Schallminimierung an einem Fahrzeug

Ein Fahrzeug (100) umfasst eine Karosserie (105) und wenigstens einen Reifen (120) umfasst, wobei der Reifen (120) eine torusförmige Hohlkammer (130) aufweist, die mit einem Gas gefüllt ist. Ein Verfahren (200) zur Schallminimierung an Bord des Fahrzeugs (100) umfasst Schritte des Bestimmens (215) einer Schwingungsfrequenz des Gases in der Hohlkammer (130) auf der Basis einer Abmessung des Reifens (120); des Bestimmens (235) einer Kompensationsfrequenz in Abhängigkeit der Schwingungsfrequenz; und des Einleitens (240) einer Schwingung mit der bestimmten Kompensationsfrequenz an der Karosserie (105), um durch die Schwingung des Gases in der Hohlkammer (130) an der Karosserie (105) bedingte Schwingung zu minimieren.

System zur Wankstabilisierung eines Kraftfahrzeugs

Ein System zur Wankstabilisierung eines Kraftfahrzeugs, aufweisend einen verstellbaren Wankstabilisator (1) mit einem Aktuator (2), der mit zwei Stabilisatorabschnitten (6a, 6b) antriebsverbunden ist und der betreibbar ist, diese um eine Rotationsachse (3) gegeneinander zu verdrehen, wobei die Stabilisatorabschnitte (6a, 6b) radial von der Rotationsachse (3) entfernt jeweils mit einer Radaufhängung (7a, 7b, 8a, 8b, 9a, 9b) gekoppelt sind, so dass durch Ansteuerung des Aktuators (2) ein Wankverhalten des Kraftfahrzeugs beeinflussbar ist, ist gekennzeichnet durch eine Schutzeinrichtung, die betreibbar ist, anhand der Auswertung erfasster Höhenstandssignale (z7a,z7b) der Räder (7a, 7b) frühzeitig einen sich ankündigenden kritischen Betriebszustand des Aktuators (2) zu erkennen.

Angular position sensor

A bushing assembly (42) adapted for application in vehicle suspension systems (10) includes an outer, generally cylindrical bushing member (50), an inner generally cylindrical bushing member (52) arranged concentrically within the outer member (50). The two bushing members (50, 52) are interconnected by an elastomeric member (54) disposed there between and bonded thereto to permit limited rotational displacement between the external and internal bushing members (50, 52). An angular position sensor (62) is at least partially embedded within the elastomeric member (54) and operated to produce an output signal indicative of the relative angular position of the external and internal bushing members (50, 52). The sensor (62) includes a stator assembly (102) including a permanent magnet (106), a galvanomagnetic sensing element (108) and a flux guide (110, 112) defining at least one pole face (122, 124), and a rotor (104) including a flux guide (126, 128) defining a second pole face (130, 132) ...

ANGULAR-VELOCITY DETECTING APPARATUS

PROBLEM TO BE SOLVED: To obtain an angular-velocity detecting apparatus in which the detection error of an angular velocity due to a change in an ambient temperature and due to an axis deviation can be corrected, which prevents a stroke between respective vibrators and which increases the detecting accuracy of an angular velocity. SOLUTION: Angular-velocity detecting elements 13, 14, 15 which are constituted respectively of support parts 16, of support beams 17 and of vibrators 18 are arranged to be an equilateral triangular shape around the central point Q. Then, the angular-velocity detecting element 15 is arranged in such that the extension direction of its support beam 17 is at right angles to a rotating axis Y-Y, and the angular-velocity detecting element 15 is used as an error detecting element which is used to detect an ambient temperature or an axis deviation. In addition, the respective vibrators 18 at the angular-velocity detecting elements 13, 14, 15 are vibrated at respectively ...

차량의 상태 검출 장치

... 스프링 하부 상태 검출부(140)는, 인 휠 모터(30)의 회전각을 검출하는 리졸버 회전각 센서(40)가 출력하는 검출 각도(φ)와, 모터 회전각의 추정 각도(φ')의 차이의 크기인 변동량(X)(＝|φ－φ'|)을 계산한다(S11∼S13). 추정 각도(φ')는, 1연산 주기 전에 검출 각도(φn-1)에, 1연산 주기의 동안에 모터(30)가 회전하였다고 추정되는 각도를 가산하여 산출할 수 있다. 스프링 하부 상태 검출부(140)는, 변동량(X)이 노면 판정 임계치(Xref)보다 큰 경우에는, 차량(1)이 주행하고 있는 주행로를 험한 길이라고 판정한다(S14, S15). 이것에 의해, 회전각 센서(40)를 이용하여, 노면 판정을 행할 수 있다.

Höhenstandmessvorrichtung für ein Fahrzeug

Eine Höhenstandmessvorrichtung für ein Fahrzeug, mit einer Sensoranordnung (18, 20), mittels welcher eine Lage wenigstens eines ein Fahrzeugrad (3) mit einem Fahrzeugaufbau (5) verbindenden und gelenkig mit diesem verbundenen Fahrwerkbauteils (4) relativ zu dem Fahrzeugaufbau (5) charakterisierende Sensorsignale (31, 32) erzeugbar sind, und einer mit der Sensoranordnung (18, 20) verbundenen Auswerteeinrichtung (19), mittels welcher unter Auswertung der Sensorsignale (31, 32) wenigstens eine einen Höhenstand (h) des Fahrzeugaufbaus (5) charakterisierende Höhenstandinformation (33) bildbar ist, wobei die Sensoranordnung (18, 20) wenigstens einen relativ zu dem Fahrwerkbauteil (4) ortsfesten Beschleunigungssensor (18) zur Erfassung der auf das Fahrwerkbauteil (4) wirkenden Beschleunigung, mittels welchem wenigstens ein diese Beschleunigung charakterisierendes Sensorsignal (31) erzeugbar ist, und wenigstens einen relativ zu dem Fahrzeugaufbau (5) ortsfesten Referenzsensor (20) zur Erfassung ...

A vehicle

RESONANCE ANGULAR VELOCITY SENSOR

PROBLEM TO BE SOLVED: To provide an angular velocity sensor for car, etc., which can sense the angular velocity accurately using a simple configuration and can easily and effectively execute the adjustment of the resonance frequency of a mass part as an inertial mass. SOLUTION: Angular velocity sensor for car is equipped with mass displacement supporting beams 20-23 to support the vibration of mass part 1 in the displacement direction generated by Corioli's force and a mass excitative supporting beam (beam bodies 10-17 and couplings 80 and 81) to support the mass displacement support bases 24 and 25 in such a way as admitting vibration of mass part 1 in the exciting direction. When the base part 24 is vibrated in the excitation direction by a comb-shaped excitor electrode 51 situated opposing, the mass part 1 is excited through the beams 22 and 23. An extension electrode 31 exists on the side face of the mass part 1 about the Corioli force sensing direction, and opposing thereto capacitance ...

Verfahren zur Überwachung der Belastung eines Fahrwerks-Bauteils beim Fahren mit einem Kraftfahrzeug und Kraftfahrzeug

Die Erfindung betrifft ein Verfahren zur Überwachung der Belastung eines Fahrwerks-Bauteils beim Fahren mit einem Kraftfahrzeug, welches mindestens einen Wankstabilisator mit einem Wankstabilisator-Sensor aufweist, wobei mit dem Wankstabilisator-Sensor ein Drehmoment direkt oder indirekt gemessen wird, welches ein Stabilisatorelement des Wankstabilisators auf Torsion beansprucht, und anhand des gemessenen Drehmoments eine Bauteil-Belastungsangabe ermittelt wird. Ferner betrifft die Erfindung ein Kraftfahrzeug mit mindestens einem Wankstabilisator, der einen Wankstabilisator-Sensor aufweist, wobei mittels des Wankstabilisator-Sensors ein Drehmoment direkt oder indirekt messbar ist, welches ein Stabilisatorelement des Wankstabilisators auf Torsion beansprucht, und mit einer Auswerteeinrichtung, die eingerichtet ist, um anhand des gemessenen Drehmoments eine Bauteil-Belastungsangabe zu ermitteln ...

Method and apparatus for dynamic leveling

A method and apparatus for dynamically leveling the attitude of a vehicle (102) using a low power fully active suspension system (100). The system (100) connects the front and rear suspensions (114 and 104) and body (103) of the vehicle (102) and includes a hydraulic damper (110) having a pressure cylinder (144) forming a working chamber (146) in which a piston and rod assembly (148) is movably disposed. The system (100) further comprises a flow control device (130) fluidly communicating with the working chamber (146) on one side of the piston (148) for adding and exhausting damping fluid therefrom to a central pressure source (132), and an accumulator (128) fluidly communicating with the working chamber (146) on the opposite side of the piston (148). The system (100) having flow restriction valving (156) for selectively controlling the flow of fluid with said working chamber (146). The flow restriction valving (156) located between the flow control device (130) and the accumulator (128 ...

Omnidirectional moving device and attitude control method for the same

An omnidirectional moving device is provided with a vehicle chassis, a vehicle body, a universal coupling, and an attitude stabilizing system. In the vehicle chassis, a plurality of wheels that are capable of moving omnidirectionally are provided. The vehicle body is mounted on the vehicle chassis. The universal coupling connects the vehicle chassis to the vehicle body, and the attitude of the vehicle body relative to the vehicle chassis can be changed via this universal coupling. The attitude stabilizing system causes the vehicle chassis to move in a direction that corresponds to a change in the attitude of the vehicle body, and maintains the attitude stability of the vehicle body.

A TILTING VEHICLE AND A METHOD OF TILTING A VEHICLE WITH REAR WHEEL SUPPORTS HAVING HYDRAULIC CYLINDERS COMMUNICATING THROUGH A PUMP

Sensoreinrichtung für ein Traktionskontrollsystem eines Fahrzeugs und Traktionskontrollsystem mit einer derartigen Sensoreinrichtung

Die Erfindung betrifft eine Sensoreinrichtung (2) für ein Traktionskontrollsystem eines Fahrzeugs, insbesondere Neigefahrzeug, mit mindestens einer Sensoreinheit (4), die mindestens ein Sensormittel (6) umfasst, das zu einem um eine Drehachse (8) drehbaren Fahrzeugbein (10) beabstandet an einer zum Fahrzeugbein (10) beabstandeten Fahrzeugkomponente (12) des Fahrzeugs anordenbar oder angeordnet ist, mit mindestens einem Festlegemittel (14), das drehfest am drehbaren Fahrzeugbein (10) festgelegt und gemeinsam mit dem Fahrzeugbein (10) um die Drehachse (8) bewegbar ist und das mindestens ein Aufnahmemittel (15) umfasst, und mit mindestens einer Koppeleinheit (16), die ein erstes Koppelmittel (18) und ein zweites Koppelmittel (20) umfasst, wobei das erste Koppelmittel (18) mit einem Ende drehbar am Aufnahmemittel (15) des Festlegemittels (14) festlegbar oder festgelegt ist und mit dem anderen Ende drehbar mit dem zweiten Koppelmittel (20) verbindbar oder verbunden ist und wobei das zweite Koppelmittel ...

Sensorsystem für ein Fahrzeug umfassend einen Fahrzeugniveausensor und einen Beschleunigungssensor

Die Erfindung betrifft ein Sensorsystem für ein Fahrzeug mit einem Fahrzeugniveausensor, wobei das Sensorsystem einen Beschleunigungssensor und/oder einen Drehratensensor und ein steuerbares Ein- und Ausschaltmittel aufweist, das einerseits mit dem Beschleunigungssensor oder Drehratensensor und andererseits mit dem Fahrzeugniveausensor verbunden ist, so dass bei Detektion einer Beschleunigung durch den Beschleunigungssensor und/oder einer Detektion einer Drehung durch den Drehratensensor mittels dem Ein- und Ausschaltmittel der Fahrzeugniveausensor vorzugsweise für einen Zeitraum ein- und ausschaltbar ist.

A vehicle

Verfahren zur Wankstabilisierung eines Kraftfahrzeugs

Ein Verfahren zur Wankstabilisierung eines Kraftfahrzeugs mittels eines verstellbaren Wankstabilisators (1), aufweisend einen Aktuator (2), der abhängig von Fahrzeugparametern ansteuerbar ist, um zwei damit verbundene Stabilisatorabschnitte (6a, 6b) um eine Rotationsachse (3) gegeneinander zu verdrehen, wobei die Stabilisatorabschnitte (6a, 6b) radial von der Rotationsachse (3) entfernt jeweils mit einer Radaufhängung (7a, 7b, 8a, 8b, 9a, 9b) gekoppelt sind, zeichnet sich dadurch aus, dass für die Ansteuerung des Aktuators (2) vertikale Beschleunigungssignale (a7a, a7b) einzelner Räder (7a, 7b) berücksichtigt werden.

Method for actuating the level regulation of a vehicle structure of a motor vehicle

Die Erfindung betrifft ein Verfahren zur Steuerung der Niveauregulierung eines Fahrzeugaufbaus eines Kraftfahrzeuges, Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Steuerung der Niveauregulierung eines Fahrzeugaufbaus eines Kraftfahrzeuges zu schaffen, mit dem auf einfache Weise und ohne aufwendige Nachkorrigierung ein vorgegebener Sollwert eingestellt werden kann. Erfindungsgemäß wird bei einer ermittelten notwendigen Änderung des Höhenniveaus durch ein Reglungssystem die Betätigungszeit der Ventile zur Durchführung des Höhenänderungsvorganges anhand der im Fahrzeug hinterlegten und speziell für den Fahrzeugtyp ermittelten Hebe- und Absenkkennlinien des Luftfedersystems eingestellt. Dabei wird bei einer durch einen Höhensensor ermittelten Unterschreitung eines vorgegebenen Höhenniveaus dem Luftfedersystem durch die regelbare Ventileinstellung ein Druckmittel zugeführt. Bei einer Überschreitung eines vorgegebenen Höhenniveaus wird aus dem Luftfedersystem durch die regelbare ...

Verfahren zur Steuerung der Niveauregulierung eines Fahrzeugaufbaus eines Kraftfahrzeuges

A vehicle

A tiltable vehicle, and a suspension system for such a vehicle

A vehicle 100 comprises: a chassis 102, at least one front wheel 106, two surface-engaging rear wheels 108 and a propulsion unit 122 for driving the rear wheels 108, each rear wheel 108 being connected to the chassis 102 by a wheel support assembly 114. The wheel support assembly comprises: a rear wheel support 116 for allowing movement of the respective rear wheel 108 relative to the chassis 102; and a hydraulic cylinder 144, the hydraulic cylinder 144 comprising: a housing connected to one of the chassis 102 and the rear wheel support 116; and a piston 148 connected to the other of the rear wheel support 116 and the chassis 102, the piston 148 being moveable within the housing and arranged to divide the hydraulic cylinder 144 into first 152 and second 154 chambers each having respective ports arranged to allow hydraulic fluid 156 to enter and exit the respective chamber.

