ПРИВОДНОЕ УСТРОЙСТВО ТРАНСПОРТНОГО СРЕДСТВА

... 1. Приводное устройство транспортного средства, которое может создавать различные движущие силы, по меньшей мере, в паре, состоящей соответственно из левого и правого ведущих колес, характеризующееся тем, что ! левое и правое ведущие колеса приводятся в движение посредством движущих сил, которые определяются на основании суммарной движущей силы для ведущих колес, сил противодействия движущим силам на ведущих колесах и, по меньшей мере, двух из следующих целевых моментов: целевого момента, требуемого в направлении поворота транспортного средства в горизонтальной плоскости, целевого момента, требуемого в направлении поперечного наклона транспортного средства, и целевого момента, требуемого в направлении продольного наклона транспортного средства. !2. Приводное устройство транспортного средства по п.1, характеризующееся тем, что движущие силы для левого и правого ведущих колес определяются на основании, по меньшей мере, двух из следующих соотношений: соотношения между целевым моментом в направлении ...

Vehicle with pneumatic suspension and driver warning device - sounds alarm when ground clearance is outside safe limited for air-braked vehicle in motion

The air spring (13) associated with a wheel-and-axle unit (12) is inflated from a compressor (14) via a pipeline (15) incorporating a flow controller (16) with a vent (17) to atmos.. The pressure of air in another line (21) to the air brake controller (18) is a function of load. A jointed linkage (31, 32) responsive to ground clearance produces an electrical signal (35) for a warning device (26) located in the driver's cab. ADVANTAGE - Driver is alerted automatically to loss of pressure and can take action against risk of redn. of braking force under full load.

FAHRZEUGAUFHÄNGUNGSSYSTEM FÜR EIN LENKBARES RAD

Sensor system for dynamic control of vehicle - has pair of sensors straddling each axis and with central processor

Pairs of sensors are mounted each side of each of the three axes through the centre of gravity of the vehicle. The sensor outputs are collected by a central processing unit and the rotational and linear movements about and along each axis are computed. This enables the vehicle dynamics to be controllled, e.g. steering, active suspensions etc. The sensor pairs are directed in opposite ways and thus together provide the required information for each axis. The system can compute the dynamic condition for any selected point of the vehicle to enable, e.g. the separate suspension elements to be controlled. USE/ADVANTAGE - Predicting behaviour of motor vehicle. Centrallised control; min. of sensors; active dynamic control.

Schwingungs- und Geräuschregelungssystem für Kraftfahrzeuge

REGELBARER SCHWINGUNGSDAEMPFER.

The adjustable vibration absorber has a damping piston (5) axially movable and sealed in a damping cylinder which is filled with a damping medium. The damping piston (5) divides the cylinder into two working chambers (2, 2a) mutually linked by at least one first uncontrolled valve (8) and at least one second controllable valve (6) that have a parallel hydraulic action w.r.t. each other. The controllable valve is closed and opened in quick succession according to timed control signals thus regulating the damping resistance.

Aufhängungs und Vortriebsverbundregelsystem

Betriebsverfahren für ein aktives Fahrwerk eines Kraftfahrzeugs

Betriebsverfahren für ein eine festgelegte Achskinematik aufweisendes aktives Fahrwerk eines Kraftfahrzeugs, das mittels einer Steuerungseinrichtung so gesteuert wird, dass ein Giermoment erzeugt wird, dadurch gekennzeichnet, dass das aktive Fahrwerk durch die Steuerungseinrichtung so gesteuert wird, dass ein Wankwinkel gestellt wird, der durch die dadurch verursachte Änderung des eingestellten Sturzes und der eingestellten Spur der Räder das gewünschte Giermoment erzeugt.

Method of testing the braking force on a vehicle axle during travel, esp. for lorries or lorry trailers

The method involves actuating the braking system with a defined braking actuating force, detecting the pressure change in the bellows caused by the braking reaction force and comparing the pressure change with a reference pressure change which occurs for normal operation of the braking system under similar conditions. The axle is linked to at least one fixed point and to a separate air spring bellows and has no reaction rods. When the vehicle brakes the resulting reaction force causes a moment which acts on each bellows and causes a pressure change in it.

Federungsvorrichtung und Verfahren

Federungseinheit, umfassend eine Steuereinheit, für ein Nutzfahrzeug, wobei das Nutzfahrzeug einen Karosserieboden aufweist, mit welchem eine erste und eine zweite Achse verbunden sind, wobei das Nutzfahrzeug mindestens einen mittels einer Federungsvorrichtung relativ zu dem Karosserieboden federbaren Fahrzeugsitz und/oder eine Fahrzeugkabine umfasst, wobei der Fahrzeugsitz und/oder die Fahrzeugkabine in einer Höhenrichtung gesehen im Wesentlichen über der zweiten Achse angeordnet ist, wobei mittels mindestens eines Sensors bei einem Überfahren einer Bodenunebenheit mit der ersten Achse ein Wert einer Auslenkung der ersten Achse durch die Störung ermittelbar ist, und wobei mittels der Steuereinheit die Federungsvorrichtung des Fahrzeugsitzes und/oder der Fahrzeugkabine vor oder bei dem Überfahren der Störung mit der zweiten Achse veränderbar ist.

Fahrzeug mit einer Schwertlenkerradaufhängung und Steuereinheit zur Erkennung einer Überbeanspruchung des Schwertlängslenkers der Schwertlenkerradaufhängung

Die Erfindung betrifft ein Fahrzeug aufweisend eine Radaufhängung mit wenigstens einem Schwertlängslenker, eine elektronische Steuereinheit und einen ABS-Sensor, der einem von dem Schwertlängslenker drehbar gehaltenen Rad zugeordnet ist und der Steuereinheit Messwerte bereitstellt, wobei ein Sensorkabel, das den ABS-Sensor elektrisch mit der Steuereinheit verbindet, an einer Innenseite des Schwertlängslenkers parallel zu diesem verlaufend angebracht ist und die Steuereinheit eingerichtet ist, ein Verfahren auszuführen, bei dem der elektrische Widerstand des Sensorkabels mit einem die Überbeanspruchung des Schwertlängslenkers kennzeichnenden, vorgebbaren Widerstandsgrenzwert verglichen wird. Vorgeschlagen wird, dass das Sensorkabel in einem vorgebbaren Abstand zur Innenseite des Schwertlängslenkers an diesem angebracht ist.

Verfahren zur On Board Ermittlung des wirkenden Kippmomentes und/oder der aktuellen Schwerpunkthöhe eines Fahrzeuges

Aufhängungsregelungssystem für Kraftfahrzeuge mit gleitungsabhängiger Einstellung der Radlastverteilung.

Fahrzeugzustandsgrössenschätzvorrichtung

Es wird eine Fahrzeugzustandsgrößenschätzvorrichtung geschaffen, die in der Lage ist, eine plötzliche Änderung eines Verhaltens während einer Verhaltenssteuerung eines Fahrzeugs zu verhindern, wobei die Fahrzeugzustandsgrößenschätzvorrichtung 2 eine Sollquerbeschleunigung Gyt, die in der Verhaltenssteuerung des Fahrzeugs 1 verwendet wird, auf der Grundlage eines tatsächlichen Querbeschleunigungsmesswerts Gys und eines geschätzten Querbeschleunigungswerts Gye während einer Fahrt des Fahrzeugs 1 schätzt; wenn die Sollquerbeschleunigung Gyt auf der Grundlage des tatsächlichen Querbeschleunigungsmesswerts Gys und des geschätzten Querbeschleunigungswerts Gye geschätzt wird, die Sollquerbeschleunigung Gyt mittels Durchführen eines Gewichtens des tatsächlichen Querbeschleunigungsmesswerts Gys und des geschätzten Querbeschleunigungswerts Gye entsprechend einem Zustand eines Seitenschlupfes des Fahrzeugs 1 geschätzt wird, ein Zustand, in dem die Gewichtung des tatsächlichen Querbeschleunigungsmesswerts ...

Integration einer Luftfederungselektronik in ein elektronisches Bremssystem

Steuergerät für ein Luftfederungssystem und/oder ein Bremssystem, bei dem als zentrales Steuergerät die Steuerungselektronik des Luftfederungssystems und die Steuerungselektronik des elektronischen Bremssystems zusammengefasst sind, dadurch gekennzeichnet, dass die Steuerungselektronik des Luftfederungssystems und die Steuerungselektronik des elektronischen Bremssystems in ihren Steuerungsprogrammen eine Logikstruktur aufweisen, die derart entkoppelt sind, dass beide Steuerungsprogramme für sich geändert werden können.

Verfahren zum Ermitteln der Stellung der Lenkung eines Kraftfahrzeuges

Verfahren und Vorrichtung zur Kippstabilisierung eines Fahrzeugs

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Kippstabilisierung eines Fahrzeugs, wobei mindestens ein Radlastverlagerungswert zur Bestimmung einer insbesondere von einer Beladung und/oder einer Schwerpunktlage abhängigen Kippgrenze des Fahrzeugs ermittelt wird. Es werden die folgenden Schritte durchgeführt: DOLLAR A - Erfassen der Drehzahlen eines kurveninneren Rades und eines kurvenäußeren Rades mindestens einer Achse (11, 14) des Fahrzeugs, DOLLAR A - Erfassen einer Gierrate des Fahrzeugs (10), DOLLAR A - Erfassen einer Fahrgeschwindigkeit (v) des Fahrzeugs (10), DOLLAR A - Ermitteln des mindestens einen Radlastverlagerungswertes (DELTAF¶N¶) des Fahrzeugs (10) anhand der Drehzahlen (omegai, omegaa) des kurveninneren (12, 15) und des kurvenäußeren Rades (13, 16), der Gierrate DOLLAR I1 der Fahrgeschwindigkeit (v) des Fahrzeugs (10) und eines Proportional-Faktors (q) zur Bestimmung eines belastungsabhängigen effektiven Radius eines Rades des Fahrzeugs (10) bei Kurvenfahrt ...

Multi-function rotational rate sensor for use in motor vehicle, has sensor unit whose output signals are applied to two amplifiers that cause signals of sensor unit to be processed and/or evaluated for different applications

The sensor has a physical sensor unit (1.0) whose output signals are applied to two amplifiers (1.1, 1.2) for impedance and amplitude adjustments. The amplifier (1.1) causes the signals of the sensor unit to be ideally processed and/or evaluated for an application (2) e.g. rollover protection mechanism. The amplifier (1.2) causes the signals to be ideally processed and/or evaluated for an application (3) e.g. chassis regulation.

Verfahren und Vorrichtungen zum Steuern der Fahrzeugneigung

Offenbart werden Verfahren und Vorrichtungen zum Steuern der Fahrzeugneigung. Eine offenbarte beispielhafte Vorrichtung beinhaltet eine Vielzahl von Stellgliedern eines Fahrzeugs, wobei jedes Stellglied längenverstellbar vorgesehen ist, und eine Steuereinrichtung, die kommunizierend an die Stellglieder gekoppelt ist, wobei die Steuereinrichtung dazu vorgesehen ist, eine Höhe von wenigstens einem der Stellglieder zu variieren, um eine Neigung des Fahrzeugs einzustellen, um das Laden oder Entladen eines Objekts relativ zum Fahrzeug zu erleichtern.

Verfahren zur Ansteuerung einer Wankbewegung eines zweispurigen Fahrzeuges

Verfahren zur aktiven Einstellung einer Wankbewegung eines zweispurigen Fahrzeuges, welches in unterschiedlichen Betriebsmodi betreibbar ist, wobei der Betriebsmodus ein automatisierter Fahrmodus oder ein teilautomatisierter Fahrmodus oder ein Sportmodus oder ein Komfortmodus oder ein Verbrauchsoptimierender-Modus oder ein Übergang von einem der genannten Betriebsmodi in einen anderen ist, umfassend folgende Schritte:• Erfassen des aktuellen Betriebsmodus des Fahrzeuges mittels einer Erfassungsvorrichtung ,• fahrsituationsunabhängiges Einstellen einer auf den Fahrer wirkenden und für den jeweils erfassten Betriebsmodus des Fahrzeuges hinterlegten Querbeschleunigung innerhalb eines vorgegebenen Wertebereichs durch aktives Einstellen der Wankbewegung des Fahrzeuges mittels eines aktiven Stabilisatorsystems und/oder eines aktiven Federsystems.

Verfahren und Vorrichtung zur Steuerung von Betriebsabläufen in einem Fahrzeug sowie zur Bereitstellung von Daten diesbezüglich

Verfahren zur Steuerung von Betriebsabläufen in einem Fahrzeug durch wenigstens eine Steuereinheit (100), mit wenigstens einem Prozessor (103) und wenigstens einem Speichermittel (102), wobei die Steuerung mit wenigstens einem vorgebbaren, im Speichermittel (102) abgelegten Datensatz durchgeführt wird und verschiedene Varianten der Steuerung durch verschiedene Datensatzvarianten realisiert sind, aus welchen der Datensatz auswählbar ist, dadurch gekennzeichnet, daß ein Basisdatensatz, der wenigstens gleiche Daten der Datensatzvarianten enthält, in dem Speichermittel (102) abgelegt ist, wobei im Basisdatensatz Speicherseiten, die in den Datensatzvarianten ungleiche und/oder unvereinbare Daten enthalten, durch einen vorgebbaren Wert belegt werden, und daß ungleiche und/oder unvereinbare Daten der Datensatzvarianten in einem Differenzdatensatz je Datensatzvariante enthalten sind und der wenigstens eine Datensatz zur Steuerung von Betriebsabläufen in dem Fahrzeug gemäß einer vorgebbaren Variante ...

Spurverlassenswarn- und Vermeidungssystem mit Warnungmodifikationskriterien

Ein Spurverlassensdetektions-/-vermeidungs- und Datenzusammenführungssystem, das zur Verwendung bei einem Fahrzeug und durch einen Bediener geeignet ist, umfasst mindestens einen Spurmarkierungssensor, mindestens einen Zustandssensor und einen Controller, der kommunikativ mit den Sensoren gekoppelt ist und ausgestaltet ist, um eine Zustandsabweichung zu ermitteln und die Zustandsabweichung mit einem vorbestimmten Zustandsschwellenwert zu vergleichen, um eine Systemidentifikation eines Einstellens durch einen Bediener, eine Spurverlassensdetektion bei Kurven und eine Detektion einer Leistungsverschlechterung zu verbessern.

Fahrstabilitätsmanagement durch einen Fahrzeugreglerverbund

Die Erfindung beschreibt ein Verfahren beziehungsweise eine Vorrichtung zur Beeinflussung des Fahrverhaltens eines Fahrzeugs. Die Beeinflussung zielt darauf ab, die Fahrstabilität und damit den Fahrkomfort für den Fahrer des Fahrzeugs zu erhöhen. Dieses Ziel wird durch die Ansteuerung wenigstens zweier Systeme im Fahrzeug erreicht, die das Fahrverhalten und damit die Fahrstabilität verbessern. Der Kern der Erfindung besteht nun darin, dass die Ansteuerung eines Systems in einer vorgegebenen Reihenfolge in Abhängigkeit von der Ansteuerung und/oder von der durch die Ansteuerung erzielten Wirkung auf das Fahrverhalten der vorstehenden Systeme erfolgt. Dabei ist als Reihenfolge zunächst die Ansteuerung eines Fahrwerksystems, gefolgt von einem Lenksystem und anschließend einem Bremssystem vorgesehen.

System und Verfahren zum Überwachen des Fahrverhaltens eines Fahrzeugs

The invention relates to a system for monitoring the performance of a vehicle which comprises a plurality individual systems (12, 14, 16) for influencing the performance of a vehicle. A management device (10) is provided for managing the influences of the performance by said individual systems (12, 14, 16). The invention also relates to a method for monitoring the performance of a vehicle.

Apparatus and method for dynamic geometry indication

System and method for monitoring vibration isolators

End-of-journey vehicle systems

Genetically edited animal

A motor vehicle

Vehicle road wheel fuzzy logic control system and method of implementing a fuzzy logic strategy for same

Control system for optimizing operation of vehicle performance/safety enhancingsystems such as 4WS, 4WD and active suspension

Vehicular acceleration is sensed and used to set and/or modify at least two of a plurality of control sensitivity values in a manner which increases one with respect to the other and thus avoids the situation wherein a limited amount of servo power is wasted by futile operation of a servo powered arrangement which cannot produce a large control effect under the instant operating conditions and enables an adequate amount servo power to be directed to the operation of a different arrangement which can be effective.

Powertrain stop/start control system

The present invention relates to a powertrain control system for a motor vehicle. The vehicle comprises an internal combustion engine and an adjustable suspension system operable in accordance with first and second ride height settings, said settings being associated with respective first and second vehicle ride heights. The powertrain control system comprises a stop/start controller for issuing an engine stop request signal and an inhibitor for inhibiting operation of the stop/start controller in dependence on the selected ride height setting. The inhibitor may be configured to inhibit operation of the stop/start controller upon receipt of a control signal from the ride height selection means. The system may comprise a terrain optimisation selector for activating one of a plurality of pre-configured powertrain operating modes.

End-of-journey vehicle systems

An end-of-journey (EOJ) system 100, for use in a vehicle, comprises a collection means, such as processors 50, 52, to receive, and collect into time limited sets, measurements of vehicle parameters 42-48 during a journey of a vehicle in which the system 100 is fitted. Comparison means 56 compare the sets with recorded sets of comparable parameters that are indicative of an imminent EOJ event. Prediction means 56 issues a prediction of an EOJ event and a level of confidence with which a predicted EOJ event will occur in a time frame or distance travelled. In response the prediction, and the level of confidence accompanying the prediction, initiation means 60 initiates an EOJ mode of one or more vehicle systems, e.g. door systems, engine, suspension system, lighting system, an electric motor etc. A vehicle, for example a hybrid vehicle, incorporating the system comprises one or more vehicle systems that have an end-of-journey (EOJ) mode of operation. The EOJ predictor 56 includes a learning ...

Control system

Oscillation controller and control method

A wheel oscillation controller 200 for a vehicle 900 and a control method 100 are provided. The controller 200 comprises input means 202 for receiving one or more signals 201 indicative of oscillation of at least one wheel of the vehicle; processing means 204 for determining whether the oscillation of the at least one wheel exceeds an oscillation value based on the one or more signals 201; and output means 206 to provide a signal 207 to cause an adaptive suspension damper associated with the wheel to reduce wheel oscillation. In other embodiments, the output means 706 is configured to provide a signal 707 to cause an adaptive electric machine associated with the wheel to reduce wheel oscillation. Aspects of the invention relate to a controller, to a system, to a vehicle and to a method.

End-of-journey vehicle systems

Lockout and roll control valve

A hydraulic suspension system 100 including a lockup and roll control valve is provided. The hydraulic suspension system 100 includes a first hydraulic actuator 104 having a first cylinder 180 and a first piston 182 received within the first cylinder 180, and a second hydraulic actuator 106 having a second cylinder 190 and a second piston 192 received within the second cylinder 190. The first cylinder 180 defines a first head chamber 186 and a first rod chamber 188, and the second cylinder 190 defines a second head chamber 196 and a second rod chamber 198, there being a first orifice 210 connected between the first head chamber 186 and the second head chamber 196. The hydraulic suspension system 100 further includes at least one control valve 204 configured to selectively provide fluid communication between the first head chamber 186 and the second head chamber 196 through a second orifice 212, the second orifice 212 being arranged in parallel with the first orifice 210, thereby selectively ...

Control unit for an active suspension system

Motor vehicle controller and method

A motor vehicle controller 110 is provided. The controller 110 comprises: means for receiving a drive demand signal indicative of an amount of net drive to be applied to one or more driving wheels 11, 12, 14, 15 of a vehicle 1; means for estimating a value of a parameter indicative of a surface coefficient of friction between one or more driving wheels 11, 12, 14, 15 and a driving surface, surface_friction, at least in part in dependence on a net torque applied to one or more driving wheels 11, 12,14, 15 and a speed of one or more driving wheels 11, 12,14, 15; and means for applying a net torque to one or more wheels 11, 12, 14, 15 of a vehicle 1. The amount of net torque applied is determined in dependence at least in part on the received drive demand signal. The controller 110 is configured automatically to increase momentarily an amount of net torque applied to one or more driving wheels 11, 12, 14, 15 independently of the drive demand signal and to update an estimate of parameter surface_friction ...

