock climbing mode

● Increasing ride height-spring preload

● Rebound increases to account for additional preload

● Soft stabilizer bar

● Speed limit

6. Desert/dune pattern

● Soft stabilizer bar

● Speed-based damping

● Damping that is more stable than "soft

7. Open country/cornering mode

● Low driving height

● Stiffer stabilizer bar

● Increasing damping

● Stable EPS calibration

8. Working mode (locked, fully stable)

● eCTV: smooth engagement

● eCTV: maintaining low RPM > stationary based on engine load

● Load sensing damping and preloading

9. Economy mode

● Low driving height

● Engine calibration

● eCTV calibration

In the illustrated embodiment of the present disclosure, the sensor inputs include one or more of the following:

● Damping mode selection

● Vehicle speed

● 4WD mode

● ADC mode

● Shift mode-CVT and other transmission types

● EPS mode

● Ambient temperature

● Steering angle

● Chassis acceleration (transverse, longitudinal, vertical)

● Steering wheel acceleration

● Gyroscope

● GPS positioning

● Damper position

● Damper temperature

● In-tank load/distribution

● Engine sensor (rpm, temperature, CAN)

● Accelerator pedal

● Brake input/pressure

● Passenger sensor (weight or safety belt)

In the illustrated embodiment of the present disclosure, the damping control system is integrated with other vehicle systems as follows:

vehicle system integration

● EPS calibration

Unique calibration for each driver mode. Fully assists in the working or comfort mode.

● Automatic preload adjustment setting (electric and/or hydraulic control)

Load leveling

Level field/road pattern = lower, rock climbing = higher

For higher preload, increase rebound damping

Traction mode = rear preload increase. Execution mode = front preload

Increase in size

● Vehicle speed limit

Using a look-up table or using an algorithm, in combination with vehicle speed increasing damping for ease of control and

Secure

■ The minimum damping level in all modes except "stable" is adjusted,

■ The steady mode will be at maximum damping independent of vehicle speed

■ Using lower ride height (preload) and vehicle speed in certain modes

● eCVT calibration

Unique calibration for each driver mode associated with electronic damping and preload. (comfort mode = low rpm, soft damping)

● Engine/pedal map calibration

Unique calibration for each driver mode associated with electronic damping and preload. (comfort mode = soft pedal map, soft damping)

● Steer-by-wire

● Load sensing

● Decoupled (coupled) wheel speed for cornering

● 4-wheel steering

● Active stabilizer bar adjustment

● Traction control

● Stability control

●ABS

● Active brake bias

● Preload control

FIG. 6 is a flow chart illustrating vehicle mode platform logic for the systems and methods of the present disclosure. In the illustrated embodiment, the user selects a user mode, as shown at block 100. The selector may be a knob, button, touch screen input, or other user input. The controller 20 uses a look-up table or algorithm to determine preload adjustments for the adjustable springs at the front right, front left, rear right and rear left of the vehicle to adjust the target ride height for the vehicle, as shown at block 102. The controller 20 receives ride height inputs and/or load sensor inputs, as shown at block 104, such that the controller 20 adjusts the spring preload based on the vehicle load.

The controller 20 then determines whether the anti roll bar or stabilizer bar should be connected or disconnected, as shown at block 106. As discussed in detail below, the stabilizer bar may be connected or disconnected depending on the selected mode and sensor input.

The controller 20 also implements damping control logic as discussed below and shown at block 108. The controller 20 uses a damper configuration (profile) for the front right, front left, rear right and rear left adjustable shock absorbers as shown at block 110. As shown at block 112 and discussed in detail below, a plurality of sensor inputs are provided to the controller 20 to continuously control the damping characteristics of the adjustable shock absorber.

The controller 20 uses the stored map to perform calibration of the vehicle's Electronic Power Steering (EPS), as indicated at block 114. Finally, the controller 20 uses the map to calibrate the accelerator pedal position of the vehicle, as shown at block 116. The damping control method of the present disclosure uses a plurality of different state modifiers to control the damping characteristics of an electronically tunable shock absorber. An exemplary state modifier includes parameters set by: from the selected particular user mode shown at block 118, the vehicle speed shown at block 120, the throttle opening shown at block 122. Additional state modifiers include a drive mode sensor, such as a four-wheel drive sensor, as shown at block 124, a steering position sensor, as shown at block 126, and a steering rate sensor, as shown at block 128. The drive mode sensor 124 may include a locked front sensor, an unlocked front sensor, a locked rear sensor, an unlocked rear sensor, or a high-low transmission setting sensor. The state modifier also includes an x-axis acceleration sensor as shown at block 130, a y-axis acceleration sensor as shown at block 132, and a z-axis acceleration sensor as shown at block 134. The x-axis, y-axis, and z-axis for a vehicle such as an ATV are shown in FIG. 14. Another illustrative state modifier is a yaw rate sensor as shown at block 136. The various state modifiers shown in fig. 7 are labeled 1-10 and correspond to modifiers shown in fig. 8-10 that affect the operation of the damping control logic under various driving conditions.

