Abstract: A vehicle leveling system including at least one level sensor, a controller and an output. The sensor measures how level the vehicle is relative to horizontal. Optionally, it does so dynamically, as the vehicle moves across a potential parking area. The controller analyzes the sensor measurements, and informs the operator via the output whether the vehicle is level in a given direction, whether the vehicle is leveling, whether the vehicle can be leveled at a given location, and/or the “best” leveling that the system is capable of at a location. The system also may automatically level the vehicle relative to the ground for the operator. In one embodiment, the leveling system communicates with an existing vehicle electronic height control system. The leveling system overrides or controls the normal operation of this system, and uses it to level the vehicle, for example, by adjusting the vehicle suspension.

Abstract: An antisway bar extends transversely relative to a vehicle body. The antisway bar includes a pair of arm portions and a torsion portion extending between the arm portions. A pivot member is pivotally connected to a junction portion between the torsion portion and selected one of the arm portions. A link lever extends from the pivot member. A cylinder device includes a cylindrical case and a piston slidably received in the cylindrical case. The cylindrical case is connected to one of the selected arm portion and the link lever, and the piston is connected to the other of the selected arm portion and the link lever. A control system is provided to restrict the movement of the piston in the cylindrical case when actuated.

Abstract: A non co-planar trailing beam or walking beam variable height suspension which allows vehicles to lower cargo bodies onto the ground as well as use conventional loading docks. The toe angle changes as the vehicle height changes to compensate for bending forces applied to trailing and walking beams during high speed turns.

Abstract: A motor vehicle includes a pre-safe system, which contains at least one vehicle periphery detection device and a suspension and shock absorber unit. The suspension and shock absorber unit is arranged between a chassis and a vehicle body and can be activated as a function of signals that are detected by the vehicle periphery detection device and evaluated in a data evaluation device. The data evaluation unit of the vehicle periphery detection device is connected to a control device of an active chassis control system, which activates the suspension and shock absorber unit, to perform a vehicle level adjustment that is predefined for the respective impact situation.

Abstract: An integrated chassis control system for a vehicle having at least one vehicle subsystem is provided, which includes; at least one sensor for sensing at least one vehicle parameter, at least one vehicle control system for adjusting the at least one vehicle subsystem, a driving mode switch for selecting at least one driving mode, and a controller responsive to the at least one sensor and the driving mode switch. The controller is adapted for controlling the at least one vehicle control system in accordance with the at least one driving mode.

Abstract: A controller is operative to: receive vehicle body accelerations from a vehicle; use the body accelerations to calculate heave, pitch and roll (HPR) dynamic signals based on the received body accelerations; select frequency ranges based on the HPR dynamic signals (and/or other vehicle dynamic signals) to be controlled; calculate a combined control strategy based on the selected frequency ranges; and adjust a damper of the vehicle based on the control strategy.

Abstract: An adaptive suspension system for a motor vehicle varies suspension parameters in response to steering input. The system includes a sensor to measure changes in the power assist steering mechanism that indicate a change in vehicle direction and a shock variable suspension member changed in response to a change in vehicle direction. The sensor measures pressure changes in the power assist steering system such that the suspension system is optimized to accommodate specific vehicle maneuvering. In another embodiment, the variable suspension member is in hydraulic communication with the hydraulic circuit of the power assist steering mechanism such that pressure changes caused by steering input triggers changes in the suspension system to accommodate vehicle maneuvering.

Abstract: The invention is directed toward a hydropneumatic suspension and a method involved in controlling such a hydropneumatic suspension as is used in relation to cross-country motor vehicles, which, in spite of being of a simple, inexpensive and repair-friendly structure, makes it possible to take account of both static and also dynamic factors and which in addition permits both manual and also automatic control. The hydropneumatic suspension, such as for motor vehicles, has at least two hydropneumatic springs which are in flow communication with each and also with a metering cylinder by way of a load distribution unit which is distinguished in that the load distribution unit has at least the following switching positions; flow separation of the hydropneumatic springs, flow communication only of the two connected hydropneumatic springs with each other, and flow communication of the two hydropneumatic springs and the metering cylinder with each other.