VEHICLE DRIVING CONTROL SYSTEM

MONITORING AND PREDICTING ROAD VEHICLE/ROAD SURFACE CONDITIONS

System and method utilizing detected load for vehicle handling

A driving stability control system obtains an overall load acting on a vehicle, vehicle information 32 including yaw, steering and speed, and through a behaviour controller 22 sends signals to actuators 42 for aerodynamic components 43 and a suspension system38 to reduce a tendency of oversteer or understeer. Preferably, load sensors utilise components of the vehicle suspension system, or the sensors are embedded in each tyre of the vehicle. If the controller predicts oversteer, the aerodynamic component actuators may increase aerodynamic load on the vehicle rear, or decrease load on the vehicle front, or the suspension actuators may increase roll stiffness at the vehicle front, or decrease roll stiffness at the rear. If the controller predicts understeer, the aerodynamic component actuators may increase aerodynamic load on the vehicle front, or decrease load on the vehicle rear, or the suspension actuators may increase roll stiffness at the vehicle rear, or decrease roll stiffness at the ...

Motor vehicle suspension system

An actuator system

Vehicle control system and method

Preventing automatic leveling during battery replacement

STEERING AXLE

PROCEDURE FOR THE DETERMINATION OF THE ANGLE OF INCLINATION OF A TWO-WHEELER AS WELL AS PROCEDURE FOR THE LEVEL CONTROL OF A SPRINGY TWO-WHEELER

TIRE FORCE CHARACTERISTICS UTILIZATION VEHICLE STABILITY CONTROL IMPROVEMENT

ROLLING OVER WARNING AND COLLECTION PROCEDURE FOR TRUCKS

PROCEDURE AND DEVICE FOR THE OPERATION OF A MOTOR VEHICLE

Towable vehicle

A towable vehicle including a chassis, at least two wheels and a suspension assembly supporting each wheel. The suspension assembly includes a swing arm pivotally mounted to the chassis, an axle mounted proximate an end of the swing arm, the wheel being mounted on the axle, at least one shock absorber extending from the chassis to the swing arm, an airbag swing arm mounting pivotally coupled to the swing arm, an airbag chassis mounting coupled to the chassis, an airbag coupled to the airbag swing arm and airbag chassis mountings so that inflation of the airbag allows a suspension height to be adjusted over an operating range and a pivot arm pivotally mounted to the chassis and the airbag swing arm mounting to maintain an orientation of the airbag swing arm mounting over the operating range.

Air spring assembly with localized signal processing, system and method utilizing same, as well as operating module therefor

An operating module (304) for localized signal processing at a corner of a vehicle VHC includes a housing (324), a valve assembly (326) or a sensor (334), and an operating device (342). The operating module can be used in operative association with an air spring assembly (302). The operating module can be in communication with other components and/or systems. A vehicle suspension system (100) and method are also discussed.

VEHICLE CAPABLE OF CHANGING VEHICLE CHARACTERISTICS

METHOD FOR DETERMINING STEERING POSITION OF AUTOMOTIVE STEERING MECHANISM

Fahrgestell für Fahrzeuganhänger und Fahrzeuganhänger.

Das Fahrwerk (1), das für einen Fahrzeuganhänger (10) vorgesehen ist, umfasst eine Bremsanlage sowie zwei in Laufrichtung des Fahrwerks (1) ausgerichtete und miteinander verbundene Fahrwerkteile (1A, 1B), die je einen Achsrahmen (14) aufweisen, die parallel zueinander ausgerichtet und frontseitig und rückseitig mit Radaufhängungen (15) und Rädern (11) versehen sind. Erfindungsgemäss ist vorgesehen, dass jeder der Achsrahmen (14) zwei Rahmenteile (14A, 14B) aufweist, a) die an den voneinander abgewandten Enden je eine der Radaufhängungen (15) halten, b) die an den einander zugewandten Enden durch eine Gelenkachse (12), welche die beiden Fahrwerkteile (1A, 1B) miteinander verbindet, drehbar miteinander verbunden sind, und c) die durch wenigstens ein Kraftübertragungsteil (16) miteinander verbunden sind, welches mit einem ersten Endstück beabstandet von der Gelenkachse (12) mit dem einen Rahmenteil (14A) und mit einem zweiten Endstück beabstandet von der Gelenkachse (12) mit dem anderen Rahmenteil ...

Vehicle

In order to realize a stable travel state that makes the passenger feel comfortable without any sense of discomfort, with improved turning performance while maintaining vehicle body stability, a vehicle is provided with: a vehicle body including a steering unit and a drive unit linked with each other; a steered wheel for steering the vehicle body; a drive wheel for driving the vehicle body; an inclination actuator apparatus for inclining the steering unit or the drive unit in a turning direction; a plurality of sensors for detecting lateral acceleration; a yaw angular velocity detection means; a vehicle speed detection means; and a control apparatus for controlling the inclination of the vehicle body by controlling the inclination actuator apparatus. The control apparatus controls the inclination of the vehicle body by performing a feedback control on the basis of the lateral acceleration and a feedforward control using a link angular velocity prediction value calculated from a derivative ...

Vehicle control device

CONTROL METHOD, THE ANTI-ROLL SYSTEM OF A VEHICLE AND CORRESPONDING

SYSTEM AND PROCESS OF ORDERING Of a DEVICE OF ANTI-ROLL BARS FOR MOTOR VEHICLE.

Screw-locking device for vehicles

PROCESS AND DISPOSIITIF OF DETERMINATION Of an EFFORT EXERT ON a WHEEL BY the GROUND

Procédé de détermination d'un effort longitudinal (Fx) exercé sur une roue motrice (3) d'un véhicule automobile par une surface de sol, ledit véhicule comportant des moyens de liaison (6) reliant ladite roue à une caisse (5) dudit véhicule, comportant les étapes consistant à : mesurer un couple moteur appliqué sur ladite roue par un moteur dudit véhicule, calculer un effort virtuel moteur côté roue (FMx) représentant une réaction de ladite surface de sol audit couple moteur, mesurer un effort réel (FAX) au niveau d'au moins un point de mesure dans lesdits moyens de liaison (6), calculer un effort virtuel résistant côté roue (FDx) en fonction dudit effort réel (FAX) et dudit effort virtuel moteur côté roue, calculer ledit effort longitudinal (Fx) exercé sur ladite roue par ladite surface de sol en fonction dudit effort virtuel moteur côté roue et dudit effort virtuel résistant côté roue.

Vehicle wheel castor angle controlling device, has steering system modeled based on buckle system, and wheels whose castor angle varies at given speed, with respect to reduction ratio of steering of vehicle for given constant feedback gain

La présente invention concerne un dispositif de commande de l'angle de chasse des roues d'un véhicule comportant un système de direction caractérisé en ce que ledit système de direction est modélisé par un système asservi bouclé ayant un gain de retour K qui est fonction de la démultiplication d de la direction du véhicule, de la raideur des pneumatiques D1 et dudit angle de chasse αch des roues 1 tel que, à vitesse donnée, ledit angle de chasseαch de roues varie en fonction de la démultiplication d de la direction du véhicule pour un gain de retour K donné constant.

차체 모션 및 승객 경험을 제어하기 위한 방법 및 시스템

... 일 실시예에서, 차량의 하나 이상의 서스펜션 시스템은 하나 이상의 주파수 범위에서 모션을 제한함으로써 멀미를 완화하는데 사용될 수도 있다. 다른 실시예에서, 능동 서스펜션은 자율 주행차 아키텍처와 통합될 수도 있다. 또 다른 실시예에서, 차량의 능동 서스펜션 시스템은 차량 내에 모션을 유도하는데 사용될 수도 있다. 차량은 기술적 조사를 위한 시험 베드로서 그리고/또는 차량 승객에 의한 비디오 및/또는 오디오의 향유를 향상시키기 위한 플랫폼으로서 사용될 수도 있다. 몇몇 실시예에서, 능동 서스펜션 시스템은 차량의 내부 또는 외부의 사람과의 통신의 수단으로서 제스처를 수행하는데 사용될 수도 있다. 몇몇 실시예에서, 능동 서스펜션 시스템은 특정 도로 상황에 응답하여 차량 운전자 또는 다른 사람에 햅틱 경고를 발생하는데 사용될 수도 있다.

METHOD FOR LEVEL CONTROL IN A MOTOR VEHICLE

The invention relates to a method for level control in a motor vehicle, wherein a predetermined vehicle ride height can be adjusted by activating at least one actuator. According to the invention, the actuator is activated as a function of a first operating parameter which correlates with the electrical state of the on-board electrical system, and as a function of a second operating parameter which represents the vehicle ride height.

VARIABLE GAIN SERVO ASSIST

A variable gain control apparatus (100) for a servo assist system (10) includes a position sensor (56), a valve (26), a controller (34) and an actuator (30). The valve (26) has an actuated member (72) and a variable flow orifice (80) to communicate hydraulic fluid between the high pressure supply line (18) and a reservoir (16) of hydraulic fluid. The position of the actuated member (72) determines the cross-sectional area of the variable flow orifice (80). The position sensor (56) determines the present position of the actuated member (72). The controller (34) determines a position error between the present position of the actuated member (72) and a varying prededtermined position of the actuated member (72). The actuator (30) in response to the position error actuates the actuated member (72) to eliminate the position error so that assist pressure to the servo assist system (10) is varied as a function of the varying predetermined position.

VEHICLE BODY CONFIGURATIONS

Various body configurations and vehicle body business processes are described which capitalize upon the interchangeability of vehicle bodies on 85 a flat rolling chassis 10 . The ability to interchange vehicle bodies 85 and exchange modular interior components enables substantial freedom and variation in the types of automobile, trucks, heavy equipment, machinery, RV bodies, etc. that can be interchanged on a rolling chassis 10. Various seating arrangements may be provided as well as enhanced space utilization, and different types of interior and exterior environments, aesthetics and functionality , including sound, lighting, and other technology enhancements may be provided on a body. Methods and structures are described for facilitating the exchange of modular body components, such as via a removable body floor.

WHEEL MOTOR SYSTEM

A motor traction assembly (2) for a light duty vehicle chassis (3) adaptable for electric traction, in accordance with the invention includes a rotatable wheel (4). The light duty vehicle any automotive car or truck marketed toward and typically used by consumers generally. The light duty vehicle adaptable for electric traction may include vehicles with an electric battery power supply, a fuel cell, or hybrid combinations of a fuel cell, an electric battery power supply or an internal combustion engine. A tire (6) is attached to the wheel (4). The wheel (4) has a radially outer tire support portion (8) and a radially inner hub support portion (10). The radially outer tire support portion (8) and the radially inner hub support portion (10) are cooperatively configured to define a wheel cavity (12) that is axially inwardly open with respect to the vehicle chassis (3) and has a inner wheel parameter (14) and an outer wheel parameter (16). The wheel has an inner side (11).

ROUGH ROAD DETECTION USING SUSPENSION SYSTEM INFORMATION

Direct sensing of rough road conditions are used to modify operation of a wheel slip control system. At least one suspension sensor (139) senses an operating parameter of the suspension system. A road surface classifier is responsive to the suspension sensor (139) for generating a road surface signal representing a roughness of a road surface over which the vehicle travels. A braking system includes a wheel speed sensor and a brake actuator. An active braking control detector wheel slip in response to the wheel speed sensor (108) during at least one of braking or accelerating of the vehicle and modulates the brake actuator in response to the detected wheel slip. The active braking control is responsive to the road surface signal for modifying modulation f the brake actuator as a function of the road surface signal.

SKID STEER VEHICLE WITH SUSPENSION LOCKING BY MANIPULATION OF LOADER OR BUCKET CONTROLS

A skid steer vehicle with sprung suspensions is configured to lock the suspensions whenever the operator manipulates a manual control that generates a signal to move the loader arms or the bucket of the vehicle. The operator control, such as a joystick, sends a signal to an electronic controller indicating that the operator has moved the control and is thereby requesting the loader arms or bucket to move. The electronic controller responds to this signal by moving the loader arms or bucket and simultaneously locking the suspensions.

Active hydraulic pressure control

An active hydraulic pressure control system includes a sensor, a valve, a controller and an actuator. In accordance with a broad aspect of the present invention, the controller determines a pressure differential between the pressure sensed by the sensor in a high pressure supply line of a hydraulic system and a predetermined pressure. In response to such pressure differential, the actuator drives the valve which has a variable flow orifice to communicate hydraulic fluid between the high pressure supply line and a reservoir of hydraulic fluid to eliminate the pressure differential.

Systems packaged within flat vehicle chassis

A vehicle chassis includes a braking system, an energy conversion system, a steering system and a suspension system wherein each system is operably connected to at least one of a plurality of wheels. The systems are packaged substantially within a substantially flat vehicle frame to provide a substantially flat chassis. The flatness of the chassis increases available passenger space in any attached vehicle body and facilitates compatibility between the chassis and bodies of varying configurations.

System and method for providing control gain of vehicle

A server for changing control gains of a vehicle is disclosed. The server includes a first receiver for receiving environment data obtained by vehicles of a plurality of users running in specific areas, and a second receiver for receiving learned data obtained by a plurality of users operating vehicles, and a storage device for accumulating the environment data and the learned data. The server further includes a transmitter for fetching environment data and learned data necessary to produce control gains from among the accumulated environment data and the learned data and transmitting the fetched environment data and learned data to a user requesting the environment data and the learned data. In a vehicle of the user, the control gains are newly produced and previously produced control gains are changed to the newly produced ones.

Pressure sensitive signal device for vehicle brake pedal

A brake pedal actuation sensor includes an optical coupler. In a preferred embodiment: the optical sensor is carried by a housing; a shutter is provided to interrupt the optical coupling according to the distance between the housing and a bearing; the shutter is carried by the bearing; and the distance between the housing and the bearing is dependent upon the force applied to the brake. Additionally, a circuit responsive to an output of the optical coupler is provided for generating an electrical output signal indicating brake pedal actuation.

Method for detecting stretches of bad road

A method for detecting bad stretches of road includes ascertaining a tripping variable representing acceleration of at least one wheel of a vehicle. A bad stretch of road is detected if the amount of the tripping variable exceeds a predeterminable limit value. The tripping variable is dependent on at least two segment times that the wheel needs to pass through associated angle segments.

Rear steering control with longitudinal shift in Ackerman center

A rear wheel steering control determines, when desired and actual lateral accelerations of a vehicle have the same direction, an instantaneous dynamic yaw center on a vehicle longitudinal axis in response to the measured vehicle speed. It further determines a cornering radius and an instantaneous Ackerman center as a point at the outer end of the cornering radius extended outward perpendicular to the vehicle longitudinal axis from the instantaneous Ackerman center. The control then directs a rear wheel of the vehicle to be perpendicular to a line connecting the instantaneous Ackerman center to the center of the wheel. The dynamic yaw center, and thus the instantaneous Ackerman center, is preferably shifted rearward with increasing vehicle speed to shift vehicle steering in a direction from oversteer at very low speeds for greater ease of steering in parking maneuvers to understeer for vehicle stability in high speed driving conditions. The method and apparatus preferably include a reverse ...

Surface Vehicle Vertical Trajectory Planning

An active suspension system for a vehicle including elements for developing and executing a trajectory plan responsive to the path on which the vehicle is traveling. The system may include a location system for locating the vehicle, and a system for retrieving a road profile corresponding to the vehicle location.

Vehicle control system and method

Embodiments of the present invention provide a control system for a motor vehicle, the system being operable in a manual operating mode selection condition in which a user may select a required system operating mode by means of user-operable mode selection input means, and an automatic mode selection condition in which the system is configured to select automatically an appropriate system operating mode, wherein when operating in the manual condition and a change from the manual condition to the automatic condition is made the system is configured to select a prescribed automatic mode selection condition vehicle ride-height independently of the selected operating mode.

Surface vehicle vertical trajectory planning

An active suspension system for a vehicle including elements for developing and executing a trajectory plan responsive to the path on which the vehicle is traveling. The system may include a location system for locating the vehicle, and a system for retrieving a road profile corresponding to the vehicle location.

Vehicle body business methods

Various vehicle body business processes are described which capitalize upon the interchangeability of vehicle bodies on a flat rolling chassis. The ability to interchange vehicle bodies and exchange modular interior components enables substantial freedom and variation in the types of automobile, trucks, heavy equipment, machinery, RV bodies, etc. that can be interchanged on a rolling chassis. Various seating arrangements may be provided as well as enhanced space utilization, and different types of interior and exterior environments, aesthetics and functionality, including sound, lighting, and other technology enhancements may be provided on a body. Methods and structures are described for facilitating the exchange of modular body components, such as via a removable body floor.

METHODS AND SYSTEMS FOR CONTROLLING VEHICLE BODY MOTION AND OCCUPANT EXPERIENCE

In one embodiment, one or more suspension systems of a vehicle may be used to mitigate motion sickness by limiting motion in one or more frequency ranges. In another embodiment, an active suspension may be integrated with an autonomous vehicle architecture. In yet another embodiment, the active suspension system of a vehicle may be used to induce motion in a vehicle. The vehicle may be used as a testbed for technical investigations and/or as a platform to enhance the enjoyment of video and/or audio by vehicle occupants. In some embodiments, the active suspensions system may be used to perform gestures as a means of communication with persons inside or outside the vehicle. In some embodiments, the active suspensions system may be used to generate haptic warnings to a vehicle operator or other persons in response to certain road situations.

Actuators report availabilities

A vehicle control configuration and method of controlling a vehicle having a hierarchical control system including an upper hierarchical level and a lower hierarchical level. The upper hierarchical level communicates to the lower hierarchical level by sending downward signals and the lower hierarchical level communicates to the upper hierarchical level by sending upward signals. The downward signals include at least one request for vehicle modification. Furthermore, the upward signals include availabilities of the lower hierarchical level independent of the request for vehicle modification.

Device for actuating vehicle assemblies

In a device for actuating vehicle assemblies, vehicle movement data is fed to a central arithmetic unit which generates the actuation signals for the vehicle assemblies. The central arithmetic unit has a plurality of software modules, a longitudinal dynamics software module which processes a component of the predefined vehicle movement data in the longitudinal direction of the vehicle, and a lateral dynamics software module which processes a component of the vehicle movement data in the lateral direction of the vehicle.

Cooperative vehicle control system

A method of cooperative vehicle control in which a high level controller includes a high level algorithm that manages the overall control strategy of the vehicle and decides which vehicle subsystems to control, with what timing and with what authority. Depending on the given situation at hand, including existing or potential conflict between sub-algorithms in the high level controller, the status of the various subsystems and the effectiveness of additional change of these subsystems, desired intervention speed, and environmental repercussions in the total vehicle system, the high level controller may decide to use differing control strategies to meet performance characteristics of the total vehicle system as well as maintain control of vehicle stability, traction characteristics and overall body motions.

Control network for vehicle dynamics and ride control systems having distributed electronic control units

An electrical control network is laid over one or more vehicle dynamics control and/or ride control systems of a heavy vehicle, which control network controls actuation of components thereof. The invention offers many advantages including reduction of components, simplified design, unified communication for numerous different types of system components, simplified resolution of conflicts between competing control strategies, expandability to additional vehicle systems, and flexibility to upgrade for new, improved vehicle control schemes.

Method for operating a vehicle, vehicle

A method for operating a vehicle, the vehicle including at least one friction brake unit, including a brake body and at least one brake element, the brake body being rotatably fixedly connected to a wheel of the vehicle and the brake element being situated on the chassis side and being displaceable in the direction of the brake body. The brake element is pressed against the brake body for generating a friction braking action, and an actual vehicle parameter resulting from the friction brake action being monitored for vibrations with the aid of at least one sensor unit. When detecting a vibration, the frequency of the vibrations is compared with the rotational speed of the wheel, and at least one safety measure is carried out in a third step if the comparison indicates that the frequency is equal to or greater than the rotational speed of the wheel.

METHOD FOR GUARANTEEING OR MAINTAINING THE FUNCTION OF A COMPLEX SAFETY-CRITICAL INTEGRAL SYSTEM

METHOD AND DEVICE FOR OPERATING A MOTOR VEHICLE

Vehicle driving operation support apparatus/process and cooperation control

Method for automatically adjusting reference models in vehicle stability enhancement systems

A method for automatically adjusting a vehicle stability enhancement (VSE) system (10) is disclosed. The VSE system (10) is used in conjunction with a steering system having a plurality of driver-selectable steering modes associated therewith. In an exemplary embodiment, the method includes configuring a reference model (12) within the VSE system (10) to generate desired vehicle handling aspects, the desired vehicle handling aspects being a function of one or more driver inputs to the steering system. Then, a determination is made as to which of the plurality of driver-selectable steering modes is activated, wherein each of the desired vehicle handling aspects generated is made further dependent upon a specific steering mode selected.

