PATENT DOCUMENT

Publication Number: US-11938922-B1
Application Number: US-202017021571-A
Country: US
Kind Code: B1

Title: Motion control system

Abstract:
A motion control system that includes a support motion control system and a body motion control system. The body motion control system includes passive motion control components and active motion control components.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a chassis; 
 a body; 
 a chassis suspension system that is configured to connect the chassis to wheel and tire assemblies of the vehicle; and 
 a body suspension system that connects the body to the chassis, wherein the body suspension system includes:
 passive suspension components that support the body with respect to the chassis between the body and the chassis, wherein the passive suspension components are positioned in a substantially rectangular configuration, and 
 active suspension components that control motion of the body with respect to the chassis, wherein the active suspension components include:
 a front pair of active suspension components positioned toward a front end of the body and a rear pair of active suspension components positioned toward a rear end of the body, wherein the front pair of active suspension components and the rear pair of active suspension components are operable to control motion of the body with respect to the chassis both vertically and laterally with respect to the vehicle; and 
 a left side pair of active suspension components positioned toward a left side of the body and a right side pair of active suspension components positioned toward a right side of the body, wherein the left side pair of active suspension components and the right side pair of active suspension components are operable to control motion of the body with respect to the chassis both vertically and longitudinally with respect to the vehicle. 
 
 
 
     
     
       2. The vehicle of  claim 1 , wherein the active suspension components of the body suspension system include eight or more active suspension actuators that are connected to the body and the chassis. 
     
     
       3. The vehicle of  claim 1 , wherein the active suspension components of the body suspension system include linear actuators that are pivotally connected to both the body and the chassis. 
     
     
       4. The vehicle of  claim 1 , wherein the active suspension components of the body suspension system include a ball screw actuator that advances and retracts an output shaft along a line of action by rotation of an electric motor. 
     
     
       5. The vehicle of  claim 1 , wherein the active suspension components of the body suspension system include a linear electric actuator that advances and retracts an output shaft along a line of action using a linear electric motor. 
     
     
       6. The vehicle of  claim 1 , wherein the active suspension components of the body suspension system include an electric motor and a connecting rod that is eccentrically coupled to a rotational output of the electric motor. 
     
     
       7. The vehicle of  claim 1 , wherein the chassis suspension system includes passive suspension components that are configured to dampen vibrations. 
     
     
       8. The vehicle of  claim 1 , wherein the chassis suspension system includes active suspension components that are configured to control motion of the chassis with respect to the wheel and tire assemblies. 
     
     
       9. The vehicle of  claim 1 , wherein the body defines a passenger compartment that is configured to carry passengers. 
     
     
       10. The vehicle of  claim 1 , wherein the body includes doors that allow for ingress and egress. 
     
     
       11. The vehicle of  claim 1 , wherein the chassis includes:
 a battery box that holds battery cells, 
 a primary frame portion that supports the battery box, and 
 one or more electric propulsion motors that are powered by electrical power that is supplied by the battery cells. 
 
     
     
       12. A vehicle, comprising:
 a chassis; 
 a body; 
 a first group of passive suspension components that are configured to support the chassis with respect to wheel and tire assemblies of the vehicle; 
 a second group of passive suspension components that support the body with respect to the chassis, wherein the second group of passive suspension components includes a first pair of passive suspension components and a second pair of passive suspension components; 
 active suspension components that are operable to control motion of the body with respect to the chassis in three linear degrees of freedom and three rotational degrees of freedom, wherein the active suspension components are positioned between the first pair of passive suspension components and the second pair of passive suspension components longitudinally along the body; 
 sensors that output motion signals that describe motion of the body and motion of the chassis; and 
 a controller that determines control signals for the active suspension components based on the motion signals from the sensors and causes the active suspension components to control motion of the body using the control signals. 
 
     
     
       13. The vehicle of  claim 12 , wherein the active suspension components are configured to dampen low-frequency motions. 
     
     
       14. The vehicle of  claim 12 , wherein the active suspension components include six or more active suspension actuators that are connected to the body and the chassis. 
     
     
       15. The vehicle of  claim 12 , wherein the active suspension components include linear actuators that are pivotally connected to both the body and the chassis. 
     
     
       16. The vehicle of  claim 12 , wherein the second group of passive suspension components includes air springs. 
     
     
       17. The vehicle of  claim 12 , wherein the second group of passive suspension components includes coil springs. 
     
     
       18. A suspension system, comprising:
 a first group of passive suspension components that are configured to support a chassis of a vehicle with respect to wheel and tire assemblies of the vehicle; 
 a second group of passive suspension components that are configured to support a body of the vehicle with respect to the chassis, wherein the second group of passive suspension components includes a first pair of passive suspension components and a second pair of passive suspension components; and 
 active suspension components that are configured to control motion of the body with respect to the chassis in three linear degrees of freedom and three rotational degrees of freedom, wherein the active suspension components are configured to be positioned between the first pair of passive suspension components and the second pair of passive suspension components longitudinally along the body. 
 
     
     
       19. The suspension system of  claim 18 , wherein the active suspension components include six or more active suspension actuators that are configured to be pivotally connected to both the body and the chassis of the vehicle. 
     
     
       20. The suspension system of  claim 18 , wherein the active suspension components are configured to dampen low-frequency motions. 
     
     
       21. The suspension system of  claim 18 , wherein the second group of passive suspension components includes air springs. 
     
     
       22. The suspension system of  claim 18 , wherein the suspension system includes:
 sensors that are configured to output signals that describe motion of the body and motion of the chassis; and 
 a controller that is configured to determine control signals for the suspension system based on the signals from the sensors and cause the suspension system to control motion of the body using the control signals.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/904,167, filed on Sep. 23, 2019, the content of which is hereby incorporated by reference herein for all purposes. 
    