CONTROL DEVICE OF AN ADJUSTABLE CHASSIS SYSTEM, CAPABLE OF MINIMIZING THE PROBLEMS OF A SENSOR DEVICE AND THE PROTECTION OF THE SAME

PURPOSE: A control device of an adjustable chassis system is provided to arrange a sensor device inside the control device and form a virtual miniature measurement plane inferred from an actual measurement plane. CONSTITUTION: A control device(15) of an adjustable chassis system comprises one or more sensor devices and a connection unit. The sensor devices outputs the acceleration signals related to a vehicle longitudinal axis(X), a vehicle traversal direction(Y), and a vehicle vertical axis(Z) and forms a virtual miniature measurement plane. The virtual miniature measurement plane is inferred from an actual measurement plane(21). COPYRIGHT KIPO 2013 ...

Tilting vehicle

A vehicle 100 comprises at least one front wheel 106, two rear wheels 108 driven by a propulsion unit 122, the rear wheels 108 being connected to a chassis 102 by a wheel support assembly 114 comprising: a rear wheel support 116 and a hydraulic cylinder 144. The cylinder 144 has a housing connected to the chassis 102 or a rear wheel support 116 and a piston 148. The chassis 102 can be caused to tilt or articulate by movement of fluid between hydraulic cylinders. A parameter is determined as a basis for selection of a steering mode. In one mode, a control device provides front wheel steering and the chassis can be tilted by the user's own movements. In the other mode, the chassis is tilted by a control arrangement in order to steer the vehicle and front wheel free castoring occurs. The invention allows a narrow vehicle to steer appropriately at different conditions of speed, acceleration or rate of turn.

VERFAHREN UND GERÄT ZUR DYNAMISCHEN NIVEAUREGULIERUNG

A vehicle

HEIGHT MEASURING DEVICE FOR A VEHICLE

METHOD AND DEVICE FOR MEASURING THE ANGLE OF INCLINATION ON LATERALLY INCLINED BENDS

A method and device for measuring the angle of inclination on laterally inclined bends and their use. Additional sensors are required for detecting the angle of inclination of a laterally inclined bend in the case of existing vehicle dynamics stability controllers. The novel method and device are intended to permit the angle of inclination to be detected with already existing sensors. In this method and in this device, the angle of inclination of the bend is calculated from the rotation rate, the lateral acceleration and the vehicle speed. This method and the device are suitable for vehicle dynamics stability controllers which measure the angle of inclination of a laterally inclined bend without additional sensors and incorporate said angle in their calculations.

SUSPENSION CONTROL UNIT

PURPOSE: To perform such control as excellent in accuracy with a simple and inexpensive structure by controlling an actuator with a controller on the basis of each detection signal of a vibrating type angular velocity sensor and a car speed sensor, and thereby controlling a suspension. CONSTITUTION: An output signal of an angular velocity sensor 8 in a controller 3 is converted into a digital signal proportionate to an angular velocity of a vehicle by an analog-digital converter 10 after eliminating its noise with a filter 9, and it is inputted into a microcomputer 5. Likewise, a pulse signal outputted out of a car speed sensor 2 is converted into a digital signal proportionate to a car speed by a pulse counter 6, and it is inputted into the microcomputer 5. At this microcomputer 5, each input signal is analyzed, outputting a control signal so as to secure an optimum suspension state. In addition, the control signal is fed to each actuator 4 after being amplified to a sufficient current ...

VERFAHREN UND GERÄT ZUR DYNAMISCHEN NIVEAUREGULIERUNG

ELECTRONIC STABILITY PROGRAM FOR VEHICLE

본 발명은, 하단부가 휠 측에 결합되며, 상단부가 개구 형성된 외통; 상단부가 차체 측에 결합되고, 하단부가 상기 외통의 상단부에서 삽입되어 상기 휠로부터 전달되는 흔들림을 완충하도록 구성된 스트럿어셈블리; 및 상기 외통과 스트럿어셈블리의 사이에 연결 설치되며, 모터의 회전력이 스트럿어셈블리를 감싸도록 형성된 스크류에 제공되어 스트럿어셈블리의 직선운동으로 변환됨으로써, 상기 스트럿어셈블리가 상부 또는 하부로 이동되어 차고의 높이를 조절하도록 구성된 차고조절모듈;을 포함하여 구성되는 전동식 차량 자세제어 시스템이 소개된다.

Vibration isolating bushing with embedded speed/position sensor

A bushing assembly adapted for application in vehicle suspension systems includes an embedded position sensor and an embedded speed sensor.

Vibration isolating bushing with embedded speed/position sensor

A bushing assembly adapted for application in vehicle suspension systems includes an embedded position sensor and an embedded speed sensor.

A VEHICLE

There is provided a vehicle (100) comprising: a chassis (102), at least one front wheel (106), two surface-engaging rear wheels (108) and a propulsion unit (122) for driving the rear wheels (108), each rear wheel (108) being connected to the chassis (102) by a wheel support assembly (114) comprising: a rear wheel support (116) for allowing movement of the respective rear wheel (108) relative to the chassis (102); and a hydraulic cylinder (144), the hydraulic cylinder (144) comprising: a housing connected to one of the chassis (102) and the rear wheel support; and a piston (148) connected to the other of the rear wheel support and the chassis (102), the piston (148) being moveable within the housing and arranged to divide the hydraulic cylinder into first and second chambers each having respective ports arranged to allow hydraulic fluid (156) to enter and exit the respective chamber, wherein the ports of the first chambers of each hydraulic cylinder are in fluid communication and the ports ...

Sensoreinrichtung für ein Traktionskontrollsystem eines Fahrzeugs und Traktionskontrollsystem mit einer derartigen Sensoreinrichtung

Die Erfindung betrifft eine Sensoreinrichtung (2) für ein Traktionskontrollsystem eines Fahrzeugs, insbesondere Neigefahrzeug, mit mindestens einer Sensoreinheit (4), die mindestens ein Sensormittel (6) umfasst, das zu einem um eine Drehachse (8) drehbaren Fahrzeugbein (10) beabstandet an einer zum Fahrzeugbein (10) beabstandeten Fahrzeugkomponente (12) des Fahrzeugs anordenbar oder angeordnet ist, mit mindestens einem Festlegemittel (14), das drehfest am drehbaren Fahrzeugbein (10) festgelegt und gemeinsam mit dem Fahrzeugbein (10) um die Drehachse (8) bewegbar ist und das mindestens ein Aufnahmemittel (15) umfasst, und mit mindestens einer Koppeleinheit (16), die ein erstes Koppelmittel (18) und ein zweites Koppelmittel (20) umfasst, wobei das erste Koppelmittel (18) mit einem Ende drehbar am Aufnahmemittel (15) des Festlegemittels (14) festlegbar oder festgelegt ist und mit dem anderen Ende drehbar mit dem zweiten Koppelmittel (20) verbindbar oder verbunden ist und wobei das zweite Koppelmittel ...

Inclination angle measuring method for stability regulation during automobile cornering

The inclination angle measuring method uses the detected transverse acceleration of the vehicle, the rotation rate in the transverse direction and the measured vehicle velocity for real-time calculation of the inclination angle by inserting the measured values in a given sine formula. An Independent claim for a device for measuring the inclination angle of an automobile during cornering is also included.

Method, control device and roll stabilizer system for controlling an electromechanical roll stabilizer for a vehicle

Angular position sensor

A bushing assembly adapted for application in vehicle suspension systems includes an outer, generally cylindrical bushing member, an inner generally cylindrical bushing member arranged concentrically within the outer member. The two bushing members are interconnected by an elastomeric member disposed there between and bonded thereto to permit limited rotational displacement between the external and internal bushing members. An angular position sensor is at least partially embedded within the elastomeric member and operated to produce an output signal indicative of the relative angular position of the external and internal bushing members. The sensor includes a stator assembly including a permanent magnet, a galvanomagnetic sensing element and a flux guide defining at least one pole face, and a rotor including a flux guide defining a second pole face. An air gap between the two pole faces varies dimensionally as a function of the relative angular position of the stator assembly and rotor ...

Tilting vehicle and a method of tilting a vehicle with rear wheel supports having hydraulic cylinders communicating through a pump

There is disclosed herein a vehicle configuration comprising a chassis, at least one front wheel, two rear wheels, and a propulsion unit driving the rear wheels. The rear wheels are connected to the chassis by a wheel support assembly configured for allowing movement of each rear wheel relative to the chassis, a hydraulic cylinder connected to the chassis and the rear wheel supports, and a piston connected the rear wheel supports and the chassis. The piston dividing the hydraulic cylinder into fluidly connected first and second chambers such that movement of hydraulic fluid from the first or second chamber of a hydraulic cylinder to the respective first or second chamber of another hydraulic cylinder displaces the pistons of the hydraulic cylinders in opposing directions relative to the respective housings and causes the chassis to articulate with respect to the surface.

Vehicle with actively adjustable axle system

A vehicle (20) with an actively adjustable axle system (86) suitable for traveling over even or uneven terrain with a load is herein proposed. The vehicle includes a frame having a front end (80), a rear end (82), and a fore-aft axis (84) extending therebetween; a body mounted to the frame (22); an adjustable axle assembly mounted to the frame such that the adjustable axle assembly is aligned substantially orthogonal to the fore-aft axis; a pair of wheels (56) rotatably mounted on the ends of the adjustable axle assembly such that the wheels are aligned substantially in parallel and are thereby capable of facilitating moving interaction with the ground; at least one supplemental ground-interacting apparatus mounted to the frame such that each supplemental ground-interacting apparatus cooperates with the pair of wheels to thereby maintain clearance between both the frame and the body and the ground; an actuation system (90) capable of mechanically adjusting the adjustable axle assembly to ...

Vorrichtung zum Verstellen einer Höhe eines Fahrzeugs

Vorrichtung zum Verstellen einer Höhe eines Fahrzeugs mit:einem Zylindergehäuseteil mit einem Innenraum, dem ein Arbeitsfluid zugeführt wird;einem Kolbenteil, der in dem Zylindergehäuseteil positioniert ist und von dem Arbeitsfluid linear bewegt wird;einem Dämpferstangenteil, der in dem Kolbenteil positioniert ist;einem Vorsprungsteil, der von dem Dämpferstangenteil nach außen hervorsteht; undeinem Führungsteil, der in dem Kolbenteil, der dem Vorsprungsteil zugewandt ist, einen Nutteil bildet, in den der Vorsprungsteil eingesetzt ist.

차량의 상태 검출 장치

... 스프링 하부 상태 검출부(140)는, 인 휠 모터(30)의 회전각을 검출하는 리졸버 회전각 센서(40)가 출력하는 검출 각도(φ)와, 모터 회전각의 추정 각도(φ')의 차이의 크기인 변동량(X)(＝|φ－φ'|)을 계산한다(S11∼S13). 추정 각도(φ')는, 1연산 주기 전에 검출 각도(φn-1)에, 1연산 주기의 동안에 모터(30)가 회전하였다고 추정되는 각도를 가산하여 산출할 수 있다. 스프링 하부 상태 검출부(140)는, 변동량(X)이 노면 판정 임계치(Xref)보다 큰 경우에는, 차량(1)이 주행하고 있는 주행로를 험한 길이라고 판정한다(S14, S15). 이것에 의해, 회전각 센서(40)를 이용하여, 노면 판정을 행할 수 있다.

A TILTING VEHICLE AND A METHOD OF TILTING A VEHICLE WITH REAR WHEEL SUPPORTS HAVING HYDRAULIC CYLINDERS COMMUNICATING THROUGH A PUMP

There is provided a vehicle (100) comprising: a chassis (102), at least one front wheel (106), two surface-engaging rear wheels (108) and a propulsion unit (122) for driving the rear wheels (108), each rear wheel (108) being connected to the chassis (102) by a wheel support assembly (114) comprising: a rear wheel support (116) for allowing movement of the respective rear wheel (108) relative to the chassis (102); and a hydraulic cylinder (144), the hydraulic cylinder (144) comprising: a housing connected to one of the chassis (102) and the rear wheel support; and a piston (148) connected to the other of the rear wheel support and the chassis (102), the piston (148) being moveable within the housing and arranged to divide the hydraulic cylinder into first and second chambers each having respective ports arranged to allow hydraulic fluid (156) to enter and exit the respective chamber, wherein the ports of the first chambers of each hydraulic cylinder are in fluid communication and the ports ...

Vorrichtung und Verfahren zur Bestimmung der Höhe eines Fahrzeugfahrgestells

Eine Vorrichtung zur Bestimmung einer Höhe (h) eines Fahrzeugfahrgestells (50) relativ zu einer Komponente (60) einer Radaufhängung ist offenbart, wobei die Komponente (60) sich bei einer Änderung der Höhe (h) bewegt. Die Vorrichtung umfasst zumindest einen ersten Beschleunigungssensor (110), der an der Komponente (60) der Radaufhängung anbringbar und ausgebildet ist, um einen Beschleunigungswert (a1) zu erfassen. Die Vorrichtung umfasst weiter eine Auswerteeinheit (200) zum Berechnen der Höhe (h) des Fahrgestells (50) basierend auf dem erfassten Beschleunigungswert (a1).

Verfahren zum Ansteuern eines elektromechanischen Wankstabilisators für ein Fahrzeug, Steuergerät und Wankstabilisatorsystem

Die Erfindung betrifft ein Verfahren zum Ansteuern eines elektromechanischen Wankstabilisators (104) für ein Fahrzeug (100). Der elektromechanische Wankstabilisator (104) umfasst einen ersten Stabilisatorteil (106), einen zweiten Stabilisatorteil (108), einen Elektromotor (7) und ein Getriebe (8), wobei der erste Stabilisatorteil (106) und der zweite Stabilisatorteil (108) mittels des Elektromotors (7) und des Getriebes (8) relativ zueinander verdrehbar sind. In dem Verfahren wird ein Stabilisatormoment zwischen dem ersten Stabilisatorteil (106) und dem zweiten Stabilisatorteil (108) ausgewertet, um eine Drehbewegungsänderung des Getriebes (8) zu erkennen. In Abhängigkeit von der Drehbewegungsänderung und einer Drehrichtung des Elektromotors (7) wird schließlich ein durch den Elektromotor (7) erzeugtes Motormoment derart geändert, dass ein Zahnspiel im Getriebe (8) bei der Drehbewegungsänderung verringert wird.