Method for determining steering position of automotive steering mechanism

A method for determining a steering wheel angle of a vehicular steering system includes determining a centre position for the steering sensor (20) output every time the vehicle is started. The method employs the use of a yaw sensor (17) for computing an estimate of the actual steering position so that a centre position may be back computed to provide immediate and accurate steering position data using the steering sensor signal for controlling an automotive device (12). The accuracy of the initial estimates may be improved upon by implementing interim and final centre algorithms as vehicle operating characteristics permit.

METHOD FOR ENGAGING AND ADJUSTABLE BOLSTER ON A SEAT

A method for adjusting a bolster (22) on a seat (10) involves sensing upper and lower limits of several vehicle parameters to determine bolster condition.

Device for reducing periodic vibrations of a mechanical structure

INTEGRATED CONTROL DEVICE FOR SUSPENSION AND BRAKE

PURPOSE: To contrive the improvement in the stability of a vehicle at the time of braking by increasing the decrement of hydraulic pressure in the brake of a rear wheel, when the suspension characteristic is changed so as to decrease the roll rigidity ratio of the front wheel to the rear wheel. CONSTITUTION: If a controller 17 changes the suspension characteristics of respective wheels each of which comprises a fluid cylinder 3 and a gas spring 5 via proportional flow control valves 9 so as to decrease the roll rigidity ratio of the front wheel 2F to the rear wheel 2R, the steering characteristic of a vehicle tends to have an under-steer decreasing tendency. In this case, if the rear wheels have a lock tendency at the time of braking, the under-steer tendency is enhanced, and sometimes they have an over-steer tendency, therefore the decrement of hydraulic pressure in the brake of the rear wheel 2R is controlled so as to be increased via a controller 87 and a brake hydraulic pressure control ...

СЕЛЬСКОХОЗЯЙСТВЕННЫЙ МАШИННЫЙ АГРЕГАТ

Изобретение относится к сельскому хозяйству. Предложен сельскохозяйственный машинный агрегат, содержащий по меньшей мере один тягач с управляющим устройством тягача, содержащим свод правил для управления тягачом, и по меньшей мере одно адаптированное к тягачу навесное орудие с управляющим устройством навесного орудия, содержащим свод правил для управления навесным орудием, и оснащенный системой помощи водителю, оптимизирующей работу тягача и/или соответствующего навесного орудия и содержащей вычислительный модуль и по меньшей мере один модуль индикации. Вычислительный модуль выполнен с возможностью обработки информации, сгенерированной встроенными сенсорными системами, внешней информации и записанной в вычислительный модуль информации, причем система помощи водителю построена таким образом, что она образует автоматическое устройство настройки тягача и автоматическое устройство настройки навесного орудия. Автоматическое устройство настройки тягача содержит свод правил для автоматического ...

УСТРОЙСТВО УПРАВЛЕНИЯ ГАШЕНИЕМ КОЛЕБАНИЙ ТРАНСПОРТНОГО СРЕДСТВА

... 1. Устройство управления гашением колебаний транспортного средства, подавляющее колебания продольного раскачивания или колебания подпрыгивания транспортного средства путем управления выходной мощностью привода, отличающееся тем, что оно содержит узел определения оценочной величины крутящего момента на колесе, который определяет оценочную величину крутящего момента на колесе, генерируемого в пятне контакта колеса транспортного средства с поверхностью дороги и воздействующего на колесо; и узел управления тяговым крутящим моментом, который управляет тяговым крутящим моментом транспортного средства для подавления амплитуд колебаний продольного раскачивания и колебаний подпрыгивания на основе оценочной величины крутящего момента; при этом имеется узел определения количественного параметра состояния проскальзывания, который определяет количественный параметр состояния проскальзывания колеса, и абсолютная величина оценочной величины крутящего момента на колесе или управляемая переменная тягового ...

Sprung mass damping control system of vehicle

A sprung mass damping control system of a vehicle, which aims to suppress sprung mass vibration generated in a vehicle body of a vehicle provided with at least a motor-generator (first and second motor-generators) as a drive source, includes a sprung mass damping control amount calculating device that sets a sprung mass damping control amount for suppressing the sprung mass vibration, and a drive source control device (a motor-generator control device) that executes sprung mass damping control by controlling a motor-generator control amount of the motor-generator to realize the sprung mass damping control amount.

Vehicle systems control for improving stability

Improved methods of controlling the stability of a vehicle are provided via the cooperative operation of vehicle stability control systems such as an Active Yaw Control system, Antilock Braking System, and Traction Control System. These methods use recognition of road surface information including the road friction coefficient (mu), wheel slippage, and yaw deviations. The methods then modify the settings of the active damping system and/or the distribution of drive torque, as necessary, to increase/reduce damping in the suspension and shift torque application at the wheels, thus preventing a significant shift of load in the vehicle and/or improving vehicle drivability and comfort. The adjustments of the active damping system or torque distribution temporarily override any characteristics that were pre-selected by the driver.

Method for operating a motor vehicle and motor vehicle

A motor vehicle can have multiple drive modes, for example rear wheel drive, four wheel drive, front wheel drive. Here, an active chassis device is used to make different adjustments, for example with respect to the toe-in angle and the camber angle, of a wheel or else with respect to wheel loads as a function of the drive load. As a result, the driving behaviour can be matched in each case in an optimum way to the drive mode, or conversely can be configured in such a way that changing the drive mode does not have a perceptible effect for the driver.

METHOD FOR OPERATING A MOTOR VEHICLE, AND MOTOR VEHICLE

A method for operating a motor vehicle which can be driven in at least two drive modes which differ from one another as to whether or not at least one wheel of the motor vehicle is driven is designed to increase the safety in the driving behavior when the drive mode changes, by adjusting a previously defined value which is assigned to the current drive mode for a variable that is related to a chassis device of the motor vehicle. 18-. (canceled)910. A method of operating a motor vehicle () which can be driven in at least two drive modes selectable from front-wheel drive mode , rear-wheel drive mode and all-wheel drive mode , comprising:when a drive mode is changed from a current drive mode, automatically adjusting a previously determined value of a variable related to a suspension device of the motor vehicle, wherein the previously determined value is associated with the current drive mode.10. The method of claim 9 , further comprising:before travel, associating with at least one of the drive modes a value for at least one variable related to a suspension device of the motor vehicle, andstoring a corresponding data set in the motor vehicle.11. The method of claim 9 , wherein the variable related to the suspension device of the motor vehicle is a toe angle claim 9 , a camber angle or a castor angle of a wheel of the motor vehicle or another kinematically or elastokinematically changeable suspension variable.12. The method of claim 9 , wherein the current drive mode is determined from a torque operating on a wheel axle.13. A motor vehicle which is configured to be driven in at least two drive modes selectable from front-wheel drive mode claim 9 , rear-wheel drive mode and all-wheel drive mode claim 9 , the motor vehicle comprising:a suspension device which allows at least one automatic adjustment with respect to at least one setting during operation of the motor vehicle,a control unit which is configured to automatically adjust, when a drive mode is changed from a ...

TRAVELING SUPPORT DEVICE

A traveling support device includes: a comparing unit that compares a detection result based on an output value output from a sensor for detecting a state of a vehicle with a reference value stored in advance; and a controller that, when comparison by the comparing unit determines that the detection result is equal to or more than the reference value, switches a first control mode to a second control mode different from the first control mode with respect to at least one of a display control capable of switching display of information on the vehicle, a vehicle height control capable of switching a vehicle height with a vehicle height adjustment device of the vehicle, and a vehicle speed control capable of switching a speed limit value with a vehicle control device of the vehicle. 1. A traveling support device comprising:a comparing unit that compares a detection result based on an output value output from a sensor for detecting a state of a vehicle with a reference value stored in advance; anda controller that, when comparison by the comparing unit determines that the detection result is equal to or more than the reference value, switches a first control mode to a second control mode different from the first control mode with respect to at least one of a display control capable of switching display of information on the vehicle, a vehicle height control capable of switching a vehicle height with a vehicle height adjustment device of the vehicle, and a vehicle speed control capable of switching a speed limit value with a vehicle control device of the vehicle.2. The traveling support device according to claim 1 , wherein the sensor includes an inclination sensor that detects an inclination amount of the vehicle.3. The traveling support device according to claim 1 , wherein the sensor includes a sensor that detects a value indicating a slipping state of wheels of the vehicle.4. The traveling support device according to claim 1 , wherein the sensor includes a sensor ...

SECURING ATTACHMENTS TO WORK VEHICLES WITH SUSPENSION CONTROL

A system and a method for securing an attachment to a work vehicle with a chassis and a suspension are described. A mounting frame with a frame attachment point disposed on a support can be attached to a work vehicle. The suspension can be caused to lower the mounting frame relative to ground by lowering the chassis of the work vehicle. The work vehicle can be maneuvered to align the frame attachment point with a corresponding attachment point on the attachment. The suspension can then be caused to raise the mounting frame relative to ground by raising the chassis of the work vehicle. The frame attachment point can thereby engage the corresponding attachment point on the attachment, as the mounting frame is raised, in order to lift the attachment, with the attachment being thereby supported by the work vehicle solely via the mounting frame. 1. An attachment system for a work vehicle with a suspension , the attachment system comprising:an attachment having one or more legs to support the attachment relative to ground when not carried by the work vehicle;a mounting frame attached to the work vehicle at one or more vehicle attachment points, the mounting frame including at least one support extending one of forward of a leading end of the work vehicle and rearward of a trailing end of the work vehicle, such that at least one frame attachment point on the at least one support is disposed, respectively, one of forward of the leading end of the work vehicle and rearward of the trailing end of the work vehicle;a user interface configured to receive user commands for adjustment of the suspension; anda controller configured to cause the suspension to be raised and lowered relative to ground based upon the user commands received at the user interface;wherein, when the at least one frame attachment point is vertically aligned with a corresponding at least one attachment point on the attachment and a user command for lifting is received at the user interface, the controller ...

IN-VEHICLE STABLE PLATFORM SYSTEM EMPLOYING ACTIVE SUSPENSION AND CONTROL METHOD THEREOF

An in-vehicle stable platform system employing active suspension and a control method thereof is provided. The system includes a vehicle body, an in-vehicle stable platform, an inertial measurement device, an electronic control device, a servo controller set, multiple wheels, and suspension servo actuation cylinders and displacement sensors respectively corresponding to the wheels. The wheels are divided into three groups, which form three support points. The heights of the three support points are controlled to control orientation of the vehicle body. An amount of extension/retraction of the suspension servo actuation cylinders required to cause the in-vehicle stable platform to return to a horizontal level is calculated according to a measured pitch angle and a roll angle of the in-vehicle stable platform, and when a vehicle travels on an uneven road, the extension/retraction of each suspension servo actuation cylinder is controlled to cause the in-vehicle stable platform to be horizontal. 1. A control method of an orientation of a vehicle employing active suspension , characterized in that the vehicle has three or more wheels , the wheels are divided into three groups , which constitute three support points for supporting a vehicle body; heights of the three support points are controlled to control an orientation of the vehicle body; each of the wheel groups has one wheel or multiple wheels therein , when the number of wheels in some wheel group is greater than one , upper chambers and lower chambers of all of the suspension servo actuation cylinders in the wheel group are respectively communicated , and the wheel group forms a support point for supporting the vehicle body , three wheel groups form three support points , so that the orientation of the vehicle body is controlled according to a principle that a plane is determined by three points.2. The control method of the orientation of the vehicle employing active suspension according to claim 1 , characterized ...

Damping control device, damping control method, and moving body

A damping control device and a damping control method for controlling damping of a vehicle are provided. Damping control of the vehicle is performed by adaptively switching a damping mode while considering energy consumption (fuel economy, a consumption amount of a battery, and the like) according to a state of the vehicle such as a state of an interior of the vehicle, a driving state of the vehicle, and an ambient environment. That is, the state of an interior of the vehicle, the driving state of the vehicle, and the ambient environment are constantly monitored, and the damping mode is switched to a weak damping mode in the case where unnecessity of damping as strong as a current state is determined whereas the damping mode is switched to a strong damping mode in the case where necessity of stronger damping is determined.

Securing attachments to work vehicles with suspension control

A system and a method for securing an attachment to work vehicle with a chassis and a suspension are described. A mounting frame with a frame attachment point disposed on a support can be attached to a work vehicle. The suspension can be caused to lower the mounting frame relative to ground by lowering the chassis of the work vehicle. The work vehicle can be maneuvered to align the frame attachment point with a corresponding attachment point on the attachment. The suspension can then be caused to raise the mounting frame relative to ground by raising the chassis of the work vehicle. The frame attachment point can thereby engage the corresponding attachment point on the attachment, as the mounting frame is raised, in order to lift the attachment, with the attachment being thereby supported by the work vehicle solely via the mounting frame.

Operating method for an active suspension of a motor vehicle

In a method of operating an active suspension of a motor vehicle having a predetermined axle kinematics, the active suspension is controlled by a controller such that a desired yaw moment is generated by adjusting a roll angle of the motor vehicle. The desired yaw moment is a result of the change of the originally set toe-in and the originally set camber of wheels.

Method for determining a desired speed of a vehicle

The present invention relates to a method for determining a desired speed of a vehicle (1), preferably an autonomous vehicle. The vehicle comprises a shock absorber arrangement (2), preferably an hydraulic shock absorber arrangement, having an elastic hysteresis. The method comprises—obtaining (501) a reference value indicative of the energy dissipated by the shock absorber arrangement (2) in a reference driving condition of a vehicle and—determining (502) a speed of the vehicle for which the value indicative of the energy dissipated by the shock absorber arrangement (2) in a similar driving condition is expected to fall within a predetermined energy dissipation range, using said reference value.

ELECTRONIC SKIN FOR VEHICLE COMPONENTS

Systems and methods are provided for adjusting a control of a vehicle system based on a condition of an occupant. The system includes a replaceable or upgradeable electronic skin removably coupled to an interior vehicle component. The electronic skin includes at least one sensor positioned therein, configured to monitor/obtain a biometric, physiological, or wellness condition measurement from an occupant. The system includes one or more processors and a memory communicably coupled thereto. An occupant comfort module is provided including instructions that, when executed, collect and monitor feedback from the at least one sensor; determine that the feedback exceeds a predetermined threshold; and determine an adjustment for a vehicle system based on the feedback. A control module may be provided including instructions that, when executed by the one or more processors, cause the vehicle system to change at least one setting based on the adjustment determined by the occupant comfort module. 1. A system for adjusting a control of a vehicle system based on a condition of an occupant within a vehicle , the system comprising:a replaceable or upgradeable electronic skin removably coupled to an interior vehicle component, the electronic skin comprising at least one sensor positioned therein and configured to monitor or obtain a biometric, physiological, or wellness condition measurement from an occupant;one or more processors; and [ collect and monitor feedback from the at least one sensor;', 'determine that the feedback exceeds a predetermined threshold; and', 'determine an adjustment for a vehicle system based on the feedback;, 'an occupant comfort module including instructions that when executed by the one or more processors cause the one or more processors to, 'a control module including instructions that, when executed by the one or more processors, causes a change to at least one setting of the vehicle system based on the adjustment determined by the occupant comfort ...

ROLL VIBRATION DAMPING CONTROL SYSTEM FOR VEHICLE, TARGET ROLL MOMENT COMPUTING METHOD THEREFOR, AND NON-TRANSITORY COMPUTER-READABLE STORAGE MEDIUM

A roll vibration damping control system includes an electronic control unit configured to: compute a sum of a product of a roll moment of inertia and a roll angular acceleration of a vehicle body, a product of a roll damping coefficient and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body; compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion; and compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment. 1. A roll vibration damping control system for a vehicle , the roll vibration damping control system comprising:a roll angular acceleration detector configured to detect a roll angular acceleration of a vehicle body;an actuator configured to generate a roll moment to be applied to the vehicle body; and{'claim-text': ['compute a sum of a product of a roll moment of inertia of the vehicle and the roll angular acceleration detected by the roll angular acceleration detector, a product of a roll damping coefficient of the vehicle and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body,', 'compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion,', 'compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment, and', 'control the actuator such that the roll moment that the actuator generates becomes the target roll moment.'], '# ...

Control Method for Hybrid Electromagnetic Suspension

A control method for hybrid electromagnetic suspension. The method provides four modes for hybrid electromagnetic suspension: a comfort mode, a sport mode, a combined mode, and an energy feedback mode. A driver can switch between the four modes as desired. For the comfort, sport, and combined modes, hybrid control is adopted, and two sub-modes are provided: an active control mode and a semi-active control mode. A switching condition between the two sub-modes is determined by using a novel parameter Cand comparing the same against a maximum equivalent electromagnetic damping coefficient Cof a linear motor. The present invention solves the problem of achieving a balance between suspension comfort and tire traction, and meets the demands of different operating conditions and users by enabling manual mode switching. In addition, the hybrid control is employed to solve the problems of high energy consumption of active suspension and limited control performance of semi-active suspension, thus ensuring good kinematic performance of automobile suspension while reducing energy consumption. Furthermore, the energy feedback mode is designed to enable the suspension to perform energy recovery, meeting demands of energy conservation and emission reduction. 4. The control method of electromagnetic hybrid suspension according to claim 3 , wherein claim 3 , three state variables of vehicle body acceleration claim 3 , tire dynamic load and suspension dynamic travel are collected and input into a LQG controller; wherein different mixing modes have different combinations of the LQG weighting coefficients claim 3 , the LQG controller calculates Fbased on the three state variables and the LQG weighting coefficients.6. The control method of electromagnetic hybrid suspension according to claim 5 , wherein claim 5 , the specific steps of genetic algorithm to optimize the weighting coefficients of LQG control strategy are as follows:{'sub': 1', '2', '3, '(1) parameter initialization: q, ...

ACTIVE FORCE CANCELLATION AT STRUCTURAL INTERFACES

In one embodiment, certain aspects of forces at a structural interface applied by one actuator are mitigated by a secondary actuator that applies a secondary force. In some embodiments the secondary actuator applies a static force. In yet another embodiment, an actuator is used to apply a force on a wheel assembly of a vehicle to detect and/or ameliorate the effect of certain tire incongruities. 1. A method of mitigating an effect of a first force applied to a first component , the method comprising:characterizing an aspect of the first force, wherein the first force is applied by a first actuator to a first component;determining a second force determined based at least in part on the aspect of the first force;applying the second force by a reaction actuator thereby at least partially mitigating the effect of the first force on the first component.2. The method of claim 1 , wherein:the first component is one of a vehicle body and a top mount physically attached to the vehicle body;the first force is applied to the first component by an actuator component of the first actuator.3. The method of further comprising:determining a reaction signal, such that transmission of the reaction signal to the reaction actuator causes the reaction actuator to generate the second force;transmitting the reaction signal to the reaction actuator, thereby causing the reaction actuator to generate the second force.4. The method of claim 3 , wherein the first actuator is a suspension system actuator that comprises:a cylinder that includes a compression chamber and an extension or a rebound chamber;a piston that is physically attached to a piston rod, wherein a first side of the piston is exposed to fluid in the compression chamber and a second side of the piston is exposed to fluid in the rebound chamber;a hydraulic pump, wherein the hydraulic pump is in fluid communication with the rebound chamber and the compression chamber.5. The method of claim 4 , wherein characterizing the aspect of ...

Mobile device intermediary for vehicle adaptation

A mobile device intermediary for vehicle adaptation is disclosed. A mobile device intermediary can access driver profile information and vehicle profile information from a remotely located device, determine vehicle adaptation information based on the driver profile information and vehicle profile information, and facilitate access to the vehicle adaptation information to facilitate adapting an aspect of a first vehicle. The mobile device intermediary can further receive other vehicle profile information related to a second vehicle associated with a driver profile and include the other vehicle profile information in determining the vehicle adaptation information. The vehicle adaptation information can be related to adapting a performance aspect of the first vehicle. The vehicle adaptation information can also be related to adapting an amenity aspect of the first vehicle. Vehicle adaption information can provide improved safety and driver comfort as a driver uses different vehicles, can be portable, and can be device independent.

