Description:TECHNICAL FIELD
[0001] The present subject matter generally relates to a Method and System for controlling a suspension system of a vehicle. The present subject matter specifically, but not exclusively, relates to a method and system of an electronically adjustable suspension unit in a vehicle for enabling automatic adjustment of damping of a suspension assembly without substantial manual intervention.
BACKGROUND
[0002] A suspension system is an integral part of a vehicle, which protects a body of the vehicle from shocks caused due to poor driving conditions on a rutted and a potholed road. The suspension system provides safe braking conditions for a user of the vehicle and provide comfort to the user during unsafe and poor driving conditions. Conventionally, a vehicle has a plurality of shock absorbers to absorb all the shocks from the road and to provide comfort to the user. Generally, the plurality of shock absorbers is positioned with one or more front wheels as well as with one or more rear wheels of a vehicle. A plurality of front shock absorbers is connected to the one or more front wheels at one side and to a steering assembly on the other side. A plurality of rear shock absorbers may be connected to a frame of the vehicle at one side and can be connected to other component/parts of the vehicle at the other side. The plurality of shock absorbers is kept at a particular angle to get effective shock absorption and improved comfort to at least achieve adequate wheel travel. Generally, the plurality of shock absorbers may be a coil spring type.
[0003] The plurality of shock absorbers comprises of spring. The spring absorbs vibrations and shocks received from the road surface and other sources while driving, and the shock absorbers absorb the vibration of the springs. The force that converges the vibration of the spring by the shock absorber is called a damping force, and by changing the damping force as desired, the perceived hardness of the suspension system can be varied. This affects the quality of the vehicle ride. Suspension damping is the process of controlling or stopping the shock absorbers oscillation, either when it compresses or rebounds.
[0004] During braking a vehicle, specifically for a motorcycle, the motorcycle body pitches and the load transfers to the front wheel. Due to the excess load transfer during braking, the front fork tends to compress at higher velocity and makes the vehicle unstable. This phenomenon is known as dive effect in the motorcycle. This causes discomfort to the user and makes unsafe ride conditions. This diving phenomena can be solved to some extent by increasing the assembly load characteristics and the compression damping of front fork.
[0005] In conventional vehicles, specifically motorcycle, the damping configuration of the suspension system is done manually by a user, for which the user has to get down from the vehicle every time there is need of damping adjustment based on road conditions. The adjustment of the damping of the suspension system is done using an adjuster knob, which can be rotated according to the preference of the user of the suspension system. Further, there is limitation of how much a user can rotate the adjuster manually, lacks accuracy, and effectiveness.
[0006] Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.

