Abstract: Apparatus for estimating a ground contact surface gripping characteristic of a vehicle wheel of a vehicle comprises an input section and an output section. The input section sets an input representing a ratio of a wheel force acting on the vehicle wheel in the ground contact surface, and a wheel slipping degree of the vehicle wheel. The output section determines, from the input, an output representing a grip characteristic parameter indicative of the gripping characteristic of the vehicle wheel.

Abstract: It is a task of the invention to obtain a favorable thrust force characteristic with respect to a stroke of an actuator even if the actuator is used in a thrust force control. To solve the task, in the present invention, a linear motor type electrically-powered actuator AC with a linear motor 3 as a drive section is drivingly controlled. With a basic thrust force variation with respect to the stroke in a non-excitation state as a basis, a thrust force command Fc is used to correct a phase of the basic thrust force variation and a magnitude thereof to determine a compensation quantity which corresponds to the thrust force variation with respect to the stroke.

Abstract: It is a task of the invention to obtain a favorable thrust force characteristic with respect to a stroke of an actuator even if the actuator is used in a thrust force control. To solve the task, in the present invention, a linear motor type electrically-powered actuator AC with a linear motor 3 as a drive section is drivingly controlled. With a basic thrust force variation with respect to the stroke in a non-excitation state as a basis, a thrust force command Fc is used to correct a phase of the basic thrust force variation and a magnitude thereof to determine a compensation quantity which corresponds to the thrust force variation with respect to the stroke.

Abstract: In order to enhance the accuracy of estimation of a vehicle's sideslip angle, a sideslip angle estimation apparatus calculates an angle between the direction of centrifugal force acting on the vehicle body during cornering and the lateral direction of the vehicle body based on accelerations exerted on the vehicle body and acting in two different directions. A sideslip angle between the longitudinal direction of the vehicle body and the direction of travel of the vehicle is calculated based on the estimated angle.

Abstract: Apparatus for estimating a ground contact surface gripping characteristic of a vehicle wheel of a vehicle comprises an input section and an output section. The input section sets an input representing a ratio of a wheel force acting on the vehicle wheel in the ground contact surface, and a wheel slipping degree of the vehicle wheel. The output section determines, from the input, an output representing a grip characteristic parameter indicative of the gripping characteristic of the vehicle wheel.

Abstract: In a vehicle, a pair of left and right drive wheels are linked with a steering input device so that the drive wheels are turned in accordance with a driver's steering input force input by a driver to the steering input device. In this course, a steering assistance force is added to the driver's steering input force. Driving forces to be applied to the drive wheels are individually controlled in accordance with a running condition of the vehicle. A steering reaction force is calculated which originates from a difference in the driving forces between the drive wheels and acts on the steering input device. The steering assistance force added to the driver's steering input force is increased or decreased so as to compensate the steering reaction force.

Abstract: In order to enhance the accuracy of estimation of sideslip angle ?, a sideslip angle estimation apparatus calculates a first sideslip angle ?2 between the direction of centrifugal force acting on the vehicle body during cornering and the lateral direction of the vehicle body based on accelerations exerted on the vehicle body and acting in two different directions. A sideslip angle between the longitudinal direction of the vehicle body and the direction of travel of the vehicle is calculated based on the calculated first sideslip angle ?2.

Abstract: A support structure for a container (1) provided with neck portions (47, 49) on both ends of a longitudinal direction thereof which includes; a first support member (5) for supporting one of the neck portions (47, 49) of the container (1); a second support member (7) for supporting the other of the neck portions (47, 49) of the container (1), and elastically pressing the container (1) in the longitudinal direction thereof; and a frame (3) to which the first and second support members (5, 7) are fixed.

Abstract: In a vehicle, a pair of left and right drive wheels are linked with a steering input device so that the drive wheels are turned in accordance with a driver's steering input force input by a driver to the steering input device. In this course, a steering assistance force is added to the driver's steering input force. Driving forces to be applied to the drive wheels are individually controlled in accordance with a running condition of the vehicle. A steering reaction force is calculated which originates from a difference in the driving forces between the drive wheels and acts on the steering input device. The steering assistance force added to the driver's steering input force is increased or decreased so as to compensate the steering reaction force.

Abstract: A support structure for a container (1) provided with neck portions (47, 49) on both ends of a longitudinal direction thereof which includes; a first support member (5) for supporting one of the neck portions (47, 49) of the container (1); a second support member (7) for supporting the other of the neck portions (47, 49) of the container (1), and elastically pressing the container (1) in the longitudinal direction thereof; and a frame (3) to which the first and second support members (5, 7) are fixed.