Vehicle control device, and vehicle control method

A vehicle control device includes a sensor and a controller. The sensor detects wheel speed. The controller estimates sprung mass state based on detected information in a prescribed frequency range. The controller controls a variable-damping force shock absorber to bring the estimated sprung mass state to a target sprung mass state. The controller estimates wheel rim braking/drive torque acting on a wheel. The controller determines the estimation accuracy of the sprung mass state has deteriorated when a rate of change of a stationary component extracted from components of wheel rim braking/drive torque acting on a wheel is detected to equal or exceed a prescribed value. The controller controls the variable-damping force shock absorber to a more limited extent than when the estimation accuracy has not deteriorated.

METHOD AND CONTROL DEVICE FOR CONTROLLING A POWER STEERING DEVICE AND AN ADAPTIVE DAMPING SYSTEM OF A MOTOR VEHICLE

A method is provided to control a power steering device and an adaptive damping system of a motor vehicle. The power steering device makes available a mechanical steering angle range that is limited by steering stops. The adaptive damping system makes available a variable damping force. The damping force of the adaptive damping system is increased and a maximum achievable steering angle is simultaneously increased in case a steering stop is reached. 115-. (canceled)16. A method for controlling a power steering device and an adaptive damping system of a motor vehicle comprising:establishing a mechanical steering angle range in the power steering device limited by steering stops;establishing a variable damping force in the adaptive damping system; andincreasing the damping force of the adaptive damping system and a maximum achievable steering angle when a steering stop is reached.17. The method according to claim 16 , further comprising increasing the damping force such that a hard damping force characteristic is adjusted.18. The method according to claim 16 , further comprising reducing the damping force and the maximum achievable steering angle When the steering angle falls short of the steering stop.19. The method according to claim 18 , further comprising executing an active back-steering maneuver with the power steering device until the steering angle falls short of the steering stop.20. The method according to claim 16 , further comprising determining at least one piece of wheel-specific information affecting the maximum achievable steering angle claim 16 , and a variation of the maximum achievable steering angle based on the at least one piece of wheel-specific information affecting the maximum achievable steering angle.21. The method according to claim 20 , wherein the at least one piece of wheel-specific information affecting the maximum achievable steering angle includes at least one of the width of a wheel of the motor vehicle or information on an ...

Slip control via active suspension for optimization of braking and accelerating of a vehicle

System and method for improving braking efficiency by increasing the magnitude of a frictional force between a tire of a vehicle wheel and a road surface. Braking efficiency may be improved by controlling the normal force applied on the wheel, with an active suspension actuator, based on the wheel's slip ratio.

METHOD AND ADJUSTMENT SYSTEM FOR KEEPING A VEHICLE ON COURSE DURING ROLL MOVEMENTS OF A VEHICLE BODY

A method for keeping a vehicle on course by determining a lateral acceleration of the vehicle; establishing a desired lateral inclination of the vehicle depending on the lateral acceleration determined in step a); adjustment of at least one actuator of an active chassis device of the vehicle, so the vehicle takes on the desired lateral inclination determined in step b); and c) carrying out a compensatory engagement by adjustment of at least one actuator of an active chassis device of the vehicle, so the vehicle takes on the desired lateral inclination determined in step b), wherein, in step d), at least one additional compensatory engagement is carried out by an additional active chassis device for the at least partial compensation of a yaw movement of the vehicle caused by the adjustment of the at least one actuator of the active chassis device. 1. A method for keeping a vehicle on course comprising the following steps:a) determining a lateral acceleration of the vehicle:b) establishing a desired lateral inclination of the vehicle depending on the lateral acceleration determined in step a); 'wherein in that, d), at least one additional compensatory engagement is carried out by means of an additional active chassis device for at least partial compensation of a yaw movement of the vehicle caused by the adjustment of the at least one actuator of the active chassis device.', 'c) carrying out a compensatory engagement by adjustment of at least one actuator of an active chassis device of the vehicle, so that the vehicle takes on the desired lateral inclination determined in step b),'}2. The method according to claim 1 , wherein in that the at least one additional compensatory engagement is carried out synchronously in time with carrying out step c).3. The method according to claim 1 , wherein in that the at least one additional compensatory engagement is carried out based on an adjustment between a yaw rate measured using at least one sensor and a yaw rate that is ...

APPARATUS AND METHOD FOR ADJUSTING HEIGHT OF VEHICLE

An apparatus for adjusting a height of a vehicle including a vehicle height adjustment unit configured to adjust a height of the vehicle; a hydraulic pressure supply unit configured to supply a hydraulic pressure supplied to a caliper from a braking device for braking of the vehicle to the vehicle height adjustment unit; and a control unit configured to control a hydraulic pressure supplied to the vehicle height adjustment unit from the braking device, by controlling the hydraulic pressure supply unit depending on whether a predetermined vehicle height adjustment condition is satisfied. 1. An apparatus for adjusting a height of a vehicle , comprising:a vehicle height adjustment unit configured to adjust a height of the vehicle;a hydraulic pressure supply unit configured to supply a hydraulic pressure supplied to a caliper from a braking device for braking of the vehicle, to the vehicle height adjustment unit; anda control unit configured to control a hydraulic pressure supplied to the vehicle height adjustment unit from the braking device, by controlling the hydraulic pressure supply unit depending on whether a predetermined vehicle height adjustment condition is satisfied.2. The apparatus according to claim 1 , further comprising:a vehicle height detection unit configured to detect a vehicle height,wherein the control unit controls the hydraulic pressure supply unit depending on a comparison result by comparing the vehicle height detected by the vehicle height detection unit with a predetermined target vehicle height.3. The apparatus according to claim 1 , wherein the hydraulic pressure supply unit comprises:a hydraulic pressure supply valve installed in the braking device, and configured to regulate a hydraulic pressure supplied from the braking device; anda hydraulic pressure line having one end connected to the hydraulic pressure supply valve and the other end connected to the vehicle height adjustment unit, and configured to supply a hydraulic pressure from the ...

VEHICLE SHOCK ABSORBER

A vehicle shock absorbing system includes a wheel, a vehicle body, a first absorber, a dynamic absorber, and a third absorber. The third absorber is attached to the vehicle body. The first absorber is between the third absorber and the wheel. The dynamic absorber is attached to the wheel and includes a dynamic absorber mass and a spring. 1. A system , comprising:a wheel;a vehicle body;a first absorber, a dynamic absorber, and a third absorber;the third absorber attached to the vehicle body;the first absorber between the third absorber and the wheel; andthe dynamic absorber attached to the wheel and including a dynamic absorber mass and a spring.2. The system of claim 1 , wherein the first absorber includes a solenoid valve.3. The system of claim 1 , wherein the dynamic absorber defines an annular cavity and the dynamic absorber mass is disposed in the annular cavity.4. The system of claim 1 , wherein the dynamic absorber is attached to the wheel in parallel with the first absorber.5. The system of claim 1 , wherein the dynamic absorber is disposed around an outer surface of the first absorber.6. The system of claim 1 , wherein the dynamic absorber is coaxial with the first and third absorbers.7. The system of claim 1 , wherein the first absorber is a semi-active shock absorber.8. The system of claim 1 , wherein the first absorber is designed to dampen a plurality of frequencies in a first frequency range claim 1 , the dynamic absorber is designed to dampen a plurality of frequencies in a second frequency range claim 1 , the third absorber is designed to dampen a plurality of frequencies in a third frequency range claim 1 , and the second frequency range includes at least one frequency not in either of the first frequency range and the third frequency range.9. The system of claim 8 , wherein the wheel has a wheel resonant frequency and the second frequency range includes the wheel resonant frequency.10. The system of claim 8 , wherein the vehicle body has a body ...

SYSTEM AND METHOD OF ADJUSTING THE CHASSIS HEIGHT OF A MACHINE

A vehicle includes a chassis, a plurality of ground engaging elements supporting the chassis above a ground surface, a motor for driving at least one of the ground engaging elements to thereby propel the machine along the ground surface, and a chassis height adjustment system for selectively raising and lowering the chassis relative to the ground surface. A track width adjustment system is configured to shift the position of at least one of the ground engaging elements laterally relative to the chassis and a controller is configured to automatically actuate the track width adjustment system when the chassis height adjustment system is actuated to preserve a constant track width as the chassis moves up and down relative to the ground surface. 1. A vehicle comprising:a chassis;a plurality of ground engaging elements supporting the chassis above a ground surface;a motor for driving at least one of the ground engaging elements to thereby propel the machine along the ground surface;a chassis height adjustment system for selectively raising and lowering the chassis relative to the ground surface;a track width adjustment system for shifting the position of at least one of the ground engaging elements laterally relative to the chassis; anda controller configured to automatically actuate the track width adjustment system when the chassis height adjustment system is actuated to preserve a constant track width as the chassis moves up and down relative to the ground surface.2. The vehicle as set forth in claim 1 , the track width adjustment system including a telescoping axle coupled with each of the ground engaging elements and an actuator associated with each of the telescoping axles for moving each axle between a retracted position and an extended position.3. The vehicle as set forth in claim 1 , further comprising a plurality of support assemblies claim 1 , each of the support assemblies supporting the chassis on one of the ground engaging elements and defining a line of ...

Vehicle Control Device and Method

The present invention provides a vehicle control device and method capable of ensuring steering accuracy. In a vehicle provided with a left-right pair of steered wheels for which the braking/driving forces can each be controlled, and a steering force generation device that generates steering force for the steered wheels and controls the steering angle of the steered wheels, this vehicle control device and method control the steering force and the steering reaction force from the steering force generation device by controlling the braking/driving force of each of the steered wheels on the basis of the lateral force acting on the steered wheels. 1. A vehicle control device that controls a vehicle , the vehicle comprising: a left-right pair of steered wheels of which braking/driving forces can be controlled for each of left and right; and a steering force generation device that generates a steering force for the steered wheels and controls a steering angle of the steered wheels ,wherein the vehicle control device controls the steering force or steering reaction force of the steering force generation device by controlling the braking/driving forces for each of the steered wheels on the basis of a lateral force acting on the steered wheels.2. The vehicle control device according to claim 1 , wherein the lateral force is calculated on the basis of the steering angle of the steered wheels and a vehicle speed of the vehicle.3. The vehicle control device according to claim 1 , wherein the lateral force is calculated on the basis of a lateral acceleration of the vehicle.4. The vehicle control device according to claim 1 , wherein the vehicle control device controls the braking/driving forces on the basis of the lateral force and a predetermined target value of the steering force or the steering reaction force of the steering force generation device.5. The vehicle control device according to claim 1 , wherein the vehicle control device controls the braking/driving forces such ...

STEERING CONTROL DEVICE AND STEERING DEVICE

An embodiment of the present invention allows for application of an assist torque or reaction torque which causes a driver to feel less discomfort. An ECU () includes a rack shaft axial force estimating section () configured to estimate a rack shaft axial force with reference to a roll rate of a vehicle body. 1. A rack shaft axial force estimating device , configured to calculate an estimated value of a damping force of a suspension with reference to a roll rate of a vehicle body and estimate a rack shaft axial force on the basis of the estimated value of the damping force of the suspension.2. The rack shaft axial force estimating device as set forth in claim 1 , configured to estimate the rack shaft axial force claim 1 , additionally with reference to a damping coefficient-related value.3. The rack shaft axial force estimating device as set forth in claim 2 , configured to estimate the rack shaft axial force claim 2 , additionally with reference to a roll angle.4. The rack shaft axial force estimating device as set forth in claim 3 , comprising:a first rack shaft axial force estimating section configured to estimate a first rack shaft axial force on the basis of the roll rate and the damping coefficient-related value;a second rack shaft axial force estimating section configured to estimate a second rack shaft axial force on the basis of the roll angle; anda third rack shaft axial force estimating section configured to estimate a third rack shaft axial force with use of the first rack shaft axial force and the second rack shaft axial force.5. The rack shaft axial force estimating device as set forth in claim 2 , wherein:the damping coefficient-related value is a control variable for controlling the damping force of the suspension.6. The rack shaft axial force estimating device as set forth in claim 3 , wherein:the damping coefficient-related value is a control variable for controlling the damping force of the suspension.7. The rack shaft axial force estimating ...

METHODS AND SYSTEMS FOR CONTROLLING VEHICLE BODY MOTION AND OCCUPANT EXPERIENCE

In one embodiment, one or more suspension systems of a vehicle may be used to mitigate motion sickness by limiting motion in one or more frequency ranges. In another embodiment, an active suspension may be integrated with an autonomous vehicle architecture. In yet another embodiment, the active suspension system of a vehicle may be used to induce motion in a vehicle. The vehicle may be used as a testbed for technical investigations and/or as a platform to enhance the enjoyment of video and/or audio by vehicle occupants. In some embodiments, the active suspensions system may be used to perform gestures as a means of communication with persons inside or outside the vehicle. In some embodiments, the active suspensions system may be used to generate haptic warnings to a vehicle operator or other persons in response to certain road situations. 1. A method of mitigating motion sickness in a vehicle , the method comprising:mitigating motion of at least a portion of the vehicle within a first frequency range by a first degree during a first mode of operation;detecting an event indicating an increased likelihood of motion sickness of at least one occupant of the vehicle;mitigating motion of the portion of the vehicle within the first frequency range by a second degree, different than the first degree, during a second mode of operation.2126-. (canceled) This application is a continuation of U.S. application Ser. No. 15/833,738, filed on Dec. 6, 2017, which is a continuation of U.S. application Ser. No. 15/303,395, filed on Oct. 11, 2016, which is a national stage filing under 35 U.S.C. § 371 of International Application Number PCT/US2016/035926 filed Jun. 3, 2016, which claims the benefit of priority under U.S.C. § 119(e) of U.S. Provisional Application 62/170,674, filed Jun. 3, 2015, U.S. Provisional Application 62/182,420, filed Jun. 19, 2015, U.S. Provisional Application 62/192,051, filed Jul. 13, 2015, U.S. Provisional Application 62/296,325, filed Feb. 17, 2016, and U.S. ...

METHOD AND SYSTEM FOR CONTROL OF MOTOR VEHICLE LONGITUDINAL MOVEMENT

A method for the automated control of the longitudinal movement of a motor vehicle having an automated positive acceleration process in a longitudinal direction of the vehicle and an automated deceleration in the longitudinal direction of the vehicle. An acceleration variable is determined based on a jerk value and limited in terms of absolute value. And the jerk value is in turn determined in a driving mode in which, starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration, the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration, a predeterminable maximum driving mode vehicle longitudinal deceleration and at least one predeterminable driving operating mode jerk absolute value which limits the jerk. 1. A system for controlling motor vehicle longitudinal movement comprising:a motor vehicle;a drive train of the motor vehicle;a brake system of the motor vehicle;a controller monitoring an actual vehicle longitudinal speed and an actual vehicle longitudinal acceleration; andthe controller determining a jerk value based on the actual vehicle longitudinal speed and the actual vehicle longitudinal acceleration and using the jerk value and sending a signal to the drive train of the motor vehicle to adjust the motor vehicle to a predeterminable vehicle longitudinal speed based on a predeterminable maximum positive vehicle longitudinal acceleration, a predeterminable maximum vehicle longitudinal deceleration and at least one predeterminable jerk absolute value that limits the jerk value.2. The system of including the jerk value determined by the controller based on a deceleration mode claim 1 , using the jerk value and sending a signal to the brake system of the motor vehicle to brake the motor vehicle to a stationary state within a predeterminable distance wherein the predeterminable maximum vehicle longitudinal ...

SUSPENSION CONTROL DEVICE

Provided is a configuration including a basic input amount detecting unit configured to calculate a basic input amount of the vehicle, based on wheel speed fluctuation amount which a wheel speed sensor has detected; a first target current setting unit configured to set a first target current, based on the basic input amount; a second target current setting unit configured to set a second target current, based on vehicle acceleration detected by an acceleration sensor; and a damper control unit configured to control dampers, based on the first target current if a vehicle behavior control device is not operating, and based on the second target current if the vehicle behavior control device is operating. 1. A suspension control device for a vehicle having a variable-damping-force damper of which the damping force is adjustable based on input signals , the suspension control device comprising:a wheel speed sensor configured to detect wheel speed of the vehicle;a basic input amount calculating unit configured to calculate a basic input amount of the vehicle, based on wheel speed fluctuation amount in the wheel speed detected by the wheel speed sensor;a first target current setting unit configured to set a first target current for the variable-damping-force damper, based on the basic input amount;an acceleration sensor configured to detect a body acceleration of the vehicle;a second target current setting unit configured to set a second target current for the variable-damping-force damper, based on the body acceleration detected by the acceleration sensor;a vehicle behavior controller which controls behavior of the vehicle; anda damper controller configured to control damping force of the variable-damping-force of damper, based on at least one of the first target current and the second target current;wherein the damper controller controls the damping force of the variable-damping-force damper based on the first target current in a case where the vehicle behavior ...

SYSTEMS AND METHODS FOR MITIGATING SADDLE FUEL TANK JET PUMP FAILURE

Methods and systems are provided for enabling a vehicle for which a jet pump that functions to transfer fuel from a passive side to an active side of a saddle fuel tank is degraded, to reach a desired destination by the taking of mitigating action. The mitigating action includes conducting a driving maneuver in response to an indication that the jet pump is degraded, the driving maneuver conducted in order to transfer a desired amount of fuel from the passive side to the active side. In this way, a vehicle may reach a desired destination even under circumstances where the vehicle may otherwise be unable to reach the desired destination. 1. A method comprising:conducting a driving maneuver in response to an indication that a jet pump that functions to transfer a fuel from a passive side to an active side of a saddle fuel tank that supplies the fuel to an engine of a vehicle is degraded, the driving maneuver including transferring a fuel amount from the passive side to the active side.2. The method of claim 1 , wherein the indication that the jet pump is degraded includes an indication that a first fuel level in the active side is decreasing and that a second fuel level in the passive side is maintained constant claim 1 , under conditions where the jet pump is activated and the fuel is further being pumped to the engine for combustion via a fuel pump positioned in the active side of the saddle fuel tank.3. The method of claim 1 , wherein the driving maneuver is based on a positioning of the active side and the passive side of the saddle fuel tank in relation to the vehicle.4. The method of claim 3 , wherein the driving maneuver based on the positioning of the active side and the passive side further comprises at least conducting left-handed turns as viewed from a rear of the vehicle when the active side is on a right-hand side of the saddle fuel tank as viewed from the rear of the vehicle; andconducting right-handed turns as viewed from the rear of the vehicle when ...

Active vehicle suspension

A user device is identified as being operated by a vehicle occupant. An operation being performed by the user device is identified. A road condition is determined. A vehicle suspension is adjusted based at least in part on the identified user device operation and the road condition.

MOTION MINIMIZATION SYSTEMS AND METHODS

A method includes receiving, at a control system of a vehicle, a road profile for a road at a particular location, the road profile indicating a road condition of the road at the particular location. The method also includes determining that the vehicle is approaching the road at the particular location. The method further includes adjusting an active suspension system of the vehicle in response to a determination that the vehicle is approaching the road at the particular location. 1. A method , comprising:receiving, at a control system of a vehicle, a road profile for a road at a particular location, the road profile indicating a road condition of the road at the particular location;determining that the vehicle is approaching the road at the particular location; andadjusting an active suspension system of the vehicle in response to a determination that the vehicle is approaching the road at the particular location.2. The method of claim 1 , wherein determining that the vehicle is approaching the road at the particular location comprises:receiving location data from a GPS (global positioning satellite) system; anddetermining a relative distance to the particular location.3. The method of claim 1 , further comprising:receiving, from one or more sensors coupled to one or more wheels of the vehicle, wheel movement data based on the road condition of the road at the particular location; andgenerating the road profile for the road at the particular location based on the wheel movement data.4. The method of claim 1 , wherein the road profile indicates that the road at the particular location includes a road hazard.5. The method of claim 4 , wherein adjusting the active suspension system comprises:calculating a particular adjustment for one or more control elements of the active suspension system based on the road hazard; andadjusting the one or more control elements based on the particular adjustment.6. The method of claim 1 , wherein adjusting the active suspension ...

ROLL VIBRATION DAMPING ELECTRONIC CONTROL UNIT, SYSTEM FOR VEHICLE AND TARGET ROLL MOMENT COMPUTING METHOD, AND NON-TRANSITORY COMPUTER-READABLE STORAGE MEDIUM THEREFOR

A roll vibration damping control system includes an electronic control unit configured to: compute a sum of a product of a roll moment of inertia and a roll angular acceleration of a vehicle body, a product of a roll damping coefficient and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body; compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion; and compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment. 1. An electronic control unit comprising circuitry configured to:compute a sum of a product of a roll moment of inertia of a vehicle and a roll angular acceleration of a vehicle body detected by a roll angular acceleration detector, a product of a roll damping coefficient of the vehicle and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body,compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion,compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment, andcontrol an actuator such that a roll moment to be applied to the vehicle body that is generated by the actuator becomes the target roll moment.2. The electronic control unit according to claim 1 , wherein the circuitry is configured to compute the correction roll moment based on a vehicle speed and the roll angular acceleration of the vehicle body.3. The electronic ...