SUMMARY OF THE INVENTION
[0007] According to embodiments illustrated herein, the present invention provides a system and method of a suspension assembly of a vehicle. The suspension assembly comprises at least of a front suspension, a rear suspension and a suspension control unit. The front suspension is connected to a front suspension actuator. The rear suspension is connected to a rear suspension actuator. As per an embodiment, the suspension control unit is configured with a pre-determined lookup table, hereinafter called as lookup table. The lookup table is a matrix of plurality of actuating parameters, which correspond to the ideal suspension positions suitable for a comfortable ride. As per an embodiment, the lookup table is a matrix comprising ideal position of the front and rear suspension with respect to various parameters relating to vehicle wheel speed and suspension position parameters. The suspension control unit is configured to receive a plurality of actuating parameters and compare the plurality of actuating parameters with the lookup table. The suspension control unit is configured to determine an ideal front suspension position and an ideal rear suspension position based on a plurality of pre-determined values in the lookup table. The suspension control unit actuates the front suspension actuator and the rear suspension actuator based on the calculation.
[0008] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The details are described with reference to an embodiment of a battery pack along with the accompanying diagrams. The same numbers are used throughout the drawings to reference similar features and components.
[00010] Figure 1 exemplarily illustrates general exploded view of front fork leg arrangement in accordance with an embodiment of the present disclosure.
[00011] Figure 2 exemplarily illustrates general exploded view of rear fork leg arrangement in accordance with an embodiment of the present disclosure.
[00012] Figure 3 exemplarily illustrates a block diagram of suspension control unit arrangement in accordance with an embodiment of the present disclosure.
[00013] Figure 4 exemplarily illustrates a flowchart of method of controlling of a suspension assembly in a vehicle in accordance with an embodiment of the present disclosure.
[00014] Figure 5 exemplarily illustrates test results comparing the efficiency of said suspension assembly in accordance with an embodiment of the present disclosure.
[00015] Figure 6 exemplarily illustrates test results comparing the accuracy of said suspension assembly in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[00016] Exemplary embodiments are described with reference to the accompanying drawings. Wherever convenient, the same reference numbers are used throughout the drawings to refer to the same or like parts. While examples and features of disclosed principles are described herein, modifications, adaptations, and other implementations are possible without departing from the spirit and scope of the disclosed embodiments. It is intended that the following detailed description be considered as exemplary only, with the true scope and spirit being indicated by the following claims.
[00017] An objective of the present subject matter is to provide a system and method to electronically adjustable suspension unit in a vehicle for enabling automatic adjustment of damping of a suspension assembly without substantial manual intervention. The system and method of controlling the suspension assembly provides comfortable ride to a user of the vehicle without manual intervention.
[00018] As per an aspect of the present subject matter, the suspension assembly comprises at least of a front suspension, a rear suspension and a suspension control unit. The front suspension is connected to a front suspension actuator. The rear suspension is connected to a rear suspension actuator. The suspension control unit is configured to receive a plurality of actuating parameters and based on the plurality of actuating parameters; the suspension control unit refers the lookup table. The lookup table is a matrix of plurality of actuating parameters, which correspond to the ideal suspension positions suitable for a comfortable ride. As per an embodiment, the lookup table is a matrix comprising ideal position of the front and rear suspension with respect to various parameters relating to vehicle wheel speed and suspension position parameters. The suspension control unit is configured to determine an ideal front suspension position and an ideal rear suspension position based on a plurality of pre-determined values of plurality of actuating parameters from the lookup table. The suspension control unit actuates the front suspension actuator and the rear suspension actuator based on the determination.
[00019] As per an aspect of the present subject matter, the suspension control unit and the anti-lock braking system are communicatively connected. The plurality of actuating parameters comprising of a first set of parameters and a second set of parameters. The first set of parameters are from an anti-lock braking system control unit (ABS control unit), where the anti-lock braking control unit is configured to receive the front wheel speed from the front wheel speed sensor, and the rear wheel speed from the rear wheel speed sensor. The second set of parameters which are relating to the front suspension and rear suspension, which are the real time position of the front suspension from a front suspension travel sensor, and a real time position of the rear suspension from a rear suspension travel sensor.
[00020] As per an aspect of the present subject matter, the lookup table is configured to store values. These values comprise of plurality of pre-determined values of the plurality of actuating parameters which corresponding to ideal pre-determined front suspension position and the ideal pre-determined rear suspension position. As per an embodiment of the present invention, the suspension control unit is configured with the lookup table. Through the lookup table that the suspension control unit is able to determine the ideal front position and the ideal rear position.
[00021] As per an aspect of the present subject matter, the suspension control unit is able to receive the real-time front suspension position and the real-time rear suspension position. The suspension control unit then calculates the difference between the ideal front suspension and rear suspension positions and the real-time front suspension and rear suspension positions. The suspension control unit then actuates the front actuator and the rear actuator based on the difference between the ideal front and rear suspension position and the real-time front and rear suspension position. this calculation. Further, the suspension control unit takes the inputs from the wheel speed sensor and the suspension travel sensors a feedback from the real-time front suspension and rear suspension positions to ensure that the ideal position of the suspension member have been met. therefore, the inaccurate damping of the suspension assembly is eliminated. Through this method that the human errors of manually adjusting the damping of the suspension are eliminated. Further, since the suspension assembly is being adjusted automatically, therefore, more precision and accuracy in adjustment of the suspension units is ensured.