In a passive method for controlling a plurality of electronic shock absorbers, the user-selected mode described above is set with discrete damping levels at all corners of the vehicle. The pre-compression, post-compression, and rebound can be independently adjusted based on the user selected mode of operation without the use of active control based on sensor inputs.

An exemplary method for active damping control of a plurality of electrical shock absorbers is shown in fig. 8. The method of FIG. 8 uses a throttle sensor 138, a vehicle speed sensor 140, and a brake switch or brake pressure sensor 142 as logic inputs. As shown at block 144, the controller 20 determines whether the brake is activated (on). If so, the controller 20 performs the damping control method in the braking state, as shown at block 146. In the braking state, front suspension compression (dive) due to longitudinal acceleration from a braking input is detected. In the braking state 146, the state modifier includes the user selected mode 118 and the vehicle speed 120 to adjust the damping control. In the vehicle state of fig. 8-10, the selected user mode modifier 118 determines a particular lookup table defining the damping characteristics of the adjustable shock absorber at the front right, front left, rear right and rear left of the vehicle. In the braking state 146, compression damping of the front shock absorber and/or rebound damping on the rear shock absorber is provided based on the braking signal.

In the braking state 146, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the front shock absorber and/or rebound damping on the rear shock absorber based on the brake sensor signal. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the brake is not activated, as indicated at block 144, the controller 20 determines if the throttle position is greater than a threshold Y, as indicated at block 148. If not, the controller 20 operates the vehicle in a driving state, as shown at block 150. In the running state, the vehicle is generally operated in a straight line, in which running and drivability of the vehicle at the time of turning and cornering are not detected. In the driving state 150, the state modifier for controlling damping includes a user mode 118, a vehicle speed 120, and a drive mode sensor such as a four-wheel drive sensor 124. In the running state 150, the controller 20 increases damping based on the vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the throttle position is greater than the threshold Y at block 148, the controller 20 determines if the vehicle speed is greater than the threshold Z at block 152. If so, at block 150, as described above, the controller 20 operates the vehicle in a driving state. If the vehicle speed is less than the threshold Z at block 152, the controller 20 operates the vehicle in a submerged state, as shown at block 154. In the sink state 154, the state modifier for controlling damping includes a user selected mode 118, vehicle speed 120, and throttle opening 122. During the dip state 154, compression damping on the rear shock absorber and/or rebound damping on the front shock absorber is increased based on the throttle sensor signal and vehicle speed. Longitudinal acceleration from the throttle input causes the rear suspension to compress (sink).

In the sink state 154, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the rear shock absorber and/or rebound damping on the front shock absorber based on the throttle sensor signal and the vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

Another embodiment of the present disclosure including different sensor input options is shown in fig. 9. In the embodiment of fig. 9, a throttle sensor 138, a vehicle speed sensor 140, and a brake sensor 142 are used as inputs as discussed in fig. 8. In addition, a steering rate sensor 156 and a steering position sensor 158 also provide inputs to the controller 20. As shown at block 160, the controller 20 determines whether the absolute value of the steering position is greater than a threshold X or whether the absolute value of the steering rate is greater than a threshold B. If not, the controller 20 determines if the brake is activated, as indicated at block 162. If not, the controller 20 determines if the throttle position is greater than a threshold Y, as indicated at block 164. If the throttle position is greater than the threshold Y at block 164, the controller 20 operates the vehicle in a driving state as shown at block 150 and described above. In the running state 150, the controller 20 increases damping based on the vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the throttle position is greater than the threshold Y at block 164, the controller 20 determines if the vehicle speed is greater than the threshold Z, as shown at block 166. If so, the controller 20 operates the vehicle in a driving state, as shown at block 150. At block 166, if the vehicle speed is less than the threshold Z, the controller 20 operates the vehicle in the sinking state 154 discussed above with reference to FIG. 8. In the sink state 154, the controller 20 increases damping based on the increased vehicle speed. The additional controller 20 increases compression damping on the rear shock absorber and/or rebound damping on the front shock absorber based on the throttle sensor signal and vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

At block 162, if the brake is activated, the controller 20 operates the vehicle in the braking state 146 discussed above with reference to FIG. 8. In the braking state 146, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the front shock absorber and/or rebound damping on the rear shock absorber based on the brake sensor signal. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

At block 160, if the absolute value of the steering position is greater than a threshold X or the absolute value of the steering rate is greater than a threshold B, the controller 20 determines whether the brake is activated, as shown at block 168. If so, the controller 20 operates the vehicle in a braking state as shown at block 170. In the braking state 170, the mode modifier for controlling damping includes the user input 118, the vehicle speed 120, and the steering rate 128.

In the braking state 170, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases the compression damping on the outside front corner shock absorber based on the inputs from the steering sensor, the brake sensor, and the vehicle speed sensor. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the brake is not activated at block 168, the controller 20 determines if the throttle position is greater than a threshold Y, as shown at block 172. If not, the vehicle controller 20 operates the vehicle in a roll/turn state as shown at block 174. In the roll/turn state, the state modifier for controlling damping includes a user mode 118, a steering position 126, and a steering rate 128. In the roll/cornering situation, lateral acceleration caused by steering and cornering inputs causes a roll of the vehicle body to occur.