ACTIVE SAFETY SUSPENSION SYSTEM

In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other. 131-. (canceled)32. A method of operating an active suspension system of a vehicle , the method comprising:determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force; andapplying, with at least two diagonally opposed actuators of the active suspension system, an increased actuator force on at least two diagonally opposed wheels to create a twist force on a chassis of the vehicle, wherein one of the two diagonally opposed wheels is the wheel of the vehicle that requires additional frictional force.33. The method of claim 32 , wherein determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force comprises determining that the at least one wheel of the vehicle is slipping.34. The method of claim 32 , wherein determining the existence of a vehicle state wherein at least one wheel of the vehicle requires additional normal force comprises determining that the vehicle is turning.35. The method of claim 32 , further comprising claim 32 , after applying the increased additional force to the at least one wheel of the vehicle ...

TORQUE CONVERTER CONTROL FOR A VARIABLE DISPLACEMENT ENGINE

Systems and methods for operating an engine and a torque converter are presented. In one example, slip of a torque converter is adjusted via at least partially closing or opening a torque converter clutch in response to vehicle vibration. The vehicle vibration may be based on road surface conditions and an actual total number of operating cylinders of the engine. 1. An engine control method , comprising:increasing an actual total number of operating cylinders from a first actual total number of operating cylinders to a second actual total number of operating cylinders via a controller in response to slip of a torque converter exceeding a threshold, the threshold a function of a fuel benefit and a fuel penalty.2. The method of claim 1 , where the fuel benefit is an engine fuel consumption reduction provided via operating an engine with the first actual total number of operating cylinders.3. The method of claim 2 , where the fuel penalty is an engine fuel consumption increase provided via operating the engine when a torque converter slip amount is greater than a threshold when the engine is providing a desired torque.4. The method of claim 1 , where the operating cylinders are combusting air and fuel.5. The method of claim 1 , further comprising adjusting torque converter slip in response to increasing the actual total number of operating cylinders.6. The method of claim 5 , where adjusting torque converter slip includes decreasing torque converter slip.7. The method of claim 6 , where decreasing torque converter slip includes increasing a closing amount of a torque converter clutch.814-. (canceled)15. A vehicle system claim 6 , comprising:an accelerometer coupled to a vehicle;an engine coupled to the vehicle; anda controller including executable instructions stored in non-transitory memory to adjust slip of a torque converter in response to a frequency of vertical acceleration of a mass of a vehicle's suspension and a power of vertical acceleration of the mass of the ...

LOOK AHEAD VEHICLE SUSPENSION SYSTEM

An active suspension system senses roadway defects and adjusts an active and controllable suspension system of the vehicle before tires come in contact with the defect. The active suspension system identifies a type of defect or debris, e.g., pothole, bump, object, etc., along with the size, width, depth, and/or height information of the defect to more accurately control operation of the suspension system to prepare for, or avoid contact with the roadway defects and obstacles. Imaging techniques are employed to identify the defect or debris. Operation of a serviced cruise control system is controlled to enhance passenger safety and comfort. 1a plurality of transmitters mounted on a vehicle, each transmitter corresponding to a respective tire upon which the vehicle travels, the plurality of transmitters configured to send source signals toward the roadway;a plurality of receivers mounted on the vehicle, each receiver corresponding to a respective tire upon which the vehicle travels, the plurality of receivers configured to receive reflection signals from the roadway;processing circuitry, communicatively coupled to the plurality of receivers, that is configured to analyze the reflection signals to identify at least one roadway defect; andthe processing circuitry is further configured to respond to the identification of the at least one roadway defect by interacting with a first adjustable suspension device before a single front tire encounters the at least one roadway defect and with a second adjustable suspension before a single rear tire encounters the at least one roadway defect.. An active suspension system comprising: The present U.S. Utility patent application claims priority pursuant to 35 U.S.C. §120 as a continuation of U.S. Utility application Ser. No. 14/467,193, entitled “Look Ahead Vehicle Suspension System,” filed Aug. 25, 2014, issuing as U.S. Pat. No. 9,527,363, which is a continuation of U.S. Utility application Ser. No. 13/647,164, entitled “Look ...

Automated Trailer Hitching Using GPS

A method of maneuvering a vehicle in reverse for attachment to a trailer including: receiving, at a user interface in communication with the neural network, an indication of a vehicle hitch ball location; receiving an indication of a selected trailer hitch receiver location; determining, a vehicle path from an initial position to a final position adjacent the trailer, the vehicle path including maneuvers configured to move the vehicle along the vehicle path from the initial position to the final position; autonomously following the vehicle path from the initial position; stopping the vehicle at an intermediate position before reaching the final position, the intermediate position being closer to the final position than the initial position; modifying the vehicle suspension to align a vehicle hitch with a trailer hitch; autonomously following the vehicle path from the intermediate position to the final position; and finally connecting the vehicle hitch with the trailer hitch. 1. A method of maneuvering a vehicle in reverse for attachment to a trailer , the method comprising:receiving, via a user interface in communication with the neural network, an indication of a vehicle hitch ball location;receiving, via the user interface, an indication of a selected trailer hitch receiver location;determining, via a computing device in communication with the neural network, a vehicle path from an initial position to a final position adjacent the trailer, the vehicle path comprising maneuvers configured to move the vehicle along the vehicle path from the initial position to the final position; andautonomously following, via a drive system in communication with the computing device, the vehicle path from the initial position;stopping the vehicle at an intermediate position before reaching the final position, the intermediate position being closer to the final position than the initial position;modifying a vehicle suspension associated with the vehicle to align a vehicle hitch with ...

AIR SUSPENSION EVACUATION FOR IMPROVED BRAKING PERFORMANCE

The invention i.a. relates to a load transfer arrangement () for a vehicle () including a chassis () with at least one braked axle (), the arrangement () comprising: a non-driven load axle (), and an air suspension assembly () including at least one air cushion () arranged between the chassis () and the non-driven load axle () in order to transfer load from the braked axle(s) () to the non-driven load axle (), wherein the non-driven load axle () is unbraked, and wherein the arrangement () further comprises: an evacuation controller () configured to provide a pressure release trigger in response to a current or predicted braking event of the vehicle (), and at least one evacuation valve () configured to, in response to receiving the pressure release trigger, evacuate pressure from the at least one air cushion () in order to remove load from the non-driven load axle () and increase load on the braked axle(s) (). 1. A load transfer arrangement for a vehicle including a chassis with at least one braked axle , the arrangement comprising:a non-driven load axle, andan air suspension assembly including at least one air cushion arranged between the chassis and the non-driven load axle in order to transfer load from the braked axle(s) to the non-driven load axle,characterized in thatthe non-driven load axle is unbraked, and wherein the arrangement further comprises:an evacuation controller configured to provide a pressure release trigger in response to a current or predicted braking event of the vehicle, andat least one evacuation valve configured to, in response to receiving the pressure release trigger, evacuate pressure from the at least one air cushion in order to remove load from the non-driven load axle and increase load on the braked axle(s).2. The load transfer arrangement according to claim 1 , wherein the evacuation controller is configured to identify a braking demand and to provide the pressure release trigger based on the braking demand.3. The load transfer ...

VEHICLE CONTROL APPARATUS

A vehicle control apparatus, configured to control a vehicle, includes an engine that is configured to drive wheels via a power transmission device. The vehicle control apparatus includes a towing state detector and an engine controller. The towing state detector is configured to detect whether the vehicle is in a towing state. The engine controller is configured to stop the engine in a case where a predetermined engine stopping condition is satisfied during traveling of the vehicle. The engine controller is configured to vary, in a case where the towing state detector detects that the vehicle is in the towing state, the predetermined engine stopping condition to reduce an operational range in which the engine is to be stopped compared with an operational range in a case where the towing state detector does not detect that the vehicle is in the towing state. 1. A vehicle control apparatus configured to control a vehicle , the vehicle including an engine that is configured to drive wheels via a power transmission device , the vehicle control apparatus comprising:a towing state detector configured to detect whether the vehicle is in a towing state; andan engine controller configured to stop the engine in a case where a predetermined engine stopping condition is satisfied during traveling of the vehicle, whereinthe engine controller is configured to vary, in a case where the towing state detector detects that the vehicle is in the towing state, the predetermined engine stopping condition to reduce an operational range in which the engine is to be stopped compared with an operational range in a case where the towing state detector does not detect that the vehicle is in the towing state.2. The vehicle control apparatus according to claim 1 , further comprising an inter-vehicle distance detector configured to detect an inter-vehicle distance from the vehicle to another vehicle that travels immediately before the vehicle claim 1 , whereinthe predetermined engine stopping ...

Electronically controlled sway bar damping link

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.

Roadway-Crossing-Anomaly Detection System and Method

A method for improving the safety and comfort of a vehicle driving over a railroad track, cattle guard, or the like. The method may include receiving, by a computer system, one or more inputs corresponding to one or more forward looking sensors. The computer system may also receive data characterizing a motion of the vehicle. The computer system may estimate, based on the one or more inputs and the data, a motion of a vehicle with respect to a railroad track, cattle guard, or the like extending across a road ahead of the vehicle. Accordingly, the computer system may change a suspension setting, steering setting, or the like of the vehicle to more safely or comfortably drive over the railroad track, cattle guard, or the like.

MOBILE DEVICE INTERMEDIARY FOR VEHICLE ADAPTATION

A mobile device intermediary for vehicle adaptation is disclosed. A mobile device intermediary can access driver profile information and vehicle profile information from a remotely located device, determine vehicle adaptation information based on the driver profile information and vehicle profile information, and facilitate access to the vehicle adaptation information to facilitate adapting an aspect of a first vehicle. The mobile device intermediary can further receive other vehicle profile information related to a second vehicle associated with a driver profile and include the other vehicle profile information in determining the vehicle adaptation information. The vehicle adaptation information can be related to adapting a performance aspect of the first vehicle. The vehicle adaptation information can also be related to adapting an amenity aspect of the first vehicle. Vehicle adaption information can provide improved safety and driver comfort as a driver uses different vehicles, can be portable, and can be device independent. 1. A mobile device , comprising:a memory to store executable instructions; and receiving driver profile information associated with a driver profile that is associated with the mobile device;', 'receiving vehicle profile information related to a first vehicle;', 'based on the driver profile information and the vehicle profile information, determining vehicle adaptation information related to adapting an aspect of the first vehicle; and', 'facilitating access to the vehicle adaptation information for a device of the first vehicle to enable adaptation of the aspect of the first vehicle., 'a processor coupled to the memory, that facilitates execution of the executable instructions to perform operations, comprising2. The mobile device of claim 1 , wherein the receiving the driver profile information comprises receiving the driver profile information from another device located remotely from the mobile device.3. The mobile device of claim 2 , ...

SPRUNG VIBRATION SUPPRESSION DEVICE FOR VEHICLE

The invention relates to a sprung vibration suppression device for a vehicle. The device comprises a motor for generating torque to generate driving/braking force at the vehicle wheels and shock absorbers. The device calculates a target driving/braking force including a base requested driving/braking force requested for driving the vehicle and a damping driving/braking force necessary for sprung damping control and controls the driving/braking force output from the motor in accordance with the target driving/braking force. The device sets the damping driving/braking force to zero and increases the damping force generated by the shock absorbers when the base requested driving/braking force is within a rattling noise generation range set for determining whether there is a possibility that rattling noise is generated in the gear device 1. A sprung vibration suppression device for a vehicle , comprising:a motor for generating torque to be transmitted to at least one of a pair of right and left front vehicle wheels and a pair of right and left rear vehicle wheels via a gear device to generate driving/braking force at the at least one of the pair of right and left front vehicle wheels and the pair of right and left rear vehicle wheels;shock absorbers for generating damping force to damp sprung vibration; andan electronic control unit programmed to control driving/braking force output from the motor and damping force generated by the shock absorbers,the electronic control unit being programmed:to calculate a target driving/braking force including a base requested driving/braking force requested for driving the vehicle and a damping driving/braking force necessary for sprung damping control; andto control the driving/braking force output from the motor in accordance with the calculated target driving/braking force,characterized in thatthe electronic control unit is programmed:to determine whether the base requested driving/braking force is within a rattling noise generation ...

VEHICLE STABILITY CONTROL DEVICE

A vehicle stability control device has: a front active stabilizer installed on a front wheel side; a rear active stabilizer installed on a rear wheel side; a turning device for turning the front and rear wheels; and a control device configured to perform load distribution control in conjunction with turning control that actuates the turning device, when a difference in braking force between left and right sides of the vehicle exceeds a threshold value during braking. A first side is one of the left and right sides with a greater braking force, and a second side is the other of the left and right sides. In the load distribution control, the control device actuates the rear active stabilizer in a direction to lift up the first side and actuates the front active stabilizer in a direction to lift up the second side. 1. A vehicle stability control device comprising:a front active stabilizer installed on a side of a front wheel of a vehicle;a rear active stabilizer installed on a side of a rear wheel of the vehicle;a turning device configured to turn the front wheel and the rear wheel; anda control device configured to perform load distribution control in conjunction with turning control that actuates the turning device, when a difference in braking force between a left side and a right side of the vehicle exceeds a threshold value during braking,wherein a first side is one of the left side and the right side with a greater braking force, and a second side is another of the left side and the right side, andwherein in the load distribution control, the control device actuates the rear active stabilizer in a direction to lift up the first side and actuates the front active stabilizer in a direction to lift up the second side.2. The vehicle stability control device according to claim 1 ,wherein the control device performs the load distribution control such that a roll moment caused by actuation of the rear active stabilizer and a roll moment caused by actuation of the front ...

Suspension assembly, suspension damping device and six wheels bionic chassis

A suspension damping device installed at a chassis of a mobile robot comprises a vehicle frame, a controlling arm set and a damping device. The vehicle frame is fixed to the chassis and arranged on the ground. One end of the controlling arm set is hinged to the vehicle frame, and the other end of the controlling arm set is hinged to a steering device, so the controlling arm set controls the motion stability of the steering device. One end of the damping device opposite to the ground is hinged to the vehicle frame, and the other end of the damping device faced to the ground is hinged to the steering device. A six-wheeled bionic chassis which comprises a chassis frame, a controller, a sensor, front wheel suspension assemblies, middle wheel suspension assemblies and rear wheel suspension assemblies is also disclosed in the present invention.

A METHOD FOR ESTIMATING VEHICLE MOTION STATE DURING A VEHICLE MANEUVER

A method in a vehicle for estimating vehicle motion state during a vehicle maneuver, comprising; obtaining a trigger signal indicating an onset of the vehicle maneuver, selecting a sub-set of wheels on the vehicle to be in a free-rolling condition, measuring one or more parameters related to revolution of the sub-set of wheels in free-rolling condition, and estimating the vehicle motion state based on the measured parameters. 1. A method in a vehicle for estimating vehicle motion state during a vehicle maneuver , wherein the vehicle motion state comprises vehicle position , the method comprising;obtaining a trigger signal indicating an onset of the vehicle maneuver,selecting a sub-set of wheels on the vehicle to be in a free-rolling condition, wherein the free-rolling condition comprises reduced breaking,measuring one or more parameters related to revolution of the sub-set of wheels in free-rolling or reduced braking condition, andestimating the vehicle motion state based on the measured parameters.2. The method according to claim 1 , wherein the vehicle maneuver is a safe stop maneuver requiring a controlled deceleration of the vehicle below a maximum deceleration capacity of the vehicle.3. The method according to claim 1 , wherein the vehicle maneuver is a sensor calibration maneuver claim 1 , whereby one or more sensor systems of the vehicle are arranged to be calibrated against the estimated motion state data.4. The method according to claim 1 , wherein the subset of wheels is selected as the wheels on a selected wheel axle.5. The method according to claim 4 , wherein the selected wheel axle is the wheel axle associated with least vertical load compared to other wheel axles of the vehicle.6. The method according to claim 4 , wherein the selected wheel axle is a liftable wheel axle claim 4 , wherein the method comprises lowering the liftable wheel axle prior to measuring the parameters.7. The method according to claim 4 , wherein the selected wheel axle is a ...

ROLL VIBRATION DAMPING CONTROL SYSTEM FOR VEHICLE AND TARGET ROLL MOMENT COMPUTING METHOD THEREFOR

A roll vibration damping control system includes an electronic control unit configured to: compute a sum of a product of a roll moment of inertia and a roll angular acceleration of a vehicle body, a product of a roll damping coefficient and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body; compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion; and compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment. 1. A roll vibration damping control system for a vehicle , the roll vibration damping control system comprising:a roll angular acceleration detector configured to detect a roll angular acceleration of a vehicle body;an actuator configured to generate a roll moment to be applied to the vehicle body; and store a roll moment of inertia, a roll damping coefficient, and an equivalent roll stiffness of the vehicle,', 'compute a sum of a product of the roll moment of inertia and the roll angular acceleration detected by the roll angular acceleration detector, a product of the roll damping coefficient and a first-order integral of the roll angular acceleration, and a product of the equivalent roll stiffness and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body,', 'compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion,', 'compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment, and', 'control the actuator such that the roll moment that the ...

Multimedia information and control system for automobiles

In a multimedia information and control system for use in an automobile, at least one interface is employed which enables a user to access information concerning the automobile and control vehicle functions in an efficient manner. The user may select one of a plurality of displayed options on a screen of such an interface. Through audio, video and/or text media, the user is provided with information concerning the selected option and the vehicle function corresponding thereto. Having been so informed, the user may activate the selected option to control the corresponding vehicle function.

EVAPORATIVE EMISSIONS DETECTION METHOD WITH VEHICLE SELF LEVELING SUSPENSION COMPENSATION

Methods and systems are provided for conducting an evaporative emissions test on a fuel system and an emissions control system in a vehicle. In one example, in response to an indication that a vehicle parking condition may result in the isolation of the fuel system from the emissions control system via the unintentional closing of fuel tank valves, a vehicle's active suspension system may be employed in order to level the vehicle a determined amount such that the fuel system isolation issues may be mitigated prior to an evaporative emissions test procedure. In this way, the entire fuel system and emissions control system may be diagnosed for potential undesired emissions, and potential violations of regulatory requirements for evaporative emissions testing may be reduced. 1. A method comprising:responsive to a first vehicle-off condition, maintaining a vehicle compound angle with respect to ground and conducting an evaporative emissions test; andresponsive to a second vehicle-off condition, leveling a vehicle a determined amount and then conducting the evaporative emissions test.2. The method of claim 1 , wherein maintaining the vehicle compound angle with respect to ground is based on the vehicle compound angle and a fuel level in a fuel tank below a predetermined threshold; andwherein leveling the vehicle a determined amount is based on the vehicle compound angle and the fuel level above a predetermined threshold.3. The method of claim 2 , wherein the predetermined threshold is retrieved via a 2D lookup table comprising the vehicle compound angle and the fuel level.4. The method of claim 2 , wherein the first vehicle-off condition comprises the vehicle compound angle and the fuel level below the predetermined threshold such that one or more of a fuel tank valve(s) is maintained open claim 2 , and where no section of the fuel tank is isolated from any other section of the fuel tank; andwherein the second vehicle-off condition comprises the vehicle compound angle ...

SYSTEM AND METHOD FOR AUTOMATICALLY LEVELING AN AGRICULTURAL IMPLEMENT

A method for automatically leveling an agricultural implement being towed by a work vehicle may generally include monitoring a vehicle inclination angle via at least one vehicle-based sensor supported on the work vehicle, monitoring an implement inclination angle via at least one implement-based sensor supported on the implement, and determining that the work vehicle has begun to travel across an inclined surface based on the vehicle inclination angle. Additionally, the method may include initially adjusting a position of a hitch of the work vehicle in a first direction to maintain the implement inclination angle within a predetermined angular inclination range as the vehicle travels across the inclined surface and adjusting the position of the hitch in a second direction opposite the first direction to maintain the implement inclination angle within the predetermined angular inclination range as at least one ground-engaging component of the implement travels across the inclined surface. 1. A method for automatically leveling an agricultural implement being towed by a work vehicle , the method comprising:monitoring, with a computing device, a vehicle inclination angle via at least one vehicle-based sensor supported on the work vehicle;monitoring, with the computing device, an implement inclination angle via at least one implement-based sensor supported on the implement;determining, with the computing device, that the work vehicle has begun to travel across an inclined surface based on the vehicle inclination angle;initially adjusting, with the computing device, a position of a hitch of the work vehicle in a first direction to maintain the implement inclination angle within a predetermined angular inclination range as the work vehicle travels across the inclined surface; andadjusting, with the computing device, the position of the hitch in a second direction opposite the first direction to maintain the implement inclination angle within the predetermined angular ...

