CA2963790A1 - Vehicle having suspension with continuous damping control - Google Patents
Vehicle having suspension with continuous damping control Download PDFInfo
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- CA2963790A1 CA2963790A1 CA2963790A CA2963790A CA2963790A1 CA 2963790 A1 CA2963790 A1 CA 2963790A1 CA 2963790 A CA2963790 A CA 2963790A CA 2963790 A CA2963790 A CA 2963790A CA 2963790 A1 CA2963790 A1 CA 2963790A1
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- 238000013016 damping Methods 0.000 title claims abstract description 238
- 239000000725 suspension Substances 0.000 title claims abstract description 23
- 230000035939 shock Effects 0.000 claims abstract description 178
- 239000006096 absorbing agent Substances 0.000 claims abstract description 121
- 230000001133 acceleration Effects 0.000 claims description 51
- 239000003607 modifier Substances 0.000 claims description 51
- 238000000034 method Methods 0.000 claims description 41
- 230000006835 compression Effects 0.000 claims description 31
- 238000007906 compression Methods 0.000 claims description 31
- 239000003381 stabilizer Substances 0.000 description 17
- 230000036316 preload Effects 0.000 description 16
- 239000011435 rock Substances 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
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- 238000011217 control strategy Methods 0.000 description 1
- 230000009193 crawling Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0164—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during accelerating or braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
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- B60G2800/90—System Controller type
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- B60G2800/916—Body Vibration Control
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- B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
CONTINUOUS DAMPING CONTROL
[0001] The present disclosure relates to improved suspension for a vehicle having continuous "on-the-go" damping control for shock absorbers.
The valve is connected to a controller having a user interface that is within the driver's reach for adjustment while operating the vehicle. In one embodiment, the controller increases or decreases the damping of the shock absorbers based on user inputs received from an operator. In another embodiment, the controller has several preset damping modes for selection by the operator. The controller is also coupled to sensors on the suspension and chassis to provide an actively controlled damping system.
operating the damping control in a ride condition if the brakes are not actuated and a throttle position is less than a threshold Y, wherein in the ride condition the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode and the vehicle speed; operating the damping control in the ride condition if the brakes are not actuated, the throttle position in greater than the threshold Y, and
[0005] 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.
The invention includes any alterations and further modifications in the illustrated devices and described methods and further applications of the principles of the invention which would normally occur to one skilled in the art to which the invention relates.
The ground engaging members 12 include wheels, skis, guide tracks, treads or the like. The suspension typically includes springs 16 and shock absorbers 18 coupled between the ground engaging members 12 and the frame 14. The springs 16 may include, for example, coil springs, leaf springs, air springs or other gas springs. The air or gas springs 16 may be adjustable. See, for example, U.S. Patent No. 7,950,486 incorporated herein by reference. The springs 16 are often coupled between the vehicle frame 14 and the ground engaging members 12 through an A-arm linkage 70 (See Fig. 5) or other type linkage. Adjustable shock absorbers 18 are also coupled between the ground engaging members 12 and the vehicle frame 14. An illustrating embodiment, a spring 16 and shock 18 are located adjacent each of the ground engaging members 12. In an ATV, for example, four springs 16 and adjustable shocks 18 are provided adjacent each wheel 12. Some manufacturers offer adjustable springs 16 in the form of either air springs or hydraulic preload rings. These adjustable springs 16 allow the operator to adjust the ride height on the go. However, a majority of ride comfort comes from the damping provided by shock absorbers 18.
Preferably, the user interface 22 is either a separate user interface mounted adjacent the driver's seat on the dashboard or integrated onto a display within the vehicle. User interface 22 includes user inputs to allow the driver or a passenger to manually adjust shock absorber 18 damping during operation of the vehicle based on road conditions that are encountered. In another illustrated embodiment, the user inputs are on a steering wheel, handle bar, or other steering control of the vehicle to facilitate actuation of the damping adjustment. A display 24 is also provided on or next to the user interface 22 or integrated into a dashboard display of the vehicle to display information related to the shock absorber damping settings.