In the roll/turn state 174, the controller 20 increases damping based on the increased vehicle speed. Further, when a turning event is detected via the steering sensor, the controller 20 increases compression damping on the outside corner shock absorber and/or rebound damping on the inside corner shock absorber. For a left turn, the outboard shock absorber is a right front-rear shock absorber and a right rear shock absorber, and the inboard shock absorber is a left front shock absorber and a left rear shock absorber. For a right turn, the outboard shock absorber is a front left shock absorber and a rear left shock absorber, while the inboard shock absorber is a front right shock absorber and a rear right shock absorber. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the throttle position is greater than the threshold Y at block 172, the controller 20 operates the vehicle in a sink state as shown at block 176. In the sink state 176, the mode modifier used by the controller 20 to control the damping characteristics relates to the user mode 118, the vehicle speed 120, the throttle opening 122, the steering position 126, and the steering rate 128. Further, damping is increased based on the increased vehicle speed. In addition, compression damping on the outside rear corner is increased based on the steering sensor, the throttle sensor, and the vehicle speed.

In the sinking state 176, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the outside rear corner shock absorber based on inputs from the steering sensor, throttle sensor, and vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

Fig. 10 illustrates yet another embodiment of the damping control method of the present disclosure including a sensor input option different from the embodiments of fig. 8 and 9. The embodiment of fig. 10 uses a z-axis acceleration sensor 180 and an x-axis acceleration sensor 182 as inputs to the controller 20 in addition to the throttle sensor 138, the vehicle speed sensor 140, the brake sensor 142, the steering position sensor 158, and the steering rate sensor 156.

As shown at block 184, the controller 20 first determines whether the acceleration from the z-axis sensor 180 has been less than the threshold C for a time greater than the threshold N. If so, the controller 20 determines that the vehicle is in a jump and controls the vehicle in a jump/pitch condition as shown at block 186 in which the suspension is allowed to drop and the tire loses contact with the ground. In the skip/pitch state 186, the controller 20 controls the damping characteristics using state modifiers related to the user input 118, the vehicle speed 120, and the z-axis acceleration sensor 134.

In the skip/pitch state 186, the controller 20 increases damping based on the increased vehicle speed. Further, when a flight event (and the duration of the flight event) is detected via negative vertical acceleration detected by the z-axis acceleration sensor 134, the controller 20 increases the compression damping on the shock absorber at all four corners. The controller 20 maintains the damping increase after the jump event for a predetermined time. If positive vertical acceleration is detected by z-axis acceleration sensor 134 to have a magnitude greater than the threshold value for a duration longer than the threshold value (such as when in contact with the ground after an empty event), the greater acceleration causes the required duration threshold value to decrease, and rebound damping of the rear shock absorber and/or the front shock absorber may be increased for a period of time. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If a flight event is not detected at block 184, the controller 20 determines at block 188 whether the absolute value of the steering position is greater than a threshold X or whether the absolute value of the steering rate is greater than a threshold B. If not, the controller 20 determines whether the brake is activated and whether the x-axis acceleration is greater than a threshold A at block 190. If so, the controller 20 operates the vehicle in a braking state as shown at block 192.

In the braking state 192, state modifiers related to the user input 118, the vehicle speed 120, the x-axis accelerometer 130, and the y-axis accelerometer 132 are used as inputs for damping control. In the braking state 192, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the outboard front corner shock absorber based on inputs from the steering sensor 158, the brake sensor 142, the vehicle speed sensor 140, and/or the acceleration sensor 180. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the determination at block 190 is negative, the controller 20 determines whether the throttle position is greater than a threshold Y, as indicated at block 194. If not, the controller 20 operates the vehicle in a driving state as at block 196. In the driving state 196, the controller 20 controls the damping characteristics using state modifiers related to the user selected mode 118, the vehicle speed 120, a drive mode sensor such as the four wheel drive sensor 124, and the z-axis accelerometer 134. In the traveling state 196, the controller 20 increases damping based on the vehicle speed. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the throttle position is greater than the threshold Y at block 194, the controller 20 determines if the vehicle speed is greater than the threshold Z, as indicated at block 198. If so, the controller 20 operates the vehicle in the travel state 196 as described above. If not, the controller 20 operates the vehicle in a submerged state as shown at block 200. In the sink state 200, the controller 20 uses state modifiers related to the user mode 118, the vehicle speed 120, the throttle opening 122, and the y-axis accelerometer 132 for damping control. In the sink state 200, the controller 20 increases damping based on the vehicle speed. Further, the controller 20 increases compression damping on the rear shock absorber and/or rebound damping on the front shock absorber based on inputs from the throttle sensor 138, the vehicle speed sensor 140, and/or the acceleration sensor 180. Additional adjustments are made based on duration and longitudinal acceleration. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the absolute value of the steering position is greater than the threshold X or the absolute value of the steering rate is greater than the threshold B at block 188, the controller 20 determines if the brake is activated and if the X-axis acceleration is greater than the threshold A, as shown at block 202. If so, the controller 20 operates the vehicle in a braking state as shown at block 204. In the braking state 204, the controller 20 adjusts the damping control characteristics of the electronically tunable shock absorber using state modifiers related to the user mode 118, the vehicle speed 120, the steering position 126, the x-axis acceleration 130, and the y-axis acceleration 132. In the braking state 204, the controller 20 increases damping based on the increased vehicle speed. Further, the controller 20 increases compression damping on the outboard front corner shock absorber based on inputs from the steering sensor 158, the brake sensor 142, the vehicle speed sensor 140, and/or the acceleration sensor 180. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If a negative determination is made at block 202, the controller 20 determines whether the throttle position is greater than a threshold Y, as shown at block 206. If not, the controller 20 operates the vehicle in a roll/turn state as shown at block 208. In the roll/turn state 208, the controller 20 uses state modifiers related to the user mode 118, the steering position 126, the steering rate 128, the y-axis acceleration 132, and the yaw rate 136 to control the damping characteristics of the adjustable shock absorber. In the roll/turn state 208, the controller 20 increases damping based on the increased vehicle speed. Further, when a steering event is detected via the steering sensor 156 and the accelerometer 182, the controller 20 increases compression damping on the outboard corner shock absorber and/or rebound damping on the inboard corner shock absorber. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

