Abstract: A vehicle control device is mounted on a vehicle including a driving actuator configured to apply a driving force and a braking actuator configured to apply a braking force. The vehicle control device includes a processor. The processor is configured to correct, when a predetermined condition including at least that the vehicle is decelerating is satisfied, the required driving force and the required braking force so as to increase the required driving force and the required braking force such that a sum of a magnitude of the required driving force and a magnitude of the required braking force is equal to or larger than a magnitude of the component of the gravity acting on the vehicle in the movement direction of the vehicle.

Abstract: A falling-over detection device is mounted on a motorcycle. The falling-over detection device includes an acceleration sensor that detects acceleration at an interval decided by an interval adjusting device, a threshold value determining device that determines whether or not a detected angle is larger than a predetermined threshold value, a counting device that counts the number of times it is determined that the detected angle is larger than the threshold value, and a falling-over determining device that determines that the motorcycle has fallen over in a case where the count is successive a predetermined number of times. The interval adjusting device uses a pulse generated based on white noise as an interval, and therefore noise does not successively affect a value detected by the acceleration sensor.

Abstract: The invention relates inter alia to a steerable independent wheel suspension for a mobile agricultural machine. A support device serves for the pivotable mounting of the independent wheel suspension on a frame part of the agricultural machine. At least one guide column is mounted displaceably in the support device. A wheel hub is guided displaceably along the at least one guide column. A bracket is connected fixedly to the at least one guide column so as to move with the at least one guide column. The bracket can allow a flexible and improved arrangement of height adjustment means, damping means and spring-mounting means of the independent wheel suspension.

Abstract: An inertial regulation active suspension system based on posture deviation of a vehicle and a control method thereof are provided. The system comprises a vehicle body, an inertial measurement unit, an electronic control unit, a servo controller group, a plurality of wheels, suspension servo actuating cylinders respectively corresponding to the wheels, and displacement sensors for measuring a stroke of the suspension servo actuating cylinders. The electronic control unit reads posture parameters of the vehicle body measured by the inertial measurement unit, and calculates a deviation between the postures of the vehicle body at a current moment and at a previous moment, and then outputs posture control parameters to the servo controller group. The servo controller group controls extension and retraction of each of the suspension servo actuating cylinders according to the posture control parameters and displacement feedback values of the displacement sensors.

Abstract: A wireless charging control apparatus may include at least one horizontal detector configured for detecting an inclination of an electric vehicle (EV); a suspension control device controlling a plurality of suspensions disposed near wheels of the EV to adjust a height or inclination of the EV; and a controller measuring the inclination of the EV based on data collected from the at least one horizontal sensor, estimating an inclination of a reception pad based on the measured inclination of the EV, and controlling the suspension control device to adjust the inclination of the EV when the inclination of the reception pad is equal to or greater than a predetermined threshold value.

Abstract: A suspension system for a vehicle includes a plurality of air spring assemblies, each having an air spring, and a suspension position sensor; and a controller. The controller is programmed to determine corner forces associated with each air spring of the plurality of air spring assemblies based on a pressure provided by a pressure sensor and an effective area of each air spring of the plurality of air spring assemblies based on a total length provided by the suspension position sensor, according to a target total length of each air spring.

Abstract: A slip-reduction control unit for an aircraft having a steerable landing gear. The control unit receives steering input signals from which a target steering command output may be ascertained and additional input signals (a) the motion of the aircraft, (b) a steering angle, or (c) a parameter relating to the slip sustained by the steerable landing gear. The slip-reduction control unit determines, based on the additional input signals, reduces the rate of change of steering angle that would otherwise be commanded. The reduction in the rate of change may reduce vibration on the aircraft that might be caused by a greater rate of change in the steering angle.

Abstract: An electric four-wheel drive (4WD) system is for a front wheel drive vehicle including an active roll control apparatus includes a driving module configured to generate a rotational power using electrical energy and to supply the rotational power to rear wheels. A hydraulic generator is connected with the driving module and configured to generate a hydraulic pressure using the rotational power of the driving module and to supply the hydraulic pressure to the active roll control apparatus.

Abstract: A vehicle body drifting suppression device including a steering torque detection unit which detects a steering torque of a vehicle, wherein a vehicle body drifting suppression is performed according to a vehicle body drifting suppression control-amount, and the vehicle body drifting suppression control-amount is adjusted according to a temporal sustention status of the steering torque.