Sachs Automotive. See Causemann, Peter; Automotive Shock Absorbers: Features, Designs, Applications, ISBN 3-478-93230-0, Verl. Moderne Industrie, Second Edition, 2001, pages 53-63, incorporated by reference herein for a description of the basic operation of the shock absorbers 18 in the illustrated embodiment. It is understood that this description is not limiting and there are other suitable types of shock absorbers available from other manufacturers.
For example, the global change accelerometer 25 is coupled adjacent each ground engaging member 12. The accelerometer provides an output signal coupled to controller 20. The accelerometers 25 provide an output signal indicating movement of the ground engaging members and the suspension components 16 and 18 as the vehicle traverses different terrain.
Accelerometer 30 is illustratably a three-axis accelerometer located on the chassis to provide an indicating of 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.
By rotating the knob 40 in a clockwise direction, the operator provides more damping on the shock absorbers 18 adjacent the front axle to provide a stiffer ride. The damping level for front axle is displayed in display 44. The damping level may be indicated by any desired numeric range, such as for example, between 0-10, with 10 being the most stiff and 0 the most soft.
As discussed above, the input control switches can be located any desired location on the vehicle. For example, in other illustrated embodiments, the user inputs are on a steering wheel, handle bar, or other steering control of the vehicle to facilitate actuation of the damping adjustment.
In other embodiments, different user inputs such as touch screen controls, slide controls, or other inputs may be used to adjust the damping level of shock absorbers 18 adjacent the front and rear axles.
In other embodiments, different user inputs such as touch screen controls, slide controls, or other inputs may be used to adjust the damping level of shock absorbers 18 adjacent all four wheels at once.
Illustrative operation modes include:
= Smooth Road Mode ¨ Very stiff settings designed to minimize transient vehicle pitch and roll through hard acceleration, braking, and cornering.
= Normal Trail Mode ¨ Similar to smooth road mode, but a little bit softer set-up to allow for absorption of rocks, roots, and potholes but still have good cornering, accelerating, and braking performance.
= Rock Crawl Mode ¨ This would be the softest setting allowing for maximum wheel articulation for slower speed operation. In one embodiment, the rock crawl mode is linked to vehicle speed sensor 26.
= High Speed Harsh Trail (Chatter) ¨ This setting is between Normal Trail Mode and Rock Crawl Mode allowing for high speed control but very plush ride (bottom out easier).
= Whoops and Jumps Mode ¨ This mode provides stiffer compression in the dampers but less rebound to keep the tires on the ground as much as possible.
= These modes are only examples one skilled in the art would understand there could be many more modes depending on the desired/intended use of the vehicle.
of the vehicle. In an illustrated embodiment, dampers are adjusted to minimize pitch by determining which direction the vehicle is traveling, by sensing an input from the gear selection sensor 38 and then adjusting the damping when the brakes are applied as detected by the brake sensor 32. In an illustrative example, for improved braking feel, the system increases the compression damping for shock absorbers 18 in the front of the vehicle and adds rebound damping for shock absorbers 18 in the rear of the vehicle for a forward traveling vehicle.
damper calibrations together, both the throttle (engine) characteristics and the suspension settings simultaneously change when a driver changes operating modes.
DEMONSTRATION MODE
For example, when a heavy attachment is put on to the front of a vehicle, the compression damping of the front shocks may be increased to help support the additional load.
central controller is used to read inputs from the plurality of vehicle sensors continuously and send output signals to control damping characteristics of the electronically adjustable shocks.
