Abstract: A vehicle control system estimates the vibration states of tires by using a vehicle vibration model that is separated into a vehicle body vibration model, a chassis vibration model, and a tire vibration model with high precision. The tire vibration model in the vehicle vibration model is formed of a rear wheel tire vibration model, a front wheel tire vibration model, and a virtual coupling element vibration model that virtually couples the rear wheel tire vibration model and the front wheel tire vibration model. Influence of the vibration state that is conducted between the front wheel tires and the rear wheel tires is considered while the tire vibration model and the chassis vibration model are separated from each other, thereby making it possible to estimate the vibrations that occur in the front wheel tires and the rear wheel tires.

Abstract: There is provided a vehicle suspension. More specifically, in one or more embodiments, there is provided an apparatus including an actuator system having a combination of actuators including a linear electromagnetic actuator and a rotary electromagnetic actuator, wherein the actuator system provides force between the sprung mass and an unsprung mass of a vehicle.

Abstract: A device for controlling the suspension of the body shell of a motor vehicle performs calculation of a relative modal body shell speed in relation to the mid-plane of the wheels, and calculation of the set modal stress of the damper as a function of the relative modal body shell speed in relation to the mid-plane of the wheels. The control value includes a determined shock absorption principle from among a plurality of different shock absorption principles that impose the force of the damper as a function of its travel speed.

Abstract: A method for operating a vehicle electronic stability control (“ESC”) system utilizing values for a variable obtained from a primary source and a redundant source includes the steps of receiving a first value for the variable from the primary source, receiving a second value for the variable from the redundant source, generating a normalized value as a function of the first value and the second value, determining whether the primary source is operating correctly, utilizing the first value for operation of the vehicle ESC system if the primary source is operating correctly, and utilizing the second value for operation of the vehicle ESC system if the primary source is not operating correctly and the second value is not greater in absolute value than the normalized value.

Abstract: A vibration control system for a structure having a first structural member and a second structural member. The vibration control system having a liquid spring operably interposed between the first structural member and the second structural member. The liquid spring uses a compressible liquid to seamlessly generate spring and/or damping forces in the suspension system in response to relative displacement between the first structural member and the second structural member. A second volume of compressible liquid is located in a second chamber. The second volume is removably connected to the liquid spring by a fluid passage. A valve is coupled to the fluid passage, the valve selectively operable to place the second volume in communication with the liquid spring. A controller is electrically coupled to the valve. The controller emitting a control signal to control the valve.

Abstract: The objective of the present invention is to provide a vehicle motion control device capable of controlling the driving force distribution to the wheels with superior stability and response while effectively utilizing the tire grip.

Abstract: In a system in which an actuator force to be generated by an actuator is controlled based on a component sum that is a sum of a vibration damping component as the actuator force to be generated in a vibration damping control and a posture control component that is the actuator force to be generated in a body-posture control, a control in which the posture control component is limited so as to be not larger than a limit value is executable. The system ensures the actuator force that should be generated in the vibration damping control by limiting the posture control component, in a situation in which there is a limit in the actuator force that can be generated. Accordingly, a sufficient amount of a damping force can be generated, so that riding comfort of the vehicle and the like is prevented from being deteriorated.

Abstract: A suspension system for a vehicle, including: an electromagnetic actuator configured to generate an actuator force and including a sprung-side unit supported by a sprung portion, an unsprung-side unit supported by an unsprung portion, a screw mechanism, and an electromagnetic motor; a connecting mechanism including a support spring for permitting one of the sprung-side and unsprung-side units to be floatingly supported as a floating unit by a unit-floatingly support portion that is one of the sprung and unsprung portions by which the floating unit is supported; and a controller including a sprung-vibration-damping control portion and a relative-vibration-damping control portion that is configured to execute a relative-vibration damping control for damping a vibration of the floating unit caused by the structure in which the floating unit is floatingly supported by the support spring.

Abstract: An intelligent electronic air suspension system that automatically adjusts its air pressure includes a vehicle speed detector, a vehicle height detector, a level detector, a first pressure sensor, a control end, and four air struts on the vehicle suspension system. The data of the vehicle speed detector, the vehicle height detector, the level detector, and the first pressure sensor are integrated to obtain the dynamical condition of the moving vehicle and its position on the road. Such information is transmitted to the control end and displayed on the monitor end at the same time. According to needs, the user can set manual or automatic control to adjust the air struts so that passengers in the vehicle enjoy more comfort. The air struts can also be adjusted according to the driver's habits to have better controllability. Moreover, the vehicle height can be adjusted according to its load, ensuring the safety of both passengers and cargo.