Abstract: A transporter for transporting a load over a surface. The transporter includes a support platform for supporting the load. The support platform is characterized by a fore-aft axis, a lateral axis, and an orientation with respect to the surface, the orientation referred to as an attitude. At least one ground-contacting element is flexibly coupled to the support platform in such a manner that the attitude of the support platform is capable of variation. One or more ground-contacting elements are driven by a motorized drive arrangement. A sensor module generates a signal characterizing the attitude of the support platform. Based on the attitude, a controller commands the motorized drive arrangement.

Abstract: A system for providing vehicle roll control that controls the friction-force of dampers provided at the wheels of the vehicle. The system includes a lateral acceleration sensor for determining the lateral acceleration of the vehicle, a steering angle sensor for determining the steering angle of the vehicle and a speed sensor for determining the speed of the vehicle. The system calculates a current control signal for one or more of the dampers based on the lateral acceleration and/or the steering angle, and uses one or both of the current control signals to control the friction-force of the inside, outside or both of the dampers.

Abstract: An active roll control system that may be adapted to actively control roll stiffness of a vehicle by adjusting a mounting position of a stabilizer link connecting a suspension arm with a stabilizer bar of the vehicle on the suspension arm according to a driving condition of vehicle may include a driving unit which including a housing connected with a side of the suspension arm, a rail plate disposed within the housing, and a connector movable along the rail plate, and a stabilizer link of which one end may be connected with an end of the stabilizer bar and the other end may be connected with the connector through a first joint.

Abstract: A control system in a straddle-type vehicle is provided. The control system includes front and rear wheels, comprises a load distribution changing section which changes a ground load distribution between the front and rear wheels during driving of the vehicle; a slip suppressing condition determiner section which determines whether or not a suppressing condition used to suppress a slip of one of the front and rear wheels is met, during driving of the vehicle; and a load distribution control section which controls the load distribution changing section to make the ground load of the one of the front and rear wheels greater when the slip suppressing condition determiner section determines that the suppressing condition is met, than when the slip suppressing condition determiner section determines that the suppressing condition is not met.

Abstract: An acceleration-based method and device for the safety monitoring of a drive is provided. In the method a setpoint torque is calculated in a safety function as a function of the position of the accelerator pedal. An expected vehicle acceleration is determined, as a function of the setpoint torque, in the safety function. An actual vehicle acceleration is determined, preferably by an acceleration sensor. A fault situation may be detected by comparing the actual vehicle acceleration and the expected vehicle acceleration. A device, preferably included in the vehicle electronics, is configured to implement the acceleration-based method.

Abstract: A method and system for operating a motor vehicle is described. In one example, spring rates for suspension springs and damping rates for shock absorbers are adjusted in response to vertical acceleration, longitudinal angular acceleration, and lateral angular acceleration of a vehicle body in the absence of accelerometers. The system and method may improve vehicle driving dynamics and lower system cost as compared to other systems.

Abstract: A dual suspension system includes a chassis, a suspension arm rotatably connected to the chassis, a wheel connection connected coupled to the suspension arm, a first lock connected to the chassis and the suspension arm, and a second lock connected between a differential housing and the chassis. The first and second locks each have an unlocked state and a locked state. When the first lock is unlocked, and the second lock is locked, the vehicle substantially provides independent suspension. When the first lock is locked, and the second lock is unlocked, the vehicle substantially provides solid axle suspension.

Abstract: A transporter for transporting a load over a surface. The transporter includes a support platform for supporting the load. The support platform is characterized by a fore-aft axis, a lateral axis, and an orientation with respect to the surface, the orientation referred to as an attitude. At least one ground-contacting element is flexibly coupled to the support platform in such a manner that the attitude of the support platform is capable of variation. One or more ground-contacting elements are driven by a motorized drive arrangement. A sensor module generates a signal characterizing the attitude of the support platform. Based on the attitude, a controller commands the motorized drive arrangement.

Abstract: A device for the protection of a rolling stabilization system for motor vehicles, having at least two stabilization devices includes at least one first hydraulically triggerable safety valve for locking at least the first stabilization device.

Abstract: A high efficiency vehicle propulsion system to propel a vehicle using a hydraulic motor pump functioning as motor connected to the vehicle wheels. Vehicle braking and deceleration energy is recaptured using the same hydraulic motor pump functioning as a pump and stored in an inertia wheel configured as a gyroscope. Energy is stored in and retrieved from the inertia wheel by the use of a hydraulic motor pump functioning as a motor to store energy in the inertia wheel of the gyroscope or as a pump or to retrieve energy from the inertial wheel of the gyroscope. Energy to serve the system is derived from the use of a small engine running infrequently and intermittently. Additional energy is retrieved by the use of an active shock absorption system. Energy management and vehicle propulsion are controlled by a central computer processing signals derived from action of an on-board operator, an on-board program of from a remote source.