Illustrative embodiments control damping of the plurality of electronically adjustable shocks based on one or more of the following control strategies:
= Vehicle speed based damping table = Roll control: Vehicle steering angle and rate of steer damping table = Jump control: Detect air time and adjust damping accordingly = Pitch control: Brake, dive, and squat = Use of a lookup table or a multi-variable equation based on sensor inputs = Acceleration sensing: Select damping based on frequency of chassis acceleration = Load sensing: Increase damping based on vehicle/box load = Oversteer / understeer detection = Factory defaults, key-on mode selection = Fail safe defaults to full firm = Time delay that turns solenoid off after a set period of time to conserve power at idle
In addition to damping control, the following bullet point items can also be adjusted in each mode:
1. Factory Default Mode 2. Soft / Comfort Mode = Vehicle speed = Turning = Air born¨jumps = eCVT: Maintain low RPM > quiet = higher assist EPS calibration 3. Auto/Sport Mode = Pitch control = Tied to brake switch = Throttle (CAN) position = Roll control = Lateral acceleration = Steering position (EPS sensor) = Vehicle speed = "Auto" means use damping table or algorithm, which incorporates all these inputs 4. Firm / Race Mode = eCTV: Higher engagement = Aggressive throttle pedal map = Firm (lower assist at speed) EPS calibration = Full firm damping 5. Rock Crawling Mode = Increase ride height ¨ spring preload = Rebound increase to deal with extra preload = Soft stabilizer bar = Speed limit 6. Desert / Dunes Mode = Soft stabilizer bar = Speed based damping = Firmer damping than "Soft"
7. Trail / Cornering Mode = Lower ride height = Stiffer stabilizer bar = Increase damping = Firm EPS calibration 8. Work Mode (Lock-out, full firm) = eCVT: Smooth engagement = eCVT: Maintain low RPM > quiet, dependent on engine load = Load sensing damping & preload 9. Economy Mode = Lower ride height = Engine cal = eCVT cal
= Damping mode selection = Vehicle speed = 4WD mode = ADC mode = Transmission mode ¨ CVT and other transmission types = EPS mode = Ambient temp = Steering angle = Chassis Acceleration (lateral, long, vertical) = Steering Wheel Acceleration = Gyroscope = GPS location = Shock position = Shock temperature = Box load/distribution = Engine sensors (rpm, temp, CAN) = Throttle pedal = Brake input / pressure = Passenger Sensor (weight or seatbelt)
Vehicle Systems Integration = EPS calibration o Unique calibrations for each driver mode. Full assist in work or comfort mode.
= Automatic preload adjustment setting (electronic and/or hydraulic control) o Load leveling o Smooth trail/on-road mode = lower, Rock crawl = higher o Increase rebound damping for higher preloads o Haul mode= increased preload in rear. Implement mode = increased preload in front = Vehicle speed limits o Increase damping with vehicle speed for control and safety using lookup table or using an algorithm = adjusts the minimum damping level in all modes beside "Firm"
= firm mode would be at max damping independent of vehicle speed = lower ride height (preload) with vehicle speed in certain modes = eCVT calibration o Unique calibrations for each driver mode that ties in with electronic damping and preload. (comfort mode = low rpm, soft damping) = Engine/pedal map calibration o Unique calibrations for each driver mode that ties in with electronic damping and preload. (comfort mode = soft pedal map, soft damping) = Steer by wire = Load sensing = Decoupled wheel speed for turning = 4 wheel steer = Active Stabilizer Bar Adjustment = Traction Control = Stability Control = ABS
= Active Brake Bias = Preload control
Additional condition modifiers include a drive mode sensor such as 4-wheel drive sensor as illustrated at block 124, a steering position sensor as illustrated at block 126, and a steering rate sensor as illustrated at block 128. Drive mode sensor 124 may include locked front, unlocked front, locked rear, unlocked rear, or high and low transmission setting sensors. Condition modifiers further include an x-axis acceleration sensor as illustrated at block 130, a y-axis acceleration sensor as illustrated at block 132, and a z-axis acceleration sensor illustrated 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 condition modifier is a yaw rate sensor as illustrated at block 136. The various condition modifiers illustrated in Fig. 7 are labeled 1-10 and correspond to the modifiers which influence operation of the damping control logic under the various drive conditions shown in Figs. 8-10.
Front and rear compression and rebound are adjusted independently based on the user selected mode of operation without the use of active control based on sensor inputs.
Controller 20 determines whether an absolute value of the steering position is greater than a threshold X or an absolute value of the steering rate is greater than a threshold B as illustrated at block 160. If not, controller 20 determines whether the brakes are on as illustrated at block 162.