Abstract: A suspension control system designed to impart a variable supplemental resistive force to control vehicle body roll and to improve suspension performance through the use of magnetic rheologic force devices. Each of the force devices impart rheologically adjustable amounts of force and resistance to the vehicle suspension system based on a variable magnetic/electrical field created within the force devices. The control system further includes a plurality of sensors that monitor vehicle components and performance parameters, and send signals to a logic unit. The logic unit processes input from the sensors and sends electrical commands to the force devices, which take the appropriate action to optimize suspension system performance. The use of the magnetic rheological force devices supplants traditional stabilizer bars and the associated linkages, fasteners, brackets and insulators.

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.

Abstract: The present invention is to provide a horizontal balance control system of motor vehicle comprising a pneumatic conveyor (or electromagnetic device) operable to actuate hydraulic devices, links, and other mechanical elements for generating a restraint force among wheels in the same line or not in the same line, a control means is operable to activate the pneumatic conveyor for outputting compressed gas to increase pressure of a valve thereof and enable wheels in the same line or not in the same line to rotate toward the same direction. By utilizing this, discomfort of a driver and one or more passengers due to moving forward or backward while the motor vehicle is braking or accelerating is eliminated.

Abstract: The present invention is to provide a horizontal balance control system of motor vehicle comprising a pneumatic conveyor (or electromagnetic device) operable to actuate hydraulic devices, links, and other mechanical elements for generating a restraint force among wheels in the same line or not in the same line, a control means is operable to activate the pneumatic conveyor for outputting compressed gas to increase pressure of a valve thereof and enable wheels in the same line or not in the same line to rotate toward the same direction. By utilizing this, discomfort of a driver and one or more passengers due to moving forward or backward while the motor vehicle is braking or accelerating is eliminated.

Abstract: A method and apparatus to detect a turning maneuver on a vehicle are shown. The invention measures a change in height of the vehicle chassis relative to a fixed point on the vehicle, e.g. a wheel axle. This information is combined with other vehicle inputs to determine when the vehicle is engaged in a turn maneuver, based upon preset thresholds. The method is also able to determine a magnitude of a turn maneuver, based upon preset criteria. The information regarding detection and magnitude of a turn maneuver can be used by other vehicle systems to enhance control and stability, improve braking, and provide other features and functions.

Abstract: A method and apparatus for estimating vehicle yaw rate using a pair of single axis accelerometers that obviate the need for a gyroscope when used to provide a yaw rate estimate to a vehicle stability control system. The accelerometers are longitudinally aligned along an axis with one accelerometer in front of the vehicle center of gravity and one behind it. A method of estimating yaw rate uses a statistical estimating algorithm to process accelerometer inputs and a steer angle from a steer angle sensor on the vehicle.

Abstract: A controller is operative to: receive vehicle body accelerations from a vehicle; use the body accelerations to calculate heave, pitch and roll (HPR) dynamic signals based on the received body accelerations; select frequency ranges based on the HPR dynamic signals (and/or other vehicle dynamic signals) to be controlled; calculate a combined control strategy based on the selected frequency ranges; and adjust a damper of the vehicle based on the control strategy.

Abstract: The suspension and level control system for vehicles includes, so as to independently control inflation and deflation of left and right front and rear air-springs, corresponding left and right front and rear pneumatic circuits in fluid communication with a pressurized air source. Each air-spring may have at least one air ride cushion reservoir mounted in a parallel pneumatic circuit in parallel fluid communication with the air-spring. Each pneumatic circuit includes a selectively actuable valve for selectively passing pressurized air from the air source into the corresponding parallel pneumatic circuit to selectively inflate the corresponding air-spring thereby raising a corresponding corner of the vehicle; and for selectively venting pressurized air from the corresponding parallel pneumatic circuit to selectively deflate the corresponding air-spring, thereby lowering a corresponding corner of the vehicle.

Abstract: A stability control system includes a sensor for measuring the position of the suspension system. Alternatively, the sensor may directly detect the load on the suspension system. With this information, the system calculates a vehicle loading condition. A yaw rate model is selected based on the calculated vehicle loading condition. Preferably, a number of loading condition values are stored and a controller selects the best fitting loading condition value to serve as the yaw rate model.

Abstract: The present invention provides a controller that is operative to receive body and wheel accelerations from the vehicle. The controller uses the body accelerations to calculate a Heave, Pitch and Roll (HPR) control signal. In addition, the controller uses the wheel accelerations to calculate a wheel control signal. The calculated wheel control signal and the HPR control signal are combined to create a damper control signal. Based on the damper control signal, the controller is able to move a wheel of the vehicle in the appropriate manner to handle various driving conditions.