Abstract: The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces. More particularly, the present invention relates to trail compliant side-by-side all terrain vehicles.

Abstract: In a method for reducing the rollover risk in vehicles, at least one state variable which characterizes the transverse dynamics of the vehicle is ascertained and is used as the basis for an intervention into the steering system and the braking system which stabilizes the vehicle. A multivariable control is carried out in which two control loops are superimposed, the first control loop being based on control of the yaw rate and the second control loop being based on control of the transverse acceleration. The steering system as well as the braking system may be adjusted via the first and second control loops.

Abstract: Disclosed is a pneumatic level control system equalizer of a motor vehicle equipped with a battery and a generator supplying the battery, as well as a compressor driven by an electric motor and associated with the level control system equalizer, the electric motor of the compressor being only supplied with electric current by the vehicle battery and/or generator in certain conditions. The power requirements of the level control system equalizer can be pre-evaluated for a change of level and/or a filling of the pressure tank to be performed.

Abstract: The invention relates to a device for controlling the suspension of the body shell of a motor vehicle. The inventive device comprises a calculator (CSS) which can calculate a control value (ER) for an actuator (M) of a shock absorber (AM) of the suspension (S) as a function of at least one modal body shell speed calculated from a modal body shell acceleration. The invention is characterized by a sensor (CAP-DEB) for sensing wheel (A,B, C, D) travel in relation to the body shell, which is connected to a first means (CAL) for calculating the modal body shell acceleration from the travel measurement (DEB) provided by the sensor (CAP-DEB).

Abstract: A control system for an adjustable damping force damper of a suspension apparatus of a vehicle, includes a lateral acceleration detecting unit detecting a lateral acceleration of the vehicle at a gravity point thereof, a yaw rate detecting unit detecting a yaw rate of the vehicle and a control unit controlling a damping force of the damper. The control unit calculates a first target damping force based on an output of the lateral acceleration detecting unit, calculates a second target damping force based on a lateral acceleration at an axel position which is estimated by an output of the yaw rate detecting unit, compares an absolute value of the first target damping force with that of the second target damping force and sets a target controlling value of the damping force in accordance with the first or second target damping force which has a larger absolute value.

Abstract: The invention relates to a device for controlling the suspension of the body shell of a motor vehicle. According to the invention, the device comprises: a means for measuring the travel (DEB(A)) and travel speed (VDEB(A)) of the right and left wheels on a front and/or rear axle system in relation to the body shell, a means (61, 62) for detecting a wide range of wheel movement when the travel (DEB(A)) and speed values exceed a threshold, and a means (64) for calculating a set value (ERGD) for the shock absorber actuator when a wide range of wheel movement is detected.

Abstract: The apparatus comprises a measured signal detector 11, a vehicle parameter obtainer 12, a sideslip angle temporary estimator 13, a sideslip angle differential corresponding value computer 14 and a sideslip angle real estimator 15. A sideslip angle temporary estimate value is computed from one or plural vehicle parameters including at least the mass. A sideslip angle differential corresponding value is computed from a measured signal and the vehicle parameters including no mass. A sideslip angle is derived from the sideslip angle temporary estimate value and the sideslip angle differential corresponding value. A sideslip can be detected without a steering angle detection mechanism.

Abstract: A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.

Abstract: A suspension ECU 13 calculates a target characteristic changing coefficient a_new for changing a target characteristic, which is represented by a quadratic function, by use of the maximum actual roll angle ?_max generated in a vehicle body during the current turning state and a turning pitch angle ?_fy_max which is a fraction of an actual pitch angle ? generated as a result of turning, and changes the target characteristic by use of the coefficient a_new. Subsequently, the suspension ECU 13 calculates the difference ?? between the actual pitch angle ? and a target pitch angle ?h corresponding to the actual roll angle ? on the basis of the changed target characteristic, and calculates a total demanded damping force F to be cooperatively generated by the shock absorbers so as to reduce the difference ?? to zero.

Abstract: To provide an inverted wheel type moving body capable of improving the operability, and a method of controlling the same. An inverted wheel type moving body in accordance with one aspect of the present invention includes motors 34 and 36 for rotationally driving a right driving wheel 18 and a left driving wheel 20 respectively, a passenger seat 74 rotationally supported on mounts 26 and 28 through swing arms 17 and 19, a passenger seat drive motor 70 for driving the passenger seat 74, a control portion 80 for determining whether the manipulation amount exceeds the threshold value or not, and a motor driver 70a for control the passenger seat drive motor 70 such that the passenger seat 74 is moved in accordance with the manipulation amount when the manipulation amount does not exceed the threshold value and the movement of the passenger seat 74 is restored after the manipulation amount exceeds the threshold value.