WHEEL SENSOR MODULE

A disclosed vehicle wheel sensor module includes a housing having a mount portion for attachment to a vehicle suspension assembly, a wheel speed sensor supported within the housing, a ride height sensor including a lever movable responsive to movement of a vehicle suspension component and a single connector providing electrical communication with the wheel speed sensor and the ride height sensor. 1. A vehicle wheel sensor module comprising:a housing including a mount portion for attachment to a vehicle suspension component;a wheel speed sensor supported within the housing;a ride height sensor including a lever movable responsive to movement of a vehicle suspension component, the ride height sensor supported within the housing; anda single connector providing electrical communication with the wheel speed sensor and the ride height sensor.2. The vehicle wheel sensor module as recited in claim 1 , wherein the housing includes speed sensor portion supporting the wheel speed sensor proximate a rotating element.3. The vehicle wheel sensor module as recited in claim 1 , including an acceleration sensor supported within the housing.4. The vehicle wheel sensor module as recited in claim 1 , wherein the wheel speed sensor is a dual wheel speed sensor.5. The vehicle wheel sensor module as recited in claim 3 , wherein the single connector includes a conductor in communication with the acceleration sensor.6. The vehicle wheel sensor module as recited in claim 1 , wherein the single connector provides communication with a vehicle communication bus.7. The vehicle wheel sensor module as recited in claim 1 , wherein the housing is formed from a plastic material.8. The vehicle wheel sensor module as recited in claim 1 , wherein the housing if formed from a non-magnetic material.9. The vehicle wheel sensor module as recited in claim 1 , including a printed circuit board mounted within the housing claim 1 , wherein the printed circuit board includes portions of the ride height sensor ...

Automatic tilting vehicle

An automatic tilting vehicle comprises left and right front wheels and a rear wheel. A control unit controls a vehicle tilting device so that the tilt angle of the vehicle becomes the target tilt angle. The control device is configured to swingingly vibrates the vehicle in the lateral direction by tilting the vehicle by the vehicle tilting device, to estimate a height of the center of gravity of the vehicle based on a resonance period of swinging vibration of the vehicle, and to correct the target tilt angle such that a perpendicular passing through the estimated center of gravity passes within a range of a triangle formed by connecting grounding points of the left and right front wheels and a grounding point of the rear wheel.

SELF-DRIVING VEHICLE WITH INTEGRATED ACTIVE SUSPENSION

A self-driving vehicle with an integrated fully-active suspension system. The fully-active suspension utilizes data from one or more sensors used for autonomous driving (e.g. vision, LIDAR, GPS) in order to anticipate road conditions in advance. The system builds a topographical map of the road surface. Suspension and road data is delivered back to the vehicle in order to change autonomous driving behavior including route planning. Energy storage is regulated based on a planned route. Forward and lateral acceleration feel is mitigated through active pitch and tilt compensation. The fully-active suspension pushes and pulls the suspension in three or more operational quadrants in order to deliver superior ride comfort, handling, and/safety of the vehicle. 152-. (canceled)53. A self-driving vehicle , comprising:a plurality of active suspension actuators;a self-driving vehicle controller that receives information about a destination and is configured to plan a route to reach the destination based on the received information, wherein the self-driving vehicle controller determines a path of travel of a wheel to be travelled by the wheel during at least a portion of the planned route; andan active suspension controller that receives information about the path of travel of the wheel from the self-driving vehicle controller, and wherein the active suspension controller controls at least one of the plurality of active suspension actuators based at least partially on the information about the path of travel of the wheel from the self-driving vehicle controller.54. The self-driving vehicle of claim 53 , wherein the self-driving vehicle controller obtains information about the path of travel of the wheel.55. The self-driving vehicle of claim 54 , further comprising: a data storage system that includes a map with three-dimensional terrain information claim 54 , wherein at least a portion of the information obtained by the self-driving vehicle controller about the path of travel ...

Vehicle

A vehicle includes an acceleration sensor detecting collision, an electric actuator disposed outside a vehicle body, a battery and a boosting circuit supplying a high voltage to the electric actuator, and an electric suspension control ECU controlling the boosting circuit and the electric actuator, and in a case where the acceleration sensor detects the collision, the electric suspension control ECU limits the supply of the high voltage to the electric actuator.

ELECTRIC SUSPENSION APPARATUS

An electric suspension apparatus includes an electric actuator mounted in a vehicle, the electric actuator being driven with a motor, a voltage determination unit determining whether an electromotive force generated by the motor is equal to or more than a predetermined voltage in a state where regenerative power is generated in the motor, and an instruction unit short-circuiting the motor in a case where the voltage determination unit determines that the electromotive force generated by the motor is equal to or more than the predetermined voltage. 1. An electric suspension apparatus comprising:a processor; andan electric actuator mounted in a vehicle, whereinthe electric actuator being driven with a motor, whereinin a case where a drive voltage of the motor is equal to or more than a predetermined voltage, the processor short-circuits the motor.2. The electric suspension apparatus according to claim 1 , wherein in a case where a change amount of the drive voltage per unit time is equal to or more than a predetermined change amount claim 1 , the processor short-circuits the motor.3. The electric suspension apparatus according to claim 1 , wherein in a case of short-circuiting the motor claim 1 , the processor stops supply of power to the motor.4. The electric suspension apparatus according to claim 1 , wherein the electric actuator is disposed in each of a plurality of wheels claim 1 , andin a case where the drive voltage is equal to or more than the predetermined voltage in association with stroke fluctuation of the electric actuator disposed in a front wheel, the processor holds the short circuit of the motor disposed in each of the plurality of wheels until stroke fluctuation of the electric actuator disposed in a rear wheel ends. The present application claims priority under 35 U.S.C. § 119 to Japanese Patent Application No. 2021-051516 filed on Mar. 25, 2021. The content of the application is incorporated herein by reference in its entirety.The present invention ...

VEHICLE

A vehicle includes a collision determination ECU determining whether a possibility of collision is present, based on a detection result of a detection sensor detecting outside of the vehicle, a motor, a boosting circuit and a battery supplying a high voltage to the motor, and an electric suspension control ECU controlling the boosting circuit and the motor, and in a case where the collision determination ECU determines that the possibility of collision is present, the electric suspension control ECU limits the supply of the high voltage to the motor. 1. A vehicle comprising a processor , a high voltage component , a battery , and a boosting circuit , wherein the boosting circuit supplies a high voltage to the high voltage component from the battery ,the processor:determines whether a possibility of collision is present, based on a detection result of a detection sensor detecting outside of the vehicle, andcontrols the boosting circuit and the high voltage component, wherein in a case where the processor determines that the possibility of collision is present, the processor limits the supply of the high voltage to the high voltage component.2. The vehicle according to claim 1 , wherein in the case where the processor determines that the possibility of collision is present claim 1 , the processor limits a voltage supplied to the high voltage component to a predetermined voltage or less.3. The vehicle according to claim 1 , wherein the high voltage component is a motor driving an electric actuator in an electric suspension apparatus claim 1 , andthe processor short-circuits the motor, after supply of the high voltage to the motor is limited.4. The vehicle according to claim 1 , wherein the processor releases the limitation of the supply of the high voltage to the high voltage component claim 1 , in a case where the supply of the high voltage to the high voltage component is limited claim 1 , and then a predetermined condition is satisfied.5. The vehicle according to ...

CONTROLLER FOR A GROUND CONNECTION DEVICE, GROUND CONNECTION DEVICE, AND METHOD FOR THE AUTOMATIC ADJUSTMENT OF A GROUND CONNECTION DEVICE

Embodiments described herein relate to the field of transport, in particular motor vehicle transport, and to a controller for a ground connection device of a vehicle: such as a tire, a shock absorber, etc. A controller is able to automatically adjust at least one ground connection device of a vehicle as a function of a predicted item of data characteristic of the current journey of the vehicle on the basis of data supplied by at least one sensor of the ground connection device. Thus, the controller makes it possible to optimize the stability of the vehicle regardless of the journey, in particular on a deteriorated road or on bends, in order to avoid the vehicle leaving its trajectory, by taking into consideration various characteristics in relation to the journeys, such as speed, the state of the road surface, weather conditions, the pressure of the tires, or certain accidents. 1. A controller for a ground connection device of a vehicle , the controller configured to automatically adjust at least one ground connection device as a function of a predicted item of data characteristic of the current journey of the vehicle on the basis of data supplied by at least one sensor of the ground connection device of the vehicle.2. The controller of claim 1 , wherein the ground connection device of the vehicle comprises a device selected from among the following:a shock absorber of a suspension system positioned between the hanging loads of the vehicle and the non-hanging loads of the vehicle; anda tire of the vehicle.3. The controller of claim 1 , wherein the controller comprises at least one transmitter configured to transmit a tire pressure command to a compressor installed in the vehicle claim 1 , wherein a pressure commanded by the tire pressure command is dependent on a predicted item of data characteristic of a current journey of the vehicle.4. The controller of claim 1 , wherein the controller comprises at least one transmitter for transmitting a position of a shock ...

SYSTEM AND METHOD FOR ACTIVELY DETERMINING A STEERING STOP ANGLE FOR A WORK VEHICLE

A method for actively determining a steering stop angle for tires associated with a front axle of a work vehicle may generally include receiving an input associated with a tire parameter for the tires, monitoring a suspension travel distance of the front axle and monitoring an oscillation angle of the front axle. In addition, the method may include determining a maximum allowable steering angle for the tires based on both the suspension travel distance and the oscillation angle of the front axle, wherein the maximum allowable steering angle corresponds to a steering angle at which clearance is maintained between the tires and at least one hood-related component of the work vehicle when the tires are moved to the maximum steering angle. 1. A method for actively determining a steering stop angle for tires associated with a front axle of a work vehicle , the method comprising:receiving an input associated with a tire parameter for the tires;monitoring a suspension travel distance of the front axle, the suspension travel distance being associated with a vertical position of the tires relative to at least one hood-related component of the work vehicle;monitoring an oscillation angle of the front axle, the oscillation angle being associated with at least one of the vertical position or a horizontal position of the tires relative to the at least one hood-related component; anddetermining a maximum allowable steering angle for the tires based on both the suspension travel distance and the oscillation angle of the front axle, the maximum allowable steering angle corresponding to a steering angle at which clearance is maintained between the tires and the at least one hood-related component when the tires are positioned at the maximum steering angle.2. The method of claim 1 , further comprising receiving claim 1 , from a first sensor claim 1 , measurement signals associated with the suspension travel distance of the front axle.3. The method of claim 2 , wherein the first ...

VIBRATION DAMPING DEVICE FOR VEHICLE

A vibration damping device for a vehicle includes a base connected to an engine, an inertial mass, including at least a portion that includes a permanent magnet, movably mounted over the base, an actuator including an electromagnet fixedly mounted on the base to vibrate the inertial mass based on attractive and repulsive forces which alternately act between the inertial mass and the electromagnet, and a controller that regulates a current, which is applied to the electromagnet, such that vibration of the engine is dampened by vibration of the inertial mass. 1. A vibration damping device for a vehicle , comprising:a base connected to an engine;an inertial mass, having at least a portion that includes a permanent magnet, movably mounted over the base;an actuator including an electromagnet fixedly mounted on the base to vibrate the inertial mass based on attractive and repulsive forces which alternately act between the inertial mass and the electromagnet; anda controller configured to regulate a current, which is applied to the electromagnet, such that vibration of the engine is dampened by vibration of the inertial mass.2. The vibration damping device of claim 1 , wherein the controller regulates the current applied to the electromagnet such that a vibration phase of the inertial mass makes a phase difference of 180° from a vibration phase of the engine.3. The vibration damping device of claim 2 , wherein the controller regulates the current applied to the electromagnet such that a vibration amplitude of the inertial mass is identical to a vibration amplitude of the engine.4. The vibration damping device of claim 1 , wherein the electromagnet is mounted to vibrate the inertial mass in a vertical direction of the engine as the attractive and repulsive forces alternately act in the vertical direction of the engine claim 1 , andwherein the controller regulates the current applied to the electromagnet such that vibration of the engine, which is generated in the vertical ...

IMPLEMENT HITCH SYSTEM FOR VERTICAL LOAD TRANSFER

One or more techniques and/or systems are disclosed for proving operation of a vehicle towing an implement. A hitch assembly can be used to adjust or distribute a vertical downward force that an attached implement applies to the frame of a vehicle towing the implement. A sensor assembly can identify the torque that is being applied to the front and rear axles. The torque data can be used to generate adjustments to the vertical load actuator, which can to adjust an amount of load applied to the front and/or rear axles. In this way, vertical load may be efficiently distributed between the front and rear axles automatically. 1. A system for improving operation of a vehicle towing an implement , comprising:a hitch assembly comprising a vertical load member, and a vertical load actuator, the vertical load member comprising a front end and a rear end, the front end pivotably coupled with a frame of a vehicle at a point forward of an axis of rotation of a rear axle of the vehicle, the rear end operably coupled with an implement hitch engaged with an implement, the vertical load actuator coupled with the vehicle frame and with the vertical load member between the front end and the rear end to operably raise and lower the rear end of the vehicle load member;a sensor assembly identifying torque at a front axle and at the rear axle of the vehicle operably towing the implement; anda control unit comprising a processor, and communicatively coupled with the sensor assembly to receive data indicative of the torque at the front axle and at the rear axle from the sensor assembly, the control unit generating vertical load adjustment data to adjust the vertical load actuator based at least upon the data received from the sensor array.2. The system of claim 1 , the sensor assembly further identifying one or more of:a draft load applied by the implement to the vehicle;a depth of cut applied by the implement to the ground;a vertical load applied to the vertical load member; anda position ...

Weight-Based Task-Specific Speed Control Of An Agricultural Product Applicator With Air Strut Suspension

A system, apparatus and method for providing weight-based task-specific speed control in a self-propelled agricultural product applicator utilize a controllable ride-height trailing arm suspension system, including an extensible air strut and an angular position sensor, for independently joining each wheel to a frame of the applicator. An electronic control unit utilizes the angular positions detected by the sensors, in conjunction with a desired task input, to calculate a present suspended weight and control maximum speed of the applicator for each task, per a predetermined schedule in response to the present suspended load of the applicator. 1. A weight-based task-specific speed control system for a self-propelled agricultural product applicator having a propulsion unit and three or more ground engaging wheels operatively joined to a frame adapted for supporting at least one agricultural product container and distributor arrangement , and defining forward and rear ends of the frame , a longitudinally extending central axis of the frame extending from the rear to the front of the frame in a direction of travel of the applicator , and a vertical axis of the frame , the task-specific ride-height system comprising:a controllable ride-height trailing arm suspension system independently joining each wheel to the frame, with each trailing arm suspension system including an upper suspension arm, a lower suspension arm, an extensible air strut and an angular position sensor operatively interconnected to one another and disposed between a rolling axis the ground engaging wheel independently supported by that suspension system and a point of attachment of the suspension system to the frame such that the angular position sensor detects a relative angular position between the upper and lower suspension arms at a present extension of the air strut;an air power source for providing a controlled flow of pressurized air to the air strut of each of the suspension systems, to ...

Integrated chassis control method to improve driving stability on mountain road and vehicle using the same

An integrated chassis control method to improve driving stability may include mountain-road integrated chassis control allowing, when a road on which a vehicle drives is checked to be the route of a mountain road by an integrated chassis controller, electronic control suspension (ECS) damping force and all wheel drive (AWD) driving force distribution to be controlled in a different manner according to uphill and downhill roads due to a difference of elevation of the mountain road.

SUSPENSION DEVICE AND METHOD

Suspension unit, comprising a control unit, for a utility vehicle, wherein the utility vehicle has a body floor, to which a first and a second axle are connected, wherein the utility vehicle comprises at least one vehicle seat and/or a vehicle cab that can be suspended by a suspension device relative to the body floor, wherein the vehicle seat and/or the vehicle cab is arranged substantially above the second axle seen in a vertical direction, wherein, when driving over a bump with the first axle, a value of a deflection of the first axle by the disturbance can be determined by at least one sensor, and wherein the suspension device of the vehicle seat and/or vehicle cab can be varied by the control unit before or upon driving over the disturbance with the second axle. 1. A suspension unit , comprising a control unit , for a utility vehicle , wherein the utility vehicle has a body floor , to which a first and a second axle are connected , wherein the utility vehicle comprises at least one vehicle seat and/or a vehicle cab that can be suspended by a suspension device relative to the body floor , wherein the vehicle seat and/or the vehicle cab is arranged substantially above the second axle seen in a vertical direction ,wherein when driving over a bump with the first axle, a value of a deflection of the first axle due to the disturbance can be determined by at least one sensor, wherein the suspension device of the vehicle seat and/or the vehicle cab can be varied by the control unit before or upon driving over the disturbance with the second axle.2. The suspension unit according to claim 1 , wherein the determined value of the deflection is comparable by the control unit with a presetable critical value claim 1 , wherein when the critical value is exceeded claim 1 , the suspension device can be varied by the control unit.3. The suspension unit according to claim 1 , wherein the suspension device can be varied by the control unit continuously as a function of the ...

CONTROL OF A SUSPENSION COMPONENT OF A VEHICLE

A method for controlling a suspension component of a vehicle, in which a control unit of the suspension component continuously generates a plurality of control requirements according to a generation clock frequency, each requirement comprising a control value, for an actuator of the suspension component. A bus system of the vehicle continuously transmits to the actuator the control requirements generated by the control unit according to a transmission clock frequency. The actuator calculates a target output value for the suspension component from the control value of each transmitted control requirement and an actual output value of the suspension component, and adjusts the suspension component corresponding to the calculated target output value. 1. A method for controlling a suspension component of a vehicle , comprising:a control unit of the suspension component continuously generates a plurality of control requirements according to a generation clock frequency, each requirement having a control value, for an actuator of the suspension component;a bus system of the vehicle continuously transmits to the actuator the control requirements generated by the control unit according to a transmission clock frequency;the actuator calculates a target output value for the suspension component from the control value of each transmitted control requirement and an actual output value of the suspension component, and adjusts the suspension component corresponding to the calculated target output value; and in whichthe actuator calculates at least one intermediate output value between two control requirements transmitted in direct succession.2. The method according to claim 1 , wherein the actuator continually calculates a plurality of intermediate output values between two control requirements transmitted in direct succession claim 1 , according to a calculation clock frequency.3. The method according to claim 1 , wherein the actuator calculates an intermediate output value in ...

LADAR ENABLED IMPACT MITIGATION SYSTEM

A collision mitigation system is proposed which makes use of forward mounted long range ladar sensors and short range ladar sensors mounted in auxiliary lamps to identify obstacles and to predict unavoidable collisions therewith, and a duplex radio link in communication with secondary vehicles, and a number of external airbags deployable under the control of an airbag control unit, to reduce the forces of impact on the host vehicle, secondary vehicles, and bipeds and quadrupeds wandering into the roadway. A suspension modification system makes use of headlight mounted long range ladar sensors and short range ladar sensors mounted in auxiliary lamps to characterize the road surface, identify road hazards, and make adaptations to a number of active suspension components, each with the ability to absorb shock, elevate or lower the vehicle, and adjust the spring rate of the individual wheel suspensions. 1. An impact mitigation system comprising:a vehicle with a ladar sensor mounted thereto,an airbag module with an airbag activation charge within, said airbag module mounted on a periphery of said vehicle, a receiving lens assembly,', 'a laser transmitter with a modulated laser light output and a diffusing optic for illuminating a scene in a field of view of said ladar sensor,', 'a two dimensional array of light sensitive detectors positioned at a focal plane of said receiving lens assembly, each of said light sensitive detectors with an output producing an electrical response signal from a reflected portion of said modulated laser light output,', 'a readout integrated circuit with a plurality of unit cell electrical circuits, each of said unit cell electrical circuits having an input connected to one of said light sensitive detector outputs, each unit cell electrical circuit having an electrical response signal demodulator and a range measuring circuit connected to an output of said electrical response signal demodulator, said range measuring circuit further connected to ...