Abstract: A roll control system for a vehicle suspension system and a method for controlling the control system is disclosed. The vehicle has at least one pair of laterally spaced front wheel assemblies and at least one pair of laterally spaced rear wheel assemblies. Each wheel assembly includes a wheel and a wheel mounting permitting wheel movement in a generally vertical direction relative to the vehicle body, and vehicle support means for providing at least substantially a major portion of the support for the vehicle. The roll control system includes: wheel cylinders respectively locatable between each wheel mounting and the vehicle body. Each wheel cylinder includes an inner volume separated into first and second chambers by a piston supported within, and first and second fluid circuits respectively providing fluid connection between the wheel cylinders by fluid conduits.

Abstract: A stability control system and method is provided for decreasing the propensity for rollover and preventing a rapid body roll movement after active management by the stability control system. The control system and method recognizes a propensity for vehicle instability, modifies the tire force vector of the vehicle's wheel to increase stability, and returns the tire force vector at a limited rate to prevent an impulse force on the wheel. The tire force vector may be held for a period of time after the propensity for vehicle instability is no longer recognized. A logic block is provided for determining the propensity for the impulse force on the wheel, which results in control of the proportional control signal or other signal to regulate the control input that is sent to the braking or steering control system.

Abstract: An air spring and shock absorber assembly (22) includes an air spring (4) and a shock absorber (24). The assembly further includes a level control unit (18) in addition to an elevation sensor (20) for determining and adjusting the spring elevation (hx) between the two end positions (h1, h2) and also includes a damper control (34) for adjusting the damping hardness given by the friction coefficient (&rgr;x) In order to avoid impacts against the end-position buffers (38) also in the deflected or extended state, the friction coefficient (&rgr;x) of the damper (24) is a function of the particular measured spring height (hx). The damper characteristic line &rgr;x=f(hx) is characterized by an increase of the friction coefficient (&rgr;x) in the direction toward at least one of the end positions (h1, h2) of the spring (4). The damper hardening can be realized with the aid of a pressure increase in the damper (24) in the case of an air damper.

Abstract: A level control system for a motor vehicle having a vehicle body includes a plurality of air springs which can be filled or discharged with pressurized air to control the level of the vehicle body. A first control apparatus controls the functions of filling and discharging the air springs in dependence upon the level of the vehicle body. A communications channel interconnects the first control apparatus to a second control apparatus. A switch triggers an additional function in the level control system and this switch is movable between a first switching state and a second switching state. The switch is connected to the second control apparatus and the second control apparatus functions to transmit a signal sequence via the communications channel to the first control apparatus when the switch is transferred from the first switching state into the second switching state. The first control apparatus operates to carry out the additional function when the first control apparatus receives the signal sequence.

Abstract: A method for controlling a damper of a vehicle is provided, wherein the vehicle includes a front damper and a rear damper and a damping force of the dampers is controlled by respective data detected by a steering angle sensor, a vehicle speed sensor and a yaw rate sensor. First, steering angle data, vehicle speed data and yaw rate data are inputted in step (a) and a desired yaw rate is calculated in step (b) by using the steering angle data, the vehicle speed data and a specification of the vehicle. Then, the desired yaw rate is compared in step (c) with the yaw rate data provided from the yaw rate sensor. Thereafter, it is determined in step (d) whether the vehicle is over-steered or under-steered depending on the comparison result obtained in the step (C). Finally, the damping force of the damper is controlled in step (e) in response to the determination result in the step (d).

Abstract: A four point vehicular suspension system for a vehicle having left and right side frame members and spaced apart front and rear axles, comprising a plurality of lever beams having proximal and distal ends, a pair of which are each pivotally attached at their proximal ends, in spaced apart relationship, to each of the left and right frame members and attached at their distal ends to the front and rear axles, an expandable force-producing pneumatic bag disposed between each of the lever beams and the respective frame member to which the lever beam is pivotally attached, each bag being positioned between the proximal end and the distal end of each of the respective lever beams, and a source of air pressure and a valving system that is responsive to an unlevel position of the vehicle frame to selectively expand or contract the pneumatic bags to level the vehicle frame.

Abstract: A skid steer vehicle has sprung suspensions, variable displacement pumps and motors connected to those pumps that drive the wheels on the vehicle as well as an electronic controller that receives signals that indicate fore-and-aft acceleration of the skid steer vehicle. Based on these signals, the controller determines whether the forward acceleration exceeds a predetermined value and locks up the rear suspensions if that value is exceeded. It also determines whether the forward deceleration exceeds a predetermined value and locks up the front suspensions if that value is exceeded. The signals can be provided by an accelerometer, a satellite receiver, wheel/motor speed sensors, sensors in the pumps that signal the specific displacement of the pumps such as their swash plate positions, or memory locations that contain previously calculated specific displacement commands that are used to drive the pumps to a particular specific displacement.