If not, controller 20 determines whether the throttle position is greater than a threshold Y as illustrated at block 164. If the throttle position is greater than the threshold Y at block 164, controller 20 operates the vehicle in the Ride Condition as illustrated at block 150 and discussed above. In the Ride Condition 150, the controller 20 increases damping based on the vehicle speed. User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
For a right hand turn, the outside shock absorbers are the front left and rear left shock absorbers and the inside shock absorbers are front right and rear right shock absorbers.
User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
8 and 9. In addition to throttle sensor 138, vehicle speed sensor 140, brake sensor 142, steering position sensor 158, and steering rate sensor 156, the embodiment of Fig. 10 also uses a z-axis acceleration sensor 180 and an x-axis acceleration sensor 182 as inputs to the controller 20.
The controller 20 maintains the damping increase for a predetermined duration after the jump event. If positive vertical acceleration is detected by z-axis acceleration sensor 134 having a magnitude greater than a threshold value and for longer than a threshold duration (such as when contact with the ground is made after an airborne event), whereas greater acceleration reduces the duration threshold required, rebound damping may be increased to the rear and/or front shocks for an amount of time. User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
If not, controller 20 operates the vehicle in a Ride Condition as illustrated at block 196. In the Ride Condition 196, controller 20 uses condition modifiers for the user-selected mode 118, the vehicle speed 120, a drive mode sensor such as four-wheel drive sensor 124, and the z-axis accelerometer 134 to control damping characteristics. In the Ride Condition 196, the controller 20 increases damping based on the vehicle speed. User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
Further, the controller 20 increases compression damping on the rear shocks and/or rebound damping on the front shocks based on inputs from throttle sensor 138, vehicle speed sensor 140, and/or acceleration sensor 180. Additional adjustments are made based on time duration and longitudinal acceleration. User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
Further, controller increases compression damping on the outside corner shocks and/or rebound damping on the 15 inside corner shocks when a turn event is detected via steering sensor 156 and accelerometer 182. User mode modifiers 118 select the lookup table and/or algorithm that defines the damping characteristics at each corner based on above inputs.
11-13. As part of the damping control system, a stabilizer bar linkage 220 is selectively locked or unlocked.
The linkage 220 includes a movable piston 222 located within a cylinder 224.
An end 226 of piston 222 as illustratively coupled to a stabilizer bar of the vehicle. An end 228 of cylinder 224 as illustratively coupled to a suspension arm or component of the vehicle. It is understood that this connection could be reversed.
Claims (23)
receiving with the controller a user input from the user interface to provide a user selected mode of damping 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 condition sensors including a brake sensor, a throttle sensor, and a vehicle speed sensor;
determining with the controller whether vehicle brakes are actuated based on an input from the brake sensor;
determining with the controller a throttle position based on an input from the throttle sensor;
determining with the controller a speed of the vehicle based on an input from the vehicle speed sensor;
operating the damping control in a brake condition if the brakes are actuated, wherein in the brake condition the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode and the vehicle speed;
operating the damping control in a ride condition if the brakes are not actuated and a throttle position is less than a threshold Y, wherein in the ride condition the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode and the vehicle speed;
operating the damping control in the ride condition if the brakes are not actuated, the throttle position in greater than the threshold Y, and the vehicle speed is greater than a threshold value Z; and operating the damping control in a squat condition if the brakes are not actuated, the throttle position in greater than the threshold Y, and the vehicle speed is less than the threshold value Z, wherein in the squat condition the controller adjusts damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode, the vehicle speed, and a throttle percentage.
receiving with the controller inputs from additional vehicle condition sensors including a steering rate sensor and a steering position sensor;
determining with the controller a steering rate based on an input from the steering rate sensor;
determining with the controller a steering position based on an input from the steering position sensor; and operating the damping control in a modified brake condition if the brakes and are actuated and either the steering position is greater than a threshold X or the steering rate is greater than a threshold B, in the modified brake condition controller adjusting damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode, the vehicle speed, and the steering rate.