Abstract: Vehicular acceleration is sensed and used to set and/or modify at least two of a plurality of control sensitivity values in a manner which increases one with respect to the other and thus avoids the situation wherein a limited amount of servo power is wasted by futile operation of a servo powered arrangement which cannot produce a large control effect under the instant operating conditions and enables an adequate amount servo power to be directed to the operation of a different arrangement which can be effective.

Abstract: A height control system in an automotive suspension system has a pressure supply network for adjusting pressure in a plurality of height adjusting actuator in respective suspension systems for adjusting relative distance between the vehicle body and suspension members at portions where the suspension systems are provided. The height control system includes a communication control valve provided in the pressure supply network so as to selectively establish and block fluid communication between the pressure supply network and one of the height control actuator. The communication control valve is to be operated to open for establishing fluid communication between one of the at least two actuators and the communication passage means when at least one of the height levels at the at least two portions is out of a predetermined target height range, and to close the communication control valve while all of the height levels monitored are within the predetermined target height range.

Abstract: In a vehicle vibration damping force control system, rolling, pitching and bouncing motions are detected independently in a predetermined priority order; each detected motion is compared with respective predetermined levels; if each detected motion exceeds each predetermined level, hydraulic switch valves are controlled so that operating fluid energized by stroke changes of the hydraulic cylinders due to the detected vibration motion is passed through damping force generating mechanisms to increase a damping force against only the detected vibration motion, without generating any other damping forces against other non-detected vibration motions. Since only the necessary damping force is generated against only the detected vibration motion, the damping force is minimized to maintain vehicle riding comfort.

Abstract: A damping device is installed between a vehicle body and desired two of wheels and provided with a damping force producing mechanism for producing a larger damping force when the two wheels make strokes involving a relative movement therebetween, such as at the time of rolling, pitching, etc. than when the two wheels make strokes without involving any substantial relative movement therebetween, such as at the time of bouncing. In one embodiment, the damping force producing mechanism comprises a pair of restrictions in communication with cross conduits interconnecting upper and lower cylinder chambers. The conduits and cylinder chambers are arranged so as to cause a larger flow rate of fluid to pass through the restrictions when the wheel strokes involve a relative movement between the wheels than when the wheel strokes does not involve such relative movement.

Abstract: A height control system utilizing at least first and second mutually different target height ranges for selectively using in vehicular height control. The first target height range is utilized for detecting the height adjustment initiating timing and the second target height range is utilized for detecting the height adjustment terminating timing. The first and second target height ranges are variable depending upon the vehicle driving condition, such as vehicle driving speed, road surface condition and so forth.

Abstract: A height control system in an automotive suspension system has a pressure supply network for adjusting pressure in a plurality of height adjusting actuator in respective suspension systems for adjusting relative distance between the vehicle body and suspension members at portions where the suspension systems are provided. The height control system includes a communication control valve provided in the pressure supply network so as to selectively establish and block fluid communication between the pressure supply network and one of the height control actuator. The communication control valve is to be operated to open for establishing fluid communication between one of the at least two actuators and the communication passage means when at least one of the height levels at the at least two portions is out of a predetermined target height range, and to close the communication control valve while all of the height levels monitored are within the predetermined target height range.

Abstract: A suspension control system includes a mechanism for monitoring wheel slippage on each of individual wheels as a parameter represenatative of road/tire traction. Suspension control is performed generally according to the vehicle driving conditions reflected in various suspension control parameters, such as vehicular speed, lateral acceleration and so forth in order to adjust spring coefficient or damping characteristics of a suspension system which is provided between a vehicle body and a suspension member supporting each individual wheel in order to adjust wheel load distribution and whereby to minimize variation of vehicular attitude change. Suspension control is further performed with taking the road/tire friction as one of suspension control parameters in order to provide traction dependent wheel load distribution.

Abstract: A vehicle steering system includes a front hydraulic actuator for steering front wheels, a rear hydraulic actuator for steering rear wheels, a front control valve of an open center type for controlling the fluid pressure of the front actuator, a rear control valve of the open center type for controlling the fluid pressure of the rear actuator, a common fluid pressure source, and a flow dividing valve for dividing a fluid flow from the common pressure source into two flows directed to the front and rear control valves so that the front and rear control valves of the open center type can control the fluid pressures independently and accurately.

Abstract: A power drift control device produces a yaw moment in the direction of causing oversteer on the basis of acceleration and steering wheel angle during cornering of a vehicle. The yaw moment is variable depending upon variation of acceleration at a rate which increases as a steering wheel angle increases.

Abstract: A control system for an automotive suspension system and a power steering system employs a steering operation pattern as a parameter representative of the vehicle traveling condition and vehicular driving characteristics. The control system performs selection of control modes or control characteristics based on the vehicle traveling condition and vehicle driving characteristics.