    
     TECHNICAL FIELD 
     The application relates generally to motion control systems. 
     BACKGROUND 
     Motion control systems are typically classified as passive motion control systems or active motion control systems. The motion control system isolates a “sprung mass,” from an “unsprung mass.” The motion control system attempts to isolate the sprung mass from vibrations that are experienced by the unsprung mass. A passive motion control system uses components such as springs and dampers (e.g., gas or liquid filled dampers) to isolate the sprung mass from the unsprung mass. Thus, passive motion control components function to remove energy from the system. An active motion control system uses components that output forces having a controlled magnitude and direction that is determined based on information received from sensors. Active motion control systems are able to add energy to the system and are able to remove energy from the system. 
     SUMMARY 
     One aspect of the disclosure is a vehicle that includes wheel and tire assemblies, a chassis, a body, a chassis suspension system that connects the chassis to the wheel and tire assemblies, and a body suspension system that connects the body to the chassis. The body suspension system includes passive suspension components that support the body with respect to the chassis and active suspension components that control motion of the body with respect to the chassis. The body suspension system is configured to move the body with respect to the chassis in three linear degrees of freedom and three rotational degrees of freedom. 
     In some implementations of the vehicle, the active suspension components of the body suspension system include six or more active suspension actuators that are connected to the body and the chassis. In some implementations of the vehicle, the active suspension components of the body suspension system include linear actuators that are connected to the body and the chassis. 
     In some implementations of the vehicle, the active suspension components of the body suspension system include a ball screw actuator that advances and retracts an output shaft along a line of action by rotation of an electric motor. In some implementations of the vehicle, the active suspension components of the body suspension system include a linear electric actuator that advances and retracts an output shaft along a line of action using a linear electric motor. In some implementations of the vehicle, the active suspension components of the body suspension system include an electric motor and a connecting rod that is eccentrically coupled to a rotational output of the electric motor. 
     In some implementations of the vehicle, the chassis suspension system includes passive suspension components that are configured to dampen vibrations. In some implementations of the vehicle, the chassis suspension system includes active suspension components that are configured to control motion of the chassis with respect to the wheel and tire assemblies. 
     In some implementations of the vehicle, the body defines a passenger compartment that is configured to carry passengers. In some implementations of the vehicle, the body includes doors that allow for ingress and egress. In some implementations of the vehicle, the chassis includes a battery box that holds battery cells, a primary frame portion that supports the battery box, and one or more electric propulsion motors that are powered by electrical power that is supplied by the battery cells. 
     Another aspect of the disclosure is a vehicle that includes wheel and tire assemblies, a chassis, and a body. The chassis includes a frame, a battery box that contains battery cells, and one or more electric propulsion motors that are powered by electrical power that is supplied by the battery cells. The body that defines a passenger compartment, includes exterior panels, and includes a door. A first group of passive suspension components support the chassis with respect to the wheel and tire assemblies. A second group of passive suspension components support the body with respect to the chassis. The vehicle also includes active suspension components that are operable to control motion of the body with respect to the chassis in three linear degrees of freedom and three rotational degrees of freedom. The vehicle also includes sensors that output motion signals that describe motion of the body and motion of the chassis. The vehicle also includes a controller that determines control signals for the active suspension components based on the motion signals from the sensors and causes the active suspension components to control motion of the body using the control signals. In some implementations, the active suspension components are configured to dampen low-frequency motions. The active suspension components may include six or more active suspension actuators that are connected to the body and the chassis. The active suspension components may include linear actuators that are connected to the body and the chassis. The second group of passive suspension components may include air springs. 
     Another aspect of the disclosure is a vehicle that includes a chassis, a body, and a body suspension system. The chassis includes a frame, a battery box that contains battery cells, and one or more electric propulsion motors that are powered by electrical power that is supplied by the battery cells. The body defines a passenger compartment, the body includes exterior panels, and the body includes a door. The body suspension system connects the body to the chassis. The body suspension system includes actuator assemblies that each include an actuator and a connecting rod. Each actuator is connected to the chassis and is positioned below a top surface of the chassis. Each connecting rod that is connected to the respective actuator and is connected to the body. 
     The vehicle may also include wheel and tire assemblies, a first group of passive suspension components that support the chassis with respect to the wheel and tire assemblies, and a second group of passive suspension components that support the body with respect to the chassis. The second group of passive suspension components may include air springs. The actuator assemblies may be operable to control motion of the body with respect to the chassis in three linear degrees of freedom and three rotational degrees of freedom. 
     The vehicle may include sensors and a controller. The sensors output motion signals that describe motion of the body and motion of the chassis. The controller determines control signals for the body suspension system based on the motion signals from the sensors and causes the body suspension system to control motion of the body using the control signals. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a side view illustration that shows a vehicle that includes a chassis suspension system and a body suspension system according to a first implementation. 
         FIG.  2    is an illustration that shows an example of a chassis. 
         FIG.  3    is an illustration that shows an example of a body. 
         FIG.  4    is a side view illustration that shows a vehicle according to a second implementation that includes a chassis suspension system, and intermediate suspension system, and a body suspension system. 
         FIG.  5    is an illustration that shows an example of the body suspension system of  FIG.  4   . 
         FIG.  6    is a side view illustration that shows a body suspension system according to a third implementation. 
         FIG.  7    is a top cross-section view taken along line A-A of  FIG.  6    that shows the body suspension system according to the third implementation. 
         FIG.  8    is a side view illustration that shows a body suspension system according to a fourth implementation. 
         FIG.  9    is a top cross-section view taken along line B-B of  FIG.  8    that shows the body suspension system according to the fourth implementation. 
         FIG.  10    is a side view illustration that shows a body suspension system according to a fifth implementation. 
         FIG.  11    is a top cross-section view taken along line C-C of  FIG.  10    that shows the body suspension system according to the fifth implementation. 
         FIG.  12    is a side view illustration that shows a body suspension system according to a sixth implementation. 
         FIG.  13    is a top cross-section view taken along line D-D of  FIG.  12    that shows the body suspension system according to the sixth implementation. 
         FIG.  14    is a side view illustration that shows a vehicle that includes a chassis suspension system, passive body mounts, and a passenger compartment suspension system. 
         FIG.  15    is a side view illustration that shows a first example of a body and a passenger compartment structure. 
         FIG.  16    is a side view illustration that shows a second example of a body and a passenger compartment structure. 
         FIG.  17    is a side view illustration that shows a vehicle that includes a chassis suspension system, an intermediate suspension system, passive body mounts, and a passenger compartment suspension system. 
         FIG.  18    is a block diagram that shows examples of components that can be included in the vehicle. 
         FIG.  19    is an illustration that shows an active suspension actuator assembly according to an example. 
     
    
    