[00022] As per an aspect of the present subject matter, if the first set of parameters is more than a first threshold value, or if the second set of parameters is more than a second threshold value, the suspension control unit then determines the ideal front suspension position and the ideal rear suspension position by referring to the lookup table. As per an embodiment, first threshold value is 0.6 m/sec, and the second threshold value is between 0.6g to 0.8g. Therefore, the suspension control unit attempts to adjust the damping of the suspension assembly based on this condition.
[00023] In an embodiment, the electronic adjustment of the suspension assembly can also be activated by a user of the vehicle through a switch cluster, where a microcontroller unit activates the anti-dive condition of the suspension assembly of the vehicle based on an on-off switch.
[00024] In view of the above, the claimed limitations as discussed above are not routine, conventional, or well understood in the art, as the claimed limitations enable the above solutions to the existing problems in conventional technologies.
[00025] The present subject matter is described using a suspension assembly a vehicle, whereas the claimed subject matter can be used in any other type of application employing above-mentioned suspension assembly configuration, with required changes and without deviating from the scope of invention. Further, it is intended that the disclosure and examples given herein be considered as exemplary only.
[00026] The terms “an embodiment”, “embodiment”, “embodiments”, “the embodiment”, “the embodiments”, “one or more embodiments”, “some embodiments”, and “one embodiment” mean “one or more (but not all) embodiments of the invention(s)” unless expressly specified otherwise. The terms “including”, “comprising”, “having” and variations thereof mean “including but not limited to”, unless expressly specified otherwise. The terms “a”, “an” and “the” mean “one or more”, unless expressly specified otherwise.
[00027] The embodiments of the present invention will now be described in detail with reference to a battery pack along with the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00028] Figure 1 exemplarily illustrates general exploded view of front fork leg arrangement for one embodiment of the present subject matter. The front suspension (100) being mechanically connected to a front actuator mounting adapter (104) enabling mounting of the front suspension actuator (102). Front suspension (100) being configured with a front adjuster knob (108). The front adjustor knob (108) being configured to be connected with the front suspension actuator (102) using a front coupler (106). The front adjuster knob (108) is configured to transfer mechanical actuation generated from the front suspension actuator (102) to a front fork damping screw (110). The front fork damping screw (110) being configured to adjust a first internal valve (314) position of damping system of the front suspension assembly.
[00029] Figure 2 exemplarily illustrates general exploded view of rear fork leg arrangement for one embodiment of the present subject matter. The rear suspension (200) being mechanically connected to a rear actuator mounting adapter (204) enabling mounting of the rear suspension actuator (102). Rear suspension (200) being configured with a rear adjuster knob (208). The rear adjuster knob (208) is configured to transfer mechanical actuation generated from the rear suspension actuator (202) to a rear fork damping screw (210). The rear fork damping screw (210) being configured to adjust a second internal valve (316) position of damping system of the rear suspension assembly.
[00030] Figure 3 exemplarily illustrates a block diagram of suspension control unit arrangement in accordance with an embodiment of the present disclosure. The anti-lock braking system control unit (306) is communicatively connected with the suspension control unit (308). The anti-lock braking system control unit (306) receives front wheel speed and rear wheel speed from a front wheel speed sensor (302) and a rear wheel speed sensor (304). The suspension control unit (308) receives rear time position of the front suspension and a rear suspension from front suspension travel sensor (310) and a rear suspension travel sensor (312). The suspension control unit (308) receives inputs of first of set parameters and the second set of parameters, from the anti-lock braking system control unit (306), the wheel speed sensors (302, 304) and travel sensors (310, 312) determines the ideal front suspension position (404) and the ideal rear suspension position (406).The suspension control unit (308) refers to the lookup table to determine the ideal front suspension position (404) and the ideal rear suspension position (406). The suspension control unit (308) actuates the front suspension actuator (102) and the rear suspension actuator (202), thereby changing the damping of the suspension assembly based on the determination by referring the lookup table. The front suspension actuator and rear suspension actuator changes first internal valve (314) and second internal valve (316). The first internal valve (314) and the second internal valve (316) adjust the damping of the suspension assembly.
[00031] The suspension control unit (308) receives real time rear suspension position (318) and real time front suspension position (319) as feedback for the suspension assembly. The suspension control unit takes the inputs from the wheel speed sensors and the suspension travel sensors s a feedback from the real-time front suspension and rear suspension positions to ensure that the ideal position of the suspension member have been met. therefore, the inaccurate damping of the suspension assembly is eliminated. Through this method that the human errors of manually adjusting the damping of the suspension are eliminated. Further, since the suspension assembly is being adjusted automatically, therefore, more precision and accuracy in adjustment of the suspension units is ensured.
[00032] Figure 4 exemplarily illustrates a flowchart of method of controlling of a suspension assembly in a vehicle in accordance with an embodiment of the present disclosure. The method initiates the process at step 501. At step 502, the suspension control unit (308) receiving a plurality of actuating parameters from a plurality of sensors (302, 304, 310, 312). The suspension control unit (308) then proceeds to step 503, where a condition is placed, that is, if second set of parameters being more than 0.6m/s, first set of parameters being more than a 0.6g to 0.8g. If the condition is not satisfied, the suspension control unit (308) continues to step 502 and continues receiving the first set of parameters and the second set of parameters from a plurality of sensors (302, 304, 310, 312). If the condition is met, at step 503, the step 504 is executed, where the suspension control unit (308) refers to a lookup table (402) considering the received first set of parameters and the second set of parameters. At step 505, suspension control unit determining an ideal front suspension position (404) and an ideal rear suspension position (406) based on a plurality of pre-determined values stored in said lookup table (402). At step 506, the suspension control unit (308) starts actuating the front suspension actuator (102), and rear suspension actuator (202) based on said determination at step 505.