Abstract: A suspension system comprises a vehicle frame having a front and rear sections. At least a first hydraulic actuator and a second hydraulic actuator are located in one of the sections. A piston defines a first fluid chamber and a second fluid chamber in each of the actuators. A rod is disposed in each second of fluid chamber. The first fluid chamber of the first actuator is in fluid communication with the second fluid chamber of the second hydraulic actuator.

Abstract: A lifting and leveling apparatus and method improves the handling and transportation of a burial vault and monument. A lift mechanism is attached by pivot pins to both the transport (lower) portion of the structure and the vault handling (upper) portion of the structure, thereby allowing the vault or monument to be lifted on a straight vertical axis or to be tilted side to side to balance the load, while the entire load and equipment remains on the transport tires. The deck, carrying the vault or monument and lid, and comprising the frame structure for positioning the vault or monument and the lift mechanism, can lift and pivot independent of the transport vehicle to adjust the center of gravity of the deck and maintain the load in a level orientation, while in the transport mode and while stationary. The lift/tilt mechanism is located so as to adjust the center of gravity of the deck independent of the transport vehicle.

Abstract: An inertial compensation assembly suitable for use in a GPS based navigation system for a ground vehicle, in particular, an agricultural ground vehicle such as a tractor, combine, or the like, provides inertial augmentation to compensate GPS navigation information such as position, course, and track spacing for errors caused by variation of ground vehicle attitude (i.e., roll and yaw) over non-level terrain.

Abstract: A vehicle air suspension system includes a control unit 32 which is arranged to produce a running measure of the level of cross articulation of the two axles 18, 20 and, if it exceeds a certain level indicating that the vehicle is on rough terrain, to open respective interconnections 34, 36 between the suspension units 24 on opposite ends of each axle so as to reduce the resistance to that articulation. The interconnections are arranged to close when the vehicle speed increases so as to provide roll control.

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: In vehicular suspension rigidity controlling apparatus and method, a plurality of suspensions intervened between a sprung mass of a vehicle body and an unsprung mass of a corresponding road wheel, a suspension rigidity adjusting section is installed to be enabled to adjust a rigidity of each suspension, a driving state of the vehicle is detected, a predictive determination is made whether the vehicular driving state is a state in which there is a possibility that the vehicle is rolled over from the detected driving state of the vehicle, and the rigidity of at least one of the suspensions is controllably adjusted in a direction to decrease a potential energy of the sprung mass of the vehicle when predictively determining that the vehicular driving state is the state that there is the possibility that the vehicle is rolled over.

Abstract: A skid steer vehicle includes a chassis mounted on four sprung suspensions that are controlled by an electronic controller. The controller monitors the speed of the vehicle and locks the suspensions when the vehicle falls below a predetermined speed.

Abstract: A vehicle suspension device having, for each suspension system, a suspension including a spring and a reversible electric actuator acting in parallel with the spring. The device includes provision for controlling the electric actuators of each of the suspension systems so that they each develop a force having two components: a damping component opposing the deflection speed and a trim correction component, the said trim correction components applying a trim correction torque to the suspended mass.

Abstract: An improved anti-lock rear brake yaw control method utilizes a measure of braking intensity to regulate both the initiation of yaw control and the anti-lock braking control parameters once yaw control is initiated. The brake torque and the rate of brake pedal depression provide measures of braking intensity, and are used to develop variable slip and deceleration thresholds to which the rear wheel differential slip and deceleration are compared. The variable thresholds permit initiation of yaw control at relatively low levels of differential wheel slip or deceleration during panic braking, while requiring higher levels of differential wheel slip or deceleration to initiate yaw control during moderate braking.

Abstract: Vehicular dynamic controlling apparatus and method for an automotive vehicle which can achieve a desired yaw rate output in response to a steering input by a vehicular driver even when the controlled vehicle is running in such a cornering limit range such that a vehicular lateral acceleration is relatively large without giving a steering maneuver different from that the vehicular driver desires to the vehicular driver.

