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: An abnormality determining apparatus is applied to a vehicle motion control apparatus in which a vehicle behavior sensor (yaw rate sensor, etc.) is integrally mounted to an integrated unit that is integrally composed of an HU (hydraulic unit) and ECU. In this abnormality determining apparatus, the pattern of the vibration noise appearing on the output from the vehicle behavior sensor (output from yaw rate sensor Yrfilpc, etc.) is obtained when various actuators such as motor, solenoid valves, or the like, that are mounted to the HU, are operated with a predetermined pattern for a primary check for the HU. When the pattern of the vibration noise is not within the predetermined normal pattern range, it is determined, according to the abnormal manner of the pattern of the vibration noise, that the abnormality of the vehicle behavior sensor, abnormal operation of the actuator in the HU, or the like occurs.

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: A method and apparatus for increasing platform attitude adjustment range for platforms supported by jacks in which the apparatus includes jacks for supporting a platform at spaced-apart locations, jack drive mechanisms, and a controller connected to each of the jacks through their respective jack drive mechanisms and programmed to adjust platform attitude by coordinating jack movement. The controller coordinates jack movement by selecting and commanding at least one of the jacks to retract and selecting and commanding at least one other of the jacks to extend.

Abstract: A start threshold value for rollover prevention control is changed based upon a ratio between an actual lateral G and a reference lateral G. Accordingly, the ratio between the actual lateral G and the reference lateral G is a parameter that indicates a vehicle condition, i.e., the potential for vehicle rollover that includes both the vehicle weight and the center of gravity height. It is therefore possible to set a start threshold value that considers the vehicle weight, center of gravity height and the like.

Abstract: A rolling angle control device 21 is disposed to provide the rolling angle control device for a remote-controlled two-wheeled vehicle so as to facilitate the control of the vehicle by an operator and stabilize the posture of the remote-controlled two-wheeled vehicle in a wide speed range.

Abstract: A vehicle (10) includes a control system (18) that is used to control a vehicle system. The control system determines a wheel normal loading in response to heave motion wheel loading, attitude-based wheel loading, and vertical motion induced wheel loading. The various wheel loadings may be indirectly determined from the sensors of the various dynamic control system outputs.

Abstract: An in-vehicle device for detecting a driving condition includes: first and second sensors for detecting one of acceleration and angular speed; first and second determination units for determining whether a detection signal from each sensor is varied with a frequency equal to or larger than a predetermined determination frequency and with a variation amount larger than a predetermined variation threshold; and a vibration noise removal unit for determining that a vibration noise is superimposed on each detection signal. The vibration noise removal unit removes the vibration noise from each detection signal.

Abstract: A suspension control device includes a wheel grip state estimation device for estimating grip state of vehicle wheels based on variations of aligning torque of wheels to be steered, a vehicle rolling control device for controlling vehicle rolling, and a control parameter setting device for setting a control parameter of the vehicle rolling control device based on at least estimated grip state of the wheel grip state estimation device.

Abstract: A control system (18) for an automotive vehicle (10) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A-C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: A suspension control system for a motor vehicle having a chassis and wheels connected to the chassis by a suspension system the stiffness of which is variable under the control of the suspension control system comprises a controller adapted to modify autonomously the stiffness of the suspension system depending on a current state of motion of the vehicle.

Abstract: A vehicle height control apparatus includes a suspension controller for controlling vehicle height, a lateral acceleration sensor, a braking controller determining a road surface condition on the basis of a difference between a lateral acceleration measured by the lateral acceleration sensor and a lateral acceleration calculated using a vehicle speed and a steering angle, the braking controller determining vehicle height information to be reflected in the suspension controller on the basis of the measured lateral acceleration and a roll angle presumed on the basis of the determined road surface condition and the measured lateral acceleration, and an interface unit performing data communication between the braking controller and the suspension controller.

Abstract: In an acceleration estimation device for estimating acceleration of a vehicle, a Karman filter for constant speed estimates x-direction acceleration offset and z-direction acceleration offset when a motorcycle is stopped and is traveling at a constant speed. An offset corrector corrects an x-direction acceleration and a z-direction acceleration on the basis of an x-direction acceleration offset estimated value and a z-direction acceleration offset estimated value when the motorcycle is accelerated and decelerated. A Karman filter for acceleration/deceleration estimates the pitch angle of a vehicle body on the basis of a wheel speed and the corrected x-direction acceleration and z-direction acceleration when the motorcycle is accelerated and decelerated. An acceleration corrector obtains an X-direction acceleration and a Z-direction acceleration on the basis of the estimated pitch angle and the corrected x-direction acceleration and z-direction acceleration.