METHOD AND APPARATUS FOR DYNAMIC LEVELING

METHOD AND DEVICE FOR MEASURING THE ANGLE OF INCLINATION ON LATERALLY INCLINED BENDS

A method and device for measuring the angle of inclination on laterally inclined bends and their use. Additional sensors are required for detecting the angle of inclination of a laterally inclined bend in the case of existing vehicle dynamics stability controllers. The novel method and device are intended to permit the angle of inclination to be detected with already existing sensors. In this method and in this device, the angle of inclination of the bend is calculated from the rotation rate, the lateral acceleration and the vehicle speed. This method and the device are suitable for vehicle dynamics stability controllers which measure the angle of inclination of a laterally inclined bend without additional sensors and incorporate said angle in their calculations.

Control device for an adjustable suspension system

Method and device for vehicle motion control

The invention relates to a method and a controller for vehicle motion control. In order to coordinate the activities of several active chassis control systems a motion request (M_req) is first expressed by desired values (F_body_x_req, ..., T_body_phi_req) of body forces and/or torques corresponding to the six degrees of freedom of the vehicle. Next, the requested commands (u_1, ..., u_n) for given actuators (A1, ... An) are calculated such that they can produce said desired values of body forces and/or torques. In an intermediate stage the requested tire forces (F_FL_x_req, ..., F_RR_z_req) may be calculated by the vehicle motion controller.

Steuergerät für ein verstellbares Fahrwerk-System

Steuergerät für ein verstellbares Fahrwerk-System, umfassend eine Verbindung mit mindestens einer Sensorik, die mindestens einen Fahrzustandsparameter eines Fahrzeugs bereitstellt, wobei der gemessene Fahrzustandsparameter räumlich auf eine Position außerhalb des Steuergeräts bezogen ist, wobei die Sensorik innerhalb des Steuergeräts angeordnet ist und eine virtuelle Miniatur-Messebene bildet, die auf eine tatsächliche Messebene extrapoliert ist.

ELECTRONIC CONTROL SUSPENSION SYSTEM FOR VEHICLES

An electronic control suspension (ECS) system for vehicles is provided. The ECS system includes a strut assembly which is coupled to a vehicle body, and a lower portion of which is inserted through the housing so as to absorb the rocking from the wheel. A vehicle-height control module converts a rotating force of a motor to a linear motion of the strut assembly when the rotating force of the motor is provided to a screw section thereof surrounding the stmt assembly. This allows the strut assembly to be vertically moved relative to the housing, thereby controlling the height of a vehicle.

ANGULAR VELOCITY DETECTING DEVICE

PROBLEM TO BE SOLVED: To enhance the sensitivity for detecting angular velocities and to facilitate manufacture. SOLUTION: A twist deforming part 27 is twisted and deformed by a piezoelectric body 28, and a movable electrode plate 29 is oscillated about a rotation axis β as the fulcrum. Under these conditions, when angular velocity Ω around an angular-velocity detecting shaft α works, the movable electrode plate 29 is bent and deformed by a Coriolis force, with the end of the movable electrode plate 29 displaced in the direction of the rotation axis β. Therefore, the electrostatic capacity between the end of the movable electrode plate 29 and a fixed electrode plate 31 varies depending on the angular velocity Ω, so that the angular velocity Ω can be detected according to this. COPYRIGHT: (C)1998,JPO ...

Electronic control suspension system for vehicles

An electronic control suspension (ECS) system for vehicles is provided. The ECS system includes a strut assembly which is coupled to a vehicle body, and a lower portion of which is inserted through the housing so as to absorb the rocking from the wheel. A vehicle-height control module converts a rotating force of a motor to a linear motion of the strut assembly when the rotating force of the motor is provided to a screw section thereof surrounding the stmt assembly. This allows the strut assembly to be vertically moved relative to the housing, thereby controlling the height of a vehicle.

Control device for an adjustable suspension system

一种用于可调节的底盘系统的控制器，包括具有至少一个传感机构的连接部，该传感机构提供车辆的至少一个行驶状态参数，其中，所测得的行驶状态参数在空间上与控制器外部的一个位置相关联，其中，传感机构设置在控制器内部并形成一个虚拟的缩小的测量平面，该缩小的测量平面外插在实际的测量平面上。

Vibration isolating bushing with embedded speed/position sensor

A bushing assembly (42) adapted for application in vehicle suspension systems includes an embedded position sensor (108) and an embedded speed sensor (116).

Apparatus and method for detecting rotation angular speed and automobile using the apparatus

There is provided a rotation angular speed detection apparatus capable of detecting a rotation angular speed to reduce an error when the rotation angular speed for rotating a rotating body is low. A rotation angular speed detection apparatus comprises: a receiving part for receiving a rotation angle at predetermined time intervals from a rotation angle sensor for detecting a rotation angle of a rotating body; a storage part for storing the received rotation angle; and a control part for detecting a rotation angular speed from the rotation angles stored in the storage part; wherein when a difference between a first arbitrary angle stored and a second angle stored before the first angle is less than a predetermined value, the control part determines, from the rotation angles stored in the storage part, a third angle in which a difference between the first angle and the third angle is more than the predetermined value, and wherein the control part divides the difference between the first angle ...

Omnidirectional Moving Device and Attitude Control Method for the Same

An omnidirectional moving device is provided with a vehicle chassis, a vehicle body, a universal coupling, and an attitude stabilizing system. In the vehicle chassis, a plurality of wheels that are capable of moving omnidirectionally are provided. The vehicle body is mounted on the vehicle chassis. The universal coupling connects the vehicle chassis to the vehicle body, and the attitude of the vehicle body relative to the vehicle chassis can be changed via this universal coupling. The attitude stabilizing system causes the vehicle chassis to move in a direction that corresponds to a change in the attitude of the vehicle body, and maintains the attitude stability of the vehicle body.

Vorrichtung zum Verstellen einer Höhe eines Fahrzeugs

Vorrichtung zum Verstellen einer Höhe eines Fahrzeugs mit:einem Zylindergehäuseteil mit einem Innenraum, dem ein Arbeitsfluid zugeführt wird;einem Kolbenteil, der in dem Zylindergehäuseteil positioniert ist und von dem Arbeitsfluid linear bewegt wird; undeiner Drehverhinderungshalterung, die mit dem Zylindergehäuseteil verbunden ist und zum Verhindern einer Drehung des Kolbenteils mit einer Seitenfläche des Kolbenteils verbunden ist.

Apparatus and method for detecting rotation angular speed and automobile using the apparatus

There is provided a rotation angular speed detection apparatus capable of detecting a rotation angular speed to reduce an error when the rotation angular speed for rotating a rotating body is low. A rotation angular speed detection apparatus comprises: a receiving part for receiving a rotation angle at predetermined time intervals from a rotation angle sensor for detecting a rotation angle of a rotating body; a storage part for storing the received rotation angle; and a control part for detecting a rotation angular speed from the rotation angles stored in the storage part; wherein when a difference between a first arbitrary angle stored and a second angle stored before the first angle is less than a predetermined value, the control part determines, from the rotation angles stored in the storage part, a third angle in which a difference between the first angle and the third angle is more than the predetermined value, and wherein the control part divides the difference between the first angle ...

Vorrichtung und Verfahren zur Bestimmung der Höhe eines Fahrzeugfahrgestells

Vorrichtung zur Bestimmung einer Höhe (h) eines Fahrzeugfahrgestells (50) relativ zu einer Komponente (60) einer Radaufhängung, wobei die Komponente (60) sich bei einer Änderung der Höhe (h) bewegt, mit- einem ersten Beschleunigungssensor (110), der an der Komponente (60) der Radaufhängung angebracht und ausgebildet ist, um einen Beschleunigungswert (a1) zu erfassen; gekennzeichnet durch- einen zweiten Beschleunigungssensor (120), der an dem Fahrzeugfahrgestell (50) angebracht und ausgebildet ist, um einen Referenz-Beschleunigungswert (a2) zu erfassen, wobei der erste Beschleunigungssensor (110) und der zweite Beschleunigungssensor (120) einen mehrachsigen Beschleunigungssensor umfassen; und- eine Auswerteeinheit (200) zum Berechnen der Höhe (h) des Fahrgestells (50) basierend auf dem erfassten Beschleunigungswert (a1), um eine Verdrehung des ersten Beschleunigungssensors (110) zu erfassen, und dem Referenz-Beschleunigungswert (a2), um eine Verdrehung des Fahrgestells (50) zur Richtung ...

Apparatus and method for detecting rotation angular speed and automobile using the apparatus

A rotation angular speed detection apparatus that accurately detects a low rotation angular speed of a rotating body includes: a receiving part for receiving rotation angles at predetermined time intervals from a rotation angle sensor that detects rotation angles of a rotating body; a storage part for storing received rotation angles; and a control part. When the difference between a first arbitrary angle stored and a second angle stored before the first angle is less than a predetermined value, the control part determines, from the stored rotation angles, a third angle in which a difference between the first angle and the third angle is more than the predetermined value, and the control part divides the difference between the first angle and the third angle by the time required from storing of the third angle to storing of the first angle to detect a rotation angular speed.

Steering apparatus and vehicle

There is provided a rotation angular speed detection apparatus (11) capable of detecting a rotation angular speed to reduce an error when the rotation angular speed for rotating a rotating body is low. A rotation angular speed detection apparatus (11) comprises: a receiving part (12) for receiving a rotation angle at predetermined time intervals from a rotation angle sensor (17) for detecting a rotation angle of a rotating body (16); a storage part (13) for storing the received rotation angle; and a control part (14) for detecting a rotation angular speed from the rotation angles stored in the storage part (13); wherein when a difference between a first arbitrary angle stored and a second angle stored before the first angle is less than a predetermined value, the control part determines, from the rotation angles stored in the storage part, a third angle in which a difference between the first angle and the third angle is more than the predetermined value, and wherein the control part divides ...

Method for actuating the level regulation of a vehicle structure of a motor vehicle

Die Erfindung betrifft ein Verfahren zur Steuerung der Niveauregulierung eines Fahrzeugaufbaus eines Kraftfahrzeuges, Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Steuerung der Niveauregulierung eines Fahrzeugaufbaus eines Kraftfahrzeuges zu schaffen, mit dem auf einfache Weise und ohne aufwendige Nachkorrigierung ein vorgegebener Sollwert eingestellt werden kann. Erfindungsgemäß wird bei einer ermittelten notwendigen Änderung des Höhenniveaus durch ein Reglungssystem die Betätigungszeit der Ventile zur Durchführung des Höhenänderungsvorganges anhand der im Fahrzeug hinterlegten und speziell für den Fahrzeugtyp ermittelten Hebe- und Absenkkennlinien des Luftfedersystems eingestellt. Dabei wird bei einer durch einen Höhensensor ermittelten Unterschreitung eines vorgegebenen Höhenniveaus dem Luftfedersystem durch die regelbare Ventileinstellung ein Druckmittel zugeführt. Bei einer Überschreitung eines vorgegebenen Höhenniveaus wird aus dem Luftfedersystem durch die regelbare ...

Vehicle state detection device

An unsprung state detection part (140) calculates a variation amount X (=|φ−φ′|), which is a magnitude of a difference between a detected angle φ output from a resolver rotational angle sensor (40) for detecting a rotational angle of an in-wheel motor (30) and an estimated angle φ′ of a motor rotational angle (S11 to S13). The estimated angle φ′ can be calculated by adding an estimated angle of the rotation of the motor (30) in one calculation cycle to a detected angle φn−1 of the previous calculation cycle. When the variation amount X is more than a road surface determination threshold Xref, the unsprung state detection part (140) determines that the travel road on which a vehicle (1) is traveling is a rough road (S14, S15). As a result, the road surface determination can be made by using the rotational angle sensor (40).

Interconnection status control method for four-corner interconnected air suspension

WORK VEHICLE AND CONTROLLER FOR WORK VEHICLE

A work vehicle includes a vehicle body, running gear to cause the vehicle body to travel, a height adjuster to change a height of a center of gravity of the vehicle body, and a controller configured or programmed to, in accordance with at least one of a turning radius and an angular velocity of the vehicle body during a turn, control the height adjuster to maintain or lower the height of the center of gravity.

Method and apparatus for dynamic leveling

A method and apparatus for dynamically leveling the attitude of a vehicle using a low power fully active suspension system. The apparatus connects the suspension and body of the vehicle and includes a hydraulic damper having a pressure cylinder forming a working chamber in which a piston and rod assembly is movably disposed. The apparatus further comprises a flow control device fluidly communicating with the working chamber on one side of the piston for adding and exhausting damping fluid therefrom to a central pressure source, and an accumulator fluidly communicating with the working chamber on the opposite side of the piston. The apparatus having flow restriction valving for selectively controlling the flow of fluid with said working chamber. The flow restriction valving located between the flow control device and the accumulator. The lower power fully active suspension system is adapted to produce a desired suspension force output through selective actuation of the flow control device ...

METHOD AND APPARATUS FOR DYNAMIC LEVELING

A method and apparatus for dynamically leveling the attitude of a vehicle (102) using a low power fully active suspension system (100). The system (100) connects the front and rear suspensions (114 and 104) and body (103) of the vehicle (102) and includes a hydraulic damper (110) having a pressure cylinder (144) forming a working chamber (146) in which a piston and rod assembly (148) is movably disposed. The system (100) further comprises a flow control device (130) fluidly communicating with the working chamber (146) on one side of the piston (148) for adding and exhausting damping fluid therefrom to a central pressure source (132), and an accumulator (128) fluidly communicating with the working chamber (146) on the opposite side of the piston (148). The system (100) having flow restriction valving (156) for selectively controlling the flow of fluid with said working chamber (146). The flow restriction valving (156) located between the flow control device (130) and the accumulator (128 ...

SUSPENSION CONTROLLER FOR VEHICLE

PURPOSE: To perform much better control with yet fewer sensors by detecting each displacement in both horizontal and vertical directions and so on of a vehicle with a fork structural vibration type angular velocity sensor, a supersonic road sensor and a car speed sensor, and thereby controlling a suspension. CONSTITUTION: Horizontal displacement of a vehicle is detected by a fork structural type angular velocity sensor 11, and vertical displacement of the vehicle is detected by a supersonic road sensor 12, while vehicle speed is detected by a car speed sensor 13. Then, on the basis of each detection signal of these sensors 11-13, a specified arithmetic process is performed with an electronic controller 14, while damping force of a shock absorber is regulated by an actuator 15. At this time, the angular velocity sensor 11 connects a vibration unit 109 joining a drive element 101 and a detecting element 104 with a joint 105 and another vibration unit 110 connecting a monitor element 102 and ...