Abstract: Method for operating an adjustable stabilizer arrangement including an actuator, which applies actuator torque to stabilizer sections as a function of a command variable to influence the rolling movement of a motor vehicle body, where sensors are used to detect the movement of the motor vehicle body and the movements of the wheels. An operating condition of the actuator supplies a variable which can be used to determine the actuator torque, upon which is superimposed an adjustment signal for the actuator, and where the variable is modified by a weighting factor.

Abstract: A rollover judging device adjusts the magnitude of an angular velocity component ? of a vehicle in a direction of a rollover, which is measured by an angular velocity sensor 1, by using an ? adjusting unit 3c on the basis of an acceleration component of the vehicle in its rightward or leftward direction or in its upward or downward direction, which is measured by an acceleration sensor 2, calculates an angle component ?o by integrating with respect to time this adjusted angular velocity component ?o by using an integrator 3d, carries out predetermined multiplication and addition processes by using a judging means 4 on the basis of this angle component ?o and the measured angular velocity component ?, and, when the result of this addition process exceeds a preset threshold Th, outputs a signal indicating judgment of occurrence of a rollover to an air bag control device 5.

Abstract: A suspension system for a vehicle including: a stabilizer apparatus configured to change a stabilizer force by an operation of an actuator, a pair of hydraulic shock absorbers configured to change damping coefficients thereof, and a control device which is configured to execute a body-roll damping control in which at least a part of the stabilizer force is controlled to act as a roll damping force having a magnitude in accordance with a roll speed of a body of the vehicle, which is configured to change, in the body-roll damping control, a degree of the magnitude of the roll damping force by the stabilizer force, and which is configured to control, under execution of the body-roll damping control, the damping coefficient of each absorber such that a component of the absorber force for damping roll of the vehicle body is controlled in accordance with the degree of the magnitude of the roll damping force by the stabilizer force, namely, such that the component of the absorber force becomes smaller in an instance

Abstract: A vehicle stabilizer system including: (a) a stabilizer bar (28) including (a-1) a torsion bar portion (90), and (a-2) an arm portion (92) that extends from the torsion bar portion in a direction not parallel to the torsion bar portion; (b) an actuator (32) configured to rotate the stabilizer bar about an axis of the torsion bar portion; and (c) a link rod (34) interconnecting the suspension arm (78) and one of opposite ends of the arm portion that is remote from the torsion bar portion. The stabilizer bar generates a stabilizing force which is dependent on a reaction that is generated as a result of torsion of the torsion bar portion, and which forces the wheel (12) and the body in a selected one of a direction toward each other and a direction away from each other. The actuator allows the stabilizer bar to generate the stabilizing force whose magnitude is changeable by operation of the actuator.

Abstract: A method is provided for detecting a rollover event of a vehicle. A lateral kinetic energy of the vehicle is determined in response to vehicle longitudinal velocity and vehicle side slip angle. A lateral acceleration of the vehicle is measured. A tire normal force is measured. A rollover potentiality index is determined in response to the lateral kinetic energy and the lateral acceleration. A rollover index is determined by weighting the rollover potentiality index by a factor of the lateral acceleration and by a factor of the tire normal force. A comparison is made to determine if the rollover index is above a predetermined threshold.

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: An active, divided stabilizer for a motor vehicle having an incorporated pivot motor is provided. The pivot motor is used for pivot regulation and includes at least one displacement drive having a motor and transmission, and a housing. At least one housing part is connected to an associated stabilizer part for torque transmission. The housing part has an axially oriented, central indentation, into which the stabilizer part extends. The connection for torque transmission between the housing part and the stabilizer part is located therein. A sensor for detecting the torsion angle of the stabilizer part is attached to the housing part, with a corresponding encoder is fixed on the stabilizer part, or vice versa.

Abstract: A system and method for estimating vehicle states, such as vehicle roll-rate, vehicle roll angle, vehicle lateral velocity and vehicle yaw-rate, for use in rollover reduction. The system includes an extended Kalman filter observer responsive to a steering angle signal, a yaw-rate signal, a roll-rate signal, a speed signal and a lateral acceleration signal that calculates an estimated yaw-rate signal, an estimated roll-rate, an estimated roll angle and an estimated lateral velocity. The system also includes a lateral velocity estimation processor responsive to the roll-rate signal, the estimated roll angle signal, the estimated lateral velocity signal and the lateral acceleration signal that calculates a modified lateral velocity estimation signal when the vehicle is operating in a non-linear region.