ELECTRONICALLY CONTROLLED SWAY BAR DAMPING LINK

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle. 1a sway bar having a first end and a second end, said second end distal from said first end; a damper cylinder, said damper cylinder having a damper cylinder volume;', 'a damping piston axially moveable within said damper cylinder;', 'a shaft fixedly coupled to said damping piston;', a fluid reservoir chamber;', 'a gas chamber; and', 'an internal floating piston fluidly separating said fluid reservoir chamber and said gas chamber; and, 'a fluid reserve cylinder, said fluid reserve cylinder comprising, 'a valve fluidly coupled to said damper cylinder and said fluid reserve cylinder, said valve having a flow area wherein a ratio of said damper cylinder volume to said flow area of said valve is adjustable, said first link having operational damping characteristics which are electronically controlled; and, 'a first link coupled to said first end of said sway bar and said first link configured to be coupled to a first location of a vehicle, said first link electronically controlled, said first link comprisinga second link coupled to said second end of said sway bar and said second link configured to be coupled to a second location of said vehicle.. A sway bar system comprising: This application claims priority to and the benefit of co-pending U.S. patent application Ser. No. 16/144,875 filed on Sep. 27, 2018, entitled “ELECTRONICALLY CONTROLLED SWAY BAR DAMPING LINK” by Philip Tsiaras et al, the disclosure of which is hereby incorporated herein by reference ...

Vehicle suspension systems

A ride-height adjustment system for a vehicle. The system has a first detector, to detect a preliminary end-of-journey (EOJ) event, such as seat belt unbuckling or ignition switch-off. A controller adjusts the vehicle's suspension system in a first movement in response to detection of the preliminary EOJ event, to change the ride height of the vehicle towards an access ride height of the vehicle. The access ride height is a predetermined ride height that facilitates egress from and entrance to the vehicle. A second detector detects opening of a door of the vehicle. When the ride height of the vehicle remains different from the access ride height after the first movement, the controller adjusts the suspension system in a second movement in response to the door-opening detection. This further changes the ride height of the vehicle towards the access ride height of the vehicle.

Controlling the stability of a vehicle

A method of controlling the stability of a vehicle. The method comprises acquiring an actual value of a vehicle stability parameter and determining a difference between the actual parameter value and a target value of that stability parameter. The method further comprises applying a damper intervention threshold to the difference between the actual and target parameter values, the damper intervention threshold representing a magnitude of the difference between the actual and target parameter values at which damper intervention may be utilized to mitigate a potential over-steer or under-steer condition. The method still further comprises predicting the occurrence of an over-steer or under-steer condition when the damper intervention threshold is exceeded.

Active stabilization system for truck cabins

An active suspension system for a truck cabin that actively responds to and mitigates external force inputs between the truck chassis and the cabin. The system greatly reduces pitch, roll, and heave motions that lead to operator discomfort. The assembly is comprised of two or more self-contained actuators that respond to commands from an electronic controller. The controller commands the actuators based on feedback from one or more sensors on the cabin and/or chassis.

SELF-DRIVING VEHICLE WITH INTEGRATED ACTIVE SUSPENSION

A self-driving vehicle with an integrated fully-active suspension system. The fully-active suspension utilizes data from one or more sensors used for autonomous driving (e.g. vision, LIDAR, GPS) in order to anticipate road conditions in advance. The system builds a topographical map of the road surface. Suspension and road data is delivered back to the vehicle in order to change autonomous driving behavior including route planning. Energy storage is regulated based on a planned route. Forward and lateral acceleration feel is mitigated through active pitch and tilt compensation. The fully-active suspension pushes and pulls the suspension in three or more operational quadrants in order to deliver superior ride comfort, handling, and/safety of the vehicle. 1. An active suspension system , comprising:a plurality of active suspension actuators capable of operation in at least three operational quadrants;at least one forward-looking sensor capable of detecting a future road condition;a location sensor for the vehicle;a least one relative sensor indicating at least one of relative position and relative movement between the vehicle and the ground;a sensor fusion system that determines an absolute position of the vehicle by using the information from the location sensor and the at least one relative sensor;a memory system comprising a topographical map comprising of three-dimensional terrain information; andan active suspension controller that receives information from the sensor fusion system and memory system and controls the active suspension system as a function of the topographical map.2. The system of claim 1 , wherein the active suspension controller updates the topographical map based on a parameter sensed by at least one of an active suspension actuator and a forward-looking sensor.3. The system of claim 1 , wherein the at least one forward-looking sensor comprises at least one of a vision claim 1 , LIDAR claim 1 , radar claim 1 , sonar claim 1 , and IR sensor.4. ...

Distributed active suspension control system

A distributed active suspension control system is provided. The control system is based on a distributed, processor-based controller that is coupled to an electronic suspension actuator. The controller processes sensor data at the distributed node, making processing decisions for the wheel actuator it is associated with. Concurrently, multiple distributed controllers on a common network communicate such that vehicle-level control (such as roll mitigation) may be achieved. Local processing at the distributed controller has the advantage of reducing latency and response time to localized sensing and events, while also reducing the processing load and cost requirements of a central node. The topology of the distributed active suspension controller contained herein has been designed to respond to fault modes with fault-safe mechanisms that prevent node-level failure from propagating to system-level fault. Systems, algorithms, and methods for accomplishing this distributed and fault-safe processing are disclosed.

VEHICLE SYSTEM FOR ACTIVE WHEEL ANGLE ADJUSTMENT

A vehicle system comprising an antilock braking system (ABS) having a first hydraulic actuator for braking a wheel of the vehicle, and an ABS unit with a pump, an electronic controller and a brake circuit for delivering hydraulic pressure to the first hydraulic actuator. The vehicle system further comprises a second hydraulic actuator for acting on a moveable wheel carrier, to which the vehicle wheel is mounted, so as to actively adjust an alignment angle of the vehicle wheel. The second hydraulic actuator is connected to the brake circuit of the ABS unit, and the ABS unit is configured to deliver hydraulic pressure also to the second hydraulic actuator. 1. A vehicle system comprising:an antilock braking system comprising a first hydraulic actuator, actuation of which brakes a wheel of the vehicle, and an ABS unit having a pump, an electronic controller and a brake circuit for delivering hydraulic pressure to the first hydraulic actuator; anda second hydraulic actuator which is adapted to act on a moveable wheel carrier of the vehicle wheel, so as to actively adjust an alignment angle of the vehicle wheel,wherein the second hydraulic actuator is connected to the brake circuit, and the ABS unit is configured to deliver hydraulic pressure also to the second hydraulic actuator.2. The vehicle system of claim 1 , further comprising a valve system for enabling hydraulic pressure to be delivered selectively to at least one of the first and the second hydraulic actuators.3. The vehicle system of claim 1 , wherein the first and second hydraulic actuators are connected to the brake circuit of the ABS unit via a single hydraulic line claim 1 , the single hydraulic line comprising a first branch in connection with the first hydraulic actuator and comprising a second branch in connection with the second hydraulic actuator.4. The vehicle system of claim 3 , further comprising a valve system for enabling hydraulic pressure to be delivered selectively to at least one of the first ...

Vehicle control system and method

Embodiments of the present invention provide a motor vehicle control system for selecting and/or determining a driving surface and for controlling a plurality of vehicle subsystems to operate in a plurality of subsystem control modes in dependence on the selected/determined driving surface, the system being operable in a manual control mode selection condition in which a user is able to select said driving surface and an automatic control mode selection condition in which the system is configured to select said driving surface automatically, wherein the vehicle control system is provided with a memory arranged to memorise a last selected control mode that was selected prior to vehicle de-activation or key-off when operating in the automatic control mode selection condition, and upon the next subsequent vehicle activation or key-on, the system is configured to continue operating in the memorised control mode and to automatically obtain new data in respect of a driving surface over which the vehicle is moving before allowing a change in control mode to take place.

Wheel Suspension

Wheel suspension comprising a frame suitable for connection to a body of a vehicle and comprising a first and second wheel which together define a track width, and wherein the first wheel is connected to the frame via a first set of actuators and wherein the second wheel is connected to the frame via a second set of actuators such that by means of operating the actuators the track width is adjustable between a narrow track, characterized in that the first set of actuators overlaps in the transverse direction of the vehicle with the second set of actuators. 1. A wheel suspension suitable for connection to a body of a vehicle and comprising a first and a second wheel which together define a track width and wherein , when the wheel suspension is connected to the vehicle , the first wheel is connected to the body via a first set of actuators and the second wheel is connected to the body via a second set of actuators such that by means of operating the actuators the track width is adjustable between a narrow track and a wide track , characterized in that the first set of actuators overlaps in the transverse direction of the vehicle with the second set of actuators.2. The wheel suspension as claimed in claim 1 , wherein each actuator of the first set of actuators and the second set of actuators is connected pivotally to the body.3. The wheel suspension as claimed in claim 1 , wherein each actuator of the first set of actuators and the second set of actuators is a linear actuator.4. The wheel suspension as claimed in claim 1 , wherein each actuator of the first set of actuators is connected pivotally at the position of the first wheel to a first knuckle claim 1 , and wherein each actuator of the second set of actuators is connected pivotally at the position of the second wheel to a second knuckle.5. The wheel suspension as claimed in claim 4 , wherein each knuckle is connected pivotally to a first end of a rod claim 4 , and wherein a second end of the rod is provided so as ...

Dynamic chassis and tire status indications

Systems, methods, and computer readable storage media provide dynamic chassis and tire status indications associated with a vehicle. Lift axle status data may be graphically represented by a lift axle indicator dynamically provided in a shared notification/messaging space positioned within the driver's line of sight during a lift axle transition. The lift axle indicator may include a side-view representation of the vehicle including a plurality of axle sections indicating the status of each axle. The lift axle indicator may be suppressed when air pressure is stabilized. Additionally, a graphical representation of data associated with statuses (e.g., air pressure, temperature) of each tire may be provided in a top-down view representation of the vehicle including its associated tire/axle configuration and the tire pressure for each tire. The graphical representation may be configured to reflect the correct number of axles and tires per position, and may further include a tractor versus trailer designation.

EVAPORATIVE EMISSIONS DETECTION METHOD WITH VEHICLE SELF LEVELING SUSPENSION COMPENSATION

Methods and systems are provided for conducting an evaporative emissions test on a fuel system and an emissions control system in a vehicle. In one example, in response to an indication that a vehicle parking condition may result in the isolation of the fuel system from the emissions control system via the unintentional closing of fuel tank valves, a vehicle's active suspension system may be employed in order to level the vehicle a determined amount such that the fuel system isolation issues may be mitigated prior to an evaporative emissions test procedure. In this way, the entire fuel system and emissions control system may be diagnosed for potential undesired emissions, and potential violations of regulatory requirements for evaporative emissions testing may be reduced. 1. A method comprising:responsive to a first vehicle-off condition, maintaining a vehicle compound angle with respect to ground and conducting an evaporative emissions test; andresponsive to a second vehicle-off condition, leveling a vehicle a determined amount and then conducting the evaporative emissions test.2. The method of claim 1 , wherein maintaining the vehicle compound angle with respect to ground is based on the vehicle compound angle and a fuel level in a fuel tank below a predetermined threshold; andwherein leveling the vehicle a determined amount is based on the vehicle compound angle and the fuel level above the predetermined threshold.3. The method of claim 2 , wherein the predetermined threshold is retrieved via a 2D lookup table comprising the vehicle compound angle and the fuel level.4. The method of claim 2 , wherein the first vehicle-off condition comprises the vehicle compound angle and the fuel level below the predetermined threshold such that one or more of a fuel tank valve(s) is maintained open claim 2 , and where no section of the fuel tank is isolated from any other section of the fuel tank; andwherein the second vehicle-off condition comprises the vehicle compound angle ...

ROUTE EXAMINATION SYSTEM

A route examination system determines a characteristic of a vehicle system traveling over a segment of a route under inspection, a characteristic of the route, and/or a characteristic of movement of the vehicle system over the segment of the route. The system also detects acoustic sounds generated by movement of the vehicle system over the segment of the route. The system selects a baseline signature representative of acoustic sounds generated by movement of the vehicle system or another vehicle system over a healthy segment of the route, and determines that the segment of the route under inspection is damaged based on a comparison between the baseline signature and the acoustic sounds generated by the movement of the vehicle system over the segment of the route under inspection. 1. A system comprising:one or more processors configured to determine one or more of a characteristic of a vehicle system traveling over a segment of a route under inspection for damage, a characteristic of the route, or a characteristic of movement of the vehicle system over the segment of the route under inspection; andone or more acoustic pick-up devices configured to detect acoustic sounds generated by movement of the vehicle system over the segment of the route under inspection,wherein the one or more processors are configured to select a baseline signature representative of previously sensed acoustic sounds generated by previous movement of the vehicle system or another vehicle system over the segment of the route while the segment of the route was known to have no damage, and to determine that the segment of the route under inspection is now damaged based on a comparison between the baseline signature and the acoustic sounds generated by the movement of the vehicle system over the segment of the route under inspection.2. The system of claim 1 , wherein the one or more processors are configured to identify a loose fishplate of the route based on the comparison between the baseline ...

POWERTRAIN CONTROL SYSTEM

The present invention relates to a powertrain control system () for a motor vehicle. The vehicle comprises an internal combustion engine () and an adjustable suspension system () operable in accordance with first and second ride height settings, said settings being associated with respective first and second vehicle ride heights. The powertrain control system () comprises a stop/start controller () for issuing an engine stop request signal and an inhibitor () for inhibiting operation of the stop/start controller () in dependence on a selected ride height setting. 1. A powertrain control system for a motor vehicle comprising an internal combustion engine and an adjustable suspension system operable in accordance with first and second ride height settings , said settings being associated with respective first and second vehicle ride heights; the powertrain control system comprising:a stop/start controller for issuing an engine stop request signal; andan inhibitor for inhibiting operation of the stop/start controller in dependence on a selected ride height setting.2. A powertrain control system according to claim 1 , wherein the inhibitor is operable to permit operation of the stop/start controller when the first ride height setting is selected and to inhibit operation of the stop/start controller when the second ride height setting is selected.3. A powertrain control system according to claim 1 , wherein the second ride height setting is associated with a greater ride height than the first ride height setting.4. A powertrain control system according to claim 1 , wherein the stop/start controller is configured to issue an engine running signal if the second ride height setting is selected when the engine has been stopped by the stop/start controller.5. A powertrain control system according to claim 4 , comprising ride height selection means operable to output a control signal indicating that the second ride height setting has been selected.6. A powertrain control ...

User Selected Settings for Vehicle With Pneumatic Suspension and Tire Inflation System

A method of setting the rides height of the air springs and air pressures of the tires, including receiving a user selected setting or preprogrammed ride height settings; sensing a ride height of, and air pressure within, each of the air springs; determining the weight of the vehicle based on the sensed ride height and air pressure within each of the air springs; providing specified ride heights for the left and right front and rear air springs; determining specified air pressures for the left and right front and rear tire inflators, based upon the determined weight of the vehicle and selected setting; inflating the left and right front and rear air springs to the specified ride heights; and inflating the left and right front and rear tires to the specified air pressures. 1. An air spring and tire inflation system comprising:a control system;left and right side front air springs each monitored by an air pressure sensor in communication with the control system to sense air pressures within the left and right side front air springs, and each having an associated ride height sensor in communication with the control system to sense the ride heights of the left and right side front air springs;left and right side rear air springs each monitored by an air pressure sensor in communication with the control system to sense air pressures within the left and right side rear air springs, and each having an associated ride height sensor in communication with the control system to sense the ride heights of the left and right side rear air springs;left and right side front tire inflators;left and right side rear tire inflators;an air spring air pressure manifold;a tire air pressure manifold;a supply of pressurized air in communication with the air spring and tire air pressure manifolds;one or more air conduits extending from the air spring air pressure manifold to the left and right side front air springs;one or more air conduits extending from the air spring air pressure manifold ...

Turning mechanism and vehicle

A turning mechanism is equipped with a wire (first movable member) which moves in a movable direction (direction of the arrow B) under the motive power of a turning actuator, a wire (second movable member) which moves in a movable direction under the motive power of a turning actuator, and a coupler connecting the two wires. The coupler is configured in a manner so that the wires are capable of being moved independently in the case that a difference (differential angle) between the toe angles of the rear wheels lies within an allowable range, whereas in the case that the differential angle has exceeded the allowable range, is configured in a manner so that the wires are capable of being operated in a mutually interlocked manner.

Hydraulic suspension system for off-road vehicles

A system and methods are provided for a suspension system of an off-road vehicle that allows the springs to be mounted remotely, in any location on the vehicle, enabling the use of spring sizes, spring rates, motion ratios, and damping profiles that would be impractical with traditional suspensions. The suspension system includes a hydraulic cylinder coupled between the wheel and the chassis, in lieu of a conventional spring. This cylinder is in fluid communication with another cylinder by way of a hydraulic hose. This second cylinder includes a piston that presses against a suspension spring that is in contact with a fixed spring stop, thus transferring spring forces to the wheel. Alternatively, the spring stop may comprise a control actuator that moves according to signals from an onboard computer control system, enabling active control over spring load and chassis attitude.

VEHICLE CONTROL SYSTEM AND METHOD

Embodiments of the present invention provide a control system for a motor vehicle, the system being operable in a manual operating mode selection condition in which a user may select a required system operating mode by means of user-operable mode selection input means, and an automatic mode selection condition in which the system is configured to select automatically an appropriate system operating mode, wherein when operating in the manual condition and a change from the manual condition to the automatic condition is made the system is configured to select a prescribed automatic mode selection condition vehicle ride-height independently of the selected operating mode. 1. A control system for a motor vehicle , the system being operable in a manual operating mode selection condition in which a user may select a required system operating mode by means of user-operable mode selection input device , and an automatic mode selection condition in which the system selects automatically an appropriate system operating mode , wherein when operating in the manual condition and a change from the manual condition to the automatic condition is made the system selects and maintains a prescribed automatic mode selection condition of vehicle ride-height independently of the automatically selected operating mode.2. A control system according to wherein the operating modes are control modes of at least one subsystem of a vehicle claim 1 , the system comprising a subsystem controller for initiating control of the or each of the vehicle subsystems in the selected one of the plurality of subsystem control modes claim 1 , each one of the operating modes corresponding to one or more different driving conditions for the vehicle.3. A control system according to wherein the system comprises a processor programmed to evaluate one or more driving condition indicators to determine the extent to which each of the subsystem control modes is appropriate.4. A control system according to wherein when ...

Mobile Drive Unit Having A Split Chassis

A mobile drive unit includes a pivot between the front chassis unit and the rear chassis unit, thereby diminishing the total height of the unit.

Vehicle load management

A method of managing a vehicle load comprises measuring for one of a plurality of tire pressures with a tire sensor associated with each of the plurality of tires and a plurality of pressures and heights with a plurality of suspension sensors associated with each of a plurality of corner assemblies for an air suspension system. The vehicle load is calculated for each of the plurality of corner assemblies with an ECU based on the measured data. At least one load dependent vehicle characteristic is calculated based on the vehicle load at the individual corner assemblies with the ECU. At least one vehicle operating parameter is adjusted to compensate for the at least one load dependent vehicle characteristic.

METHOD AND SYSTEM FOR CONTROL OF MOTOR VEHICLE LONGITUDINAL MOVEMENT

A method for the automated control of the longitudinal movement of a motor vehicle having an automated positive acceleration process in a longitudinal direction of the vehicle and an automated deceleration in the longitudinal direction of the vehicle. An acceleration variable is determined based on a jerk value and limited in terms of absolute value. And the jerk value is in turn determined in a driving mode in which, starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration, the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration, a predeterminable maximum driving mode vehicle longitudinal deceleration and at least one predeterminable driving operating mode jerk absolute value which limits the jerk. 1. A method for automated control of the longitudinal movement of a motor vehicle , in which an automated positive acceleration process in a longitudinal direction of the vehicle is brought about by an actuating intervention at a drive train of the motor vehicle and an automated deceleration in the longitudinal direction of the vehicle is brought about by means of an actuating intervention at the drive train or a brake system of the motor vehicle , as a function of an acceleration variable which represents a vehicle setpoint longitudinal acceleration , wherein the acceleration variable is determined from a jerk value , said jerk value limited in terms of an absolute value and representing a change over time in the acceleration variable , said jerk value determined either in a driving mode , starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration , wherein the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration , a predeterminable maximum driving ...