If the throttle position is greater than the threshold Y at block 206, the controller 20 operates the vehicle in a sink state as shown at block 210. In the sink state 210, the controller 20 controls the damping characteristics of the adjustable shock absorber using state modifiers related to the user mode 118, the vehicle speed 120, the throttle opening 122, the steering position 126, the steering rate 128, and the y-axis acceleration 132. In the sink state 210, the controller 20 increases damping based on the vehicle speed. Further, the controller 20 increases compression damping on the outside rear corner shock absorber based on inputs from the throttle sensor 138, the vehicle speed sensor 140, and/or the acceleration sensor 180 or 182. The user mode modifier 118 selects a look-up table and/or algorithm defining damping characteristics at each corner based on the above inputs.

Another embodiment of the present disclosure is shown in fig. 11-13. As part of the damping control system, the stabilizer link 220 is selectively locked or unlocked. The linkage 220 includes a movable piston 222 positioned within a cylinder 224. The end 226 of the piston 222 is illustratively coupled to a stabilizer bar of the vehicle. The end 228 of the cylinder 224 is illustratively coupled to a suspension arm or component of the vehicle. It should be understood that this connection may be reversed.

The locking mechanism 230 includes a movable solenoid 232, which movable solenoid 232 is biased by a spring 234 in the direction of arrow 236. The controller 20 selectively energizes the solenoid 232 to retract the removable solenoid 232 from the extended position shown in fig. 11 and 12 in the direction of arrow 238 to the retracted position shown in fig. 13. In the retracted position, the end of the solenoid 232 is disengaged from the window 240 of the movable piston 232 to allow free movement between the piston 222 and the cylinder 224. If the solenoid 232 is in the extended position shown in FIGS. 11 and 12 engaged with the window 240, the piston 222 is locked relative to the cylinder 224.

When the linkage 220 is unlocked, the telescoping motion of the piston 222 and cylinder 224 eliminates the function of a stabilizer bar while the solenoid 232 is disengaged as shown in fig. 6. When the controller 20 removes the signal from the solenoid 232, the solenoid plunger 232 moves into the window 240 to lock the plunger 222 relative to the cylinder 220. If solenoid 232 loses power due to spring 234, it also enters the locked position. In other words, the solenoid 232 fails in the locked position. It is not necessary to level the vehicle in order for the solenoid 232 to lock the piston 222.

Unlocking the stabilizer bar 220 during low speed operation can provide a tracking benefit to the suspension system. Thus, the stabilizer bar 220 is unlocked in some low speed state. For higher speeds, the stabilizer bar 220 is locked. The controller 20 may also use Electronic Throttle Control (ETC) to limit the vehicle speed to a predetermined maximum speed when the stabilizer bar 220 is unlocked.

While embodiments of this disclosure have been described by way of example designs, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Furthermore, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.

Claims

1. A damping control method for a vehicle, the vehicle having: a suspension between the plurality of ground engaging members and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber, the damping control method comprising:

Receiving, with the controller, user input from the user interface to provide a user-selected damping mode of operation for the plurality of adjustable shock absorbers during operation of the vehicle;

receiving, with the controller, a plurality of inputs from the plurality of vehicle state sensors, the plurality of vehicle state sensors including a brake sensor, a throttle sensor, and a vehicle speed sensor;

determining, with the controller, whether a vehicle brake is actuated based on input from the brake sensor;

determining, with the controller, a throttle position based on input from the throttle sensor;

determining, with the controller, a speed of the vehicle based on input from the vehicle speed sensor;

when the brake is actuated, operating a damping control according to a braking state in which the controller defines damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user-selected mode and a vehicle speed;

operating the damping control according to a first travel state when the brake is not actuated and the throttle position is less than a threshold Y, wherein in the first travel state the controller defines damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a vehicle speed; and

Operating the damping control according to a second travel state when the brake is not actuated, the throttle position is greater than the threshold Y, and the vehicle speed is greater than a threshold Z;

wherein in the second travel state, the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a vehicle speed.