[00033] The method then proceeds to step 507, where the suspension control unit receiving a real-time front and rear suspension position (318, 319). This acts as feedback to the system, which aids in ascertaining whether the front suspension actuator (102) and the rear suspension actuator (202) are in the correct position.
[00034] At step 508, the suspension control unit (308) meets a condition, that is, if the real-time front and rear position (318, 319) is equal to ideal suspension position (404, 406). If the condition is met, the suspension control unit (308) reaches the end of the method and terminates the flowchart at step 512. If the condition is not met, the suspension control unit (308) proceeds to step 509 and calculates the difference between said real-time position of the front suspension and the rear suspension (318, 319) and said ideal pre-determined suspension position (404, 406). The suspension control unit (308) at step 510 actuates the front suspension actuator (102) and the rear suspension actuator (202) based on the calculation done at step 509.
[00035] At step 511, the suspension control unit (308) determines whether the real time position of the (318, 319) is equal to ideal suspension position (404, 406) corresponding to values in lookup table. If the condition is met, the method terminates at step 512. If the condition is not met, the suspension control unit (308) continues to step 509 and repeats the procedure.
[00036] A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[00037] Figure 5 exemplarily illustrates test results comparing the efficiency of said suspension assembly in accordance with an embodiment of the present disclosure. The test results aided in formulating the suspension assembly. 602 shows the velocity of the suspension assembly travel distance. During braking in motorcycle, a vehicle body pitches and a load transfers to a front wheel. Due to the excess load transfer during braking, the suspension tends to compress at higher velocity and makes the vehicle unstable. Figure 5 shows that the velocity of the suspension assembly is at a constant level through the conditions of panic braking as well. The present subject matter therefore offers an anti-dive control for a vehicle, which brings a comfortable ride to a user. Figure 6 exemplarily illustrates test results comparing the accuracy of said suspension assembly in accordance with an embodiment of the present disclosure. When the suspension assembly is manually adjusted according to a user’s need, the damping setting is inaccurate and leads to inefficient suspension setting. The present subject matters enables accurate and automatic adjustment of the damping setting of a suspension system.
[00038] The present claimed invention solves the technical problem of providing increased performance and durability of a vehicle by eliminating the need to manually adjust the damping of a suspension system, as well as accurately changing the damping of the suspension system. The present subject matter is easy to assemble due there being an additional component added to conventional suspension assemblies, making it easier for manufacturing and assembly. The claimed invention of adjustable suspension system is easy to manufacture, service and also a low-cost design compared to semi active suspension system. The control system provide in the subject matter has a mere response time of 10 milliseconds, making it a smooth and fast mechanism of adjusting the suspension assembly. The mechanical anti-dive conditions of the conventional suspension systems produce noise and reduces the performance of the suspension assembly due to friction over long usage of the vehicle. The claimed invention of adjustable suspension system which eliminates the anti-dive mechanism is quiet and serves better performance without any deterioration over long term usage. The stability of the vehicle during braking is improved without any compromise on the quality of the ride, since the system instantly detects the brake application input and adjusts the damping setting based on the brake lever actuation applied. The user is also enabled to change the damping of the suspension assembly, which allows the user to ON and OFF the anti-dive system.
[00039] Additionally, there is additional comfort provided to a user of the vehicle due to the present subject matter eliminating the anti-dive mechanism of the suspension assembly.
[00040] A description of an embodiment with several components in communication with another does not imply that all such components are required, On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention,
[00041] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter and is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[00042] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
[00043] The present disclosure may be realized in hardware, or a combination of hardware and software. The present disclosure may be realized in a centralized fashion, in at least one computer system, or in a distributed fashion, where different elements may be spread across several interconnected computer systems, a computer system or other apparatus adapted for carrying out the methods described herein may be suited. A combination of hardware and software may be a general-purpose computer system with a computer program that, when loaded and executed, may control the computer system such that it carries out the methods described herein. The present disclosure may be realized in hardware that comprises a portion of an integrated circuit that also performs other functions.
[00044] A person with ordinary skills in the art will appreciate that the systems, modules, and sub-modules have been illustrated and explained to serve as examples and should not be considered limiting in any manner. It will be further appreciated that the variants of the above disclosed system elements, modules, and other features and functions, or alternatives thereof, may be combined to create other different systems or applications.
[00045] Those skilled in the art will appreciate that any of the aforementioned steps and/or system modules may be suitably replaced, reordered, or removed, and additional steps and/or system modules may be inserted, depending on the needs of a particular application. In addition, the systems of the aforementioned embodiments may be implemented using a wide variety of suitable processes and system modules, and are not limited to any particular computer hardware, software, middleware, firmware, microcode, and the like. The claims can encompass embodiments for hardware and software, or a combination thereof.
[00046] While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure not be limited to the particular embodiment disclosed, but that the present disclosure will include all embodiments falling within the scope of the appended claims.
 