Abstract: The invention relates to an active suspension assembly and a vehicle equipped therewith. The assembly comprises a bearing arm, spring means and adjusting means. In use, the bearing arm supports the second vehicle mass, for instance a cabin or wheel and is pivotally connected to the first vehicle mass, for instance a chassis, around a pivot axis; the spring means produce a spring force that exerts a counter moment on the bearing arm that can counterbalance any external moment acting on said bearing arm; and the adjustment means are arranged to vary said counter moment by altering the direction of the spring force and/or move its point of application in a first direction. The adjustment means are furthermore arranged to move the point of application of the spring force in a second direction, in which the counter moment is not or hardly affected, but by which the effective spring stiffness of the suspension assembly is affected.

Abstract: An apparatus and method using GPS for dynamically adjusting side-to-side positioning of a farm implement along a geographical path.

Abstract: A system for controlling an electric device comprises: a power supply for supplying electric power to an electric device; switch portion connected between the power supply and the electric device for controlling the electric power supplied to the electric device; an LC filter disposed between the switch portion and the electric device; and current detection portion for detecting an electric current supplied to the electric device.

Abstract: An active suspension system for a vehicle includes an active suspension element that is substantially rigidly attached to a frame of the vehicle such that a motion of an armature of the active suspension element is mechanically decoupled from a lateral motion of a wheel of the vehicle. A control rod is attached between the active suspension element and the wheel of the vehicle.

Abstract: A damping force control apparatus for a vehicle includes adjustable-damping-force shock absorbers. When the vehicle turns, an electronic controller calculates an actual roll angle of the vehicle body in accordance with sprung accelerations detected by sprung acceleration sensors. The electronic controller also calculates a target roll angle of the vehicle body in accordance with a lateral acceleration detected by a lateral acceleration sensor. The target roll angle is set such that it increases with the lateral acceleration acting on the vehicle during turning and is uniquely determined by the lateral acceleration. The electronic controller sets target damping forces of the shock absorbers such that the actual roll angle coincides with the target roll angle, and controls the damping forces of the shock absorbers in accordance with the set target damping forces.

Abstract: An active suspension system for a vehicle includes an active suspension element that is substantially rigidly attached to a frame of the vehicle such that a motion of an armature of the active suspension element is mechanically decoupled from a lateral motion of a wheel of the vehicle. A control rod is attached between the active suspension element and the wheel of the vehicle.

Abstract: A hydraulic system for a vehicle suspension for a vehicle, the vehicle including a vehicle body and at least two forward and two rearward wheel assemblies, the vehicle suspension including front and rear resilient vehicle support means between the vehicle body and the wheel assemblies for resiliently supporting the vehicle above the wheel assemblies, the hydraulic system including: at least two front (11, 12) and two rear (13, 14) wheel rams respectively located between the wheel assemblies and the vehicle body, each ram (11 to 14) including at least a compression chamber (45 to 48) and a rebound chamber (49 to 52); wherein the compression chamber (45, 46) and rebound chamber (49, 50) of each said front wheel ram (11, 12) is in fluid communication with the rebound chamber (47, 48) and compression chamber (51, 52) respectively of a diagonally opposed said rear wheel ram (13, 14) to respectively provide two fluid circuits, each fluid circuit providing a front and back compression volume therein, the front compr

Abstract: In a rollover stability method for a vehicle in a situation which is critical with respect to the driving dynamics, a critical rollover situation is detected by analyzing a control variable and the stabilization intervention is activated or de-activated as a function of the control variable. The regulation intervention is maintained even in driving situations featuring relatively low transverse acceleration if the control variable or a characteristic property of the stability algorithm is calculated as a function of the steering angle and/or the longitudinal vehicle velocity.

Abstract: A vehicle attitude control apparatus has suspensions Sfl, Srl, Sfr, and Srr that suspend each of front-left, rear-left, front-right and rear-right wheels Wfl, Wrl, Wfr, and Wrr; electric motors 21, 22, 23 and 24 that independently drive each of four wheels; lateral acceleration sensor 31; and controller 32. The controller 32 calculates the roll angle and roll direction of a vehicle body BD by using the detected lateral acceleration. Further, the controller 32 increases or decreases the driving torques generated by the electric motors 21 to 24 by a driving torque changing amount in accordance with the calculated roll angle and roll direction.