DEVICE FOR ADJUSTING HEIGHT OF VEHICLE

A vehicle height adjustment system includes: a cylinder housing part having an inner space configured to receive working fluid; a piston part positioned in the cylinder housing part, the piston part configured to move linearly in response to the working fluid transferred to the cylinder housing; a damper rod part positioned in the piston part; a protrusion part protruding outward from the damper rod part; and a guide part formed in the piston part facing the protrusion part, wherein the protrusion part is inserted into the guide part.

Control device for an adjustable suspension system

Steuergerät für ein verstellbares Fahrwerk-System, umfassend eine Verbindung mit mindestens einer Sensorik, die mindestens einen Fahrzustandsparameter eines Fahrzeugs bereitstellt, wobei der gemessene Fahrzustandsparameter räumlich auf eine Position außerhalb des Steuergeräts bezogen ist, wobei die Sensorik innerhalb des Steuergeräts angeordnet ist und eine virtuelle Miniatur-Messebene bildet, die auf eine tatsächliche Messebene extrapoliert ist.

Electronic control for a vehicle suspension system

Control device for an adjustable chassis system

A control device for an adjustable chassis system includes a connection to at least one sensor arrangement which provides at least one vehicle condition parameter of a vehicle. The measured vehicle condition parameter is spatially related to a position outside of the control device. The sensor arrangement is arranged inside the control device and forms a virtual miniature measurement plane which is extrapolated to an actual measurement plane.

SUSPENSION CONTROL DEVICE FOR VEHICLE

PURPOSE: To improve riding comfort and steering stability by detecting the disturbance of a vehicle, such as rolling and pitching, with a tuning fork type angular velocity sensor, and drive-controlling suspension to properly drive-control suspension with a small number of sensors. CONSTITUTION: Specified arithmetic processings are performed by an electronic control controller 12 based on output signals from a turning fork construction oscillatory type angular speed sensor 11 with drive frequency exceeding 1KHz. In accordance with the result of the arithmetic processings, suspension is drive- controlled by an actuator 13. In this case, the angular speed sensor 11 is consti tuted by connecting No.1 vibration unit 109 having orthogonally coupled a drive element 101 consisting of a piezoelectric bimorph and No.1 detection element 103 at a junction 105, and No.2 vibration unit 110 having orthogonally coupled a monitor element 102 consisting of a piezoelectric bimorph element and No.2 detection ...

Method and apparatus for dynamic leveling

A method and apparatus for dynamically leveling the attitude of a vehicle (102) using a low power fully active suspension system (100). The system (100) connects the front and rear suspensions (114 and 104) and body (103) of the vehicle (102) and includes a hydraulic damper (110) having a pressure cylinder (144) forming a working chamber (146) in which a piston and rod assembly (148) is movably disposed. The system (100) further comprises a flow control device (130) fluidly communicating with the working chamber (146) on one side of the piston (148) for adding and exhausting damping fluid therefrom to a central pressure source (132), and an accumulator (128) fluidly communicating with the working chamber (146) on the opposite side of the piston (148). The system (100) having flow restriction valving (156) for selectively controlling the flow of fluid with said working chamber (146). The flow restriction valving (156) located between the flow control device (130) and the accumulator (128 ...

METHOD AND APPARATUS FOR DYNAMIC LEVELING

A method and apparatus for dynamically leveling the attitude of a vehicle using a low power fully active suspension system. The apparatus connects the suspension and body of the vehicle and includes a hydraulic damper having a pressure cylinder forming a working chamber in which a piston and rod assembly is movably disposed. The apparatus further comprises a flow control device fluidly communicating with the working chamber on one side of the piston for adding and exhausting damping fluid therefrom to a central pressure source, and an accumulator fluidly communicating with the working chamber on the opposite side of the piston. The apparatus having flow restriction valving for selectively controlling the flow of fluid with said working chamber. The flow restriction valving located between the flow control device and the accumulator. The lower power fully active suspension system is adapted to produce a desired suspension force output through selective actuation of the flow control device ...

The state of the vehicle detection device

Method and device for measuring the angle of inclination on laterally inclined bends

The angle of inclination of a bend encountered by a vehicle is calculated from the rotation rate, lateral acceleration and speed of the vehicle, thereby avoiding the necessity of sensors not already existing in the vehicle.

Method and apparatus for dynamic leveling of a vehicle using an active suspension system

A method and apparatus for dynamically leveling the attitude of a vehicle using a low power fully active suspension system. The suspension system includes a hydraulic actuator operably connected at each corner of the vehicle between sprung and unsprung portions thereof, sensors for detecting movement of the sprung and unsprung portions of the motor vehicle and for deriving a force signal for each actuator in response thereto, and a valving arrangement for causing the hydraulic actuator to generate a desired output force in response to the force signal. The valving arrangement has a first valving that is operable for generating the output force by selectively varying the damping characteristics of the hydraulic actuator when the force signal is within a predetermined range. The valving arrangement also includes second valving for selectively controlling the supply and discharge of hydraulic fluid between the hydraulic actuator and a fluid pressure source for generating the output force when the force signal is outside of the predetermined range. Thus, the lower power fully active suspension system is adapted to produce the desired output force through selective actuation of the first and second valvings for limiting the duty cycle and power requirements of the fluid pressure source.

Method and apparatus for dynamic leveling of a vehicle using an active suspension system

A method and apparatus for dynamically leveling the attitude of a vehicle using a low power fully active suspension system. The suspension system includes a hydraulic actuator operably connected at each corner of the vehicle between sprung and unsprung portions thereof, sensors for detecting movement of the sprung and unsprung portions of the motor vehicle and for deriving a force signal for each actuator in response thereto, and a valving arrangement for causing the hydraulic actuator to generate a desired output force in response to the force signal. The valving arrangement has a first valving that is operable for generating the output force by selectively varying the damping characteristics of the hydraulic actuator when the force signal is within a predetermined range. The valving arrangement also includes second valving for selectively controlling the supply and discharge of hydraulic fluid between the hydraulic actuator and a fluid pressure source for generating the output force when ...

Electronic control suspension system for vehicles

An electronic control suspension (ECS) system for vehicles is provided. The ECS system includes a strut assembly which is coupled to a vehicle body, and a lower portion of which is inserted through the housing so as to absorb the rocking from the wheel. A vehicle-height control module converts a rotating force of a motor to a linear motion of the strut assembly when the rotating force of the motor is provided to a screw section thereof surrounding the stmt assembly. This allows the strut assembly to be vertically moved relative to the housing, thereby controlling the height of a vehicle.

DEVICE FOR ADJUSTING HEIGHT OF VEHICLE

A vehicle height adjustment system includes: a cylinder housing part having an inner space configured to receive working fluid; a piston part positioned in the cylinder housing part, the piston part configured to move linearly, in response to a working fluid, in a moving direction along the cylinder housing part; and a rotation suppressing bracket coupled to the cylinder housing part and connected to a side surface of the piston part, the rotation suppressing bracket configured to suppress rotational movement with respect to the moving direction of the piston part.

ANGULAR-VELOCITY DETECTING APPARATUS

PROBLEM TO BE SOLVED: To increase the detecting accuracy of every angular velocity in an angular-velocity detecting apparatus which detects an angular velocity around a rotating axis X-X and an angular velocity around a rotating axis Y-Y and which corresponds to the two axes. SOLUTION: Angular-velocity detecting elements 33, 34, 35, 36 which are constituted respectively of a support 36, of support beams 38 and of vibrators 39 are arranged respectively to be a square shape around the central point Q. The extension direction of the support beams 38 at the angular-velocity detecting elements 33, 35 is arranged in parallel with a rotating axis X-X, and the extension direction of the support beams 38 at the angular-velocity detecting elements 34, 36 is arranged in parallel with a rotating axis Y-Y. Therefore, an angular velocity around the rotating axis X-X is detected by the angular- velocity detecting elements 33, 35, and an angular velocity around the rotating axis Y-Y is detected by the ...

For adjustable chassis system controller

Resonant angular velocity sensor

METHOD AND DEVICE FOR MEASURING INCLINATION ANGLE IN CURVE BEING INCLINED SIDEWAYS AND UTILIZATION OF MEASURING DEVICE

PROBLEM TO BE SOLVED: To improve system accuracy and reliability by simultaneously measuring crosswise acceleration, turning speed, and vehicle speed in a driving vehicle and calculating an inclination angle in real time due to the coupling of the three factors. SOLUTION: A steering angle sensor 2 of an automobile 1 detects a steering angle b based on the turning of a handle. A speed sensor 3 detects a speed (v) via a wheel speed. A crosswise acceleration sensor 4 measures a crosswise acceleration aM that is vertical to the speed (v) and is in parallel with a vehicle plane. A turning speed sensor 5 measures a turning speed ΨD that is vertical to the speed (v) and is vertical to the vehicle plane. Data being obtained by each sensor is read into an evaluation unit 6 to calculate, in real time, whether a vehicle passes a curve that is inclined sideways or not. The calculated information is transferred to the driving dynamic stability control or automobile safety system of a load device 8 via ...

APPARATUS AND METHOD FOR DETECTING ANGULAR VELOCITY OF ROTATION, AND AUTOMOBILE USING THE APPARATUS

PROBLEM TO BE SOLVED: To provide an angular velocity of rotation detector 11 which can detect the angular velocity of rotation having limited errors, when the angular velocity of rotation is low in the rotation of a rotor 16. SOLUTION: A receiving part 12 is provided to receive the angle of rotation at each specified time from an angular velocity of rotation detector 17 for detecting the angle of rotation of the rotor 16, a memory part 13 to store the angle of rotation received and a control part 14 to detect an angular velocity of rotation from the angle of rotation stored in the memory part. When a difference is less than a specified value, between any first angle stored and the second angle stored preceding it, the control part 14 works to determine a third angle with the difference thereof exceeding by a prescribed value from among the angles of rotation stored in the memory part 13 and the difference between the first and third angles is divided by the time interval from between the ...

Moving mechanism

A moving mechanism for running stably, with keeping a car frame horizontal even on a road surface inclined, while absorbing disturbances from unevenness on the road surface, comprises a car frame attached with wheels for running, wherein each of the wheels is attached to a car body through a swing arm, and an appropriate control is made on an inclination of a table rotatable in pitch/roll directions, to which coil springs for supporting the swing arms, respectively, are suspended; thereby achieving the moving mechanism for running stably, with keeping the car frame horizontal.

Method and system for determining a reference yaw rate for a vehicle

The method and system described herein may be used to determine a reference yaw rate (γ ref ) for a vehicle chassis control system, and may do so across a wide spectrum of vehicle operating conditions. These conditions may include, for example, when the vehicle is being driven: at low and high vehicle speeds, in forward and reverse directions, with front-, rear- and all-wheel steering systems, according to subtle and aggressive driving maneuvers, and on roads with flat or banked surfaces, to cite a few of the potential scenarios. According to an exemplary embodiment, the method and system take into account certain tire dynamics, such as the relaxation length (λ) of the tires, when estimating the reference yaw rate (γ ref ). Once an accurate reference yaw rate (γ ref ) is determined, the vehicle chassis control system may use this estimate to control one or more actuators that can influence the yaw rate of the vehicle. Some non-limiting examples of systems that may include such actuators are chassis systems, brake systems, steering systems, suspension systems, safety systems, stability control systems, traction control systems, torque control systems, or any other system that can affect the vehicle yaw rate. It is also possible for the method and system described herein to determine a reference lateral velocity (V yref ) for the vehicle as well.

Tilting Vehicle and a Method of Tilting a Vehicle with Rear Wheel Supports Having Hydraulic Cylinders Communicating Through a Pump

There is disclosed herein a vehicle configuration comprising a chassis, at least one front wheel, two rear wheels, and a propulsion unit driving the rear wheels. The rear wheels are connected to the chassis by a wheel support assembly configured for allowing movement of each rear wheel relative to the chassis, a hydraulic cylinder connected to the chassis and the rear wheel supports, and a piston connected the rear wheel supports and the chassis. The piston dividing the hydraulic cylinder into fluidly connected first and second chambers such that movement of hydraulic fluid from the first or second chamber of a hydraulic cylinder to the respective first or second chamber of another hydraulic cylinder displaces the pistons of the hydraulic cylinders in opposing directions relative to the respective housings and causes the chassis to articulate with respect to the surface.

IMPROVEMENTS TO VEHICLE HANDLING

The invention resides in a system and method for determining the manner in which a vehicle is driven. The system comprises a processor comprising an input configured to receive dynamic ride data from at least one on-board vehicle dynamic ride sensor, wherein the processor is configured (i) to calculate an output signal which is indicative of whether the dynamic ride data exceeds at least one dynamic ride data threshold value for a predetermined period of time; and (ii) to compare the output signal with at least one output threshold to determine the manner in which the vehicle is driven. The processor comprises an output configured to send a control signal to one or more vehicle components, wherein the control signal is indicative of the manner in which the vehicle is driven. 1. A system for determining the manner in which a vehicle is driven ,the system comprising:a processor comprising an input configured to receive dynamic ride data from at least one on-board vehicle dynamic ride sensor, (i) to calculate an output signal which is indicative of whether the dynamic ride data exceeds at least one dynamic ride data threshold value for a predetermined period of time; and', '(ii) to compare the output signal with at least one output threshold to determine the manner in which the vehicle is driven; and, 'wherein the processor is configuredthe processor comprises an output configured to send a control signal to inhibit lowering of the ride height of the vehicle, wherein the control signal is indicative of the manner in which the vehicle is driven.2. The system of claim 1 , wherein the processor is configured to apply a boost value to the output signal if the dynamic ride data exceeds the at least one dynamic ride data threshold value for a predetermined period of time.3. (canceled)4. The system of claim 1 , wherein one or more instances of the dynamic ride data exceeding the at least one dynamic ride data threshold causes the output signal to exceed the output threshold.5 ...