receiving with the controller inputs from additional vehicle condition sensors including a steering rate sensor, a steering position sensor, an x-axis acceleration sensor, and a z-axis acceleration sensor;
determining with the controller a steering rate based on an input from the steering rate sensor;
determining with the controller a steering position based on an input from the steering position sensor;
determining with the controller an x-axis acceleration based on an input from the x-axis acceleration sensor;
determining with the controller a z-axis acceleration based on an input from the z-axis acceleration sensor; and operating the damping control based on detected conditions, the controller adjusting damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the steering rate, the steering position, the x-axis acceleration, and the z-axis acceleration.
receiving with the controller inputs from an additional vehicle condition sensor including a z-axis acceleration sensor;
determining with the controller a z-axis acceleration based on an input from the z-axis acceleration sensor; and operating the damping control in a jump/pitch condition if the z-axis acceleration is less than a threshold C for a time duration N, in the jump/pitch condition controller adjusting damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the user selected mode, the vehicle speed, and the z-axis acceleration sensor.
and wherein in the ride condition the controller further adjusts damping characteristics of the plurality of adjustable shock absorbers based on condition modifiers including the 4-wheel drive sensor.
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US14/507,355 | 2014-10-06 | ||
US14/507,355 US9205717B2 (en) | 2012-11-07 | 2014-10-06 | Vehicle having suspension with continuous damping control |
PCT/US2015/054296 WO2016057555A1 (en) | 2014-10-06 | 2015-10-06 | Vehicle having suspension with continuous damping control |
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CA2963790A1 true CA2963790A1 (en) | 2016-04-14 |
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CA2963790A Pending CA2963790A1 (en) | 2014-10-06 | 2015-10-06 | Vehicle having suspension with continuous damping control |
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EP (1) | EP3204248A1 (en) |
CN (2) | CN106794736B (en) |
AU (1) | AU2015328248B9 (en) |
BR (1) | BR112017006909A2 (en) |
CA (1) | CA2963790A1 (en) |
MX (2) | MX2017004100A (en) |
WO (1) | WO2016057555A1 (en) |
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US10987987B2 (en) | 2018-11-21 | 2021-04-27 | Polaris Industries Inc. | Vehicle having adjustable compression and rebound damping |
US11110913B2 (en) | 2016-11-18 | 2021-09-07 | Polaris Industries Inc. | Vehicle having adjustable suspension |
US11124036B2 (en) | 2012-11-07 | 2021-09-21 | Polaris Industries Inc. | Vehicle having suspension with continuous damping control |
US11285964B2 (en) | 2014-10-31 | 2022-03-29 | Polaris Industries Inc. | System and method for controlling a vehicle |
US11904648B2 (en) | 2020-07-17 | 2024-02-20 | Polaris Industries Inc. | Adjustable suspensions and vehicle operation for off-road recreational vehicles |
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- 2015-10-06 BR BR112017006909A patent/BR112017006909A2/en not_active Application Discontinuation
- 2015-10-06 AU AU2015328248A patent/AU2015328248B9/en not_active Expired - Fee Related
- 2015-10-06 CA CA2963790A patent/CA2963790A1/en active Pending
- 2015-10-06 CN CN201580053877.XA patent/CN106794736B/en active Active
- 2015-10-06 WO PCT/US2015/054296 patent/WO2016057555A1/en active Application Filing
- 2015-10-06 CN CN202010483972.6A patent/CN111703267B/en active Active
- 2015-10-06 EP EP15784219.6A patent/EP3204248A1/en not_active Withdrawn
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Also Published As
Publication number | Publication date |
---|---|
AU2015328248B9 (en) | 2019-03-07 |
BR112017006909A2 (en) | 2018-01-09 |
EP3204248A1 (en) | 2017-08-16 |
CN111703267A (en) | 2020-09-25 |
AU2015328248B2 (en) | 2019-02-21 |
CN106794736B (en) | 2020-06-30 |
MX2021011905A (en) | 2021-10-26 |
AU2015328248A1 (en) | 2017-05-11 |
MX2017004100A (en) | 2017-06-19 |
CN111703267B (en) | 2024-03-12 |
CN106794736A (en) | 2017-05-31 |
WO2016057555A1 (en) | 2016-04-14 |
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