Abstract: A method of controlling a remote monitoring device from a vehicle includes sending a command signal from a telematics unit via a wi-fi connection to the remote monitoring device and receiving data from the remote monitoring device via a wi-fi connection at the telematics unit. The data is sent to a destination via a wireless network.

Abstract: A damping force control apparatus has shock absorbers 10 each being capable of changing damping force. An electronic control unit 40 calculates estimated roll angle and estimated pitch angle of a vehicle body BD in accordance with sprung accelerations detected by sprung acceleration sensors 41 fl to 41rr, calculates a target pitch angle from the estimated roll angle, and determines target damping force required for front-wheel-side shock absorbers 10 such that the estimated pitch angle coincides with the target pitch angle. The electronic control unit 40 calculates rear-wheel-side jack-up force exerted on the rear-wheel-side vehicle body in accordance with vehicle speed detected by a vehicle speed sensor 43, yaw rate detected by a yaw rate sensor 44 and lateral acceleration detected by a lateral acceleration sensor 45, and determines the force in the direction for overcoming the calculated jack-up force as target damping force of rear-wheel-side shock absorbers 10.

Abstract: A method for operating active stabilizers in a motor vehicle includes an on-road mode and an off-road mode. In the on-road mode a stabilizer is activated and deactivated in dependence on operating parameters of the motor vehicle, in particular the travel speed and/or the lateral acceleration and/or a level sensor system, wherein in the activated state rolling motions of the vehicle are reduced by introducing torque into the stabilizer or stabilizers that counteracts the rolling motion. In the off-road mode, the stabilizer is deactivated up to a given travel speed or, in case of an alternate jouncing of the wheels, a control of the stabilizer is performed such that a downward force of the rebounding wheel is increased. Wheel slip may be used as a parameter when controlling the stabilizers. A motor vehicle having active stabilizers is also provided.

Abstract: A vehicle stability control system includes a basic request driving force computing unit, a front and rear wheel load computing unit, a virtual turning radius estimating unit, a target value computing unit, and a vibration damping correction controlling unit. The basic request driving force computing unit computes a physical quantity so as to generate the basic request driving force requested by a driver. The front and rear wheel load computing unit detect a load applied to the wheels. The virtual turning radius estimating unit estimates a virtual turning radius. The target value computing unit computes a target value of a stability factor. The vibration damping correction controlling unit corrects the physical quantity so as to follow the target value. The system generates the driving force for the driving wheel.

Abstract: In one embodiment, a vehicle braking system, for delivering pressurized air to a brake chamber to achieve a desired braking response, includes an air-pressure controlled relay valve for delivering the pressurized air to the brake chamber. A solenoid receives a variable control input pressure and delivers the control input pressure to the relay valve as a function of a state of the solenoid. An ECU controls the solenoid according to a control model for delivering the pressurized air to the brake chamber and achieving the desired braking response.

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: In a motion control system for a vehicle including control means for controlling a yaw moment of the vehicle; first detection means for detecting a longitudinal velocity (V) of the vehicle; second detection means for detecting a lateral jerk (Gy_dot) of the vehicle; and third detection means for detecting a yaw angular acceleration (r_dot) of the vehicle, the yaw moment of the vehicle is controlled by the control means so that a difference between the yaw angular acceleration (r_dot) detected by the third detection means and a value (Gy_dot/V) obtained by the lateral jerk (Gy_dot) of the vehicle detected by the second detection means by the longitudinal velocity (V) detected by the first detection means becomes small.

Abstract: A suspension control system and a suspension control method for a vehicle control the suspension based on the condition of the road surface traveled by the vehicle in addition to information pertaining to a corner obtained from a navigation device when the vehicle approaches the corner. A microprocessor controls damping forces of suspension devices on the basis of a degree of irregularity of the road surface detected immediately preceding entry of the automobile into a turn around the corner, and corner information from the navigation device.