Reference Numerals:

100 – Front Suspension
102 – Front Suspension Actuator
104 – front actuator mounting adapter
106 – front coupler
108 – front adjuster knob
110 – front fork damping screw
200 – Rear Suspension
202 – Rear Suspension Actuator
204 – Rear actuator mounting adapter
206 – Rear coupler
208 – Rear adjuster knob
210 – Rear fork damping screw
302 - Front Wheel Speed Sensor
304 - Rear Wheel Speed Sensor
306 – Anti-lock Braking System Control Unit
308 – Suspension Control unit
310 - Front Suspension Travel Sensor
312 – Rear Suspension Travel Sensor
314 - First Internal Valve
316 - Second internal valve
318 - real-time rear suspension position
319 - real-time rear suspension position
402 – Lookup table
404 - ideal front suspension position
406 - ideal rear suspension position
 
, Claims:We/I Claim:
1. A suspension assembly of a vehicle, wherein said suspension assembly comprising:
a front suspension (100);
wherein said front suspension (100) being connected to a front suspension actuator (102),
a rear suspension (200);
wherein said rear suspension (200) being connected to a rear suspension actuator (202),
a suspension control unit (308), wherein said suspension control unit (308) being configured to receive a plurality of actuating parameters to enable actuation of the front suspension (100), and the rear suspension (200) based on a lookup table (402) and corresponding plurality of actuating parameter.