2. The method of claim 1, wherein in the braking state, the controller increases compression damping on the front right shock absorber and the front left shock absorber.

3. The method of claim 2, wherein in the braking state, the controller further increases rebound damping on the at least one rear shock absorber.

4. The method of claim 1, further comprising:

receiving, with the controller, input from an additional vehicle state sensor including a steering position sensor;

determining, with the controller, a steering position based on input from the steering position sensor; and

when the steering position is greater than a threshold value X, the brake is not actuated, and the throttle position is less than the threshold value Y, the damping control is operated in a roll/turn state in which the controller defines damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user-selected mode, a steering rate, and a steering position.

5. The method of claim 4, further comprising:

determining, with the controller, a steering rate based on input from a steering rate sensor; and

when the steering position is greater than a threshold X or the steering rate is greater than a threshold B, the brake is not actuated and the throttle position is less than the threshold Y, the damping control is operated in a roll/turn state in which the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user selected mode, steering rate, and steering position.

6. The method of claim 5, wherein in the roll/turn state, when a turn event is detected via one of the steering rate sensor and the steering position sensor, the controller increases compression damping on an outboard shock absorber, "outboard" being defined as the side opposite the direction of the turn.

7. The method of claim 4, wherein in the roll/turn condition, the controller increases compression damping on an outboard shock absorber when a turn event is detected via a steering sensor, "outboard" being defined as the side opposite the turn direction.

8. The method of claim 7, wherein in the roll/turn condition, the controller increases rebound damping on a medial shock absorber when a turn event is detected via the steering sensor, "medial" being defined as the same side of the turn direction.

9. The method of claim 1, wherein a plurality of springs and the plurality of shock absorbers are coupled between the frame and the ground engaging member by a link of the suspension.

10. A damping control method for a vehicle, the vehicle having: a suspension between the plurality of ground engaging members and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber, the damping control method comprising:

receiving, with the controller, a plurality of inputs from the plurality of vehicle state sensors, the plurality of vehicle state sensors including a steering sensor, a vehicle speed sensor, and a brake sensor;

Determining, with the controller, whether a vehicle brake is actuated based on input from the brake sensor; determining, with the controller, a steering sensor position based on input from the steering sensor;

determining, with the controller, a vehicle speed based on input from the vehicle speed sensor; when the brake is actuated, operating a damping control in a braking state, wherein in the braking state the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a vehicle speed;

operating the damping control in a modified braking state in which the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode, vehicle speed, and steering rate when the brake is actuated and the steering position is greater than a threshold X or the steering rate is greater than a threshold B; and

when the steering position is greater than a threshold X or the steering rate is greater than a threshold B, the brake is not actuated and a throttle position determined via a throttle sensor is less than a threshold Y, the damping control is operated in a roll/turn state in which the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user-selected mode and at least one of steering position and steering rate.

11. The method of claim 10, wherein in the roll/turn condition, the controller increases compression damping on an outboard shock absorber when a turn event is detected via the steering sensor, "outboard" being defined as the side opposite the turn direction.

12. The method of claim 10, wherein in the roll/turn condition, the controller increases rebound damping on a medial shock absorber when a turn event is detected via the steering sensor, "medial" being defined as the same side of the turn direction.

13. The method of claim 10, wherein in the roll/turn condition, the controller controls damping characteristics of the plurality of adjustable shock absorbers using a condition modifier relating to user mode, steering position, and steering rate.

14. The method of claim 10, further comprising: operating the damping control according to a first driving state when the steering position is not greater than the threshold X or the steering rate is not greater than the threshold B, the brake is not actuated and the throttle position is less than the threshold Y, wherein in the first driving state the controller defines damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user selected mode and a vehicle speed; and

The damping control is operated according to a second travel state when the brake is not actuated, the throttle position is greater than the threshold Y, and the vehicle speed is greater than a threshold Z, wherein in the second travel state the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and vehicle speed.

15. The method of claim 14, wherein a damping characteristic of at least one shock absorber in the first travel state has reduced damping relative to a characteristic of the second travel state.