Abstract: A stabilizer control device for a vehicle includes a first and second stabilizer bars, a housing fixed to an end portion of the second stabilizer bar so as to arrange an end portion of the first stabilizer bar adjacent to the end portion of the second stabilizer bar, a rotational torque reducing mechanism having an input portion fixed to the first stabilizer bar and the housing and reducing a relative rotational torque between the housing and the first stabilizer bar and outputting, a hollow member including the first stabilizer bar so as to rotatably support the first stabilizer bar within the housing and fixed with an output portion of the rotational torque reducing mechanism so as to rotatably support the output portion within the housing, and a clutch mechanism arranged between the hollow member and the housing for engaging and disengaging therebetween.

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: A control system for controlling a safety system of an automotive vehicle having a transmission and a differential. The system includes left and right wheel speed sensors associated with respective vehicle wheels and generating left and right wheel speed signals, and a transmission output shaft speed sensor generating a transmission output shaft speed signal. A controller is coupled to the wheel speed sensors and the transmission output speed sensor, and determines a reference wheel speed for one of the left or right wheels as a function of the other of the left or right wheel speed signal and the transmission output shaft speed signal. The controller controls the safety system in response to the determined reference wheel speed.

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: An adjuster device includes (a) a shaft held by a vehicle body; (b) an arm extending from the shaft in a direction intersecting an axial direction of the shaft; (c) an actuator causing one of rotation of the shaft and axial movement of the shaft in the axial direction; and (d) a motion converter converting the one of the rotation of the shaft and the axial movement of the shaft, into the other of the rotation of the shaft and the axial movement of the shaft. The arm is connected at a distal end portion thereof to one of at least one suspension arm, so as to enable the rotation of the shaft to cause change in a vertical distance between a wheel and the vehicle body. The shaft is connected to one of the at least one suspension arm or to an axle carrier, so as to enable the axial movement of the shaft to cause change in an alignment of the wheel. Also disclosed is an adjusting system including the adjuster device.

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: Active anti-roll device to be fitted to a wheel set (4) of a motor vehicle (1), the said wheel set including two wheel supports (8b, 9b) coupled, with mobility in a so-called vertical direction (Z), to a frame (2) of the said vehicle, the said anti-roll device including a torsion bar (10) linked to the frame and the free ends of which are intended to be coupled respectively to the said wheel supports, characterised by the fact that it includes at least one actuator (13, 16) presenting a first zone connected to an eccentric point, relative to the median axis of the said vehicle, of the said torsion bar, by an actuator-bar linkage (14), and a second zone connected to the said frame by an actuator-frame linkage (15), the said at least one actuator presenting actuation means to create a relative displacement between the said first and second zones, the said at least one actuator being so arranged as to adjust a substantially vertical distance between the said eccentric point and the said frame as a function of a

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: A roll control device includes at least one actuator having first and second chambers. A pump is in fluid communication with the first and second chambers and is configured to transfer fluid between them. A motor is connected to the pump and is in communication with a controller. The controller is configured to selectively command the motor to drive the pump in response to a roll signal and transfer fluid between the first and second chambers in a desired direction. A failsafe valve is arranged between the pump and first and second chambers in one example. The failsafe valve includes a first open position in which the first and second chambers are fluidly connected to one another and bypass the pump.

Abstract: A vehicle stabilizer bar assembly having a pair of stabilizer bar members that are selectively uncoupled via a clutch. The clutch includes a plurality of engagement pins that can be selectively moved via an actuator to effect the uncoupling of the stabilizer bar members. The actuator is configured to apply a force to the moving element concentrically about the axis along which the moving element translates. A method for operating a vehicle stabilizer bar assembly is also provided.

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 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 stabilizer arrangement for a motor vehicle has a stabilizer (1), which is connected to the vehicle chassis and which is connected to a spring-mounted wheel carrier part on each side of the vehicle by a piston-cylinder unit (4; 4?) each. Each of the piston-cylinder units (4, 4?) is formed of at least one piston (8, 8?) arranged movably in a cylinder (7, 7?), and each is connected in an articulated manner, at one end, to one end of the stabilizer (1) and, at the other end, to a spring-mounted wheel carrier part. The piston-cylinder units (4, 4?) are connected to a hydraulic pump (20). A stop (13, 13?), against which the respective piston (8, 8?) can be moved, is assigned to each of the cylinders (7, 7?). By an arrangement of valves, it is made possible for the pistons (8, 8?) to move out of each position in a purposeful manner against the stop (13, 13?) and to hold there in a defined position in order to restore the stabilizer action in a purposeful manner and effectively from any position of the vehicle.