DAMPER CONTROL SYSTEM AND METHOD FOR VEHICLES

Disclosed are a damper control system and method for vehicles in which speeds of suspension dampers optimized for ECS control may be derived, and wheel G sensors to derive the damper speeds may be omitted, reducing material costs. 1. A damper control system for vehicle , the system comprising:an estimation unit configured to receive vertical accelerations of a vehicle body above respective wheels of the vehicle, measured through sensors, and to estimate vertical speeds of the vehicle body above the respective wheels using the vertical accelerations of the vehicle body;a derivation unit configured to derive forces acting on regions above respective front wheels of the respective wheels using the vertical speeds of the vehicle body derived through the estimation unit;a first calculation unit configured to determine relative vertical speeds of the respective front wheels with respect to the vertical speeds of the vehicle body above the respective front wheels using the forces acting on the regions above the respective front wheels, and to determine vertical speeds of the respective front wheels using the relative vertical speeds of the respective front wheels;a second calculation unit configured to estimate vertical speeds of respective rear wheels of the respective wheels after a delay of a predetermined time using the vertical speeds of the respective front wheels determined by the first calculation unit, and to determine relative vertical speeds of the respective rear wheels with respect to the vertical speeds of the vehicle body above the respective rear wheels; anda controller configured to control dampers of front wheel suspensions and rear wheel suspensions using the relative vertical speeds of the respective wheels derived by the first calculation unit and the second calculation unit.2. The damper control system for the vehicle according to claim 1 , further including a situation determination unit configured to receive steering information about a steering ...

DAMPER CONTROL SYSTEM AND METHOD ACCORDING TO ROUGH ROAD DETERMINATION

Disclosed herein are a damper control system and method according to rough road determination in which the number of sensors is reduced and a state of a road surface is subdivided and determined by a 6D sensor since an existing wheel G sensor is not used at the time of determining the state of the road surface. 1. A damper control system according to rough road determination for a vehicle , the damper control system comprising:a sensing unit configured for detecting vehicle posture information depending on a vertical acceleration, a roll rate, and a pitch rate of a vehicle body in the vehicle;a first deriving unit coupled to the sensing unit and configured of receiving the vertical acceleration detected by the sensing unit and deriving impact force generated in the vehicle body;a second deriving unit coupled to the first deriving unit and configured of receiving the vertical acceleration, the roll rate, and the pitch rate detected by the sensing unit and of deriving impact energy generated in the vehicle body;an estimating unit coupled to the second deriving unit and configured of pre-storing road surface data depending on impact force and impact energy and of estimating a state of a road surface depending on the impact force and the impact energy each input from the first deriving unit and the second deriving unit; anda controller coupled to the estimating unit and configured of controlling a damper depending on the estimated state of the road surface.2. The damper control system of claim 1 ,wherein the sensing unit includes a 6D sensor configured to detect the vertical acceleration, the roll rate, and the pitch rate of the vehicle body.3. The damper control system of claim 1 ,wherein the first deriving unit derives the impact force using the vertical acceleration received from the sensing unit and weight information.4. The damper control system of claim 1 ,wherein the second deriving unit derives a vertical velocity using the vertical acceleration, derives a roll ...

APPARATUS AND METHOD FOR CONTROLLING VEHICLE SUSPENSION

An apparatus and a method for controlling a vehicle suspension, may include a variable damper provided between a vehicle body and a wheel, a sensor that measures a vehicle body vertical acceleration and a wheel vertical acceleration, and a controller that estimates a road surface roughness based on the vehicle body vertical acceleration and the wheel vertical acceleration, predicts a road surface grade based on the estimated road surface roughness, and adjusts damping force of the variable damper corresponding to the predicted road surface grade. 1. An apparatus of controlling a vehicle suspension , the apparatus comprising:a variable damper provided between a vehicle body and a wheel of a vehicle;a sensor configured to measure a vehicle body vertical acceleration and a wheel vertical acceleration; anda controller including a processor configured to estimate a road surface roughness according to the vehicle body vertical acceleration and the wheel vertical acceleration, predict a road surface grade according to the estimated road surface roughness, and adjust a damping force of the variable damper according to the predicted road surface grade.2. The apparatus of claim 1 , wherein the sensor includes:a first acceleration sensor mounted on each corner of the vehicle body to measure a vertical acceleration of each corner of the vehicle body; anda second acceleration sensor mounted on each wheel of the vehicle to measure a vertical acceleration of each wheel.3. The apparatus of claim 1 , wherein the controller is configured to obtain vertical speeds and displacement information related to the vehicle body and the wheel through integration after filtering noise from the vehicle body vertical acceleration and the wheel vertical acceleration measured by the sensor.4. The apparatus of claim 1 , wherein the controller is configured to estimate and cumulatively store the road surface roughness by use of a Kalman filter for a first storage time period.5. The apparatus of claim ...

APPARATUS AND METHOD FOR CONTROLLING VEHICLE SUSPENSION

An apparatus and a method for controlling vehicle suspension, which controls a variable damper in consideration of virtual tire damping, may include a variable damper which is installed between a vehicle body and a wheel, a first acceleration sensor which is installed at each corner of the vehicle body to measure a vehicle body corner vertical acceleration, a second acceleration sensor which is installed to each wheel to measure a wheel vertical acceleration, and a controller that estimates a road surface roughness based on the vehicle body corner vertical acceleration and the wheel vertical acceleration, determines a virtual tire damping required damping force based on the estimated road surface roughness, and adjusts a damping force of the variable damper based on the determined virtual tire damping required damping force. 1. An apparatus of controlling vehicle suspension , the apparatus comprising:a variable damper mounted between a vehicle body and a wheel of a vehicle;a first acceleration sensor mounted at each corner of the vehicle body and configured to measure a vehicle body corner vertical acceleration;a second acceleration sensor mounted to each wheel of the vehicle and configured to measure a wheel vertical acceleration; anda controller engaged to the first acceleration sensor and the second acceleration sensor and configured to estimate a road surface roughness according to the vehicle body corner vertical acceleration and the wheel vertical acceleration, to determine a virtual tire damping required damping force according to the estimated road surface roughness, and to adjust a damping force of the variable damper according to the determined virtual tire damping required damping force.2. The apparatus of claim 1 , wherein the controller is configured to remove noise from measured signals output from the first acceleration sensor and the second acceleration sensor through filtering the noise from the measured signals and to obtain a vehicle body corner ...

ACTIVE ROLL CONTROL SYSTEM

A vehicle, system and method of controlling a roll of the vehicle is disclosed. The system includes a roll control actuator, a first switch, a second switch and a processor. The first switch is configured to couple the roll control actuator to a first power source. The second switch configured to control an electrical connection between the roll control actuator and ground. The processor is configured to operate the first switch to electrically decouple the roll control actuator from the first power source and operate a second switch to ground to short the ARC motor to ground to control the roll of the vehicle. 1. A method of controlling a roll of a vehicle , comprising:electrically decoupling a roll control actuator from a first power source via a first switch; andoperating a second switch to short the roll control actuator to ground to control the roll of the vehicle.2. The method of claim 1 , further comprising operating the second switch to control an electrical connection of the roll control actuator between a ground configuration and a freewheel configuration.3. The method of claim 1 , further comprising operating the second switch using a control signal that is pulse width modulated.4. The method of claim 3 , further comprising controlling a duty cycle of the control signal based on one of: (i) a roll angle of the vehicle; and (ii) a roll velocity of the vehicle.5. The method of claim 3 , further comprising increasing a duty cycle of the control signal as a roll angle returns to a center position.6. The method of claim 1 , wherein operating the second switch further comprises operating one of: (i) a mechanical switch; and (ii) a field effect transistor.7. The method of claim 1 , wherein the roll control actuator further includes a front wheel active roll control (ARC) actuator and a rear wheel ARC actuator claim 1 , further comprising controlling the front wheel ARC actuator using a first control signal to provide a first roll resistance at front wheels of ...

No roll torsion bar

Methods, systems, devices and apparatuses for a torsion bar system. The torsion bar system includes a first torsion bar. The first torsion bar is configured to adjust a ride height of a first wheel of a vehicle. The torsion bar system includes a first actuator. The first actuator is coupled to the first torsion bar. The first actuator is configured to control a load on the first torsion bar. The torsion bar system includes an electronic control unit. The electronic control unit is coupled to the first actuator. The electronic control unit is configured to set a position of the first torsion bar using the first actuator and based on the load on the first torsion bar.

VEHICLE STATE ESTIMATION DEVICE, CONTROL DEVICE, SUSPENSION CONTROL DEVICE, AND SUSPENSION DEVICE

It is an object of the present invention to suitably estimate a state of a vehicle. A vehicle state estimation section () includes: a main computation section () configured to carry out linear computation with respect to a state amount related to a state of a vehicle; and a tire model computation section () configured to carry out nonlinear computation with direct or indirect reference to at least part of a result of the linear computation carried out by the main computation section (). 1. An in-vehicle vehicle state estimation device configured to estimate a state of a vehicle , the in-vehicle vehicle state estimation device comprising a vehicle model computation section configured to carry out computation with use of a vehicle model , a linear computation section configured to calculate one or more output values by carrying out, with reference to one or more input values, linear computation with respect to a state amount related to the state of the vehicle; and', 'a nonlinear computation section configured to carry out nonlinear computation with direct or indirect reference to at least part of a result of the linear computation carried out by the linear computation section,, 'the vehicle model computation section includingthe state amount related to the state of the vehicle including a sprung speed of the vehicle, a sprung angular speed of the vehicle, and an unsprung speed of a wheel.2. An in-vehicle vehicle state estimation device configured to estimate a state of a vehicle , the in-vehicle vehicle state estimation device comprising a vehicle model computation section configured to carry out computation with use of a vehicle model , a linear computation section configured to calculate one or more output values by carrying out, with reference to one or more input values, linear computation with respect to a state amount related to the state of the vehicle; and', 'a nonlinear computation section configured to carry out nonlinear computation with direct or indirect ...

Method for reducing the risk of rollover of an automotive vehicle provided with a controllable suspension system

A method for reducing the rollover risk of an automotive vehicle includes: a first step of calculating, on the basis of a plurality of signals delivered by sensors ( 28, 29 ) of the controllable suspension system, a measured quantity (TCm) as an active value (TC) of a load transfer; a second step of calculating an estimated quantity (TCe), on the basis of signals delivered by kinematic sensors ( 50 - 58 ) placed onboard the vehicle and a dynamic model of the vehicle, the estimated quantity being taken as an active value of the load transfer when the measured quantity is not available; a step of evaluating the rollover risk on the basis of the active value (TC) of the load transfer; and, in the event of increased rollover risk; and a step of the emission of a safety signal (S).

DAMPER CONTROL DEVICE

The damper control device includes a three axis rate sensor that detects a pitching angular velocity of a vehicle body of a two-wheeled vehicle, a pressure sensor that detects a pressure of a contraction-side chamber in a front-wheel side damper, a pressure sensor that detects a pressure of a contraction-side chamber of a rear-wheel side damper, and a correction unit that corrects the pitching angular velocity. The damper control device controls the pressure of the contraction-side chamber in the front-wheel side damper and the pressure of the contraction-side chamber of the rear-wheel side damper on the basis of the corrected pitching angular velocity, the pressure of the contraction-side chamber in the front-wheel side damper and the pressure of the contraction-side chamber of the rear-wheel side damper. 1. A damper control device comprising:a pitching angular velocity detection unit configured to detect a pitching angular velocity of a vehicle body of a two-wheeled vehicle;a roll angle detection unit configured to detect a roll angle of the vehicle body;a yaw angular velocity detection unit configured to detect a yaw angular velocity of the vehicle body;a front-wheel side pressure detection unit configured to detect a pressure of a contraction-side chamber in a front-wheel side damper, the front-wheel side damper being interposed between the vehicle body and a front-wheel of the two-wheeled vehicle;a rear-wheel side pressure detection unit configured to detect a pressure of a contraction-side chamber in a rear-wheel side damper, the rear-wheel side damper being interposed between the vehicle body and a rear-wheel of the two-wheeled vehicle; anda correction unit configured to correct the pitching angular velocity on the basis of the roll angle and the yaw angular velocity, the correction unit being configured to remove a component based on the roll angle and the yaw angular velocity from the detected pitching angular velocity during turning of the two-wheeled ...

SUSPENSION FAULT DIAGNOSTICS AND PROGNOSTICS USING PITCH AND ROLL MODEL

In various embodiments, methods, systems, and vehicles are provided for determining a fault in a suspension system of a vehicle. In an exemplary embodiment, sensor data is obtained via one or more vehicle sensors during operation of the vehicle; a one or more first coefficients for the vehicle are calculated via a processor using a pitch model with the sensor data; one or more second coefficients for the vehicle are calculated via the processor using a roll model with the sensor data; and a fault in the suspension system is determined via the processor using the first coefficients and the second coefficients. 1. A method for determining a fault in a suspension system of a vehicle , the method comprising:obtaining sensor data via one or more vehicle sensors during operation of the vehicle;calculating, via a processor, one or more first coefficients for the vehicle, using a pitch model with the sensor data;calculating, via the processor, one or more second coefficients for the vehicle, using a roll model with the sensor data; anddetermining, via the processor, the fault in the suspension system using the first coefficients and the second coefficients.2. The method of claim 1 , wherein:the sensor data pertains to a longitudinal acceleration and a pitch angle for the vehicle; andthe step of calculating the one or more first coefficients comprises calculating the one or more first coefficients, via the pitch model, using the longitudinal acceleration and the pitch angle.3. The method of claim 2 , wherein:the step of calculating the one or more first coefficients comprises calculating a stiffness coefficient, via the pitch model, using the longitudinal acceleration and the pitch angle; andthe step of determining the fault comprises determining a fault in a spring of the suspension system, when the stiffness coefficient exceeds a predetermined threshold.4. The method of claim 2 , wherein:the step of calculating the one or more first coefficients comprises calculating a ...

DAMPER CONTROL DEVICE

A damper control device includes a rate sensor that detects a pitching angular velocity of a vehicle body, a vehicle speed sensor, a steering angle sensor and a calculation unit that detect a roll angle and a yaw angular velocity of the vehicle body, a pressure sensor that detects a pressure of a contraction-side chamber in a front-wheel side damper, a pressure sensor that detects a pressure of a contraction-side chamber in a rear-wheel side damper, and a correction unit that corrects the pitching angular velocity. The pressures are controlled on the basis of the corrected pitching angular velocity and the pressures. The vehicle speed sensor, the steering angle sensor and the calculation unit detect the roll angle and the yaw angular velocity on the basis of a traveling speed and a steering angle. 1. A damper control device , comprising:a pitching angular velocity detection unit configured to detect a pitching angular velocity of a vehicle body in a two-wheeled vehicle;a roll angle detection unit configured to detect a roll angle of the vehicle body;a yaw angular velocity detection unit configured to detect a yaw angular velocity of the vehicle body;a front-wheel side pressure detection unit configured to detect a pressure of a contraction-side chamber in a front-wheel side damper, the front-wheel side damper being interposed between the vehicle body and a front-wheel of the two-wheeled vehicle;a rear-wheel side pressure detection unit configured to detect a pressure of a contraction-side chamber in a rear-wheel side damper, the rear-wheel side damper being interposed between the vehicle body and a rear wheel of the two-wheeled vehicle; anda correction unit configured to correct the pitching angular velocity on the basis of the roll angle and the yaw angular velocity,wherein:the pressure of the contraction-side chamber in the front-wheel side damper and the pressure of the contraction-side chamber in the rear-wheel side damper are controlled on the basis of the ...