Abstract: An automatic leveling vehicle comprising a front frame section and a rear frame section interconnected by a swivel joint which permits pivotable movement of the front frame section relative to the rear frame section about a generally horizontal axis extending longitudinally of the vehicle, a gear train attached to the rear frame section, right and left rear wheel assemblies, right and left rear axle assemblies operatively interconnecting the gear train, a lever arm connected to the gear train for controlling the position of the rear axle assemblies, selective movement of the lever arm causing the right and left rear axle assemblies to move their associated wheel assemblies up or down in opposite directions, a level detector for producing and applying leveling signals for positioning a lever arm control such that the rear frame section is maintained in a relatively level orientation when the rear wheel assemblies encounter an uneven terrain.

Abstract: An active vibration insulator includes an electromagnetic actuator, a controller, and a bad-roads processor. The electromagnetic actuator generates vibrating forces depending on electric-current supplies. The controller carries out vibrating-forces generation control. In the vibrating-forces generation control, the electric-current supplies are made variable so as to actively inhibit vibrations generated by an on-vehicle vibration generating source of a vehicle from transmitting to a specific part of the vehicle based on cyclic pulsating signals output from the on-vehicle vibration generating source. Thus, the controller lets the electromagnetic actuator generate the vibrating forces. The bad-roads processor stops the vibrating-forces generation control effected by the controller when the vehicle travels on bad roads.

Abstract: A suspension system includes four electronically controlled actuators, one at each of the four wheels. The actuators are each controlled by an electronic control unit. The left front and right front actuators are mechanically connected with each other. The left rear and the right rear actuators are also mechanically connected with each other. The only connection between the front two actuators and the rear two actuators is an electronic communication through the electronic control unit.

Abstract: A damping force control apparatus with adjustable shock absorbers is disclosed. An electronic control unit calculates estimated roll angle and estimated pitch angle of a vehicle body based on detected sprung accelerations, calculates a target pitch angle from the estimated roll angle, and determines target damping force required for front-wheel-side shock absorbers such that the stimulated pitch angle coincides with the target pitch angle; calculates rear-wheel-side jack-up force exerted on the rear-wheel-side vehicle body based on detected vehicle speed detected yaw rate and detected lateral acceleration, and determines the force in the direction for overcoming the calculated jack-up force as target damping force of rear-wheel-side shock absorbers; and controls the operation of each actuator based on the rear-wheel-side and front-wheel-side target damping forces.

Abstract: A vehicle includes a semi-active suspension including suspension dampers controllably adjustable in accordance with electronic stability control commands and ride and handling commands. Vehicle steering response states, turning direction states and vehicle dynamics states are binary coded in respective state variables and suspension control calibrations are binary coded in calibration words. Integrity and security of state variables and calibration words are ensured in efficient binary digit resource allocation schemes.

Abstract: A hydraulic suspension system for a vehicle includes a pair of cylinders on opposite sides of the vehicle. Each cylinder is divided by a piston into two chambers. When the vehicle is not making a significant turn, a switching valve connects the chambers in the same cylinder together and when a significant turn occurs, the switching valve cross connects the chambers of the two cylinders. That cross connection increases resistance of the suspension system to roll of the vehicle, as compared to when the cylinder chambers are not cross connected. A load leveling function also is included in the hydraulic suspension system.

Abstract: A suspension system for an agricultural or construction industry vehicle is described. The suspension system comprises two hydraulic cylinders, which support a frame in relation to an axle of the vehicle, the hydraulic cylinders each having a piston-side chamber and a piston rod-side chamber and each of the chambers of the hydraulic cylinders being connectable to one another via connecting lines provided with a switch valve, a first supply line, which can be connected via a switch valve to the piston-side connecting line of the first hydraulic cylinder, a second supply line, which can be connected via a switch valve to the piston-side connecting line of the second hydraulic cylinder, a hydraulic accumulator, in each case connectable to the supply lines via proportionally adjustable orifices, a hydraulic source, a hydraulic tank, a control valve device, and an electronic control unit.

Abstract: In a stabilizer control apparatus for controlling a torsional rigidity of a stabilizer of a vehicle, an actual lateral acceleration and a calculated lateral acceleration are obtained. Then, influence amount caused by the calculated lateral acceleration is set to be greater than influence amount caused by the actual lateral acceleration, when the vehicle is moving straight, whereas the influence amount caused by the actual lateral acceleration is set to be increased, with the turning operation of the vehicle being increased, to actively control the rolling motion of the vehicle body.