Abstract: A device for stabilizing a vehicle is described. For this purpose, the device includes first determination device with which at least two vehicle motion quantities describing the vehicle motion, in particular in the direction transverse to the vehicle, are determined. Furthermore, the device includes second determination device with which a characteristic quantity is determined for each of the vehicle motion quantities. The second determination includes an adjustment device with the help of which the variation over time of the characteristic quantities is adjusted to the vehicle's behavior. In addition, the device device includes a control device with which intervention quantities are determined at least as a function of the vehicle motion quantities and the characteristic quantities, which are supplied to an actuator system for performing at least brake interventions and/or engine interventions with which the vehicle is stabilized.

Abstract: A number of embodiments of four-wheeled vehicle suspension systems have interrelated front and rear shock absorbers so as to provide good control under normal suspension travel as well as resistance toward leaning, pitching, diving and squatting. In each embodiment, the normal fluid dampers having only a single shock absorber valve therein are interrelated with pressure controls that comprise four hydraulic cylinder portions which communicate with each other through various paired arrangements so as to provide this control and simplification of damping.

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 generate spring forces in response to relative displacement between the first structural member and the second structural member. A second volume of compressible liquid in a second chamber is removably connected to the liquid spring by a fluid passage. A valve is coupled to the fluid passage. The valve is selectively operable to place the second volume in communication with the liquid spring. A controller is electrically coupled to the valve. The controller emits a control signal to control the valve. The control signal is determined by a combination of at least a first component to alter the stiffness of the liquid spring and a second component to alter the damping of the liquid spring.

Abstract: A skid steer vehicle has sprung suspensions, variable displacement pumps and motors connected to those pumps that drive the wheels on the vehicle as well as an electronic controller that receives signals that indicate fore-and-aft acceleration of the skid steer vehicle. Based on these signals, the controller determines whether the forward acceleration exceeds a predetermined value and locks up the rear suspensions if that value is exceeded. It also determines whether the forward deceleration exceeds a predetermined value and locks up the front suspensions if that value is exceeded. The signals can be provided by an accelerometer, a satellite receiver, wheel/motor speed sensors, sensors in the pumps that signal the specific displacement of the pumps such as their swash plate positions, or memory locations that contain previously calculated specific displacement commands that are used to drive the pumps to a particular specific displacement.

Abstract: An apparatus for a continuously variable semi-active suspension system using centrally located yaw rate and accelerometer sensors. The yaw rate sensors measure both pitch and roll. The vertical accelerometers measure bounce. Locating the sensors near the center not only centralizes the sensors, reducing wiring, but also reduces noise and simplifies calculations by not having to project measurements to the center of gravity.

Abstract: A clutch device for use with a vehicle suspension system to vary the stiffness of a stabilizer bar. A plurality of dampers connected to the clutch body alternate with a plurality of dampers connected to the stabilizer bar. The dampers are coated with a friction material and surrounded by a fluid. When a load is applied on the walls of clutch body, the friction material comes into contact, dampening the rotation action of the stabilizer bar. A sensor senses the parameters of the ride and generates a signal based on these parameters. The signal activates a power source controller which applies the load to the walls.

Abstract: Suspension system for a vehicle is disclosed and claimed. The suspension system includes a compressible fluid, a suspension strut, a hydraulic cavity, a reservoir, and a volume modulator. The hydraulic cavity is at least partially defined by the suspension strut and is adapted to contain a portion of the compressible fluid. The hydraulic cavity and the compressible fluid supply a suspending spring force that biases a wheel of a vehicle toward the road surface. The volume modulator selectively pushes the compressible fluid into the hydraulic cavity and vents the compressible fluid from the hydraulic cavity, thereby modulating the suspending spring force.

Abstract: A vehicle suspension system of a motor vehicle includes a plurality of suspension devices mounted on the vehicle with respect to right and left wheels of the vehicle, respectively, a first behavior controller that controls the motion of each of the suspension devices when a vehicle body undergoes a first behavior, and a second behavior controller that controls the motion of each of the suspension devices when the vehicle body undergoes a second behavior, independently of the first behavior controller.

Abstract: A device for controlling the attitude of a vehicle and having a number of electronically controlled shock absorbers and an electronic central control unit for driving the electronically controlled shock absorbers in such a manner as to regulate, instant by instant, the damping capacity of each; the electronic central control unit having a control circuit for determining when a gear shift is about to be made, a selection circuit for determining a shock absorber regulation strategy best suited to counteract the onset of attitude variations produced by the pending gear shift, and a shock absorber drive circuit for controlling the electronically controlled shock absorbers in such a manner as to implement the shock absorber regulation strategy selected by the selection circuit.