     DETAILED DESCRIPTION 
     The description herein relates to suspension architectures for vehicles that include a chassis suspension system and a body suspension system. The chassis suspension system isolates the chassis from the unsprung mass (e.g., wheels, tires, and related components) of the vehicle. The body suspension system isolates the body of the vehicle, inclusive of the passenger compartment of the vehicle, from the chassis of the vehicle. As used herein, the term “isolate” means that, during normal operating conditions (e.g., when the dynamic limits of the suspension systems are not exceeded), all load paths between the structures are routed through suspension components that control vibrations as opposed to direct transmission of forces through direct load paths. 
     In common active suspension designs, the primary suspension components (spring/damper) are replaced by active components that are able to add and remove energy. Using a suspension architecture in which the primary suspension components are replaced, the vehicle body architecture can remain largely unchanged, as can the suspension itself. This approach allows adoption of active suspension technologies without redesign of existing vehicle platforms. To perfectly isolate the vehicle body relative to the wheels and tires, the required actuator performance capabilities are very high. In addition, if damping elements are placed between the vehicle body and the wheel knuckles as in conventional passive suspension system, velocity-dependent loads would be transmitted to the active suspension components. If such a design is used, wheel damping devices can be included (e.g., a reaction mass actuator or a tuned mass damper) to reduce the transmission of road disturbances into the body, which adds components to the system. 
     The disclosure herein includes vehicles that isolate a body of a vehicle (e.g., inclusive of a passenger compartment) relative to a chassis of the vehicle. Some implementations include a chassis suspension system that isolates the chassis of the vehicle from wheels and tires of the vehicle in combination with a body suspension system that isolates the body of the vehicle from the chassis of the vehicle. 
     As used herein, the term “high-frequency motion” refers to motion having a frequency that is greater than a natural frequency of the sprung mass. As used herein, the term “low-frequency motion” refers to motion having a frequency that is lower than the natural frequency of the sprung mass. 
       FIG.  1    is a side view illustration that shows a vehicle  100  that includes a chassis suspension system  102  and a body suspension system  104 . The vehicle  100  also includes wheel and tire assemblies  106 , a chassis  108 , and a body  110 . The configuration shown in  FIG.  1    and the descriptions of the components that are included in the vehicle  100  are generally applicable to all of the implementations that are described herein except as stated otherwise. 
     The vehicle  100  may be configured as a conventional road-going vehicle. As examples, the vehicle  100  may be configured as a passenger car, a utility vehicle, a sport utility vehicle, a truck, a bus, or a trailer. The vehicle  100  may include various actuator systems in addition to the chassis suspension system  102  and the body suspension system  104 . As examples, the vehicle  100  may include a propulsion system, a braking system, and a steering system, which are not shown in  FIG.  1   . 
     The chassis suspension system  102  suspends the sprung mass of the vehicle  100  relative to the unsprung mass of the vehicle  100 . In the illustrated example, the unsprung mass of the vehicle includes the wheel and tire assemblies  106 , and the sprung mass of the vehicle includes the body suspension system  104 , the chassis  108 , and the body  110 . Thus, the chassis suspension system  102  includes components that are connected to the wheel and tire assemblies  106  and to the chassis  108 . The components that are included in the chassis suspension system  102  define isolated load paths between the wheel and tire assemblies  106  to the chassis  108 . The body  110  is not directly connected to the wheel and tire assemblies  106  and instead is connected indirectly through the chassis  108 . 
     The chassis suspension system  102  includes multiple components that connect the wheel and tire assemblies  106  (and other unsprung components) to the chassis  108 . As will be explained further herein, the chassis suspension system may include purely passive suspension components, or may include active suspension components. Components that may be included in the chassis suspension system  102  include springs, shock absorbers, passive air springs, coil springs that have a low spring constant, active air springs, linear actuators, and bushings. 
     As used herein, the term “passive suspension components” refers to components that are configured to apply forces in opposition to applied forces and thereby remove energy from the system. As used herein, the term “active suspension components” includes suspension actuators that are able to apply actively-controlled forces independent of the velocity of the unsprung mass in addition to resisting (damping) forces that are applied to the suspension component as opposed to only resisting applied forces. Active suspension components are able to either remove energy from the system or to add energy to the system. Passive dampers can actively control the damping force, for example. The term “active suspension components” is therefore not intended to encompass controllable variable rate dampers that allow the damping rate to be changed, but are not able of adding energy to the system, and may only remove and dissipate energy from the system. 
     In some implementations of the vehicle  100 , the chassis suspension system  102  includes passive suspension components that are configured to dampen vibrations. The chassis suspension system  102  may include, in addition to or instead of passive suspension components, active suspension components that are configured to control motion of the chassis with respect to the wheel and tire assemblies  106 . 
     The body suspension system  104  suspends the body  110  relative to the chassis  108 . The sprung mass of the vehicle  100  therefore includes two portions, a first portion including the chassis  108  and components connected to it, and a second portion including the body  110  and components connected to it, with the two portions of the sprung mass being connected to each other by the body suspension system  104 . As will be explained further herein, the body suspension system  104  is configured to move the body  110  with respect to the chassis  108  by applying forces between the body  110  and the chassis  108  in response to control signals that are determined based on motion of the vehicle  100  and the chassis  108 . As an example, the body suspension system  104  may be configured to control motion of the body  110  relative to the chassis  108  in three linear degrees of freedom and three rotational degrees of freedom. 
     The body suspension system  104  includes components that are connected to the chassis  108  and to the body  110 . The components that are included in the chassis suspension system  102  define isolated load paths between the chassis  108  and the body  110 . The body  110  is not directly connected to the wheel and tire assemblies  106  and instead is connected indirectly through the chassis  108 . 
     The body suspension system  104  is connected to the body  110  such that all portions of the body  110  and components located in it are affected equally by motion of the body  110  relative to the chassis  108  that is caused by the body suspension system  104 . For example, active suspension forces may be applied to control motion of the body  110  relative to the chassis  108  (e.g., to cancel low-frequency motion of the body  110  relative to the chassis  108 ). 
     The body suspension system  104  may include active suspension components. The active suspension components of the body suspension system  104  may include six or more active suspension actuators that are connected to the body  110  and the chassis  108 . Inclusion of six or more active suspension actuators in the body suspension system  104  allows the body suspension system  104  to be configured to control motion of the body  110  with respect to the chassis  108  in three linear degrees of freedom and in three rotational degrees of freedom. As one example, the active suspension components of the body suspension system  104  may include linear actuators that are connected to the body  110  and the chassis  108 . As another example, the active suspension components of the body suspension system  104  may include a ball screw actuator that advances and retracts an output shaft along a line of action by rotation of an electric motor. As another example, the active suspension components of the body suspension system  104  may include a linear electric actuator that advances and retracts an output shaft along a line of action using a linear electric motor. As another example, the active suspension components of the body suspension system  104  may include a rotary actuator and link (e.g., as shown in  FIG.  19   ) as an option, either with or without speed reduction. The link may be connected eccentrically with respect to the rotation axis of the rotary actuator. Speed reduction may be implemented using a planetary gear, offset gears, a harmonic drive, a belt drive, an epicyclic drive, etc. 
     The wheel and tire assemblies  106  include unsprung components of the vehicle  100  that support the vehicle  100  with respect to a surface  101 , such as a road surface. The wheel and tire assemblies  106  may include wheels, tires (e.g., pneumatic tires), wheel hubs, braking components, steering components (e.g., steering linkages and/or hub mounted steering components), suspension linkages, propulsion linkages (e.g., in implementations that include chassis-mounted propulsion motors), and/or propulsion motors (e.g., in implementations that include hub motors). 
     The chassis  108  is the primary structure of the vehicle  100  that supports all other vehicle components and is directly supported by the wheel and tire assemblies  106 . The chassis  108  may include a frame and vehicle components that are supported by the frame. Examples of the vehicle components that are supported by the frame include an energy source (e.g., a fuel tank or batter pack), propulsion system components (e.g., an internal combustion engine and/or electric motors), charging system components, thermal system components (e.g., for propulsion system cooling and passenger compartment heating and cooling), and vehicle control systems, which may include computing systems that provide automated vehicle control functions. 
       FIG.  2    is an illustration that shows an example of the chassis  108 . The configuration of the chassis  108  that is shown in this example is commonly referred to as a “skateboard” chassis for a battery-electric vehicle. In the illustrated implementation, the chassis  108  includes a primary frame portion  212 , front frame rails  214 , and rear frame rails  216 . The primary frame portion  212  supports a battery box  218  that holds battery cells  219 . In the illustrated example, the primary frame portion  212  has a generally rectangular configuration defined by linear frame sections that surround the battery box  218 . The battery box  218  serves as a supplemental frame member that adds strength to the chassis  108 . The battery box  218 , in the illustrated example, has a generally flat configuration that has a height that is generally equivalent to the height of the primary frame portion  212 . 