Abstract: A vehicle suspension control system includes a level change recognition section that recognizes a change in level in a road, e.g. roadside curb, a travel path prediction section that predicts the travel path of the host vehicle, a ride-up judgment section which predicts that a wheel or wheels will ride up over the change in level, based on the predicted travel path, and a vehicle suspension element control section that controls the operation of the vehicle suspension or of an element thereof when ride up over the change in level is predicted. The system reliably reduces the jolting sensation which would otherwise occur when a wheel rides up over the change in level.

Abstract: A method and system for coordinating a vehicle stability control system with a suspension damper control sub-system includes a plurality of dampers, each of which are controlled directly by the suspension damper control sub-system. A plurality of sensors sense a plurality of vehicle parameters. A supervisory controller generates vehicle damper commands based on the plurality of vehicle parameters for each of the dampers. A damper controller in electrical communication with the supervisory controller receives the vehicle damper commands and generates sub-system damper commands based on a portion of the plurality of vehicle parameters for each of the dampers. The damper controller also determines if any of the vehicle damper commands for any one of the dampers has authority over the corresponding sub-system damper command.

Abstract: A roll angular velocity sensor and an occupant sensor are operatively coupled to a processor, which provides for detecting a rollover condition responsive to a measure of roll angular velocity and controlling a safety restraint system responsive thereto, wherein a detection criteria associated with the rollover detection process is responsive to a signal from the occupant sensor. In one embodiment, a closure time is estimated from estimates or measurements of occupant velocity or acceleration, and the estimated closure time is compared with a threshold. If the estimated closure time is less than the threshold, activation of the safety restraint system is either inhibited or advanced relative to that otherwise provided by the rollover detection process alone. Otherwise, the activation may be delayed to provide additional time for the rollover detection.

Abstract: A hydraulic system for a suspension system for a vehicle includes at least one first pair of wheel rams (11, 12) at a first end of the vehicle and at least one second pair of wheel rams (13, 14) at a second end of the vehicle, each rams including a compression chamber (45-48) and a rebound chamber (49-52); and the system includes first and second diagonal circuits with respect to said vehicle. The hydraulic system includes at least one first and second modal resilience devices (81, 82). These devices each including at least one resilient means (107-110), at least one moveable member (105-106) and at least first and second (89, 90 and 91, 92) system modal chambers. Motion of the moveable member of each modal resilience device due to roll or pitch motion of the vehicle is controlled by the respective at least one resilient means to thereby provide respective roll or pitch resilience in the system.

Abstract: A hydraulic suspension system for a vehicle includes a pair of cylinders on opposite sides of the vehicle. Each cylinder is divided by a piston into two chambers. When the vehicle is not making a significant turn, a switching valve connects the chambers in the same cylinder together and when a significant turn occurs, the switching valve cross connects the chambers of the two cylinders. That cross connection increases resistance of the suspension system to roll of the vehicle, as compared to when the cylinder chambers are not cross connected. A load leveling function also is included in the hydraulic suspension system.

Abstract: Complementary suspension device applicable between the hydro-pneumatic suspension systems of at least two wheels of a vehicle, which transfer the forces originating in said wheels to the aforementioned complementary device by means of displacement, and/or decanting, of the fluids of said suspension systems through the corresponding conduits, said device comprising two fluid distribution units connected in parallel by means of each joint conduit, between the hydro-pneumatic suspension systems of at least one pair of vehicle wheels, in such a way that for each pair of wheels the first distribution unit is capable of allowing the intake of fluid through the joint conduit with the suspension system of one of the wheels and, at the same time, lets fluid exit through the joint conduit with the suspension system of the other wheel, whereas the second unit only allows the intake of fluid through the joint conduits with the two suspension systems at the same time.

Abstract: In a suspension system for a vehicle, a suspension spring, an absorber for controllably changing the damping coefficient becoming the reference of amount of its own generating damping force, a displacement force generator for controllably generating a displacement force are arranged in parallel between sprung and unsprung members. A vibration damping control is executed based on a so-called skyhook damper theory by utilizing the displacement force. In execution of the vibration damping control, when a sign of sprung-member absolute velocity Vu and a sign of sprung/unsprung-members velocity difference ?V are the same to each other, a damping-coefficient increasing control is executed to set a target damping coefficient C* of the absorber to a coefficient value C2 that is larger than a coefficient value C1 to which the target damping coefficient C* is set when the sign of sprung-member absolute velocity Vu and the sign of sprung/unsprung-members velocity difference ?V are different from each other.