METHOD AND DEVICE FOR CONTROLLING VEHICLE LATERAL DYNAMICS

Technologies and techniques for producing a yawing movement in order to control the driving dynamics of a vehicle. A target yawing movement of the vehicle is determined from a target yaw rate preset by a preset steering angle, such that the vehicle can pass through the preset steering angle at the current vehicle speed, and the target yawing movement being divided into a steering yawing movement produced by the steering system, a rolling yawing movement and a drive yawing movement, wherein the rolling yawing movement is divided into individual rolling yawing movements of the individual wheels, which can be variably set. 110-. (canceled)11. A method for generating a yaw moment for controlling driving dynamics of a vehicle , comprising:determining a target yaw moment for the vehicle from a target yaw rate defined by a predefined steering angle, wherein the target yaw movement is used to maintain the predefined steering angle for the vehicle at a current speed;subdividing the target yaw moment into (i) a steering yaw moment associated with a steering of the vehicle, (ii) a rolling yaw moment, and (iii) a drive yaw moment; andsubdividing the rolling yaw moment into individual rolling yaw moments for individual wheels of the vehicle, wherein the rolling yaw movement is dynamically adjusted to control the driving dynamics of the vehicle.12. The method of claim 11 , wherein the determining of the target yaw movement comprises incorporating an existing drive yaw moment and a maximum rolling yaw moment into a distribution for the target yaw movement.13. The method of claim 12 , wherein the rolling yaw moment is measured from the individual wheels of the vehicle and is determined from the target yaw moment and maximum rolling yaw moment.14. The method of claim 11 , wherein the rolling yaw moment comprises a sum of individual rolling yaw moments that can be set at each wheel on the vehicle.15. The method of claim 14 , wherein the individual rolling yaw moments for each wheel ...

SUSPENSION DEVICE

A suspension device includes: a hydraulic damper including a rod provided with a valve for generating a hydraulic pressure when the rod is displaced between a first liquid chamber and a second liquid chamber; and an electric damper configured to electrically displace the rod by an actuator. The electric damper includes: an outer cylinder; an inner cylinder; a piston provided on the rod and configured to stroke in the inner cylinder; and a communication passage disposed inside the inner cylinder at a central portion where the piston strokes. The communication passage establishes communication between the first liquid chamber at one axial end side of the piston and the second liquid chamber at another axial end side of the piston. 1. A suspension device comprising:a hydraulic damper including a rod provided with a valve for generating a hydraulic pressure when the rod is displaced between a first liquid chamber and a second liquid chamber; andan electric damper configured to electrically displace the rod by an actuator, wherein the electric damper includes:an outer cylinder;an inner cylinder;a piston provided on the rod and configured to stroke in the inner cylinder; anda communication passage disposed inside the inner cylinder at a central portion where the piston strokes, the communication passage establishing communication between the first liquid chamber at one axial end side of the piston and the second liquid chamber at another axial end side of the piston.2. The suspension device according to claim 1 , wherein the electric damper is an electromagnetic damper that uses magnetic force generated by a linear motor.3. The suspension device according to claim 2 , wherein at least one of a coil or a magnet of the electromagnetic damper has an orifice.4. The suspension device according to claim 1 , wherein the communication passage is a groove formed inside the inner cylinder.5. The suspension device according to claim 1 , wherein the communication passage is formed by ...

SUSPENSION CONTROL SYSTEM FOR VEHICLE

A suspension control system includes: variable damping force dampers provided between a vehicle body and each wheel; a roll rate output unit configured to determine if a steering angle speed based on a steering angle is equal to or greater than a prescribed determination value, to output a roll rate detected by a roll rate sensor if the steering angle speed is equal to or greater than the determination value, and to output zero if the steering angle speed is less than the determination value; a pitch moment computation unit configured to compute a target pitch moment of the vehicle body based on an output of the roll rate output unit; and a damping force computation unit configured to compute a target damping force of each damper based on the target pitch moment. 1. A suspension control system for a vehicle having wheels , comprising:variable damping force dampers provided between a vehicle body and each wheel;a steering angle sensor configured to detect a steering angle;a roll rate sensor configured to detect a roll rate;a roll rate output unit configured to determine if a steering angle speed based on the steering angle is equal to or greater than a prescribed determination value, to output the roll rate detected by the roll rate sensor if the steering angle speed is equal to or greater than the determination value, and to output zero if the steering angle speed is less than the determination value;a pitch moment computation unit configured to compute a target pitch moment of the vehicle body based on an output of the roll rate output unit; anda damping force computation unit configured to compute a target damping force of each damper based on the target pitch moment.2. The suspension control system according to claim 1 , wherein the roll rate output unit is configured to change the determination value based on a vehicle speed.3. The suspension control system according to claim 2 , wherein the roll rate output unit is configured to increase the determination value ...

SUSPENSION CONTROL SYSTEM FOR VEHICLE

A suspension control system includes: a pitch moment computation unit configured to compute a target pitch moment; a distribution ratio computation unit configured to compute a front and rear distribution ratio based on a roll rate and a vehicle speed, to compute a front distribution ratio based on the roll rate and the vehicle speed, and to compute a rear distribution ratio based on the roll rate and the vehicle speed; and a damping force computation unit configured to compute target damping forces of the dampers corresponding to respective front wheels based on the target pitch moment, the front and rear distribution ratio, and the front distribution ratio, and to compute target damping forces of the dampers corresponding to respective rear wheels based on the target pitch moment, the front and rear distribution ratio, and the rear distribution ratio. 1. A suspension control system for a vehicle having left and right front wheels and left and right rear wheels , comprising:four variable damping force dampers provided between a vehicle body and the front wheels and between the vehicle body and the rear wheels;a roll rate sensor configured to detect a roll rate;a pitch moment computation unit configured to compute a target pitch moment of the vehicle body based on the roll rate;a distribution ratio computation unit configured to compute a front and rear distribution ratio of the target pitch moment between the front wheels and the rear wheels based on the roll rate and a vehicle speed, to compute a front distribution ratio of the target pitch moment between the left front wheel and the right front wheel based on the roll rate and the vehicle speed, and to compute a rear distribution ratio of the target pitch moment between the left rear wheel and the right rear wheel based on the roll rate and the vehicle speed; anda damping force computation unit configured to compute target damping forces of the dampers corresponding to the respective front wheels based on the ...

CONTROL SYSTEM FOR VARIABLE DAMPING FORCE DAMPER

A control system for a variable damping force damper, includes: motion state quantity sensors configured to detect motion state quantities of a vehicle; a roll damping force base value setting unit configured to set a roll damping force base value based on the motion state quantities, the roll damping force base value being used to compute a target damping force of the variable damping force damper; a roll rate computation unit configured to compute a sprung mass roll rate and an unsprung mass roll rate of the vehicle based on the motion state quantities; and a roll damping force correction unit configured to correct the roll damping force base value based on a roll rate difference that is a difference between the sprung mass roll rate and the unsprung mass roll rate and to output the corrected roll damping force base value as the target damping force. 1. A control system for a variable damping force damper , comprising:motion state quantity sensors configured to detect motion state quantities of a vehicle;a roll damping force base value setting unit configured to set a roll damping force base value based on the motion state quantities, the roll damping force base value being used to compute a target damping force of the variable damping force damper for controlling a roll attitude of the vehicle;a roll rate computation unit configured to compute a sprung mass roll rate and an unsprung mass roll rate of the vehicle based on the motion state quantities; anda roll damping force correction unit configured to correct the roll damping force base value based on a roll rate difference that is a difference between the sprung mass roll rate and the unsprung mass roll rate and to output the corrected roll damping force base value as the target damping force.2. The control system according to claim 1 , wherein the roll damping force correction unit is configured to normalize the unsprung mass roll rate and the sprung mass roll rate relative to each other based on an unsprung ...

Electrically powered suspension system

An electrically powered suspension system includes: an actuator that is provided between a vehicle body and a wheel of a vehicle and generates a load for damping vibration of the vehicle body; an information acquisition part that acquires information on a sprung state amount and a road surface state; a target load calculation part that calculates a first target load related to skyhook control based on the sprung state amount and calculates a second target load related to preview control based on the road surface state; and a load control part. The target load calculation part calculates a third target load related to pitch generation control based on a target pitch angle and calculates a combined target load into which the first target load, second target load, and third target load have been combined. The load control part performs load control of the actuator using the combined target load.

Industrial vehicle

The industrial vehicle includes a body, an axle, a lateral acceleration sensor determining lateral acceleration, an actuator temporally restricting pivoting of the axle, a vehicle speed limiter limiting vehicle traveling speed, and a controller driving the actuator based on the lateral acceleration determined by the lateral acceleration sensor to temporally restrict pivoting of the axle while the industrial vehicle is being turned and to limit traveling speed of the industrial vehicle based on lateral acceleration determined by the lateral acceleration sensor when the industrial vehicle is turned. In the controller, a first lateral acceleration threshold value which is used in judging whether traveling speed of the industrial vehicle should be limited is set smaller than a second lateral acceleration threshold value which is used in judging whether pivoting of the axle should be temporally restricted. An upper limit value is set in deceleration in limiting traveling speed of the industrial vehicle.

VEHICLE OSCILLATION CONTROL BY SWITCHABLE AIR VOLUME SUSPENSION

An air suspension system which includes the ability to adjust the working air volume, pressure, and spring rate of one or more air springs to reduce or eliminate various types of vehicle oscillations. Switchable or variable volume air spring assemblies have the ability to change air spring volumes, which results in changes in air spring rates, and therefore changes in normal loads applied to each wheel. Changes in wheel normal loads change wheel traction (slip) and vehicle dynamics (pitch, roll, yaw displacement, rate and acceleration). The spring rate of one or more of the air spring assemblies is adjusted automatically when a vehicle oscillation is detected. This vehicle oscillation is calculated from the raw vehicle signals, or another vehicle module may detect the oscillation and send a command to the air suspension module to change the spring rates. This changes the natural frequency of the vehicle, dampening the oscillation. 1. An apparatus , comprising: [ at least one air spring assembly having a plurality of spring rates;', 'a plurality of cavities being part of the at least one air spring assembly; and', 'at least one valve operable for placing one or more of the plurality of cavities in fluid communication with one another;, 'an air suspension system, comprising, 'wherein during travel of the vehicle, the at least one air spring assembly is operating at a first spring rate, and the at least one air spring assembly is configured for operating at a second spring rate upon detection of a vehicle oscillation., 'an air suspension system of a vehicle having a vehicle oscillation function, including2. The apparatus of claim 1 , wherein the wherein the second spring rate is higher than the first spring rate.3. The apparatus of claim 1 , wherein the second spring rate is lower than the first spring rate.4. The apparatus of claim 1 , further comprising a plurality of inputs claim 1 , wherein the magnitude of the second spring rate is based on one or more of the ...

CAB SUSPENSION SYSTEMS AND ASSOCIATED METHODS OF MANUFACTURE AND USE

Vehicle cab suspension control systems are disclosed herein. In some embodiments, the cab suspension control systems can include front cab-to-frame mounts that include controllable elastomer-based isolators that can provide real time variable damping to improve ride quality and/or road holding and reduce cab roll in response to, for example, input from one or more cab and/or frame mounted accelerometers, position sensors, etc. Embodiments of the control systems described herein can utilize a single vehicle controller (e.g., an ECU) to control all of the cab suspension components (e.g., semi-active damping technologies, air spring technologies, etc.) employed on a vehicle to provide a single suspension control solution that can provide improved ride performance, road holding, etc. 1. A commercial vehicle comprising:a cab configured to support an operator of the vehicle;a chassis;a first semi-active suspension component operably coupling a front portion of the cab to the chassis;a second semi-active suspension component operably coupling a rear portion of the cab to the chassis; anda controller operably connected to the first and second semi-active suspension components, wherein the controller is configured to change damping characteristics of the first and second semi-active suspension system components in response to motion of the cab.2. The commercial vehicle of :wherein the first semi-active suspension component operably couples a first front corner portion of the cab to the chassis,wherein the vehicle further comprises a third semi-active suspension component operably coupling a second front corner portion of the cab to the chassis, andwherein the controller is operably connected to the first, second and third semi-active suspension components and configured to change damping characteristics of the first, second and third semi-active suspension components in response to motion of the cab.3. The commercial vehicle of :wherein the first semi-active suspension ...

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.

VEHICLE YAW MOTION CONTROL METHOD AND APPARATUS USING SUSPENSION

A control method includes calculating a roll angle and a roll angular velocity of a vehicle, setting damping forces applied to front and rear wheel dampers to execute first and second modes according to signs of the roll angle and roll angular velocity, and controlling the front and rear wheel dampers in consideration of the damping forces. Upon determination that the signs of the roll angle and the roll angular velocity are different, in the first mode, damping force greater than front wheel reference force and damping force smaller than rear wheel reference force are set to be applied to the front wheel dampers and the rear wheel dampers, respectively, and in the second mode, damping force smaller than the front wheel reference force and damping force greater than the rear wheel reference force are set to be applied to the front wheel dampers and the rear wheel dampers, respectively. 1. A vehicle control method comprising steps of:calculating a roll angle and a roll angular velocity of a vehicle using state information of the vehicle;setting different damping forces applied to front wheel dampers and rear wheel dampers to execute a first mode and a second mode according to signs of the roll angle and the roll angular velocity; andcontrolling the front wheel dampers and the rear wheel dampers in consideration of the damping forces,wherein, upon determination that the sign of the roll angle and the sign of the roll angular velocity are different:in the first mode, damping force greater than front wheel reference force is set to be applied to the front wheel dampers, and damping force smaller than rear wheel reference force is set to be applied to the rear wheel dampers; andin the second mode, damping force smaller than the front wheel reference force is set to be applied to the front wheel dampers and damping force greater than the rear wheel reference force is set to be applied to the rear wheel dampers.2. The vehicle control method according to claim 1 , wherein ...