     The front frame rails  214  are connected to a front end of the primary frame portion  212  and/or the battery box  218 . The rear frame rails  216  are connected to a rear end of the primary frame portion  212  and/or the battery box  218 . The front frame rails  214  and the rear frame rails  216  are configured as crushable members that are intended to absorb energy during an impact. For example, the front frame rails  214  and the rear frame rails  216  may extend in a longitudinal (front-to-rear) direction of the vehicle  100 . 
     The chassis  108  may include chassis suspension mounts  220  that are configured to be attached to components of the chassis suspension system  102 . The chassis  108  may include body suspension mounts  222  that are configured to be attached to components of the body suspension system  104 . The body suspension mounts  222  may be connect to the primary frame portion  212 , the front frame rails  214 , and/or the rear frame rails  216  in any desired configuration. In some implementations, transmission of vibrations from the chassis  108  to the body  110  can be minimized by placing the body suspension mounts  222  at nodal points (e.g., points of inflection between upward and downward deflection) of the chassis  108 . 
     The chassis  108  may include propulsion system components. For example, the chassis  108  may include one or more electric propulsion motors  224 . For example, the electric propulsion motors  224  may be supported by the front frame rails  214  and/or by the rear frame rails  216 . Thus, in some implementations of the vehicle  100 , the chassis  108  includes the battery box  218  that holds the battery cells  219 , the primary frame portion  212  that supports the battery box  218 , and one or more electric propulsion motors, such as the electric propulsion motors  224 , that are powered by electrical power that is supplied by the battery cells  219 . 
       FIG.  3    is an illustration that shows an example of the body  110 . The body  110  includes structural portions  326  and aesthetic portions  328 . The body  110  may also define a passenger compartment  330 . The structural portions  326  may be internal or external components that provide structural support to other portions of the body  110  and/or provide attachment points at which the body suspension system  104  is connected to the body  110 . The structural portions  326  also include structures that protect the structural integrity of the passenger compartment  330  to avoid intrusion and improve occupant protection during rollover. The aesthetic portions  328  are exposed and viewable from the exterior of the vehicle  100  and/or from inside the body  110 . The aesthetic portions  328  include exterior body panels of the vehicle  100  that define the overall shape and ornamental design features of the body  110  of the vehicle  100 . 
     The passenger compartment  330  is an internal space within the body  110  that is the part of the vehicle  100  that is configured to carry passengers and cargo. As an example, the passenger compartment  330  may be accessible through doors  332  that are movable between open and closed positions. The body  110  may include windows  334  that admit light into the passenger compartment  330 . Seats  336  may be located inside of the passenger compartment  330  to accommodate passengers. Thus, in some implementations of the vehicle  100 , the body  110  defines the passenger compartment  330  that is configured to carry passengers, the body  110  may include doors  332  that allow for ingress and egress, and the body  110  may include windows  334  that admit light. In some implementations, the passenger compartment  330  is omitted, for example, in favor of a dedicated cargo compartment, in which case the suspension systems described herein may be applied, for example, in vehicles that carry vibration-sensitive cargo. 
     It will be appreciated that multiple implementations and variations of the vehicle  100  are possible. For example, the vehicle  100  may include the wheel and tire assemblies  106 , the chassis  108 , the body  110 , the chassis suspension system  102 , and the body suspension system  104 . In a first implementation, the chassis suspension system  102  is a purely passive suspension system that includes no active components that are able to apply forces between the wheel and tire assemblies  106  and the chassis  108 , and the body suspension system  104  includes passive components to support the body  110  relative to the chassis  108  as well as active suspension components that control motion of the body  110  relative to the chassis  108 . In a second implementation, both the chassis suspension system  102  and the body suspension system  104  include passive suspension components and active suspension components. In a third implementation, the chassis suspension system  102  includes passive suspension components and active suspension components while the body suspension system  104  includes only passive suspension system components. 
       FIG.  4    is a side view illustration that shows a vehicle  400  according to an alternative implementation. The vehicle  400  includes a chassis suspension system  402 , an intermediate suspension system  403 , and a body suspension system  404 . The vehicle  400  also includes wheel and tire assemblies  406  that support the vehicle  400  with respect to a surface  401 . The chassis suspension system  402  connects the wheel and tire assemblies  406  to a chassis  408 . The intermediate suspension system  403  connects the chassis  408  to an intermediate platform  409 . The body suspension system connects the intermediate platform  409  to a body  410 . 
     The chassis suspension system  402  is implemented in the manner described with respect to the chassis suspension system  402  except that it is connected to the wheel and tire assemblies  406  and the intermediate platform  409 , and is not connected directly to the body  410 . 
     The intermediate suspension system  403  connects the chassis  408  to the intermediate platform  409 . The intermediate suspension system  403  includes linkages and/or passive suspension components, such as springs or passive dampers that, in combination, have a low or substantially zero net spring rate. The intermediate suspension system  403  is configured to constrain rotation of the intermediate platform  409  relative to the chassis  408  and to provide counterbalancing. 
     The body suspension system  404  connects the intermediate platform  409  to the body  410 . The body suspension system  404  may include multiple active suspension actuators that cooperate to control low-frequency motion of the body  410  with respect to the intermediate platform  409  in multiple degrees of linear and/or rotational freedom. For example, the body suspension system  404  may be configured to control motion of the body  410  with respect to the intermediate platform  409  in three rotational degrees of freedom. The body suspension system  404  may act as a gimbal that does not constrain rotation and does not provide counterbalancing. 
     As one example, the passive suspension components may be arranged with respect to the body  410  and the intermediate platform  409  such that the line of action (e.g., the direction along which spring force is applied) for each of the passive suspension components of the body suspension system  404  passes through a center of gravity of the body  410 . As one example, the body suspension system  404  may include three or more two-force links that are in compression and are oriented along a line of action that passes through the center of gravity of the body  410 . As another example, the body suspension system  404  may include three or more two-force links that are in tension and are oriented along a line of action that passes through the center of gravity of the body  410 . 
     The chassis  408  is connected to the wheel and tire assemblies  406  by the chassis suspension system  402  and is connected to the intermediate platform  409  by the intermediate suspension system  403 . Otherwise, the chassis  408  is implemented according to the description of the chassis  108  of the vehicle  100 . 
     The intermediate platform  409  is a structural member or assembly of structural members that are substantially rigid and serve as an intermediate structure between the chassis  408  and the body  410 . The intermediate platform  409  may be a frame or other structure that is positioned between the chassis  408  and the body  410 . The intermediate platform  409  is connected to the chassis  408  by the intermediate suspension system  403 . The intermediate platform  409  is connected to the body  410  by the body suspension system  404 . 
       FIG.  5    is an illustration that shows an example of the body suspension system  404 . In the illustrated example, three actuator assemblies  542  are connected to the intermediate platform  409  and to the body  410  to control motion of the body  410  with respect to the intermediate platform  409 , as previously described. For example, the three actuator assemblies  542  may be configured to control motion of the body  410  with respect to the intermediate platform  409  in three rotational degrees of freedom. The actuator assemblies  542  may include a rotary actuator that is fixed to the intermediate platform  409  and a connecting rod that is eccentrically connected to the rotary actuator by a pivoting joint or ball joint and connected to the body  410  by a pivoting joint or ball joint (e.g., as shown in  FIG.  19   ). 
     In the suspension system  400  as previously described, the intermediate suspension system  403  as includes three actuators that control motion in three linear degrees of freedom (i.e., surge, sway, and heave) and the body suspension system  404  includes three actuators that control motion in three rotational degrees of freedom (i.e., roll, pitch, and yaw). In an alternative implementation, actuation of the linear and rotational degrees of freedom can be distributed differently between the intermediate suspension system  403  and the body suspension system  404 . As an example, the intermediate suspension system  403  could include passive suspension components that control motion in two linear degrees of freedom and one rotational degree of freedom (e.g., surge, sway, and yaw actuators) and the body suspension system  404  could include active suspension actuators that control motion in one linear degree of freedom and two rotational degrees of freedom (e.g., heave, roll, and pitch actuators). 
     The body  410  is connected to the intermediate platform  409  by the body suspension system  404  and is not directly connected to the chassis  408 . Otherwise, the chassis  408  is implemented according to the description of the chassis  108  of the vehicle  100 . 
       FIG.  6    is a side view illustration that shows a body suspension system  604  according to an example, and  FIG.  7    is a top cross-section view taken along line A-A of  FIG.  6    that shows the body suspension system  604 . The body suspension system  604  can be implemented in the context of a vehicle, such as the vehicle  100 , and the description of the vehicle  100  is incorporated here by reference. The body suspension system  604  is shown connecting a chassis  608 , which is equivalent to the chassis  108  of the vehicle  100 , to a body  610 , which is equivalent to the body  110  of the vehicle  100 . 