16. A damping control method for a vehicle, the vehicle having: a suspension between the plurality of ground engaging members and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber, the damping control method comprising:

Receiving, with the controller, a plurality of inputs from the plurality of vehicle state sensors, the plurality of vehicle state sensors including a throttle sensor, a vehicle speed sensor, and a steering sensor;

determining, with the controller, a throttle position based on input from the throttle sensor; determining, with the controller, a speed of the vehicle based on input from the vehicle speed sensor;

determining, with the controller, a steering sensor position based on input from the steering sensor;

when the steering position is greater than a threshold X or the steering rate is greater than a threshold B, the brake is not actuated and the throttle position is less than a threshold Y, operating damping control in a roll/turn state in which the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and at least one of steering position and steering rate;

operating the damping control according to a first driving state when the steering position is not greater than the threshold X or the steering rate is not greater than the threshold B, the brake is not actuated and the throttle position is less than the threshold Y, wherein in the first driving state the controller defines damping characteristics of the plurality of adjustable shock absorbers based on a state modifier including a user selected mode and a vehicle speed; and

17. The method of claim 16, further comprising: determining, with the controller, a lateral acceleration based on an input from a lateral acceleration sensor; and operating the damping control in the roll/turn state by adjusting damping characteristics of the plurality of adjustable shock absorbers based on a state corrector further including a lateral acceleration.

18. The method of claim 16, wherein the first and second travel states are two states that are part of a continuous travel state, wherein a damping characteristic of the adjustable shock absorber varies based on vehicle speed.

19. The method of claim 16, wherein in the roll/turn condition, the controller increases compression damping on an outboard shock absorber when a turn event is detected via the steering sensor, "outboard" being defined as the side opposite the turn direction.

20. The method of claim 16, wherein a damping characteristic of at least one shock absorber in the first travel state has reduced damping relative to a characteristic of the second travel state.

21. A damping control method for a vehicle, the vehicle having: a suspension between the plurality of ground engaging members and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber, the damping control method comprising:

receiving, with the controller, a plurality of inputs from the plurality of vehicle state sensors, the plurality of vehicle state sensors including a z-axis acceleration sensor;

determining, with the controller, when the vehicle is in a flight event, the flight event being determined when input from the z-axis acceleration sensor indicates a z-axis acceleration that continues to be less than a first threshold for a time greater than a second threshold to identify the flight event;

When the vacation event is determined, damping control is operated according to a vacation state in which the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user-selected mode and z-axis acceleration; and

the damping control is operated according to the vacation state in which the controller increases compression damping according to the duration of the detected vacation event.

22. A method according to claim 21, wherein in the vacated state the controller increases compression damping on the front right shock absorber, the front left shock absorber and the at least one rear shock absorber.

23. A method according to claim 21, wherein the controller maintains a damped increase in the vacated state for a predetermined duration after the end of the vacated event causing the vacated state.

24. The method of claim 21, further comprising:

detecting positive vertical acceleration via input from the z-axis acceleration sensor;

determining, with the controller, when the vehicle is in a landing state, the landing state being determined when the input from the z-axis acceleration sensor indicates a z-axis acceleration that continues to be greater than a third threshold for a time greater than a fourth threshold;

Operating the damping control in accordance with a landing state when the landing state is determined, wherein in the landing state the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a z-axis acceleration; and

the damping control is operated according to the landing state, wherein in the landing state the controller increases rebound damping.

25. The method of claim 24, wherein the fourth threshold is a dynamic threshold that is inversely related to the magnitude of the determined positive z-axis acceleration.

26. The method of claim 21, wherein the z-axis acceleration sensor is coupled to a chassis of the vehicle.

27. The method of claim 21, further comprising:

determining, with the controller, when the vehicle is not in the flight event; and

determining when the vehicle experiences at least one of: 1) The absolute value of the steering position is greater than a fifth threshold; and 2) the absolute value of the steering rate is greater than a sixth threshold.

28. The method of claim 27, further comprising operating in a braking state if:

Determining that the vehicle is not experiencing at least one of: 1) The absolute value of the steering position is greater than a fifth threshold; and 2) the absolute value of the steering rate is greater than a sixth threshold; and

it is determined when the brake is actuated and the x-axis acceleration is greater than a seventh threshold.

29. A vehicle, the vehicle having:

a frame;

a suspension between a plurality of ground engaging members and the frame, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber;

a plurality of vehicle state sensors;

a user interface;

a controller operable to control operation of the suspension, the controller including instructions thereon that, when interpreted by the controller, cause the controller to:

receiving user input from the user interface to provide a user-selected damping mode of operation for the plurality of adjustable shock absorbers during operation of the vehicle;

receiving a plurality of inputs from the plurality of vehicle state sensors, the plurality of vehicle state sensors including a z-axis acceleration sensor;

determining when the vehicle is in a flight event, determining the flight event when input from the z-axis acceleration sensor indicates a z-axis acceleration that continues to be less than a first threshold for a time greater than a second threshold;

Operating the suspension in accordance with a vacation state when the vacation event is determined, wherein in the vacation state the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a z-axis acceleration; and

damping control is operated according to the vacation state, wherein in the vacation state the controller increases compression damping according to the duration of the detected vacation event.

30. A vehicle according to claim 29, wherein in the empty state the controller increases compression damping on the front right shock absorber, the front left shock absorber and the at least one rear shock absorber.

31. A vehicle according to claim 29 wherein the instructions further cause the controller to maintain a damping increase of the vacation state for a predetermined duration after the end of the vacation event causing the vacation state.

