Abstract: A vehicle control device acquires a roll changing amount generated in a vehicle, acquires a pitch changing amount generated in the vehicle, synthesizes the roll changing amount and the pitch changing amount to acquire a synthesized value, and controls a front/rear wheel damping force distribution based on the synthesized value. The vehicle control device includes a roll damping force varying unit that detects a vehicle speed, detects a road surface in-phase/reverse-phase ratio, and controls a roll damping force by a variable roll damping control amount, where the front/rear wheel damping force distribution is determined from a front/rear wheel damping force distribution map based on the vehicle speed, the road surface in-phase/reverse-phase ratio, and the roll damping control amount.

Abstract: When a vehicle travels, due to an input from a road surface to the front wheels and rear wheels of the vehicle, unsprung vertical accelerations are generated in unsprung portions of the vehicle. An electronic control unit detects such unsprung vertical accelerations. The electronic control unit calculates a front-back force generated at each of the wheels by use of the detected unsprung vertical acceleration, and estimates a front-back vibration generated in each of the wheels. The electronic control unit calculates a front-back vibration suppressing force for absorbing the front-back vibration by use of the detected unsprung vertical acceleration. The electronic control unit subtracts the calculated front-back vibration suppressing force from the calculated front-back force, and operates the in-wheel motors via an inverter, while controlling the output torques of the in-wheel motors. Thus, the front-back vibrations of the unsprung portions of the vehicle can be suppressed.

Abstract: To provide a vehicle control device capable of improving the ride comfort on the vehicle. A vehicle control device for controlling operation of a vehicle including a vehicle body, and a tire for supporting the vehicle body and contacting with a ground surface, the vehicle control device includes an operation condition detecting unit configured to detect an operation condition that influences a side vibration of the vehicle body; a suspension geometry adjusting unit configured to adjust a suspension geometry of the vehicle; and a control unit configured to control operation of the suspension geometry adjusting unit based on a detection result of the operation condition detecting unit.

Abstract: An attachment structure of a stabilizer link is provided having one end pivotally fitted to an end of a stabilizer and the other end coupled to a wheel support member by a coupling device. A positional relationship of pivot points of the one end and the other end of the stabilizer link relative to the kingpin axis is set such that when the stabilizer link is displaced relative to the wheel support member in accordance with rolling of a vehicle at the time of turning, the wheel support member is pivotally displaced about the kingpin axis in the direction where a steered angle of the steered wheel is increased, and when a magnitude of roll angle of the vehicle is large, the coupling device increases a ratio of a pivotal displacement amount of the wheel support member relative to the roll angle of the vehicle as compared with a situation where a magnitude of roll angle of the vehicle is small.

Abstract: A body-roll restraining system with high utility equipped with active stabilizer devices on a front-wheel side and a rear-wheel side of the vehicle and configured to generate roll restraining forces whose directions are opposite to each other, and maybe configured such that the roll restraining forces are changeable owing to an operation of an actuator, The system having a road-surface-unevenness-dependent-roll restraining control. The above-indicated road-surface-unevenness-dependent-roll restraining control is executable in addition to a control which was conducted in conventional stabilizer devices to restrain the roll that arises from turning of the vehicle, and thus the ride comfort of the vehicle is enhanced.

Abstract: A vehicle suspension arm (10) coupled at one end thereof to a vehicle body (14) and at the other end thereof to a wheel support member (18) has a pair of arm members (20, 22) that are spaced apart from each other. The pair of the arm members (20, 22) define a centerline (24) of the suspension arm (10) therebetween with the cooperation with each other. The respective arm members (20, 22) have cross-sectional shapes opening to the other side of the centerline (24) side. Thus, shear centers of the respective arm members (20, 22) are located on the centerline (24) side with respect to the arm members (20, 22) respectively.