     The body suspension system  604  includes passive components that isolate the body  610  from the chassis  608 , but which do not actively control motion of the body  610  with respect to the chassis  608 . In the illustrated example, the body suspension system  604  includes four passive suspension components  640   a - 640   d . As an example, the passive suspension components  640   a - 640   d  may be air springs or coil springs that have a low spring constant. The passive suspension components  640   a - 640   d  extend between the chassis  608  and the body  610 . In the illustrated example, the passive suspension components  640   a - 640   d  include four suspension components (e.g., air springs or coil springs) that act in a substantially vertical direction and are arranged in a rectangular configuration (e.g., each of the passive suspension components  640   a - 640   d  is positioned at a corner of an imaginary rectangle). 
     The body suspension system  604  includes active components that control motion of the body  610  with respect to the chassis  608 . The body suspension system  604  includes eight active suspension components, which in the illustrated example are linear actuators  642   a - 642   h . The linear actuators  642   a - 642   h  each extend between a lower end that is pivotally connected to the chassis  608  and an upper end that is pivotally connected to the body  610 . Each of the linear actuators  642   a - 642   h  is configured to expand and contract lengthwise to apply forces to the body  610 . 
     In the illustrated example, a front pair of linear actuators  642   a - 642   b  are positioned toward the front end of the body  610  and are oriented such that they act both vertically and laterally (e.g., in a side-to-side direction relative to the body  610 , transverse to a nominal direction of travel for the vehicle). A rear pair of linear actuators  642   c - 642   d  are positioned toward the rear end of the body  610  and are oriented such that they act both vertically and laterally. A left-side pair of linear actuators  642   e - 642   f  are positioned toward the left side of the body  610  and are oriented such that they act both vertically and longitudinally (e.g., in a front-to-back direction relative to the body  610 , parallel to a nominal direction of travel for the vehicle). A right-side pair of linear actuators  642   g - 642   h  are positioned toward the right side of the body  610  and are oriented such that they act both vertically and longitudinally. 
       FIG.  8    is a side view illustration that shows a body suspension system  804  according to an example, and  FIG.  9    is a top cross-section view taken along line B-B of  FIG.  8    that shows the body suspension system  804 . The body suspension system  804  can be implemented in the context of a vehicle, such as the vehicle  100 , and the description of the vehicle  100  is incorporated here by reference. The body suspension system  804  is shown connecting a chassis  808 , which is equivalent to the chassis  108  of the vehicle  100 , to a body  810 , which is equivalent to the body  110  of the vehicle  100 . 
     The body suspension system  804  includes passive components that isolate the body  810  from the chassis  808 , but which do not actively control motion of the body  810  with respect to the chassis  808 . In the illustrated example, the body suspension system  804  includes four passive suspension components  840   a - 840   d . As an example, the passive suspension components  840   a - 840   d  may be air springs or coil springs that have a low spring constant. The passive suspension components  840   a - 840   d  extend between the chassis  808  and the body  810 . In the illustrated example, the passive suspension components  840   a - 840   d  include four suspension components (e.g., air springs or coil springs) that act in a substantially vertical direction and are arranged in a rectangular configuration (e.g., each of the passive suspension components  840   a - 840   d  is positioned at a corner of an imaginary rectangle). 
     The body suspension system  804  includes active components that control motion of the body  810  with respect to the chassis  808 . The body suspension system  804  includes eight active suspension components, which in the illustrated example are actuator assemblies  842   a - 842   h . The actuator assemblies  842   a - 842   h  each include an actuator  844  and a connecting rod  846 . Each of the actuators  844  is connected to the chassis  808 . The actuators  844  may be connected to the chassis  808  in a substantially horizontal orientation and such that the moving output structure of each actuator  844  acts along a line of action that is substantially horizontal. This configuration allows all or most of each of the actuators  844  to be located below an upper surface  848  of the chassis  808 . For example, some or all of the actuators  844  may be connected to a frame member of the chassis  808  and/or located between the frame and battery box (not shown in  FIGS.  8 - 9   , see the chassis  108  of  FIG.  1   ) of the chassis  808 . The actuators  844  may be linear actuators that engender linear motion using, as examples, a rotary electric motor (e.g., as shown in  FIG.  19   ), a linear electric motor, and/or a fluid-operated piston-cylinder actuator. In some implementations, counterbalance springs may be connected to the actuator assemblies  842   a - 842   h , in which case the passive suspension components  840   a - 840   d  may be omitted. 
     The connecting rods  846  each extend between a lower end that is pivotally connected to a respective one of the actuators  844  and an upper end that is pivotally connected to the body  810 . The lower end of each of the connecting rods  846  is connected to the moving output structure of the respective one of the actuators  844 , either directly or by a structure such as a bracket. Each of the actuators  844  is configured apply forces to the respective one of the connecting rods  846 , so that the applied forces are transmitted to the body  810 . 
     In the illustrated example, a front pair of actuator assemblies  842   a - 842   b  are positioned toward the front end of the body  810  and are oriented such that the respective ones of the connecting rods  846  act both vertically and laterally (e.g., in a side-to-side direction relative to the body  810 , transverse to a nominal direction of travel for the vehicle) in response to lateral movement of the lower ends of the connecting rods  846  by respective ones of the actuators  844 . A rear pair of linear actuators actuator assemblies  842   c - 842   d  are positioned toward the rear end of the body  810  and are oriented such that the respective ones of the connecting rods  846  act both vertically and laterally in response to lateral movement of the lower ends of the connecting rods  846  by respective ones of the actuators  844 . A left-side pair of linear actuators actuator assemblies  842   e - 842   f  are positioned toward the left side of the body  810  and are oriented such that the respective ones of the connecting rods  846  act both vertically and longitudinally (e.g., in a front-to-back direction relative to the body  810 , parallel to a nominal direction of travel for the vehicle) in response to longitudinal movement of the lower ends of the connecting rods  846  by respective ones of the actuators  844 . A right-side pair of linear actuators actuator assemblies  842   g - 842   h  are positioned toward the right side of the body  810  and are oriented such that the respective ones of the connecting rods  846  act both vertically and longitudinally in response to longitudinal movement of the lower ends of the connecting rods  846  by respective ones of the actuators  844 . 
       FIG.  10    is a side view illustration that shows a body suspension system  1004  according to an example, and  FIG.  11    is a top cross-section view taken along line C-C of  FIG.  10    that shows the body suspension system  1004 . The body suspension system  1004  can be implemented in the context of a vehicle, such as the vehicle  100 , and the description of the vehicle  100  is incorporated here by reference. The body suspension system  1004  is shown connecting a chassis  1008 , which is equivalent to the chassis  108  of the vehicle  100 , to a body  1010 , which is equivalent to the body  110  of the vehicle  100 . 
     The body suspension system  1004  includes passive components that isolate the body  1010  from the chassis  1008 , but which do not actively control motion of the body  1010  with respect to the chassis  1008 . In the illustrated example, the body suspension system  1004  includes four passive suspension components  1040   a - 1040   d . As an example, the passive suspension components  1040   a - 1040   d  may be air springs or coil springs that have a low spring constant. The passive suspension components  1040   a - 1040   d  extend between the chassis  1008  and the body  1010 . In the illustrated example, the passive suspension components  1040   a - 1040   d  include four suspension components (e.g., air springs or coil springs) that act in a substantially vertical direction and are arranged in a rectangular configuration (e.g., each of the passive suspension components  1040   a - 1040   d  is positioned at a corner of an imaginary rectangle). 
     The body suspension system  1004  includes active components that control motion of the body  1010  with respect to the chassis  1008 . The body suspension system  1004  includes seven active suspension components, which in the illustrated example are linear actuators  1042   a - 1042   g . The linear actuators  1042   a - 1042   g  are linear actuators that are connected to the chassis  1008  and the body  1010  (e.g., by pivot joints or ball joints) and are operable to apply forces between the chassis  1008  and the body  1010  by extension and retraction to control motion of the body  1010  with respect to the chassis  1008 . 
     In the illustrated example, a front vertical pair of linear actuators  1042   a - 1042   b  are positioned toward the front end of the body  1010  at left and right sides of the body  1010  and are oriented to act substantially vertically. A rear vertical pair of linear actuators  1042   c - 1042   d  are positioned toward the rear end of the body  1010  at left and right sides of the body  1010  and are oriented to act vertically. A front lateral actuator  1042   e  is connected to the chassis  1008  and to the front end of the body  1010  in a substantially lateral orientation so that the front lateral actuator  1042   e  acts in a substantially lateral direction. A rear pair of linear actuators  1042   f - 1042   g  are positioned toward the rear of the body  1010  and are oriented substantially horizontally and diagonally relative to the lateral and longitudinal directions of the vehicle (e.g., diagonally inward as they extend toward the body  1010  in the illustrated example) so that forces applied between the chassis  1008  and the body  1010  act laterally and longitudinally. 
       FIG.  12    is a side view illustration that shows a body suspension system  1204  according to an example, and  FIG.  13    is a top cross-section view taken along line D-D of  FIG.  12    that shows the body suspension system  1204 . The body suspension system  1204  can be implemented in the context of a vehicle, such as the vehicle  100 , and the description of the vehicle  100  is incorporated here by reference. The body suspension system  1204  is shown connecting a chassis  1208 , which is equivalent to the chassis  108  of the vehicle  100 , to a body  1210 , which is equivalent to the body  110  of the vehicle  100 . 