Abstract: In a motion control system for a vehicle having four wheels including at least two driving wheels which is driven by a driving power source, first rolling liability judging means (step 112) judges whether or not the rolling liability detected by rolling liability detecting means (step 102, a lateral acceleration sensor 39) for detecting the rolling liability of the vehicle is equal to or greater than a first predetermined rolling liability, and rolling suppression control means (steps 116, 124 to 129) suppresses the rolling liability of the vehicle by increasing the driving force of any of the driving wheels when the first rolling liability judging means judges that the rolling liability detected by the rolling liability detecting means is equal to or greater than the first predetermined rolling liability.

Abstract: An air suspension includes a crossover valve in fluid communication with a manifold, a first set of springs in fluid communication with the manifold through a first set of valves, and a second set of springs in fluid communication with the manifold through a second set of valves. The crossover valve is movable between an open position to allow fluid communication to each of the first and the second sets of springs and a closed position that separates the first set of springs from the second set of springs.

Abstract: The invention relates to a method of adjusting an electronic stability program (ESP) for a motor vehicle. This method comprises various steps, including in particular: establishing the curve of the consumption values (Cesp) as a function of time, said curve being representative of the differences (dCM) of the measured yaw angles and the setpoint yaw angles (dCM=LM?LC) versus the measured triggering threshold values (St), modifying the nominal threshold values (Sv) by a percentage that is proportional to the consumption values (Cesp).

Abstract: A suspension device has in- and out-configurations for use with a vehicle, including means for damping and/or spring action, the damping and/or spring action being controllable, wherein the controllability of the damping and/or spring action includes a locked or substantially locked state in the out-configuration. A method of using the suspension device with a vehicle is also provided.

Abstract: The invention relates to an active chassis stabilization system including a hydraulic pressure supply unit, a hydraulic stabilizer assembly which is associated with a front axle, a hydraulic stabilizer assembly which is associated with a rear axle, and a control unit. The active chassis stabilization system is a two-channel system.

Abstract: Methods and systems for controlling a vehicle are provided which can include advantages of controlling corresponding to lateral wind frequency. Because the vehicle is controlled on the basis of frequency areas and a force of a lateral wind, driving stability of the vehicle and driver comfort can be enhanced.

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: Stabilizer control devices, methods, and programs obtain information indicating lateral acceleration operating on the vehicle and obtain information indicating a curve section existing in a traveling direction of the vehicle. The devices, methods, and programs control roll stiffness by a stabilizer mounted on the vehicle based on the obtained lateral acceleration information by setting a lateral acceleration threshold at a first value in the curve section and a second value in a section other than the curve section respectively, the first value being smaller than the second value. The devices, methods, and programs control the roll stiffness when the lateral acceleration is equal to or larger than the lateral acceleration.

Abstract: A stabilizer system for a vehicle that includes a stabilizer bar and an actuator for changing stiffness of the stabilizer bar, an electric current to be supplied to an electric motor that is a drive source of the actuator is changed based on various parameters. The supply current is made smaller in a situation in which an operational direction of the actuator is toward a neutral position, than in another situation. Further, the supply current is made smaller with an increase in a distance of the operational position of the actuator from the neutral position. Moreover, the supply current is made larger with an increase in a steering speed. In detail, when the supply current is determined by multiplying a basic supply current by a control gain, the control gain is set to change depending upon the above-indicated parameter, whereby the supply current is changed based on the parameters.

Abstract: A control device for controlling a variable damper of a wheel suspension system includes a first sensor detecting a first dynamic state variable of a vehicle body, a damping force base value determining unit determining a target damping force base value, a second sensor detecting a second dynamic state variable of the vehicle body; a correction value determining unit determining a damping force correction value, and a target damping force determining unit determining a target damping force. When the differential value of the lateral acceleration is relatively high (or the target damping force is high), a drive current to the variable damper is increased. The same is true when the vehicle is undergoing a pitching movement. The target damping force may be obtained by subtracting the damping force correction value from the target damping force base value.

Abstract: Relative center of gravity height in a motor vehicle changes from a nominal value to an actual value depending upon vehicle loading. Method and apparatus for determining actual relative center of gravity height are disclosed.