Abstract: A body-roll restraining system with high utility equipped with active stabilizer devices on a front-wheel side and a rear-wheel side of the vehicle and configured to generate roll restraining forces whose directions are opposite to each other, and maybe configured such that the roll restraining forces are changeable owing to an operation of an actuator, The system having a road-surface-unevenness-dependent-roll restraining control. The above-indicated road-surface-unevenness-dependent-roll restraining control is executable in addition to a control which was conducted in conventional stabilizer devices to restrain the roll that arises from turning of the vehicle, and thus the ride comfort of the vehicle is enhanced.

Abstract: A double-joint suspension system for a steerable wheel of a vehicle includes suspension arms connecting a vehicle body and a knuckle arm, consisting of a first suspension arm located approximately in a lateral direction and a second suspension arm in which an angle between a longitudinal axis and the second arm is smaller than an angle between the first arm and the axis, a first elastic member between the body and the first arm, a second elastic member between the body and the second arm a first connecting member rotatably connecting the knuckle and the first arm and a second connecting member rotatably connecting the knuckle and the second arm.

Abstract: A strut suspension includes a strut whose upper end is supported by an automobile body and whose lower end is supported by a wheel side member, an upper side spring seat, a lower side spring seat fixed to the strut, and a coil spring arranged between the upper side spring seat and the lower side spring seat so as to surround the strut. In a vehicle standard state where a rudder angle provides a neutral rudder position and a vehicle is stopped. A coil center axis of the coil spring and a kingpin shaft cross each other. The coil center axis of the coil spring and a strut shaft form an angle larger than zero when being seen at a vehicle side view.

Abstract: A strut type suspension with a reduced difference between left and right suspensions in a moment-arm length change during stroke operations of left and right suspensions in phase is disclosed. The suspension includes a strut, an upper spring seat, a lower spring seat, and a coil spring. A coil center axis of the coil spring and a kingpin axis are set to be in a twisted relationship. In a plan view seen from an upper side along an axis of the strut, a lower axis center of the coil spring is located in a front side of the vehicle with respect to the axis of the strut, and, in said view, a line connecting an upper axis center of the coil spring and the axis of the strut extends in a rotating angle around the axis of the strut between 40 degrees and 50 degrees with respect to a line connecting the lower axis center of the coil spring and the axis of the strut.

Abstract: A strut suspension includes a strut whose upper end is supported by an automobile body and whose lower end is supported by a wheel side member, an upper side spring seat, a lower side spring seat fixed to the strut, and a coil spring arranged between the upper side spring seat and the lower side spring seat so as to surround the strut. In a vehicle standard state where a rudder angle provides a neutral rudder position and a vehicle is stopped. A coil center axis of the coil spring and a kingpin shaft cross each other. The coil center axis of the coil spring and a strut shaft form an angle larger than zero when being seen at a vehicle side view.

Abstract: A disclosed double-joint type suspension system for a steerable wheel of a vehicle includes: suspension arms connecting a vehicle body and a knuckle arm, consisting of a first suspension arm located approximately in a lateral direction and a second suspension arm in which an angle between a longitudinal axis and the second arm is smaller than an angle between the first arm and the axis; a first elastic member between the body and the first arm; a second elastic member between the body and the second arm; a first connecting member rotatably connecting the knuckle and the first arm; and a second connecting member rotatably connecting the knuckle and the second arm. The friction torque of the first connecting member is made larger than the friction torque of the second connecting member when the rigidity of the first elastic member is greater than the rigidity of the second elastic member.

Abstract: A strut type suspension with a reduced difference between left and right suspensions in a moment-arm length change during stroke operations of left and right suspensions in phase is disclosed. The suspension includes a strut, an upper spring seat, a lower spring seat, and a coil spring. A coil center axis of the coil spring and a kingpin axis are set to be in a twisted relationship. In a plan view seen from an upper side along an axis of the strut, a lower axis center of the coil spring is located in a front side of the vehicle with respect to the axis of the strut, and, in said view, a line connecting an upper axis center of the coil spring and the axis of the strut extends in a rotating angle around the axis of the strut between 40 degrees and 50 degrees with respect to a line connecting the lower axis center of the coil spring and the axis of the strut.