Vehicle dynamic damping system using air suspension

A method dynamically stabilizes a vehicle having a suspension system including pneumatic air springs, with one air spring being associated with each wheel, each air spring being independently adjustable in height; an air spring valve associated with each air spring; and a reservoir containing a source of air. The method obtains data relating to at least lateral acceleration, yaw rate, roll rate, velocity and the steering wheel angle deviation of the vehicle. Thresholds are established, and the data is compared to the thresholds. If thresholds are exceeded, at least one air spring valve is automatically opened to increase air pressure in the associated air spring by receiving air from the reservoir, or to decrease air pressure in the associated air spring by returning air to the reservoir, so as to adjust a height of the associated air spring to help transfer the weight of the vehicle.

CONTROL DEVICE AND SUSPENSION SYSTEM

A control device controls a damping force of a damping device, which damps a force generated between a vehicle body of a two-wheeled vehicle and at least one of a front wheel and a rear wheel, by using an angular velocity of rotational movement in a front-rear direction of an unsprung part of the two-wheeled vehicle, which is generated due to a difference between a velocity in an up-down direction of the front wheel and a velocity in the up-down direction of the rear wheel. 1. A control device comprising:a processor configured to control a damping force of a damping device, which damps a force generated between a vehicle body of a two-wheeled vehicle and at least one of a front wheel and a rear wheel, by using an angular velocity of rotational movement in a front-rear direction of an unsprung part of the two-wheeled vehicle, whereinthe angular velocity is generated due to a difference between a velocity in an up-down direction of the front wheel and a velocity in the up-down direction of the rear wheel.2. The control device according to claim 1 , whereinthe processor is configured to control the damping force of the damping device so as to suppress the rotational movement in a direction of the angular velocity.3. A control device comprising: a first angular velocity that is an angular velocity of rotational movement in a front-rear direction of the vehicle body, the first angular velocity being generated due to a difference between a velocity in an up-down direction on a front wheel side of the vehicle body and a velocity in the up-down direction on a rear wheel side of the vehicle body, and', 'a second angular velocity that is an angular velocity of rotational movement in the front-rear direction of an unsprung part having the front wheel and the rear wheel, is the second angular velocity being generated due to a difference between a velocity in the up-down direction of the front wheel and a velocity in the up-down direction of the rear wheel., 'a processor ...

DAMPER CONTROL DEVICE

A damper control device includes a pitching angular velocity detection unit that detects a pitching angular velocity of a vehicle body, a front wheel side pressure detection unit that detects a pressure of a compression side chamber in a front wheel side damper, and a rear wheel side pressure detection unit that detects a pressure of a compression side chamber in a rear wheel side damper. The damper control device controls the pressure of the compression side chamber in the front wheel side damper and the pressure of the compression side chamber in the rear wheel side damper based on the pitching angular velocity, the pressure of the compression side chamber in the front wheel side damper and the pressure of the compression side chamber in the rear wheel side damper. 1. A damper control device for controlling a pressure of a compression side chamber of a front wheel side damper that is interposed between a vehicle body and a front wheel of a two-wheeled vehicle , and a pressure of a compression side chamber of a rear wheel side damper that is interposed between the vehicle body and a rear wheel , the damper control device comprising:a pitching angular velocity detection unit adapted to detect a pitching angular velocity of the vehicle body;a front wheel side pressure detection unit adapted to detect the pressure of the compression side chamber in the front wheel side damper; anda rear wheel side pressure detection unit adapted to detect the pressure of the compression side chamber in the rear wheel side damper, whereinthe pressure of the compression side chamber in the front wheel side damper and the pressure of the compression side chamber in the rear wheel side damper are controlled based on the pitching angular velocity, the pressure of the compression side chamber in the front wheel side damper and the pressure of the compression side chamber in the rear wheel side damper.2. The damper control device according to claim 1 , wherein:a target torque for suppressing ...

VARIABLE TIRE LATERAL LOAD TRANSFER DISTRIBUTION

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds. 1. A method of controlling relative roll torque in a vehicle having a front active sway bar , which varies roll torque of a front axle , and a rear active sway bar , which varies roll torque of a rear axle , comprising:monitoring dynamic driving conditions during operation of the vehicle; andshifting tire lateral load transfer distribution (TLLTD) between the front axle and the rear axle of the vehicle based on the monitored dynamic driving conditions,wherein shifting the TLLTD toward the front axle increases a portion of a total roll torque carried by the front active sway bar, andwherein shifting the TLLTD toward the rear axle increases a portion of the total roll torque carried by the rear active sway bar.2. The method of claim 1 , wherein the monitored dynamic driving conditions include steering wheel angle gradient (SWAG) claim 1 , and further comprising:implementing a first bias event by shifting the TLLTD when the SWAG exceeds a calibrated threshold SWAG.3. The method of claim 2 , wherein the monitored dynamic driving conditions include driver intended lateral acceleration and measured lateral acceleration claim 2 , and further comprising:implementing a second bias event by shifting the TLLTD when the driver intended lateral ...

DYNAMICALLY ADJUSTABLE BODY MOUNTS FOR A MOTOR VEHICLE

A vehicle includes a chassis and a vehicle body supported by the chassis. At least one dynamically adjustable body mount connects the vehicle body to the chassis. The at least one dynamically adjustable body mount includes a selectively adjustable parameter. One or more vehicle sensors is associated with the vehicle. The one or more vehicle sensors is operable to detect one or more vehicle parameters. A control system is operatively connected to the at least one dynamically adjustable body mount and the one or more vehicle sensors. The control system is operable to alter the selectively adjustable parameter of the at least one dynamically adjustable body mount to substantially isolate the body from road and vehicle induced vibration in response to at least one of the one or more vehicle parameters and the one or more road surface parameters. 1. A method for isolating a vehicle body from a vehicle chassis , comprising:detecting a first parameter of a road surface;detecting a second parameter of a vehicle;providing a dynamically adjustable body mount operatively connected to the vehicle body and the vehicle chassis, the adjustable body mount comprising one of a bi-state mount, a multi-state mount, and a continuously-variable mount, the adjustable body mount including one or more electronically-controllable adjustment mechanisms including a piezo-electric mechanism, a shape memory alloy mechanism, a vacuum-actuation mechanism, and a pneumatic-actuation mechanism;adjusting a selectively adjustable parameter of the adjustable body mount based on one or more of the first parameter and the second parameter; andlimiting transmission of noise and vibration from the vehicle chassis to the vehicle body through the at least one dynamically adjustable body mount.2. The method of claim 1 , wherein detecting the first parameter includes detecting a road surface texture.3. The method of claim 1 , wherein detecting the second parameter includes detecting at least one of a ...

Information Processing Device, Vehicle Control Method, and Information Processing System

provided is an information processing device comprising: a map database in which a control parameter for controlling the behavior of the vehicle is recorded for each vehicle type at each point on a road; a data reading unit that acquires vehicle information including at least vehicle type information and positional information of the vehicle and reads the control parameter corresponding to the travel point of the vehicle from the map database based on the vehicle information; a parameter setting unit that sets an application control parameter to be applied to control of the vehicle based on the control parameter read by the data reading unit; and a data update unit that acquires an observation value related to the behavior of the vehicle controlled based on the application control parameter from the vehicle and updates the map database based on the observation value.

ELECTRIC SUSPENSION DEVICE

Provided is an electric suspension device including an electromagnetic actuator that is provided between a body and wheel of a vehicle and generates damping force for damping vibration of the body. It includes: an information acquisition unit that acquires information on the vehicle's sprung speed, pitch rate, and roll rate; a bounce target value computation unit that computes a bounce target value for controlling the vehicle's bounce orientation based on the sprung speed; a pitch target value computation unit that computes a pitch target value for controlling the vehicle's pitch orientation based on the pitch rate; a roll target value computation unit that computes a roll target value for controlling the vehicle's roll orientation based on the roll rate; and a driving control unit that controls driving of the actuator with a control target load which is based on a sum of the bounce, pitch, and roll target values. 1. An electric suspension device including an actuator that is provided between a body and a wheel of a vehicle and generates damping force for damping vibration of the body , the electric suspension device comprising:an information acquisition unit that acquires information on each of a sprung speed, a pitch rate, and a roll rate of the vehicle;a bounce target value computation unit that computes a bounce target value for controlling a bounce orientation of the vehicle based on the sprung speed;a pitch target value computation unit that computes a pitch target value for controlling a pitch orientation of the vehicle based on the pitch rate;a roll target value computation unit that computes a roll target value for controlling a roll orientation of the vehicle based on the roll rate; anda driving control unit that controls driving of the actuator by using a control target load which is based on a sum of the bounce target value, the pitch target value, and the roll target value.2. The electric suspension device according to claim 1 , whereinthe pitch target ...

Electric suspension device

Provided is an electric suspension device including an electromagnetic actuator that is provided between a body and wheel of a vehicle and generates damping force for damping vibration of the body. It includes: an information acquisition unit that acquires information on a sprung speed and sprung acceleration of the vehicle; a bounce target value computation unit that computes a bounce target value for controlling the vehicle's bounce orientation based on the sprung speed; and a driving control unit that controls driving of the actuator with a control target load which is based on the bounce target value. The bounce target value computation unit has a bounce target load map in which the bounce target value is associated with the sprung speed. The bounce target value computation unit adjusts a width of a dead zone set in the map based on the information on the sprung speed and sprung acceleration.

Suspension system and method for controlling suspension system

A suspension system for a vehicle is provided. The vehicle is travelling on a substrate. The suspension system includes a plurality of dampers and a controller disposed in communication with the plurality of dampers. The controller is configured to determine that a receiving coil disposed on the vehicle is inductively receiving electrical energy from a transmitting coil. The transmitting coil is disposed remote from the vehicle. The controller is further configured to control a damping level of each of the plurality of dampers to maintain a distance between the receiving coil and one of the transmitting coil and the substrate within a predetermined range or at a constant value.

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 ...

AUTOMATIC TILTING VEHICLE

An automatic tilting vehicle is provided that includes left and right front wheels supported by knuckles, a steerable rear wheel, a vehicle tilting device, and a control unit. The vehicle tilting device includes a swing member, a tilt actuator for swing the swing member, and a pair of tie rods pivotally attached to the swing member and the knuckles. The control unit calculates a target lateral acceleration of the vehicle, estimates a lateral acceleration of the vehicle caused by the gyro moments of the wheels and calculates a target tilt angle of the vehicle based on a sum of the target lateral acceleration and the lateral acceleration caused by the gyro moments. 1. An automatic tilting vehicle which includes a pair of laterally spaced front wheels , at least one steerable rear wheel , a vehicle tilting device , and a control unit; the pair of front wheels are rotatably supported by corresponding knuckles; the vehicle tilting device includes a swing member swinging about a swing axis extending in the longitudinal direction of the vehicle , a tilt actuator for swinging the swing member about the swing axis , and a pair of tie rods that are pivotally attached to the swing member at upper end pivotal attachment portions on both lateral sides of the swing axis and pivotally attached to corresponding knuckles at lower end pivotal attachment portions; the tilt actuator is connected to a vehicle body via a suspension spring; the control unit is configured to calculate a target tilt angle of the vehicle for tilting the vehicle to the inner side of a turn and to control the tilt actuator so that a tilt angle of the vehicle conforms to the target tilt angle , whereinthe control unit is configured to calculate a target lateral acceleration of the vehicle based on an amount of steering operation of a driver and a vehicle speed, to calculate gyro moments at least of the pair of front wheels based on wheel speeds and a yaw rate of the vehicle, to estimate a lateral acceleration ...

Cab suspension systems and associated methods of manufacture and use

Vehicle cab suspension control systems are disclosed herein. In some embodiments, the cab suspension control systems can include front cab-to-frame mounts that include controllable elastomer-based isolators that can provide real time variable damping to improve ride quality and/or road holding and reduce cab roll in response to, for example, input from one or more cab and/or frame mounted accelerometers, position sensors, etc. Embodiments of the control systems described herein can utilize a single vehicle controller (e.g., an ECU) to control all of the cab suspension components (e.g., semi-active damping technologies, air spring technologies, etc.) employed on a vehicle to provide a single suspension control solution that can provide improved ride performance, road holding, etc.

Roll control apparatus for vehicle

A roll control apparatus for a vehicle which comprises front wheel side and rear wheel side active stabilizer devices and a control unit that is configured to control the stabilizer devices, to calculate a target anti-roll moment, to determine optimum control gains of electric actuators of the stabilizer devices among pre-stored control gains based on a vehicle speed and a frequency of change in a roll angle of a vehicle body, and to control the electric actuators so that a sum of anti-roll moments generated by the front wheel side and rear wheel side active stabilizer devices becomes the target anti-roll moment and control gains of the electric actuators become the optimum control gains.

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 ).

Hydraulic actuator with on-demand energy flow

Various embodiments related to hydraulic actuators and active suspension systems as well as their methods of use are described.

Vehicle control system and controlling method thereof

Disclosed herein are a vehicle control system and controlling method thereof. The vehicle control system includes a plurality of sensors configured to measure a wheel speed, a steering angle, a yaw rate, and acceleration value, and a controller estimating the state of a vehicle based on the wheel speed, the steering angle, the yaw rate, and the acceleration value and updating a front and rear wheel stiffness of the vehicle when it is determined that the vehicle is running on an asymmetric friction surface from the estimated state of the vehicle.

VEHICLE STATE DETECTION DEVICE

An unsprung state detection part () calculates a variation amount X (=|φ−φ′|), which is a magnitude of a difference between a detected angle φ output from a resolver rotational angle sensor () for detecting a rotational angle of an in-wheel motor () and an estimated angle φ′ of a motor rotational angle (S to S). The estimated angle φ′ can be calculated by adding an estimated angle of the rotation of the motor () in one calculation cycle to a detected angle φn−1 of the previous calculation cycle. When the variation amount X is more than a road surface determination threshold Xref, the unsprung state detection part () determines that the travel road on which a vehicle () is traveling is a rough road (S, S). As a result, the road surface determination can be made by using the rotational angle sensor (). 1. A vehicle state detection device to be applied to a vehicle , a motor; and', a magnetism detection signal output part comprising a rotor to be rotated by a rotation of the motor, and a stator arranged around the rotor, the magnetism detection signal output part being configured to output a magnetism detection signal changing in response to a relative positional relationship between the rotor and the stator; and', 'a rotational angle calculation part for calculating a rotational angle of the motor based on the magnetism detection signal output by the magnetism detection signal output part,, 'a rotational angle sensor comprising], 'the vehicle comprisingthe vehicle state detection device comprising external force index acquisition means for detecting a variation in the magnetism detection signal output from the magnetism detection signal output part, which is generated by a change of a relative positive between the rotor and the stator of the rotational angle sensor toward a direction other than a rotational directional of the rotor, or a variation in the calculated rotational angle calculated by the rotational angle calculation part, which is generated by the change ...