Abstract: An active suspension system for a rigid beam tractor axle in which the axle is connected to the chassis by two orthogonally oriented pivot points and axle movement is controlled by double-acting suspension actuators managed by a control system to improve the ride and handling characteristics of the tractor.

Abstract: A gas spring assembly that is suitable for use on a vehicle suspension system includes a first end member and a second end member that is spaced from the first end member. A flexible wall is secured between the first and second end members and at least partially defines a first gas chamber therebetween. A confinement at least partially forms a second gas chamber that is in communication with the first gas chamber. A porous flow restrictor is operatively disposed between the gas chambers. A suspension system including such a gas spring assembly as well as a method is also included.

Abstract: An actuator for an active chassis of a motor vehicle is proposed which includes a body spring and a vibration damper, and which incorporates a hydraulic or pneumatic positioning cylinder (3) and a compensation spring (2). The actuator (1) is so designed and positioned that the static body mass (13) is borne by the compensation spring (2).

Abstract: A suspension system for a stroller is described. The suspension system may include a rotating damper mechanism used between a stroller frame and a stroller wheel. In one example, apparatus for providing suspension/damping of a stroller includes a first member attached to a stroller frame, a second member disposed co-axially with the first member and operable to rotate relative to the first member, and at least one elastic member (e.g., urethane) positioned between the first and second members for damping motion (e.g., rotational or translational motion) therebetween. In one example, four elastic members are disposed between the first and second members.

Abstract: An operating module for localized signal processing at a corner of a vehicle includes a housing, a valve assembly or a sensor, and a signal processing device. The operating module can be used in operative association with an air spring assembly. The operating module can be in communication with other components and/or systems. A vehicle suspension system and method are also discussed.

Abstract: A series arranged air compressors system includes a first air compressor and a second air compressor pneumatically connected in series in an open, closed or partially closed state of operation. The output of the second air compressor is used as a source of compressed air for an air suspension system of a motor vehicle and/or to pressurize air inflatable articles. Flow of compressed air is selectively controlled by an electronic control circuit via at least one air flow control block, and the system may further include one or more air reservoirs.

Abstract: An active chassis system of a motor vehicle having two axles with two wheels each. Each wheel is supported via a spring element and a hydraulic piston-cylinder unit acting as a damper and as a hydraulic actuator for introducing additional force between the wheel and the body. Each of the working chambers of the actuator is supplied with hydraulic pressure from a delivery pump. The working chambers of actuators of an axle having smaller cross-sectional area are connected directly to one another, and a directional valve is used for roll control. The directional valve is a pilot-operated directional valve whose control pressure is tapped in parallel with a controllable throttle. The throttle is connected between the working chambers having larger cross-sectional area of the axle's two actuators, and adjusts the pressure drop between the working chambers, depending on the direction of rotation and/or the output of the delivery pump.

Abstract: There is provided with a cylinder apparatus comprising: a cylinder; a piston; a piston rod, one end of which is connected to the piston and the other end of which is extended outside; an external cylinder provided at an outer periphery of the cylinder so as to form a reservoir in which to seal the hydraulic liquid and gas therebetween; a base valve dividing the second chamber and the reservoir; a first check valve provided with the piston so as to allow flow of the hydraulic liquid only from the second chamber side to the first chamber side; a second check valve provided with the base valve so as to allow flow of the hydraulic liquid only from the reservoir side to the second chamber side; a flow passage connecting the first chamber with the reservoir; and an opening and closing valve opening and closing the flow passage.

Abstract: The invention relates to a motor vehicle (1) of the type with four wheels (10), which consists of: a driver's cab which is only large enough to accommodate one person widthways and which is solidly connected to a chassis comprising a driver protection structure (4); and means for balancing the vehicle when negotiating bends and/or on surfaces that are inclined in relation to the horizontal, by inclining the chassis and the two front wheels simultaneously. The vehicle also comprises inclination-locking means which are actuated automatically when the vehicle is stopped or travelling at a reduced speed. The inventive vehicle further comprises means for limiting the angle of inclination to a maximum value such that, when stopped, the vehicle does not tilt.