Abstract: The present invention concerns a method for the position-dependent control of a mobile element in a motor vehicle, wherein the element is movable in a drive movement by an electrically powered positioning device, wherein the positioning device has several different operational modes, and characteristics of a drive signal of the positing device, in particular a waviness of a drive current, are used for the determination of the position of the element. According to the invention, a characteristic variable, which influences the drive movement of the positioning device, and/or a specific value, which characterizes the positioning device, are evaluated for the determination of an error value of the determined position of the mobile element, and that the operating modes of the positioning device are controlled in dependence of the determined error value.

Abstract: A method of controlling a vehicle involves determining if the vehicle is swaying (e.g., if a trailer being towed by the vehicle is exerting a sway force on the vehicle), and if the vehicle is swaying, reducing a torque of an engine of the vehicle and applying independent braking forces to each wheel of the vehicle. A vehicle for controlling vehicle sway includes an engine, a plurality of wheels, a braking system configured to apply independent braking forces to each wheel, and a controller configured to control the engine and the braking system. The controller is configured to determine if the vehicle is swaying (e.g., if a trailer being towed by the vehicle is exerting a sway force on the vehicle), and if the vehicle is swaying, reducing a torque of the engine and applying independent braking forces to each wheel.

Abstract: A ride control system for insuring safe operation of articulated vehicles by monitoring, detecting and suppressing erratic jackknifing, comprises a mechanism for monitoring among several inputs the driver's intentions, road conditions, the vehicle behavior, a microprocessor, and a means for commanding an anti-lock brake system to apply brakes on selected trailer wheels to suppress erratic jackknifing and restore vehicle stability. The microprocessor is used primarily for computing the probability of trailer and tractor roll-over due in part to erratic jackknifing when the vehicle is expected to move straight ahead. The probability of roll-over is converted to a time varying voltage signal for use by an electronic control module to proportionally apply brakes to those wheels whose angular velocity is greater than the average in order to drag the trailer on the side until erratic jackknifing is suppressed.

Abstract: An axle assembly for a vehicle. The axle assembly includes an input shaft, a first and second output shaft, and a differential assembly. The axle assembly also includes a clutch assembly with an input member coupled to the differential assembly, an output member coupled to one of the first output shaft and the second output shaft, and a clutch member that selectively couples the input and output members. The axle assembly also includes a pump that supplies pressurized fluid to the clutch to control coupling of the input and output members. The axle assembly further includes a motor that drives the pump. The speed of the motor is controllable in order to change a fluid pressure supplied by the pump. The change in fluid pressure from the pump actuates the clutch member to thereby vary the torque between the first output shaft and the second output shaft.

Abstract: A stabilizer system, for use in a vehicle, exhibiting an appropriate rolling-restraining effect to restrain rolling of a body of the vehicle. An electronic control unit includes a control-start-timing reference-relative-rotation-position determining portion that determines a reference relative-rotation position of two stabilizer bars from which a relative-rotation amount of the two stabilizer bars is counted when a rolling-restraining control is performed. In the stabilizer system, when a lateral acceleration exceeds a reference value, the rolling-restraining control is started; and a relative-rotation position of the two stabilizer bars when the lateral acceleration exceeds the reference value is determined as the reference relative-rotation position of the two stabilizer bars. Thus, an appropriate reference relative-rotation position of the two stabilizer bars can be easily determined and accordingly an appropriate rolling-restraining effect of the two stabilizer bars can be exhibited.

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: An anti-rollover system including a processor, a side impact sensor in communication with the processor, and a controllable suspension-based system and/or a controllable brake-based system in communication with the processor, wherein the controllable suspension-based system and/or the controllable brake-based system is actuated when the side impact sensor detects a side impact.

Abstract: A technique for reducing excessive motor vehicle roll angle using a feedforward control comprises a number of steps. Initially, a steering angle and a speed of the-motor vehicle are determined. Next, a lateral acceleration of the vehicle is estimated based on the steering angle and the speed. Then, a lateral acceleration proportional and derivative (PD) term of the estimated lateral acceleration is determined and roll angle reduction is implemented when the lateral acceleration PD term exceeds a first threshold. The roll angle reduction may be achieved through application of a braking force to an outside front wheel of the vehicle. A magnitude of the braking force may be proportional to a difference between the lateral acceleration PD term and the first threshold.