     The body suspension system  1204  includes passive components that isolate the body  1210  from the chassis  1208 , but which do not actively control motion of the body  1210  with respect to the chassis  1208 . In the illustrated example, the body suspension system  1204  includes four passive suspension components  1240   a - 1240   d . As an example, the passive suspension components  1240   a - 1240   d  may be air springs or coil springs that have a low spring constant. The passive suspension components  1240   a - 1240   d  extend between the chassis  1208  and the body  1210 . In the illustrated example, the passive suspension components  1240   a - 1240   d  include four dampers that act in a substantially vertical direction and are arranged in a rectangular configuration (e.g., each of the passive suspension components  1240   a - 1240   d  is positioned at a corner of an imaginary rectangle). 
     The body suspension system  1204  includes active components that control motion of the body  1210  with respect to the chassis  1208 . The body suspension system  1204  includes eight active suspension components, which in the illustrated example are linear actuators  1242   a - 1242   h . The linear actuators  1242   a - 1242   h  are linear actuators that are connected to the chassis  1208  and the body  1210  (e.g., by pivot joints or ball joints) and are operable to apply forces between the chassis  1208  and the body  1210  by extension and retraction to control motion of the body  1210  with respect to the chassis  1208 . 
     In the illustrated example, a front vertical pair of linear actuators  1242   a - 1242   b  are positioned toward the front end of the body  1210  at left and right sides of the body  1210  and are oriented to act substantially vertically. A rear vertical pair of linear actuators  1242   c - 1242   d  are positioned toward the rear end of the body  1210  at left and right sides of the body  1210  and are oriented to act vertically. A front pair of linear actuators  1242   e - 1242   f  are positioned toward the front end of the body  1010  and are oriented substantially horizontally and diagonally relative to the lateral and longitudinal directions of the vehicle (e.g., diagonally outward as they extend toward the body  1210  in the illustrated example) so that forces applied between the chassis  1208  and the body  1210  act laterally and longitudinally. A rear pair of linear actuators  1242   g - 1242   h  are positioned toward the rear of the body  1210  and are oriented substantially horizontally and diagonally relative to the lateral and longitudinal directions of the vehicle (e.g., diagonally outward as they extend toward the body  1210  in the illustrated example) so that forces applied between the chassis  1208  and the body  1210  act laterally and longitudinally. 
       FIG.  14    is a side view illustration that shows a vehicle  1400  that includes a chassis suspension system  1402 , passive body mounts  1405 , and a passenger compartment suspension system  1404 . The vehicle  1400  also includes wheel and tire assemblies  1406 , a chassis  1408 , a body  1410 , and a passenger compartment structure  1431 . The description of the vehicle  100  is generally applicable to the vehicle  1400  of  FIG.  14    except as described herein. 
     The chassis suspension system  1402  suspends the sprung mass of the vehicle  1400  relative to the unsprung mass of the vehicle  1400 . The configuration of the chassis suspension system  1402  is the same as the configuration of the chassis suspension system  102  of the vehicle  100  as previously described. 
     The body  1410  of the vehicle  1400  is equivalent to the body  110  of the vehicle  100 , except that it is connected to the chassis  1408  by the passive body mounts  1405  as opposed to by active suspension components, and is further distinguished from the body  110  in that the passenger compartment structure  1431  is movable with respect to the body  1410 . The passive body mounts  1405  may include purely passive suspension components. The passive body mounts  1405  may exclude active components that are able to apply forces between the wheel and tire assemblies  106  and the chassis  108 . In an alternative implementation, the passive body mounts  1405  may include very low frequency active components, such as air springs, that are configured to adjust the height of the body  1410  with respect to the chassis  1408 , and which are not actively controlled to dampen vibrations. 
     The passenger compartment suspension system  1404  suspends the passenger compartment structure  1431  relative to the chassis  1408 . The sprung mass of the vehicle  1400  therefore includes two portions, a first portion including the chassis  1408  and components connected to it, and a second portion including the passenger compartment structure  1431  and components connected to it, with the two portions of the sprung mass being connected to each other by the passenger compartment suspension system  1404 . As will be explained further herein, the passenger compartment suspension system  1404  is configured to move the passenger compartment structure  1431  with respect to the chassis  1408  by applying forces between the passenger compartment structure  1431  and the chassis  1408  in response to control signals that are determined based on motion of the vehicle  1400  and the chassis  1408 . As an example, the passenger compartment suspension system  1404  may be configured to control motion of the passenger compartment structure  1431  relative to the chassis  1408  in three linear degrees of freedom and three rotational degrees of freedom. 
     The passenger compartment suspension system  1404  includes components that are connected to the chassis  1408  and to the passenger compartment structure  1431 . The components that are included in the chassis suspension system  1402  define isolated load paths between the chassis  1408  and the passenger compartment structure  1431 . The passenger compartment structure  1431  is not directly connected to the wheel and tire assemblies  1406  and instead is connected indirectly through the chassis  1408 . 
     The passenger compartment suspension system  1404  is connected to the passenger compartment structure  1431  such that all portions of the passenger compartment structure  1431  and components located in it are affected equally by motion of the passenger compartment structure  1431  relative to the chassis  1408  that is caused by the passenger compartment suspension system  1404 . For example, active suspension forces may be applied to control motion of the passenger compartment structure  1431  relative to the chassis  1408  (e.g., to cancel low-frequency motion of the passenger compartment structure  1431  relative to the chassis  1408 ). In addition, because the body  1410  is connected to the chassis  1408  by the passive body mounts  1405 , the connection of the passenger compartment structure  1431  to the chassis  1408  by the passenger compartment suspension system causes the passenger compartment structure  1431  to move with respect to both the chassis  1408  and the body  1410 . 
     The passenger compartment suspension system  1404  may include active suspension components. The active suspension components of the passenger compartment suspension system  1404  may include six or more active suspension actuators that are connected to the passenger compartment structure  1431  and the chassis  1408 . Inclusion of six or more active suspension actuators in the passenger compartment suspension system  1404  allows the passenger compartment suspension system  1404  to be configured to control motion of the passenger compartment structure  1431  with respect to the chassis  1408  in three linear degrees of freedom and in three rotational degrees of freedom. As one example, the active suspension components of the passenger compartment suspension system  1404  may include linear actuators that are connected to the passenger compartment structure  1431  and the chassis  1408 . As another example, the active suspension components of the passenger compartment suspension system  1404  may include a ball screw actuator that advances and retracts an output shaft along a line of action by rotation of an electric motor. As another example, the active suspension components of the passenger compartment suspension system  1404  may include a linear electric actuator that advances and retracts an output shaft along a line of action using a linear electric motor. As another example, the active suspension components of the passenger compartment suspension system  1404  may include a rotary actuator and link (e.g., as shown in  FIG.  19   ) as an option, either with or without speed reduction. The link may be connected eccentrically with respect to the rotation axis of the rotary actuator. Speed reduction may be implemented using a planetary gear, offset gears, a harmonic drive, a belt drive, an epicyclic drive, etc. 
     The wheel and tire assemblies  1406  include unsprung components of the vehicle  1400  that support the vehicle  1400  with respect to a surface  1401 , such as a road surface. The wheel and tire assemblies  1406  may include wheels, tires (e.g., pneumatic tires), wheel hubs, braking components, steering components (e.g., steering linkages and/or hub mounted steering components), suspension linkages, propulsion linkages (e.g., in implementations that include chassis-mounted propulsion motors), and/or propulsion motors (e.g., in implementations that include hub motors). 
     The chassis  1408  is the primary structure of the vehicle  1400  that supports all other vehicle components and is directly supported by the wheel and tire assemblies  1406 . The chassis  1408  may include a frame and vehicle components that are supported by the frame. Examples of the vehicle components that are supported by the frame include an energy source (e.g., a fuel tank or batter pack), propulsion system components (e.g., an internal combustion engine and/or electric motors), charging system components, thermal system components (e.g., for propulsion system cooling and passenger compartment heating and cooling), and vehicle control systems, which may include computing systems that provide automated vehicle control functions. 
     The chassis  1408  may be equivalent to the chassis  108  of the vehicle  100 . The description of the chassis  108 , e.g., including the description made in connection with  FIG.  2   , is hereby incorporated by reference in the description of the vehicle  100 . The implementation of the chassis  1408  differs from the implementation shown in  FIG.  2    in that the body suspension mounts  222  instead function as passenger compartment suspension mounts that are connected to the passenger compartment suspension system  1404 , and in that the passive body mounts  1405  are also connected to the chassis  1408  by separate mounting structures. 
       FIG.  15    is an illustration that shows a first example of the body  1410  and the passenger compartment structure  1431 . The body  1410  is generally as described with respect to the body  110 , including structural portions, aesthetic portions, windows, doors, and/or other features. The body  1410  and the passenger compartment structure  1431  cooperated to define a passenger compartment  1530  of the vehicle  1400 . 
     The passenger compartment  1530  is an internal space within the body  1410  that is the part of the vehicle  1400  that is configured to carry passengers and cargo, and the body  1410  may define doors and windows that are accessible from the passenger compartment  1530 . In some implementations, the passenger compartment  1530  is omitted, for example, in favor of a dedicated cargo compartment, in which case the suspension systems described herein may be applied, for example, in vehicles that carry vibration-sensitive cargo. 