2. The suspension assembly as claimed in claim 1, wherein said suspension control unit (308) being configured to refer said received plurality of actuating parameters with said lookup table (402),
wherein said suspension control unit (308) being configured to determine an ideal front suspension position (404) and an ideal rear suspension position (406) based on a plurality of pre-determined values stored in said lookup table (402),
wherein said suspension control unit (308) being configured to enable actuation of said front suspension actuator (102), and said rear suspension actuator (202) based on said determination.

3. The suspension assembly as claimed in claim 1, wherein said suspension control unit (308) being communicatively connected with said anti-lock braking system control unit (306).
4. The suspension assembly as claimed in claim 1, wherein said plurality of actuating parameters comprising a first set of parameters and a second set of parameters.
5. The suspension assembly as claimed in claim 4, wherein said second set of parameters comprise of a front suspension position from a front suspension travel sensor (310), and a rear suspension position from a rear suspension travel sensor (312).
6. The suspension assembly as claimed in claim 4, wherein said first set of parameters comprise of a front wheel speed and a rear wheel speed from a front wheel sensor, and a rear wheel sensor.

7. The suspension assembly as claimed in claim 1, wherein said lookup table (402) being a matrix of said ideal values of plurality of pre-determined values of said plurality of actuating parameters corresponding to front suspension r position (404) and said rear suspension position (406).

8. The suspension assembly as claimed in claim 1,
wherein said suspension control unit (308) being configured to receive a real-time front suspension position (318) and a real-time rear suspension position (319),
wherein said suspension control unit (308) being configured to calculate the difference between said real-time front suspension position (318) and said ideal front suspension position (404),
wherein said Suspension Control Unit (308) being configured to calculate the difference between said real-time rear suspension position (319) with said ideal rear suspension position (406),
wherein said suspension control unit (308) actuating said front suspension actuator (102) and said rear suspension actuator (202) based on said calculation.

9. The suspension assembly as claimed in claim 3, wherein said suspension control unit (308) selects said plurality of pre-determined values of said plurality of actuating parameters if said first set of parameters being more than a first threshold value, or said second set of parameters being more than a second threshold value.

10. The suspension assembly as claimed in claim 8, wherein said first threshold value being 0.6 m/sec.

11. The suspension assembly as claimed in claim 8, wherein said second threshold value being between 0.6g to 0.8g.

12. The suspension assembly as claimed in claim 1, wherein a user input being configured to enable said suspension control unit (308) to actuate said front suspension actuator (102) and said rear suspension actuator (202).

13. The suspension assembly as claimed in claim 11, wherein the user input being sent said user through a switch cluster.

14. The suspension assembly as claimed in claim 1,
wherein said front suspension (100) being mechanically connected to a front actuator mounting adapter (104) enabling mounting of said front suspension actuator (102);
wherein said rear suspension (200) being mechanically connected to a rear actuator mounting adapter (204) enabling mounting of said rear suspension actuator (202).

15. The suspension assembly as claimed in claim 13,
wherein said front suspension (100) being configured with a front adjuster knob (108);
wherein said front adjuster knob (108) being configured to transfer mechanical actuation generated from said front suspension actuator (102) to a front fork damping screw (110);
wherein said front fork damping screw (110) being configured to adjust a first internal valve (314) position of damping system of said suspension assembly;
wherein said first internal valve (314) damping system being configured to change damping range of said front suspension (100).

16. The suspension assembly as claimed in claim 13,
wherein said rear suspension (200) being configured with a rear adjuster knob (208);
wherein said rear adjuster knob (208) being configured to transfer mechanical actuation generated from said rear suspension actuator (202) to a rear fork damping screw (210);
wherein said rear fork damping screw (210) being configured to adjust a second internal valve (316) position of the damping system;
wherein said second internal valve (316) damping system being configured to change the damping range of said rear suspension (200).

17. The suspension assembly as claimed in claim 14, wherein said front adjustor knob (108) being configured to be connected with said front suspension actuator (102) using a front coupler (106).