Abstract: An anti-tilt apparatus is provided in the present invention, in which a frame of a vehicle is locked or released for tilt by a locking mechanism controlled according to the vehicle moving status. In addition, the present invention further provides a frame structure of a tilt vehicle wherein the anti-tilt apparatus and an independent suspended wheel set with a tiltable frame are combined together for maintaining certain comfort, good tracking capability and driving safety while the vehicle is moving and swerving. The anti-tilt apparatus of the present invention functions to lock the tiltable frame while the vehicle is operated in low speed or stop and functions to make wheels simultaneously inwardly incline for providing a tilt capability while the vehicle is swerving in high speed so as to increase higher stability and anti-turnover capability of the vehicle.

Abstract: The present invention relates to a method and system for detecting a vehicle rollover or dangerous situations that may precede a rollover of a vehicle.

Abstract: A method of estimating a mass of a vehicle. If a yaw rate is smaller than a reference value, a straight direction model algorithm is applied to obtain an estimated mass. If a measured speed and a measured steering angle are larger than reference values, a lateral direction model algorithm is applied to obtain another estimated mass. If a measured vertical acceleration is larger than a reference value, a vertical direction model algorithm is applied to obtain yet another estimated mass. If each of the estimated masses is in an allowable range, and is constant for a given time period, the masses are applied to a recursive least square method, thereby estimating the mass of the vehicle.

Abstract: A method involves, via a sensor application interface, 1) receiving, from an application, a measurement request associated with a quality-of-service control; 2) in accord with the quality-of-service control, obtaining measurement data from a sensor; and 3) returning to the application i) the measurement data obtained from the sensor, and ii) an indicator of accuracy of the measurement data.

Abstract: A method of controlling a roll control system includes monitoring the position of a steering mechanism of a vehicle. A rate of change of the position of the steering mechanism is determined. The rate of change is compared to a change threshold value. The lateral acceleration of a vehicle is monitored. The lateral acceleration is compared to an acceleration threshold value. A roll control system having at least one of a front and a rear actuator is controlled based at least in part upon the comparisons of the rate of change of the steering mechanism to the change threshold value and the lateral acceleration to the acceleration threshold value. The front and rear actuators are controlled independently of each other depending upon the state of a vehicle stability index.

Abstract: A control system (18) for an automotive vehicle (10) has a first roll condition detector (64A), a second roll condition detector (64B), a third roll condition detector (64C), and a controller (26) that uses the roll condition generated by the roll condition detectors (64A-C) to determine a wheel lift condition. Other roll condition detectors may also be used in the wheel lift determination. The wheel lift conditions may be active or passive or both.

Abstract: An active suspension system has a plurality of actuators which are respectively installed between a wheel and a vehicle body and individually produce a control force, and a control unit which controls an attitude change of a vehicle by controlling the each control force of the plurality of actuators. The control unit sets first and second virtual control lines which extend along a front-and-rear direction of the vehicle and a width direction of the vehicle respectively and are changed so that the first and second virtual control lines follow expected pitching and rolling that would occur to the vehicle, and then controls the vehicle attitude so that the vehicle attitude is brought closer to the virtual control line.

Abstract: An apparatus and a method for detecting a vehicle rollover are provided, which apparatus and method use the signals from tire sensors to determine the plausibility of the detection of a vehicle rollover.

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 (21) for calculating a set modal stress (F1) for the shock absorber as a function of at least one absolute modal body shell speed (Vmod), a means (34) for calculating a set modal stress (F2) for the shock absorber as a function of a relative modal body shell speed (Vmod2) in relation to the mid-plane of the wheels, a means (22) for detecting a bias on the vehicle, and a means (23) for calculating a weighting coefficient ? for calculating a set modal stress (F) for the shock absorber using formula F=(1??)·F1+?·F2.

Abstract: A rollover warning and detection method for a transport vehicle is adaptively adjustable to take into account the CG height of the vehicle. Measures of the vehicle speed, lateral acceleration and yaw rate are sampled during normal driving conditions and used to estimate the CG height of the vehicle. The centrifugal acceleration acting on the vehicle is calculated as the product of vehicle speed and yaw rate, and the CG height is estimated based on the relationship between the calculated centrifugal acceleration and the measured lateral acceleration. The estimated CG height of the vehicle is used to adjust various calibrated rollover detection thresholds so that algorithm outputs such as rollover warnings automatically take into consideration vehicle loading effects.