VEHICLE HAVING ADJUSTABLE SUSPENSION

A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame includes at least one adjustable shock absorber having an adjustable damping profile. 1. A recreational vehicle for operation by an operator , comprising:a plurality of ground engaging members;a frame supported by the plurality of ground engaging members;at least one suspension coupling the plurality of ground engaging members to the frame, the at least one suspension including at least one adjustable shock absorber having at least one adjustable damping profile;a plurality of vehicle condition sensors supported by the plurality of ground engaging members;at least one controller operatively coupled to the at least one adjustable shock absorber and the plurality of vehicle condition sensors, the at least one controller receiving a plurality of inputs from the plurality of vehicle condition sensors; anda user interface system supported by the frame, the user interface system including a display, the display being configurable with the at least one controller to display a screen layout, the screen layout including at least one of (i) at least one numerical indication of at least one damping characteristic of the at least one adjustable shock absorber and (ii) at least one graphical representation of the at least one damping characteristic of the at least one adjustable shock absorber, the screen layout further including at least one of (i) a notification of an active vehicle condition modifier which alters the at least one damping characteristic of the at least one adjustable shock absorber and (ii) a vehicle steering angle indicator.2. The recreational vehicle of claim 1 , wherein the at least one damping characteristic relates to a compression damping value of the at least one adjustable shock.3. The recreational vehicle of claim 1 , wherein the at least one damping characteristic relates to a rebound damping value of the at least one ...

Electronic Height Control System For A Vehicle With Multiple Input Signals

A control system for controlling the ride height of a vehicle, the system including a controller that receives and processes multiple variable inputs to provide enhanced ride height control. The inputs include a brake system signal including an Automatic Braking System (ABS) signal and/or an Electronic Braking System (EBS) signal, a remote setpoint signal and/or a fluid dump signal. The system also provides for measuring the actual ride height, filtering the measured ride height, determining if the filter ride height signal exceeds a threshold level, and adjusting the ride height accordingly. 1. An electronic suspension system for a vehicle comprising:a sensor that senses a distance between a vehicle axle and a vehicle frame and generates a sensor signal indicating a vehicle ride height relative to a reference ride height;a valve having an inlet port coupled to a source of pressurized fluid, an operating port coupled to a fluid bag positioned between the vehicle axle and the vehicle frame, and an exhaust port coupled to atmosphere;a motor coupled to said valve for selectively actuating the valve between a fill position where the inlet port is fluidly coupled to the operating port, an exhaust position where the operating port is fluidly coupled to the exhaust port, and a neutral position where the respective ports are fluidly isolated from each other;a suspension controller coupled to said sensor and receiving the sensor signal, said suspension controller coupled to said motor;a master controller coupled to said suspension controller; a brake system signal generated by a brake system and coupled to said master controller, said brake system signal selected from the group consisting of: an Automatic Braking System (ABS) signal, an Electronic Braking System (EBS) signal and combinations thereof;', 'a fluid dump signal indicative of an action to dump fluid from the fluid bag;', 'a remotely entered ride-height setpoint;, 'a plurality of inputs provided to said master ...

CONTROL APPARATUS FOR VEHICLE

A control apparatus for a vehicle is configured to detect an abnormality of shock absorbers. When an abnormality detection means has detected an abnormality, braking/driving force posture control amount computation means computes an amount of braking/driving force posture control controlled by means of braking/driving force of the vehicle on the basis of target posture control amount. 1. A control apparatus for a vehicle comprising:a braking force attitude control amount calculation unit configured to calculate a braking force attitude control amount controlled by a braking force of the vehicle so that an attitude of a vehicle body becomes a target attitude;a driving force attitude control amount calculation unit configured to calculate a driving force attitude control amount controlled by a driving force of the vehicle so that the attitude of the vehicle body becomes a target attitude;a damping force control unit configured to control a damping force of a shock absorber based on the driving force attitude control amount and the braking force attitude control amount;a traveling state detector configured to detect a traveling state of the vehicle;a target attitude control amount calculation unit configured to calculate a target attitude control amount of the vehicle body based on the traveling state; andan abnormality detector configured to detect an abnormality of the shock absorber, whereinthe driving force attitude control amount calculation unit, when an abnormality is detected by the abnormality detector, calculates a driving force attitude control amount controlled by the driving force of the vehicle, based on the target attitude control amount, and whereinthe braking force attitude control amount calculation unit, when an abnormality is detected by the abnormality detector, calculates a braking force attitude control amount controlled by the braking force of the vehicle, based on the target attitude control amount and the driving force attitude control amount. ...

Vibration-sensitive suspension system and control method thereof

A vibration-sensitive suspension system may include a damping-force varying shock absorber, a detecting device detecting an acceleration signal, a storing device extracting a natural frequency from an excitation test of a vehicle, and storing the extracted natural frequency, and an ECU receiving the acceleration signal from the detecting device, extracting a frequency signal, and determining whether the extracted frequency matches the natural frequency, thus regulating a damping force of the shock absorber.

APPARATUS AND METHOD FOR CONTROLLING SUSPENSION OF VEHICLE

An apparatus for controlling a suspension of a vehicle includes: the electronically controlled suspension arranged between wheels and a vehicle body and configured to increase or decrease a contact force between a tire of the vehicle and a road surface; and a controller that adjusts a height of the vehicle depending on a type of road when it rains and adjusts an operating time of the suspension based on a lateral acceleration of the vehicle. 1. An apparatus for controlling a suspension of a vehicle , the apparatus comprising:the electronically controlled suspension arranged between wheels and a vehicle body and configured to increase or decrease a contact force between a tire of the vehicle and a road surface; and adjust a height of the vehicle depending on a type of road when it rains by controlling the suspension, and', 'adjust an operating time of the suspension based on a lateral acceleration of the vehicle., 'a controller configured to2. The apparatus of claim 1 , wherein the controller adjusts the height of the vehicle by transferring a first adjustment value to the suspension when the vehicle travels on a high-speed road in the event of rain and by transferring a second adjustment value to the suspension when the vehicle travels on a low-speed road in the event of rain.3. The apparatus of claim 1 , wherein the controller adjusts a hard-mode operating time of the suspension based on the lateral acceleration of the vehicle when the vehicle travels on a curved road in the event of rain.4. The apparatus of claim 1 , wherein claim 1 , when the vehicle travels on a curved road in the event of rain claim 1 , the controller sets a reference value that is lower than that at ordinary time and operates the suspension in a hard mode earlier than usual.5. The apparatus of claim 1 , further comprising a rain sensor configured to output a rain signal when water droplets are detected on a windshield of the vehicle claim 1 ,wherein the controller determines whether it rains ...

Suspension control system to facilitate wheel motions during parking

A method for controlling an active suspension system of a vehicle during a curb parking operation, so as to position a portion of the vehicle on a street and a portion of the vehicle on a curb. The method includes steps of activating a curb parking function of the active suspension system, acquiring inputs pertinent to the curb parking operation, and determining, by a controller, if a curb parking operation is feasible for the vehicle. If a curb parking operation is deemed infeasible, an operator of the vehicle is notified that the curb parking operation is infeasible. If a curb parking operation is deemed feasible, actuatable elements of the active suspension system are controlled to facilitate curb parking.

SUSPENSION CONTROL FOR PULSE/GLIDE GREEN CRUISE CONTROL

A method is described comprising modulating vehicle speed about a target speed by operating a vehicle with an engine at high output and then operating the vehicle with the engine off, and adjusting operation of a suspension system based on the vehicle operation with the engine at high output and the engine off to control vehicle pitch during the modulating of vehicle speed about the target speed. 1. A method , comprising:modulating a vehicle speed about a target speed during cruise control operation by repeatedly operating one or more engine cylinders to increase the vehicle speed, and then deactivating one or more engine cylinders to reduce the vehicle speed, via a control system; andadjusting a vehicle suspension system based on the cylinder operation to control vehicle pitch during the vehicle speed modulation.2. The method of claim 1 , wherein modulating the vehicle speed about the target speed comprises modulating the vehicle speed about the target speed over a threshold interval.3. The method of claim 2 , wherein operating one or more engine cylinders to increase the vehicle speed comprises accelerating the vehicle over the threshold interval about the target speed and wherein deactivating one or more engine cylinders to reduce vehicle speed comprises decelerating the vehicle over the threshold interval about the target speed.4. The method of claim 3 , wherein adjusting the suspension system includes adjusting operation of an active suspension system via the control system.5. The method of claim 3 , wherein adjusting the vehicle suspension system comprises adjusting operation of a semi-active suspension system via the control system.6. The method of claim 4 , wherein adjusting operation of the vehicle suspension system comprises reducing disturbances to front vehicle height during the modulating of vehicle speed about the target speed by adjusting at least one of a front suspension height claim 4 , a rear suspension height claim 4 , a front suspension damping ...

MODULAR CONTROL SYSTEM

A modular control system is adapted to adjust an aftermarket system in a vehicle via the vehicle head unit. The head unit includes a user interface operable by the user to control the aftermarket system. An aftermarket control unit is in communication with the user interface of the vehicle head unit, the aftermarket control unit receiving an aftermarket control signal from the vehicle head unit as a results of an input by the user at the head unit. The aftermarket control unit is in communication with the aftermarket system, wherein the aftermarket control unit may operate the aftermarket system in response to the user input. The aftermarket system may be an air suspension system. 1. A modular control system adapted to adjust an air suspension system in a vehicle , the control system comprising:a vehicle head unit mounted in the vehicle and having a user interface;a vehicle engine control unit in communication with said vehicle head unit;an aftermarket control unit in communication with said vehicle head unit and at least one aftermarket system connected to the vehicle,wherein upon interaction of a user at said user interface, said vehicle head unit relays a system control signal to said at least one aftermarket control unit, andwherein said at least one aftermarket control unit generates a return signal representative of a characteristic of said aftermarket system and communicates said return signal to said head unit.2. The control system of wherein said aftermarket system is an air suspension system.3. The control system of wherein said characteristic of said aftermarket system is one of an air pressure or a suspension height.4. The control system of wherein said aftermarket air control unit includes a housing with a plurality of air passages claim 3 , an air pressure sensor in communication with one of said air passages generating an output representative of an air pressure achieved in one of said air passages claim 3 , a plurality of valves on said housing claim ...

Task-Specific Ride-Height And Speed Control Of an Agricultural Product Applicator with Air Strut Suspension

A system, apparatus and method for providing task-specific ride-height and speed control in a self-propelled agricultural product applicator utilize a controllable ride-height trailing arm suspension system, including an extensible air strut and an angular position sensor, for independently joining each wheel to a frame of the applicator. An electronic control unit utilizes the angular positions detected by the sensors, in conjunction with a desired task input, to control the air struts in a manner providing a ride-height corresponding to the desired task input. The electronic control unit also controls maximum speed of the applicator for each task, per a predetermined schedule, or in response to a suspended load of the applicator. 1. A task-specific ride-height and speed control system for a self-propelled agricultural product applicator having a propulsion unit and three or more ground engaging wheels operatively joined to a frame adapted for supporting at least one agricultural product container and distributor arrangement , and defining forward and rear ends of the frame , a longitudinally extending central axis of the frame extending from the rear to the front of the frame in a direction of travel of the applicator , and a vertical axis of the frame , the task-specific ride-height system comprising:a controllable ride-height trailing arm suspension system independently joining each wheel to the frame, with each trailing arm suspension system including an upper suspension arm, a lower suspension arm, an extensible air strut and an angular position sensor operatively interconnected to one another and disposed between a rolling axis the ground engaging wheel independently supported by that suspension system and a point of attachment of the suspension system to the frame such that the angular position sensor detects a relative angular position between the upper and lower suspension arms at a present extension of the air strut;an air power source for providing a ...

Settings adjustments of off-road vehicles

Method and apparatus are disclosed for settings adjustments of off-road vehicles. An example vehicle includes a locking differential, a suspension, a communication module to collect a map of an off-road trail, and a GPS receiver to determine a vehicle location. The example vehicle also includes an obstacle identifier to detect, via a processor, an upcoming obstacle based upon the vehicle location on the map, and a mode adjuster to set the locking differential in a first setting and the suspension in a second setting based upon the upcoming obstacle.

Vehicle cruise control device

Provided is a vehicle cruise control device 10 that performs trajectory control for causing a vehicle to travel along a traveling road by steering vehicle wheels. The vehicle cruise control device includes: a roll control device (active stabilizers 56 and 58, etc.) configured to control a lateral-direction inclination angle of a vehicle body; and an inclination angle estimation device (a roll rate sensor 72, a stroke sensor 74 i, etc.) configured to determine a lateral-direction inclination of a traveling road. When the trajectory control is executed in a situation in which the vehicle travels on a laterally inclined traveling road (S 150, S 250, S 300, S 500 ), the lateral-direction inclination angle of the vehicle body is controlled by the roll control device so that the lateral-direction inclination angle of the vehicle body is greater than 0 and smaller than the lateral-direction inclination angle of the traveling road (S 450 ).

SYSTEM FOR DETERMINING AN AXLE LOAD FOR AN AGRICULTURAL TRACTOR

A system for determining an axle load for an agricultural tractor. The system includes an axle or wheel suspension device arranged on a front axle of the agricultural tractor and has a hydraulic spring strut having a hydraulic cylinder and a hydraulic piston dividing the hydraulic cylinder into an annular space and a piston space. A first pressure sensor detects a first working pressure, which is present in the annular space. A second pressure sensor detects a second working pressure, which is present in the piston space. A control device calculates a front axle load variable which represents an axle load acting on a front axle on the basis of a pressure force difference derived from the first and second working pressures. 1. A system for determining the axle load for an agricultural tractor , comprising:a wheel suspension device, arranged on a front axle of the agricultural tractor, the device including a hydraulic spring strut having a hydraulic cylinder and a hydraulic piston dividing the hydraulic cylinder into an annular space and a piston space;a first pressure sensor configured to detect a first working pressure, which is present in the annular space;a second pressure sensor configured to detect a second working pressure, which is present in the piston space; anda control device configured to calculate, on the basis of a pressure force difference derived from the first and second working pressures, a front axle load variable, which represents an axle load acting on the front axle .2. The system of claim 1 , wherein the front axle is pivotably suspended by a trailing arm and the control device takes a lever length specific to a trailing link into consideration in the calculation of the front axle load variable.3. The system of claim 2 , wherein the control device is configured to compare the calculated front axle load variable to a permissible operating value range claim 2 , wherein the control device causes driver information to be output in the event of a ...

DRIVING UNIT AND ROBOT CLEANER HAVING THE SAME

Disclosed herein are a driving unit and a robot cleaner having the same. The robot cleaner has a configuration in which an elastic member is supported so that an angle formed between the elastic member and a rotation shaft of the driving unit is provided in a predetermined range to offset a decrease in an elastic force generated while the robot cleaner is driving on a surface having steps and a driving wheel protrudes downward from the robot cleaner. Accordingly, there is the effect where a traction force is maintained at a predetermined level for maintaining the driving performance of the robot cleaner even while the robot cleaner is driving and the driving wheel is lowered to decrease the elastic force of the elastic member. 1. A robot cleaner comprising:a main body; anda driving unit including a driving wheel which drives the main body,wherein the driving unit includes:a housing;a driving motor which generates a rotational force for driving the driving wheel;a driving arm which rotates about a rotation point so that the driving wheel is supported to protrude downward from the main body; andan elastic member supported between a first support point provided at one side of the driving arm and a second support point provided at the housing,wherein an angle (θ) formed at the first support point by the rotation point and the second support point is maintained at an acute angle while the driving arm is rotating.2. The robot cleaner of claim 1 , wherein:the driving arm rotates about the rotation point in between a first position and a second position in which the driving wheel protrudes toward the outside of the main body; andwhen the angle formed when the driving arm is positioned at the first position is referred to as a first angle, and the angle formed when the driving arm is positioned at the second position is referred to as a second angle, and the first angle is less than the second angle.3. The robot cleaner of claim 2 , wherein the first angle is 50° or less.4. ...

Look Ahead Vehicle Suspension System

A lookahead vehicle suspension system comprises a first independently adjustable suspension system associated with a front wheel; a second independently adjustable suspension system associated with a rear wheel; at least one detector configured to at least assist in delivering electrical signals relating to a front wheel roadway concern, the front wheel roadway concern relating to a roadway defect; and processing circuitry. The processing circuitry is configured to receive, in advance of the rear wheel encountering the roadway defect, both vehicle motion data and the electrical signals, and identify, based on the vehicle motion data and the electrical signals, adjustments with associated timing to be made to the second independently adjustable suspension system to accommodate the encounter of the rear wheel with the roadway defect. 1. A vehicle configured to move along a roadway , the vehicle comprising:a first independently adjustable suspension system associated with a front wheel;a second independently adjustable suspension system associated with a rear wheel;at least one detector configured to at least assist in delivering electrical signals relating to a front wheel roadway concern, the front wheel roadway concern relating to a roadway defect; and receive, in advance of the rear wheel encountering the roadway defect, both vehicle motion data and the electrical signals, and', 'identify, based on the vehicle motion data and the electrical signals, adjustments with associated timing to be made to the second independently adjustable suspension system to accommodate the encounter of the rear wheel with the roadway defect., 'processing circuitry configured to2. The vehicle of claim 1 , wherein the at least one detector comprises an imager based system.3. The vehicle of claim 1 , wherein the processing circuitry is further configured to adjust the first independently adjustable suspension system to accommodate an encounter of the front wheel with the roadway defect.4. ...

Look Ahead Vehicle Suspension System

A wheel based vehicle configured to travel along a roadway environment, the wheel based vehicle comprising: a first independent suspension element, a second independent suspension element, at least one electromagnetic sensing device, and processing circuitry. The first independent suspension element is configured to service a first wheel with a first suspension performance. The second independent suspension element configured to service a second wheel with a second suspension performance. The at least one electromagnetic sensing device is disposed and configured to capture image data of the roadway environment. The processing circuitry is configured to: identify, based on the captured image data and vehicle motion data, first future predictions of first drive situations to be accommodated, and second future predictions of second drive situations to be avoided; and accommodate the first future drive situations by selection of a third suspension performance for the first independent suspension element. 1. A wheel based vehicle configured to travel along a roadway environment , the wheel based vehicle comprising:a first independent suspension element configured to service a first wheel with a first suspension performance;a second independent suspension element configured to service a second wheel with a second suspension performance;at least one electromagnetic sensing device disposed and configured to capture image data of the roadway environment; 'the processing circuitry being configured to accommodate the first future drive situations by selecting a third suspension performance for the first independent suspension element, the third suspension performance differing from the first suspension performance.', 'processing circuitry configured to, based on the captured image data and vehicle motion data, identify both first future predictions of first drive situations to be accommodated and second future predictions of second drive situations to be avoided; and'}2. The ...

Mobile Drive Unit Having A Split Chassis

A mobile drive unit includes a pivot between the front chassis unit and the rear chassis unit, thereby diminishing the total height of the unit. 1. A mobile drive unit chassis assembly for traversing a floor , the chassis assembly comprising:a front chassis unit including a pair of mid-chassis drive wheel assemblies and a front caster wheel;a rear chassis unit including a rear caster assembly mounted on the rear chassis base,a pivotal connection between the rear chassis base and the front chassis base;each one of the front caster and the rear caster being asymmetrically offset from a driving-direction centerline of the chassis assembly;whereby the pivotable connection enhances floor contact of the drive wheels and the front and rear caster wheels when traveling over an uneven floor; andwhereby pivoting of the front chassis relative to the rear chassis enhances vertical clearance of components on the chassis assembly.2. A mobile drive unit chassis assembly for traversing a floor , the chassis assembly comprising:a first chassis unit including a first chassis base, a pair of motorized drive wheel assemblies coupled to opposing sides of the first chassis base, a first load mount, and a caster assembly mounted on the first chassis base; the first load mount being adapted for receiving a portion of a load; anda second chassis unit including a second chassis base, a second load mount, and a caster assembly mounted on the second chassis base; the second load mount being adapted for receiving another portion of the load; the second chassis base and the first chassis base coupled together by a pivotable connection.3. The chassis assembly of wherein each one of the front caster and the rear caster is asymmetrically offset from a driving-direction centerline of the chassis assembly claim 2 , the front and rear casters being configured such that the front and rear casters are spaced apart from a floor fiducial marker when the mobile drive unit passes over the floor fiducial ...