     In the illustrated implementation, the passenger compartment structure  1431  includes a floor surface  1537  of the passenger compartment  1530  and seats  1536  (e.g., at least two seats) that are located inside the passenger compartment and are supported by the floor surface  1537 . Thus, the seats  1536  move with the passenger compartment structure  1431  according to the active suspension control applied to the passenger compartment structure  1431  by the passenger compartment suspension system  1404 . Other portions of the passenger compartment  1530  are connected to and supported by the body  1410  of the vehicle  1400 , such as passenger compartment wall panels  1538  and an instrument panel  1539 , and therefore do not move in unison with the passenger compartment structure  1431  and the floor surface  1537  of the passenger compartment  1530 . 
       FIG.  16    is an illustration that shows a second example of the body  1410  and the passenger compartment structure  1431 . The body  1410  is generally as described with respect to the body  110  of the vehicle  100 , including structural portions, aesthetic portions, windows, doors, and/or other features. The body  1410  and the passenger compartment structure  1431  cooperated to define a passenger compartment  1630  of the vehicle  1400 . 
     The passenger compartment  1630  is an internal space within the body  1410  that is the part of the vehicle  1400  that is configured to carry passengers and cargo, and the body  1410  may define doors and windows that are accessible from the passenger compartment  1630 . In some implementations, the passenger compartment  1630  is omitted, for example, in favor of a dedicated cargo compartment, in which case the suspension systems described herein may be applied, for example, in vehicles that carry vibration-sensitive cargo. 
     In the illustrated implementation, the passenger compartment structure  1431  includes a floor surface  1637  of the passenger compartment  1630 , and at least two of the seats  1636  that are located inside the passenger compartment are supported by the floor surface  1637 . The passenger compartment structure  1431  also includes other portions of the passenger compartment  1630 , such as wall panels  1638  of the passenger compartment  1630  and an instrument panel  1639  of the passenger compartment  1630 . Thus, the seats  1636 , the floor surface  1637 , the wall panels  1638  and the instrument panel  1639  may be part of the passenger compartment structure  1431  and therefore connected to and supported by the passenger compartment suspension system  1404  to move with respect to the body  1410  according to the active suspension control applied to the passenger compartment structure  1431  by the passenger compartment suspension system  1404 . Additional portions of the passenger compartment  1630  (e.g., ceiling panels, pillar covers, etc.) may either be part of the passenger compartment structure  1431  to move in unison with the passenger compartment structure  1431  or may be connected to and supported by the body  1410  of the vehicle  1400 , and therefore do not move in unison with the passenger compartment structure  1431 . In some implementations, all of the interior structures of the passenger compartment  1630  may be supported by and move in unison with the passenger compartment structure  1431  and the passenger compartment suspension system  1404 . 
     It will be appreciated that multiple implementations and variations of the vehicle  1400  are possible. For example, the vehicle  1400  may include the wheel and tire assemblies  1406 , the chassis  1408 , the body  1410 , the chassis suspension system  1402 , and the passenger compartment suspension system  1404 . In a first implementation, the chassis suspension system  1402  is a purely passive suspension system that includes no active components that are able to apply forces between the wheel and tire assemblies  1406  and the chassis  1408 , and the passenger compartment suspension system  1404  includes passive components to support the body  1410  relative to the chassis  1408  as well as active suspension components that control motion of the body  1410  relative to the chassis  1408 . In a second implementation, both the chassis suspension system  1402  and the passenger compartment suspension system  1404  include passive suspension components and active suspension components. In a third implementation, the chassis suspension system  1402  includes passive suspension components and active suspension components while the passenger compartment suspension system  1404  includes only passive suspension system components. 
     It will be further appreciated that the vehicle  1400  may incorporate features described with respect to other implementations, such as the implementations described with respect to  FIGS.  6 - 13   . 
       FIG.  17    is a side view illustration that shows a vehicle  1700  that includes a chassis suspension system  1702 , an intermediate suspension system  1703 , passive body mounts  1705 , and a passenger compartment suspension system  1704 . The vehicle  1700  also includes wheel and tire assemblies  1706 , a chassis  1708 , an intermediate platform  1709 , a body  1710 , and a passenger compartment structure  1731 . The descriptions of the vehicle  400  and the vehicle  1400  are generally applicable to the vehicle  1700  of  FIG.  17    except as described herein. 
     The chassis suspension system  1702  suspends the sprung mass of the vehicle  1700  relative to the unsprung mass of the vehicle  1700 . The configuration of the chassis suspension system  1702  is the same as the configuration of the chassis suspension system  402  of the vehicle  400  as previously described. It is connected to the wheel and tire assemblies  1706  and the chassis  1708 , and is not connected directly to the body  1710  or the passenger compartment structure  1731 . 
     The intermediate suspension system  1703  connects the chassis  1708  to the intermediate platform  1709 . The intermediate suspension system  1703  includes linkages and/or passive suspension components, such as springs or passive dampers that, in combination, have a low or substantially zero net spring rate. The intermediate suspension system  1703  is configured to constrain rotation of the intermediate platform  409  relative to the chassis  408  and to provide counterbalancing. 
     Connection of the body  1710  and the passenger compartment structure  1731  by the passive body mounts  1705  and the passenger compartment suspension system  1704  is implemented in the same manner as described with respect to connection of the body  1410  and the passenger compartment structure  1431  by the passive body mounts  1405  and the passenger compartment suspension system  1404  of the vehicle  1400 . A passenger compartment may also be implemented in the vehicle  1700  by connection of part of or all of the passenger compartment to the passenger compartment structure  1731  in the manner described with respect to the passenger compartment  1530  of  FIG.  15    and the passenger compartment  1630  of  FIG.  16   . 
     The body  1710  of the vehicle  1700  is equivalent to the body  410  of the vehicle  400 , except that it is connected to the chassis  1708  by the passive body mounts  1705  as opposed to by active suspension components, and is further distinguished from the body  110  in that the passenger compartment structure  1731  is movable with respect to the body  1710 . The passive body mounts  1705  may include purely passive suspension components. The passive body mounts  1705  may exclude active components that are able to apply forces between the wheel and tire assemblies  406  and the chassis  408 . In an alternative implementation, the passive body mounts  1705  may include very low frequency active components, such as air springs, that are configured to adjust the height of the body  1710  with respect to the chassis  1708 , and which are not actively controlled to dampen vibrations. 
     The passenger compartment suspension system  1704  suspends the passenger compartment structure  1731  relative to the intermediate platform  1709 . The passenger compartment suspension system  1704  is configured to move the passenger compartment structure  1731  with respect to the intermediate platform  1709  by applying forces between the passenger compartment structure  1731  and the intermediate platform  1709  in response to control signals that are determined based on motion of the vehicle  1700  and the intermediate platform  1709 . As an example, the passenger compartment suspension system  1704  may be configured to control motion of the passenger compartment structure  1731  relative to the intermediate platform  1709  in three linear degrees of freedom and three rotational degrees of freedom. 
     The passenger compartment suspension system  1704  includes components that are connected to the intermediate platform  1709  and to the passenger compartment structure  1731 . The components that are included in the chassis suspension system  1702  define isolated load paths between the intermediate platform  1709  and the passenger compartment structure  1731 . The passenger compartment structure  1731  is not directly connected to the wheel and tire assemblies  1706  and instead is connected indirectly through the intermediate platform  1709  and the chassis  1708 . 
     The passenger compartment suspension system  1704  is connected to the passenger compartment structure  1731  such that all portions of the passenger compartment structure  1731  and components located in it are affected equally by motion of the passenger compartment structure  1731  relative to the intermediate platform  1709  that is caused by the passenger compartment suspension system  1704 . For example, active suspension forces may be applied to control motion of the passenger compartment structure  1731  relative to the intermediate platform  1709  (e.g., to cancel low-frequency motion of the passenger compartment structure  1731  relative to the intermediate platform  1709 ). In addition, because the body  1710  is connected to the intermediate platform  1709  by the passive body mounts  1705 , the connection of the passenger compartment structure  1731  to the intermediate platform  1709  by the passenger compartment suspension system causes the passenger compartment structure  1731  to move with respect to both the intermediate platform  1709  and the body  1710 . 
     The passenger compartment suspension system  1704  may include active suspension components. The active suspension components of the passenger compartment suspension system  1704  may include six or more active suspension actuators that are connected to the passenger compartment structure  1731  and the intermediate platform  1709 . Inclusion of six or more active suspension actuators in the passenger compartment suspension system  1704  allows the passenger compartment suspension system  1704  to be configured to control motion of the passenger compartment structure  1731  with respect to the intermediate platform  1709  in three linear degrees of freedom and in three rotational degrees of freedom. As one example, the active suspension components of the passenger compartment suspension system  1704  may include linear actuators that are connected to the passenger compartment structure  1731  and the intermediate platform  1709 . As another example, the active suspension components of the passenger compartment suspension system  1704  may include a ball screw actuator that advances and retracts an output shaft along a line of action by rotation of an electric motor. As another example, the active suspension components of the passenger compartment suspension system  1704  may include a linear electric actuator that advances and retracts an output shaft along a line of action using a linear electric motor. As another example, the active suspension components of the passenger compartment suspension system  1704  may include a rotary actuator and link (e.g., as shown in  FIG.  19   ) as an option, either with or without speed reduction. The link may be connected eccentrically with respect to the rotation axis of the rotary actuator. Speed reduction may be implemented using a planetary gear, offset gears, a harmonic drive, a belt drive, an epicyclic drive, etc. 