32. The vehicle of claim 29, wherein the instructions further cause the controller to:

determining when the vehicle is in a landing state, the landing state being determined when the input from the z-axis acceleration sensor indicates a z-axis acceleration that continues to be greater than a third threshold for a time greater than a fourth threshold;

33. The vehicle of claim 32, wherein the fourth threshold is a dynamic threshold that is inversely related to the magnitude of the determined positive z-axis acceleration.

34. The vehicle of claim 29, wherein the z-axis acceleration sensor is coupled to a chassis of the vehicle.

35. The vehicle of claim 29, wherein the instructions further cause the controller to:

36. The vehicle of claim 29, wherein the instructions further cause the controller to operate in a braking state when:

37. A vehicle, the vehicle having:

a frame;

a plurality of vehicle state sensors;

a user interface;

Determining when the vehicle is in a landing state, the landing state being determined when the input from the z-axis acceleration sensor indicates a z-axis acceleration that continues to be greater than a first threshold for a time greater than a second threshold;

when determining a landing state, operating a damping control in accordance with the landing state, wherein in the landing state the controller defines damping characteristics for the plurality of adjustable shock absorbers based on a state modifier comprising a user selected mode and a z-axis acceleration; and

38. The vehicle of claim 37, wherein the second threshold is a dynamic threshold that is inversely related to the magnitude of the determined positive z-axis acceleration.

39. The vehicle of claim 37, wherein in the landing condition, the controller increases rebound damping on the front right shock absorber, the front left shock absorber, and the at least one rear shock absorber.

40. The vehicle of claim 37, wherein the z-axis acceleration sensor is coupled to a chassis of the vehicle.

41. A damping control method for a vehicle, the vehicle having: a suspension between the plurality of ground engaging members and the frame; a controller; a plurality of vehicle state sensors; and a user interface, the suspension including a plurality of adjustable shock absorbers including a front right shock absorber, a front left shock absorber, and at least one rear shock absorber, the damping control method comprising:

receiving, by the controller, a plurality of inputs from the plurality of vehicle state sensors, wherein the plurality of vehicle state sensors include a multi-axis acceleration sensor;

determining, by the controller, whether the vehicle is in a flight event based on comparing a first acceleration value from the multi-axis acceleration sensor to a first threshold, wherein the first acceleration value corresponds to a first axis;

in response to determining that the vehicle is in the empty event, providing, by the controller and to the plurality of adjustable shock absorbers, one or more first commands to cause adjustment of one or more damping characteristics for the plurality of adjustable shock absorbers;

in response to determining that the vehicle is not in the flight event and in response to an absolute value of a steering position being greater than a threshold X or an absolute value of a steering rate being greater than a threshold B, comparing a second acceleration value from the multi-axis acceleration sensor to a second threshold, determining, by the controller, that the vehicle is in a braking state when the second acceleration value is greater than the second threshold and a brake of the vehicle is activated, and determining, by the controller, that the vehicle is in a turning state when the second acceleration value is not greater than the second threshold and a throttle position is less than a threshold Y, wherein the second acceleration value corresponds to a second axis different from the first axis;

In response to determining that the vehicle is in the braking state, providing, by the controller and to the plurality of adjustable shock absorbers, one or more second commands to cause adjustment of one or more damping characteristics for the plurality of adjustable shock absorbers; and

in response to determining that the vehicle is in the cornering condition, one or more third commands are provided by the controller and to the plurality of adjustable shock absorbers to cause adjustment of one or more damping characteristics for the plurality of adjustable shock absorbers.

42. The method of claim 41, further comprising:

after determining that the vehicle is in the flight event, determining, by the controller, whether the vehicle is in contact with the ground based on comparing a third acceleration value from the multi-axis acceleration sensor to a third threshold value, wherein the third acceleration value corresponds to the first axis; and

in response to determining that the vehicle is in contact with the ground, one or more fourth commands are provided by the controller and to the plurality of adjustable shock absorbers to cause adjustment of one or more damping characteristics for the plurality of adjustable shock absorbers.

43. The method of claim 42, wherein determining whether the vehicle is in contact with the ground is based on determining that the third acceleration value has a magnitude greater than the third threshold value and for a period of time greater than a threshold time.

44. The method of claim 42, further comprising:

one or more fourth commands are generated, wherein the one or more fourth commands include at least one command to cause an increase in rebound damping characteristics for the front right shock absorber or the front left shock absorber over a duration of time.

45. The method of claim 42, further comprising:

one or more fourth commands are generated, wherein the one or more fourth commands include at least one command to cause an increase in rebound damping characteristics for the at least one rear shock absorber over a duration of time.

46. The method of claim 42, further comprising:

receiving user input from the user interface indicating a user-selected damping mode of operation for the plurality of adjustable shock absorbers; and

the one or more fourth commands are generated based on the user-selected mode.

47. The method of claim 41, further comprising:

Determining at least one inboard adjustable shock absorber from the plurality of adjustable shock absorbers based on a direction in which the vehicle turns; and

one or more third commands are generated, wherein the one or more third commands include at least one command to cause an increase in rebound damping characteristics for the at least one inboard adjustable shock absorber.