Abstract: The invention relates to a hydropneumatic axle suspension for vehicles, especially the front axle thereof, which cooperates with at least one suspension cylinder (10) that is connected to a hydraulic accumulator (26; 24) on both the ring side (14) and the piston side (12) thereof, said hydraulic accumulator (26; 24) being triggerable by control electronics (18) with the aid of a valve unit (30; 28) that can be allocated to the hydraulic accumulator (26; 24). The ring side (14) of the suspension cylinder (10) is connected to a pressure value sensor (DA-R) which transmits the measured pressure values thereof to the control electronics (18). The pressure value sensor (DA-R) located on the ring side is connected to the discharge end (38) of the valve unit (30), which can be associated with the ring side (14) of the suspension cylinder (10).

Abstract: A vehicle stabilizing system includes a vehicle that has a suspension assembly. The vehicle has a first lateral side and a second lateral side. A horizontal level detecting apparatus is mounted on the vehicle and detecting centrifugal force is applied to the vehicle. A pair of bladders is operationally coupled to the horizontal level detecting apparatus and each is mounted to the suspension assembly. One of the bladders is mechanically coupled to a first wheel positioned adjacent to the first lateral side and the other one of the bladders is mechanically coupled to a second wheel positioned adjacent to the second lateral side. The bladders are selectively inflated to increase a distance between a chassis of the vehicle and a ground surface to counteract centrifugal and gravitational forces detected by the horizontal level detecting apparatus.

Abstract: Apparatus and methods for providing a biasing force to a vehicle suspension. The apparatus includes a hydraulic shock absorber that coacts with a gas spring. In some embodiments, the gas spring is externally adjustable with regards to gas pressure, and also with regards to the amount of internal travel possible by a floating gas piston.

Abstract: A rollover avoidance system for changing the damping characteristics of suspension dampers at each wheel of a vehicle so as to mitigate the potential for vehicle rollover. The system includes a plurality of vehicle parameter sensors for measuring vehicle parameters and providing vehicle parameter signals. The system also includes a controller for generating a damper suspension command signal for each damper using the vehicle parameter signals. The controller considers a roll control factor representing a rollover condition of the vehicle and a yaw stability control factor representing a yaw condition of the vehicle to set the damping of the dampers to mitigate the potential for vehicle rollover.

Abstract: A vehicle subassembly includes first and second hydraulic cylinders each having an upper chamber and a lower chamber. A fluid circuit is hydraulically connected to the first and second hydraulic cylinders and includes a valve movable between a first position where the upper chamber of the first hydraulic cylinder and the lower chamber of the second hydraulic cylinder are hydraulically connected and the lower chamber of the first hydraulic cylinder and the upper chamber of the second cylinder are hydraulically connected, and a second position where the upper chamber and the lower chamber of the first hydraulic cylinder are hydraulically connected and the upper chamber and lower chamber of the second hydraulic cylinder are hydraulically connected. A control unit is operable to position the valve in at least one of the first position and the second position based on an operating variable of the vehicle.

Abstract: The present invention provides a three-wheel vehicle (10) having an electronic vehicle stability system and a method for stabilizing a three-wheel vehicle. The three-wheel vehicle (10) features a left (22) and right front wheel (24) laterally spaced apart and a single centered rear wheel (18) each having a tire contact patch which together define a triangular pattern of contact tire patches defining left and right rollover axis. The electronic vehicle stability system is adapted to calculate a dynamic status of the vehicle (10) based on inputs received from sensors and to output signals to the braking system to generate a specific moment about one of the left and right rollover axis when the calculated dynamic status of the vehicle exceeds a predetermine threshold indicative of a precursory condition of rollover.

Abstract: A four-wheel vehicle is provided with an in-wheel motor in each of a front wheel and a rear wheel and has approximately the same roll center heights of the front wheel and the rear wheel. The relation between a change in a kingpin offset and a change in a wheel stroke for at least any one of the front wheel and the rear wheel of the four-wheel vehicle is determined based on at least any one of braking force distribution and driving force distribution between the front wheel and the rear wheel.

Abstract: A control system (24) for controlling a safety system (40) of an automotive vehicle includes a plurality of wheel speed sensors (30) generating a plurality of wheel velocity signals, a steering angle sensor (39) generating a steering actuator angle signal, a yaw rate sensor (28) generating a yaw rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal and a controller (26). The controller (26) generates a final reference vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal and the lateral acceleration signal. The controller (26) controls the safety system in response to the final reference vehicle velocity.