Abstract: A roll control system (1) for a vehicle suspension system, the vehicle having at least one pair of lately spaced front wheel assemblies (2) and at least one pair of laterally spaced rear wheel assemblies (3), each wheel assembly (2, 3) including a wheel (4) and a wheel mounting (5) permitting wheel movement in a generally vertical direction relative to vehicle body, and vehicle support means (17a, 17b) for providing at least substantially a major portion of the support for the vehicle; the roll control system (1) including: wheel cylinders (8) respectively locatable between each wheel mounting (5) and the vehicle body, each wheel cylinder (8) including an inner volume separated into first (51) and second (52) chambers by a piston (53) supported within; first and second fluid circuits (7) respectively providing fluid connection between the wheel cylinders (8) by fluid conduits (9, 10, 11), each said fluid circuit providing fluid communication between the said first chambers (51) on one side of the vehicle and

Abstract: A device for estimating a rolling condition of a body of a vehicle having: a unit for estimating a first quantity (&phgr;, &ggr;V, Gy, Ff) corresponding to roll angle (&phgr;) of the vehicle body around a rolling axis; a unit for estimating a second quantity corresponding to a change rate (&phgr;) of the roll angle of the vehicle body; a unit for estimating a third quantity indicating a relative magnitude (&phgr;/&phgr;limit, &ggr;V/(&ggr;V)limit, Gy/Gylimit, Ff/Fflimit) of the first quantity with reference to a first limit value predetermined therefor; a unit for estimating a fourth quantity indicating a relative magnitude (&phgr;/&phgr;limit) of the second quantity with reference to a second limit value predetermined therefor; and a unit for estimating the rolling condition as a combination of the third and fourth quantities such that the rolling condition is intensified along with increase of the third quantity as well as increase of the fourth quantity.

Abstract: A system and method for reducing vehicle rollover risk by automatically adjusting or tilting, in response to sensed driving conditions, the position of a vehicle body relative to a vehicle chassis (14) so as to shift the vehicle's COG and thereby compensate for or counteract dangerous centrifugal forces acting on the vehicle due, for example, to cornering or high-speed maneuvering. The system broadly comprises a computer (20); a plurality of sensors (22); front and rear controllers (24,25); and four or more height adjusters (26). The computer (20), in response to input from the sensors (22), commands the front and rear controllers (24,25) to cause the hydraulic or pneumatic height adjusters (26) to adjust the vehicle body's position so as to counteract rollover-inducing forces. The sensors (22) include steering (30), sway (32), speed (34), and angle-measuring (36) sensors.

Abstract: A traveling device such as, for example, a wheelchair or a resource carrier enabling comfortable travel on uneven ground, with its wheels moving in conformity with the ground, having a simple construction which can be manufactured at low price. The device includes a truck member with a loop frame and a body member which is supported on the truck member by a pair of links at its front and by a pair of fixed arms at its rear. The loop frame has a pair of side frame parts each of which is bendable at its lengthwise center and supported by a driven wheel at the same, and a pair of front and rear frame parts each of which is supported by a caster at the lengthwise center. Each fixed arm has an upper end fixed immovably to the body member and a lower end which is connected turnably and movably generally parallel to the traveling direction.

Abstract: A trailer suspension comprises a pair of beams mounting a pair of axles and fluidly interconnected air springs. During normal forward travel, when one axle traverses a bump, the air springs have a low spring rate. During cornering, the spring rate is much higher to provide roll resistance. Bumpers limit the roll on an outboard side of the trailer. A flexible connector between the beam and frame further limits roll on an inboard side of the trailer. The beam is pivotally mounted to a vehicle frame rail through a relatively long radius rod thereby reducing creep to a negligible amount.

Abstract: A process for determining the lateral overturning of a vehicle, comprises the steps of: establishing a threshold value line on a two-dimensional map made using a rolling angle and a rolling angular speed of the vehicle as parameters; plotting a hysteresis line for an actual rolling angle and an actual rolling angular speed on the two-dimensional map; and determining that there is a possibility that the vehicle is overturning laterally or sideways when the hysteresis line traverses the threshold value line from a side nearer to an origin of the map to a side farther from the origin. The threshold value line is changed depending on at least one of a lateral acceleration of the vehicle, a lateral speed of the vehicle, a direction of change in steering angle of the vehicle, and a rolling angular acceleration of the vehicle.