48. The method of claim 47, wherein the plurality of vehicle condition sensors further comprises a vehicle speed sensor, and wherein the method further comprises:

receiving information indicating a speed of the vehicle from the vehicle speed sensor, and

wherein the at least one command to cause an increase in rebound damping characteristics is based on a speed of the vehicle.

49. The method of claim 41, further comprising:

determining at least one outboard adjustable shock absorber from the plurality of adjustable shock absorbers based on a direction in which the vehicle turns; and

one or more third commands are generated, wherein the one or more third commands include at least one command to cause an increase in compression damping characteristics for the at least one outside adjustable shock absorber.

50. The method of claim 49, wherein the plurality of vehicle condition sensors further comprises a vehicle speed sensor, and wherein the method further comprises:

wherein the at least one command to cause an increase in compression damping characteristics is based on a speed of the vehicle.

51. The method of claim 41, further comprising:

one or more second commands are generated, wherein the one or more second commands include at least one command to cause an increase in compression damping characteristics for the front right shock absorber or the front left shock absorber.

52. The method of claim 41, further comprising:

one or more second commands are generated, wherein the one or more second commands include at least one command to cause an increase in rebound damping characteristics for the at least one rear shock absorber.

53. A vehicle, the vehicle having:

a frame;

A plurality of vehicle state sensors, wherein the plurality of vehicle state sensors include an acceleration sensor and a steering sensor;

a user interface;

receiving acceleration information indicative of a first acceleration value from the acceleration sensor;

receiving steering information from the steering sensor;

determining whether the vehicle is in a flight event based on the first acceleration value being continuously less than an acceleration value threshold for a period of time greater than a threshold time;

determining whether the vehicle is in a turn event based on the steering information;

generating one or more commands to cause adjustment of one or more damping characteristics for at least one of the plurality of adjustable shock absorbers based on whether the vehicle is in the empty event or whether the vehicle is in the turn event; and

the one or more commands are provided to the at least one adjustable shock absorber of the plurality of adjustable shock absorbers.

54. The vehicle of claim 53, wherein the steering information indicates a steering position of a steering wheel, and wherein the controller is configured to determine whether the vehicle is in the turn event based on comparing the steering position to a steering position threshold.

55. The vehicle of claim 53, wherein the steering information indicates a steering rate of a steering wheel, and wherein the controller is configured to determine whether the vehicle is in the turn event based on comparing the steering rate to a steering rate threshold.

56. The vehicle of claim 53, wherein the controller is configured to:

receiving second acceleration information from the acceleration sensor indicating a second acceleration value, wherein the first acceleration value corresponds to a first acceleration axis and the second acceleration value corresponds to a second acceleration axis different from the first acceleration axis; and is also provided with

Wherein the controller is configured to determine whether the vehicle is in the turning event based on comparing the second acceleration value to a second acceleration value threshold.

57. A vehicle in accordance with claim 56 wherein the plurality of vehicle condition sensors comprises a throttle position sensor configured to provide information indicative of throttle position to the controller, and wherein the controller is configured to determine whether the vehicle is in the turn event based on the throttle position being less than a throttle position threshold.

58. The vehicle of claim 53, wherein the controller is configured to:

determining a direction in which the vehicle turns based on the steering information; and

determining at least one inside adjustable shock absorber from the plurality of adjustable shock absorbers based on the direction in which the vehicle turns, and

wherein the controller is configured to generate the one or more commands by generating at least one command to cause an increase in rebound damping characteristics for the at least one inboard adjustable shock absorber.

59. The vehicle of claim 53, wherein the controller is configured to:

determining at least one outboard adjustable shock absorber from the plurality of adjustable shock absorbers based on the direction in which the vehicle turns, and

wherein the controller is configured to generate the one or more commands by generating at least one command to cause an increase in compression damping characteristics for the at least one outside adjustable shock absorber.

60. A vehicle, the vehicle having:

a frame;

A plurality of vehicle state sensors, wherein the plurality of vehicle state sensors include an acceleration sensor and a brake sensor;

a user interface;

receiving brake information from the brake sensor indicating actuation of a brake pedal;

determining whether the vehicle is in a braking event based on the braking information indicating actuation of the brake pedal;

generating one or more commands to cause adjustment of one or more damping characteristics for at least one of the plurality of adjustable shock absorbers based on whether the vehicle is in the empty event or whether the vehicle is in the braking event; and

61. The vehicle of claim 60, wherein the controller is configured to:

Wherein the controller is configured to determine whether the vehicle is in the braking event based on comparing the second acceleration value to a second acceleration value threshold.

62. The vehicle of claim 60, wherein the controller is configured to generate the one or more commands by generating at least one command to cause an increase in compression damping characteristics for the front right shock absorber or the front left shock absorber.

63. The vehicle of claim 60, wherein the controller is configured to generate the one or more commands by generating at least one command to cause an increase in rebound damping characteristics for the at least one rear shock absorber.