18. The suspension assembly as claimed in claim 15, wherein said rear adjustor knob (208) being configured to be connected with said rear suspension actuator (202) using a rear coupler (206).

19. A method for controlling of a suspension assembly in a vehicle, wherein the method comprises the steps of:
receiving, by a suspension control unit (308), a plurality of actuating parameters from a plurality of sensors (302, 304, 310, 312);
referring, by said suspension control unit (308), said received plurality of actuating parameters with a lookup table (402);
determining, by said suspension control unit (308), an ideal front suspension position (404) and an ideal rear suspension position (406) based on a plurality of pre-determined values stored in said lookup table (402);
actuating, by said suspension control unit (308), said front suspension actuator (102), and said rear suspension actuator (202) based on said determination.

20. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, wherein said plurality of actuating parameters comprising at least first set of parameters and a second set of parameters.
21. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, wherein said first set of parameters comprise of a front wheel speed and a rear wheel speed,

22. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, wherein said second set of parameters comprise of a front suspension (100) position from a front suspension travel sensor (310), and a rear suspension (200) position from a rear suspension travel sensor (312).

23. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, said method comprises steps of:
Storing, by said lookup table (402), said plurality of pre-determined values of said plurality of actuating parameters corresponding to said ideal front suspension position (404) and said ideal rear suspension position (404).

24. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, said method comprises steps of:
receiving, by said suspension control unit (308), a real-time front suspension position (318) and a real-time rear suspension position (319);
calculating, by said suspension control unit (308), difference between said real-time front suspension position (318) and said ideal front suspension position (404);
calculating, by said suspension control unit (308), difference between said real-time rear suspension position (319) and said ideal rear suspension position (404);
actuating, by said suspension control unit (308), said front suspension actuator (102) and said rear suspension actuator (202) based on said calculation.
25. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, wherein said Suspension control unit (308) being communicatively connected with said anti-lock braking system control unit (306).

26. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, said method comprises steps of:
selecting, by said suspension control unit (308), said plurality of pre-determined values of said plurality of actuating parameters if one or more parameters relating to said front suspension (100) and said rear suspension (200) being more than a first threshold value, or said one or more parameters from said anti-lock braking system control unit (306) being more than a second threshold value.

27. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 26, wherein said first threshold value being 0.6 m/sec.

28. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 26, wherein said second threshold value being between 0.6g to 0.8g.

29. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20,
wherein said front suspension (100) being mechanically connected to a front actuator mounting adapter (104) mounting of said front suspension actuator (102);
wherein said rear suspension (200) being mechanically connected to a rear actuator mounting (204) adapter enabling mounting of said rear suspension actuator (202).
30. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20,
wherein said front suspension (100) being configured with a front adjuster knob (108);
wherein said front adjuster knob (108) being configured to transfer mechanical actuation generated from said front suspension actuator (102) to a front fork damping screw (110);
wherein said front fork damping screw being configured to adjust a first internal valve (314) position of the damping system;
wherein said first internal valve (314) damping system being configured to change the damping range of said front suspension (100).
31. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20,
wherein said rear suspension (200) being configured with a rear adjuster knob (208);
wherein said rear adjuster knob (208) being configured to transfer mechanical actuation generated from said rear suspension actuator (202) to a rear fork damping screw (210);
wherein said rear fork damping screw (210) being configured to adjust a second internal valve (316) position of the damping system;
wherein said second internal valve (316) damping system being configured to change the damping range of said rear suspension (200).
32. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 31, wherein said front adjustor knob (108) being configured to be connected with said front suspension (100) actuator (102) using a front coupler (106).
33. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 31, wherein said rear adjustor knob (208) being configured to be connected with said rear suspension actuator (202) using a rear coupler (206).
34. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 20, wherein a user input being configured to enable said suspension control unit (308) to actuate said front suspension actuator (102) and said rear suspension actuator (202).
35. The method for controlling of a suspension assembly in a vehicle, as claimed in claim 34, wherein the suspension assembly can be activated by a user through a switch cluster.