     The wheel and tire assemblies  1706  include unsprung components of the vehicle  1700  that support the vehicle  1700  with respect to a surface  1701 , such as a road surface. The wheel and tire assemblies  1706  may include wheels, tires (e.g., pneumatic tires), wheel hubs, braking components, steering components (e.g., steering linkages and/or hub mounted steering components), suspension linkages, propulsion linkages (e.g., in implementations that include chassis-mounted propulsion motors), and/or propulsion motors (e.g., in implementations that include hub motors). 
     The chassis  1708  is the primary structure of the vehicle  1700  that supports all other vehicle components and is directly supported by the wheel and tire assemblies  1706 . The chassis  1708  may include a frame and vehicle components that are supported by the frame. Examples of the vehicle components that are supported by the frame include an energy source (e.g., a fuel tank or batter pack), propulsion system components (e.g., an internal combustion engine and/or electric motors), charging system components, thermal system components (e.g., for propulsion system cooling and passenger compartment heating and cooling), and vehicle control systems, which may include computing systems that provide automated vehicle control functions. 
     The chassis  1708  may be equivalent to the chassis  108  of the vehicle  100 . The description of the chassis  108 , e.g., including the description made in connection with  FIG.  2   , is hereby incorporated by reference in the description of the vehicle  100 . The implementation of the chassis  1708  differs from the implementation shown in  FIG.  2    in that the body suspension mounts  222  instead function as passenger compartment suspension mounts that are connected to the passenger compartment suspension system  1704 , and in that the passive body mounts  1705  are also connected to the chassis  1708  by separate mounting structures. 
     It will be appreciated that multiple implementations and variations of the vehicle  1700  are possible, including differing arrangements of active and/or passive suspension components in the chassis suspension system  1702 , the intermediate suspension system  1703 , and the passenger compartment suspension system  1704 , as similarly described with respect to the vehicle  1400 . It will be further appreciated that the vehicle  1400  may incorporate features described with respect to other implementations, such as the implementations described with respect to  FIGS.  6 - 13   . 
       FIG.  18    is a block diagram that shows examples of components that can be included in the vehicle  100  in addition to those components previously described. These components may also be included in other vehicles that are described herein, such as the vehicle  400 , the vehicle  1400 , and the vehicle  1700 . 
     The vehicle  100  may include a propulsion system  1851 , a steering system  1852 , a braking system  1853 , a suspension system  1854  (e.g., including the chassis suspension system  102  and the body suspension system  104 ), a sensor system  1855 , and a controller  1856 . The propulsion system  1851 , the steering system  1852 , the braking system  1853 , and the suspension system  1854  are all controllable actuator systems that can be controlled by commands that are output by the controller  1856 . The controller  1856  determines commands (e.g., to implement driver assistance functions or automated driving functions) to be output to the propulsion system  1851 , the steering system  1852 , the braking system  1853 , and the suspension system  1854  using signals received from the sensor system  1855 . 
     The controller  1856  may be a conventional computing device (e.g., having components such as a processor and a memory) that is provided with computer program instructions that allow the controller  1856  to generate commands that regulate operation of the active components of the suspension system  1854  using sensor signals that are generated by the sensor system  1855  and are provided to the controller  1856  as inputs. The sensors of the sensors system  1855  may include, as examples, one or more sensors (e.g., inertial measurement units) that measure motion of the vehicle (e.g., a first sensor to measure motion of the body  110 , a second sensor to measure motion of the chassis, and sensors to measure motion of the wheel and tire assemblies  106 , etc.), one or more cameras that monitor conditions around the vehicle  100 , and/or one or more three-dimensional sensors (e.g., LIDAR, structured light, etc.) that monitor conditions around the vehicle  100 . As an example, the computer program instructions of the controller  1856  may monitor relative accelerations, determine forces to be applied by the active components of the suspension system  1854 , and output a command to the active components of the suspension system  1854  that causes the active components to apply the determined forces. 
     As an example, the sensor system  1855  may include sensors that output motion signals that describe motion of the body  110  of the vehicle  100  and motion of the chassis  108  of the vehicle  100 . Using the motion signals from the sensor system  1855 , the controller  1856  determines control signals for the active suspension actuators that are included in the body suspension system  104 . As an example, signals that describe forces and accelerations that are currently being experienced by parts of the vehicle  100  can be used as a basis for determining the control signals for the active suspension actuators. In addition, forward-looking sensor systems (e.g., LIDAR, imaging systems, etc.) may be used to sense the conditions of the roadway ahead of the vehicle  100  and can be used as a basis for determining the control signals for the active suspension actuators. The controller  1856  transmits the control signals to the active suspension actuators that are included in the body suspension system  104 , which causes the body suspension system  104  to control motion of the body  110  of the vehicle  100  with respect to the chassis  108  of the vehicle  100  using the control signals. 
       FIG.  19    is an illustration that shows an active suspension actuator assembly  1960  that can be used to implement the actuators described herein. The active suspension actuator assembly  1960  is configured to apply forces between two components using a rotary electric motor and an eccentric drive. In the illustrated example, the active suspension actuator assembly  1960  includes an electric motor  1961 , an encoder  1962 , a gear box  1963  to apply gear reduction to the rotational output of the electric motor  1961 , a rotating link  1964  that is rotated by the rotational output of the gear box  1963 , and connecting rod  1965  that is connected to the rotating link  1964  at an off-axis location relative to the rotational output of the gear box  1963 . The connecting rod  1965  is configured as a two-force member that is eccentrically coupled to the rotational output of the gear box  1963  by the rotating link  1964 . The connecting rod  1965  is connected to the rotating link  1964  by a pivoting joint or ball joint. The electric motor  1961  may be connected in a fixed manner to a first structure  1966  (e.g., a chassis) and the connecting rod  1965  may be connected by to a second structure  1967  (e.g., a body) by a pivoting joint or a ball joint. 
     As described above, one aspect of the present technology is controlling a suspension system of a vehicle to provide a comfortable ride for passengers of the vehicle. Some implementations of the present technology may include the gathering and use of data available from various sources to control operation of the suspension system and thereby improve the ride quality of the vehicle or customize the ride of the vehicle to the preferences of the passengers of the vehicle. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID&#39;s, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. As one example, information describing a user of the vehicle may be collected and used to adjust the ride of the vehicle based on user preferences. As another example, the vehicle may include sensors that are used to control operation of the vehicle, and these sensors may obtain information (e.g., still pictures or video images) that can be used to identify persons present in the image. 
     The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to develop a user profile that describes user comfort levels for certain types of motion of the vehicle. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the identifying content to be displayed to users, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In another example, users can select not to provide personal data for use in suspension control. In yet another example, users can select to limit the length of time personal data is maintained or entirely prohibit the use and storage of personal data. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, customized suspension control can be performed using non-personal information data or a bare minimum amount of personal information, other non-personal information available to the devices, or publicly available information.

Metadata:
Filing Date: 20200915
Publication Date: 20240326
Grant Date: 20240326
Priority Date: 20190923
Inventors: MADHANI, AKHIL J.
AUCKLAND, ROBIN A.
WOOD, GILES D.
AUGENBERGS, PETERIS K.
FAN, XINGCHEN
HALL, JONATHAN L.
KEAS, PAUL J.
Assignee: APPLE INC
CPC Classifications: [{"code": "B60G17/0157", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G17/016", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2204/4232", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2204/422", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2204/423", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2400/90", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2400/95", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2400/206", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2202/42", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2800/01", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G99/002", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2300/50", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60W30/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G17/016", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G17/021", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G17/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60K1/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/22", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W30/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G17/016", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60K1/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G17/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W10/22", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G17/021", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60K1/04", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 90362653