VEHICLE, VEHICLE MOTION STATE ESTIMATION APPARATUS, AND METHOD FOR ESTIMATING VEHICLE MOTION STATE

Provided are a vehicle, a vehicle motion state estimation apparatus, and a method for estimating a vehicle motion state capable of highly accurately estimating a state quantity of a bounce motion of a vehicle having a non-linear suspension characteristic. The vehicle motion state estimation apparatus in a vehicle, in which wheels and a vehicle body are coupled via a suspension, includes a bounce motion estimation unit that estimates and outputs a state quantity of a bounce motion of the vehicle based on traveling state information of the vehicle, and a correction value estimation unit that calculates a correction value to correct an output the bounce motion estimation unit. The correction value estimation unit calculates the correction value in consideration of a non-linear characteristic of the suspension. 1. A vehicle motion state estimation apparatus in a vehicle in which wheels and a vehicle body are coupled via a suspension , comprising:a bounce motion estimation unit that estimates and outputs a state quantity of a bounce motion of the vehicle based on traveling state information of the vehicle; anda correction value estimation unit that calculates a correction value to correct an output the bounce motion estimation unit,wherein the correction value estimation unit calculates the correction value in consideration of a non-linear characteristic of the suspension.2. A vehicle motion state estimation apparatus in a vehicle in which wheels and a vehicle body are coupled via a suspension , comprising:a vertical motion estimation unit that estimates and outputs a state quantity of a vertical motion of the vehicle based on traveling state information of the vehicle; anda correction value estimation unit that calculates a correction value to correct an output the vertical motion estimation unit,wherein the correction value estimation unit calculates the correction value in consideration of a non-linear characteristic of a suspension.3. The vehicle motion state ...

ELECTRONICALLY CONTROLLED SUSPENSION CONTROL SYSTEM OF VEHICLE USING ROAD SURFACE INFORMATION AND CONTROL METHOD USING THE SAME

An electronically controlled suspension control system of a vehicle using road surface information may include a road surface recognition unit of recognizing a road surface, a road surface profile determination unit of determining a road surface profile using information as to the recognized road surface, a behavior estimation and determination unit of estimating and determining a vehicle behavior according to the determined road surface profile, a behavior information recording unit storing information as to the behavior of the vehicle, an electronically controlled suspension (ECS) control unit of controlling a suspension of the vehicle, and a behavior determination and control unit of comparing a determined value from the behavior estimation and determination unit with recorded values of the behavior information recording unit, determining a behavior level of the vehicle, based on results of the comparison, and sending a control command according to the determined behavior level to the ECS control unit. 1. An electronically controlled suspension control system of a vehicle , the electronically controlled suspension control system comprising:a road surface recognition unit of recognizing a road surface disposed in a front of the vehicle;a road surface profile determination unit of determining a profile of the road surface using information as to the road surface recognized by the road surface recognition unit;a behavior estimation and determination unit of estimating and determining a value of behavior of the vehicle according to the profile of the road surface determined by the road surface profile determination unit;a behavior information recording unit pre-storing information as to values of behaviors of the vehicle;an electronically controlled suspension (ECS) control unit of controlling a suspension of the vehicle; anda behavior determination and control unit connected to the behavior estimation and determination unit, the behavior information recording unit ...

ELECTRO-DYNAMICALLY CONTROLLED LEVELING SYSTEM

An electro-dynamically controlled leveling system having a plurality of air springs mounted on at least one axle of a vehicle for supporting the weight of the vehicle; one or more electro-pneumatic valves; and one or more sensors that monitor one or more characteristics of the vehicle and transmit the one or more characteristics as a sensory input. The electro-dynamically controlled leveling system includes a central control module in electrical communication with the one or more sensors and the one or more electro-pneumatic valves. The central control module receives the sensory input from the one or more sensors, calculates a dynamic condition of the vehicle based on the sensory input, determines a desired air pressure for each air spring based on the calculated dynamic conditions of the vehicle, and transmit a command to the electro-pneumatic valves to adjust the air pressure of the air springs. 1. An electro-dynamically controlled leveling system for a vehicle comprising:a plurality of air springs mounted on at least one axle of the vehicle for supporting the weight of the vehicle;one or more electro-pneumatic valves configured to adjust the air pressure of the plurality of air springs by supplying air to the plurality of air springs from an air source and removing air from the plurality of air springs;one or more sensors configured to monitor one or more characteristics of the vehicle and transmit the one or more characteristics as a sensory input; anda central control module in electrical communication with the one or more sensors and the one or more electro-pneumatic valves,wherein the central control module is configured to receive the sensory input from the one or more sensors, calculate a dynamic condition of the vehicle based on the sensory input, determine a desired air pressure for each air spring based on the calculated dynamic conditions of the vehicle, and transmit a command to the one or more electro-pneumatic valves to adjust the air pressure of ...

Motor vehicle roll angle determining method, involves determining yaw rate or correlated size, and vehicle speed, and determining roll angle of motor vehicle using yaw rate or correlated size and specific vehicle roll spring rigidity

The method involves determining a yaw rate or a correlated size by a determining device (1), and determining vehicle speed by a determining device (2). A roll angle of a motor vehicle is determined using the yaw rate or the correlated size and specific vehicle roll spring rigidity. A centripetal force is computed from the yaw rate or the correlated size. The yaw rate measurement is calibrated in the standstill position of the vehicle and when driving the vehicle. The vehicle is assumed as a mass (m) with specific height (h). An independent claim is also included for a sensor for environment detection in a motor vehicle.

Adaptive suspension control for a motor vehicle

A suspension control system for a motor vehicle (1) having a chassis and wheels (15, 16) connected to the chassis by a suspension system (17) the stiffness of which is variable under the control of the suspension control system comprises a controller (8) adapted to modify autonomously the stiffness of the suspension system (17) depending on a current state of motion of the vehicle. List of reference signs 1. motor vehicle 2. combustion engine 3. front axle 4. 1st clutch 5. drive shaft 6. rear axle 7. 2nd clutch 8. controller circuit 9. acceleration sensor 10. yaw rate sensor 11. steering wheel angle sensor 12. accelerator pedal sensor 13. brake sensor 14. 15. front wheel 16. rear wheel 17. shock absorber

Vehicle i.e. car, stabilizing method, involves producing yaw moment of vehicle in such manner that actual characteristics of vehicle is approximated to reference characteristics

The method involves determining reference characteristics of a vehicle (1). A yaw moment (M) of the vehicle is produced in such a manner that actual characteristics of the vehicle is approximated to the reference characteristics that includes a reference yaw rate and/or a reference slip angle of the vehicle. The yaw moment is produced by deceleration of a right rear wheel (3) and a left rear wheel (6) of the vehicle. A wheel slip of the wheels is limited to a maximum value during the deceleration of the wheels. A braking force (F) of the wheels is increased during deceleration of the wheels.

车辆控制系统和车辆控制方法

本发明涉及车辆控制系统和车辆控制方法。一种车辆控制系统，其被配置为基于车辆的行驶状态获得一种指标并且响应于该指标改变驱动力控制特性和悬挂机构的车体支撑特性中至少任何一个，并被配置为获取与车辆所行驶的道路表面的摩擦系数相关联的信息，并且基于与道路表面摩擦系数相关联的信息校正响应于该指标改变的驱动力控制特性和车体支撑特性中的该至少任何一个(步骤S1、S3、S5和S7)。

Vehicle motion control device

A vehicle behavior control apparatus is divided into three major parts, sensors for detecting engine and vehicle operating conditions, a target yaw rate establishing section for establishing the rate and differential limiting apparatuses for selectively varying distribution ratios of driving force between front and rear wheels and/or between left and right wheels. The target yaw rate establishing section calculates a target yaw rate based on a vehicle mass, a mass distribution ratio between front and rear axles, front and rear axle mass, distances between front and rear axles and a center of gravity, a steering angle of a front wheel, and front and rear wheels equivalent cornering powers. A steady state yaw rate gain is separately calculated for left and right steering, respectively. A reference yaw rate is calculated by correcting a time constant of lag of yaw rate with respect to steering based on estimated road friction coefficient.

Vehicle motion control device

Moving mechanism

【課題】路面凹凸からの外乱を吸収し、傾斜路面であっても車体フレームを水平に保ち安定に走行する移動機構を構成する。 【解決手段】車体フレームに車輪を接続し移動する移動機構において、それぞれの車輪をスイングアームで車体に取り付け、それぞれのスイングアームを支えるコイルバネを懸架するピッチ・ロール方向に回動可能なテーブルの傾きを適切に制御することによって、車体フレームを水平に保ち安定に走行する移動機構を構成する。 【選択図】 図１

Body yaw rate, roll rate, lateral acceleration detection device

Aligner wheel is monitored

描述了一种应用电动转向系统的多车轮车辆。运行车辆的方法包括确定车辆正沿直线运行，以及监测与电动转向相关以及车辆动力学相关的参数。第一自对准转矩参数是基于电动转向参数确定的，而第二自对准转矩参数是基于车辆动力学参数确定的。车轮的对准是基于第一和第二自对准转矩参数确定的。

Method for determining a longitudinal vehicle velocity by compensating individual wheel speeds using pitch attitude

A control system ( 24 ) for controlling a safety system ( 40 ) of an automotive vehicle includes a plurality of wheel speed sensors ( 30 ) generating a plurality of wheel velocity signals, a steering angle sensor ( 39 ) generating a steering actuator angle signal, a yaw rate sensor ( 28 ) generating a yaw rate signal, a longitudinal acceleration sensor ( 32 ) generating a longitudinal acceleration signal and a pitch angle generator generating a pitch angle signal and a controller ( 26 ). The controller ( 26 ) generates a longitudinal vehicle velocity in response to the plurality of wheel speed signals, the steering angle signal, the yaw rate signal, the lateral acceleration signal and the pitch rate signal. The controller ( 26 ) may determine a slip-related longitudinal velocity and a non-slip longitudinal velocity as intermediate steps.

Procedure for determining changes of centre of gravity of vehicle with at least two axles and at least three wheels has vehicle driven in curve and state parameters corresponding with respective wheel load detected at least at two wheels.

A procedure for determining changes of the centre of gravity of a vehicle with at least two axles and at least three wheels has the vehicle driven in a curve. During the travel in the curve, first state parameters corresponding with the respective wheel load are detected at least at two wheels. The detected first state parameters are compared with reference values representing the respective wheel load and from the deviations between them, a corresponding change of center of gravity is calculated. As first state parameters corresponding with the wheel load, the spring displacement which can be measured on the wheel suspension and/or the spring pressure and/or the damper pressure which can be measured on the shock absorber and/or the tyre inner pressure or the side deformation of the tyre are used.

Rolling movement control apparatus for motor vehicle, has brake force controller to control braking force of each wheel based on calculated controlling variables for attaining target rolling angle of vehicle

A variable calculation unit calculates the sum of controlling variables for attaining the target rolling angle of the vehicle, based on the running condition. A brake force controller controls the braking force of each wheel based on the calculated controlling variables.

System for influencing the driving behaviour of a vehicle

Das erfindungsgemäße System und die erfindungsgemäße Vorrichtung betrifft ein System und eine Vorrichtung zur Beeinflussung des Fahrverhaltens eines Fahrzeuges.

Method and device for influencing transverse dynamics of a vehicle

The invention concerns a method and device for influencing transverse dynamics of a vehicle, involving an assessing unit (6) whereto is transmitted a real quantity of transverse dynamics and wherein are determined a prescribed quantity of transverse dynamics and a quantity of transverse dynamics difference describing the difference between the prescribed quantity and the real quantity of transverse dynamics. Then based on the quantity of transverse dynamics difference, it is determined whether it is necessary to influence the transverse dynamics of the vehicle. If it is so determined, the assessment unit (6) determines whether it is necessary to influence the transverse dynamics via means (15) for modifying the bearing force of at least one wheel of the vehicle on the ground and/or via another means (16, 17) for influencing transverse dynamics and controls said means (15, 16, 17) accordingly.

Vehicle motion model generation apparatus and vehicle motion model generation method

Road surface friction coefficient state detector

Multi-path fluid diverter valve

Multi-path fluid diverter valve

Method for dynamically determining wheel grounding and wheel lifting status and application to its rolling stability control

【課題】複数の車輪（１２ａ）、（１２ｂ），（１３ａ）、（１３ｂ）を有する車輌（１０）の転覆を防止するために、その車輌の転覆可能性を動的に検出して車輌の安全性制御システムを作動させる方法を提供すること。 【解決手段】この方法は、縦揺れ速度を決定する工程、横加速度を決定する工程、横揺れ速度を決定する工程、縦加速度を決定する工程；および前記車輌に対する計算した角度を決定する工程を含む。この方法は、更に、縦揺れ速度、横加速度、横揺れ速度および縦加速度の関数として車輪浮上がり信号または車輪接地信号を発生する工程、前記車輪浮上がりまたは車輪接地信号に応じて前記計算した角度を調整する工程、並びに前記計算した車輌角度に応じて安全システム（４４）を制御する工程を含む。 【選択図】図１

Electromagnetic damping system

Ein elektromagnetisches Dämpfungssystem kann eine günstige Dämpfkraft über den gesamten Bereich der Kompressions- und Extensionsvorgänge (Hub) erzielen und dennoch in der Größe reduziert werden. In einem normalen Hubbereich erzeugt ein elektromagnetischer Dämpfer eine Dämpfkraft (Antriebskraft). In den Hubendbereichen erzeugt ein Hydraulikdämpfer eine große Dämpfkraft. In den Hubendbereichen steigt, sogar, wenn die Dämpfkraft (Antriebskraft), die mittels des elektromagnetischen Dämpfers erzeugt wird, sinkt, die resultierende Dämpfkraft, welche erzielt wird durch Kombinieren der Dämpfkraft (Antriebskraft) des elektromagnetischen Dämpfers und der Dämpfkraft (Antriebskraft), die mittels des Hydraulikdämpfers erzeugt wird. Sogar wenn Magnete näher zur Mitte des Hubs hin angeordnet sind, ist es möglich, eine günstige Antriebskraft/Dämpfkraft (resultierende Kraft) über den gesamten Hubbereich zu erzielen, und daher ist es möglich, die Gesamtgröße des Systems um einen Betrag zu reduzieren, der dem Ausmaß entspricht, in welchem die Magnete näher zur Mitte des Hubs angeordnet sind. An electromagnetic damping system can achieve a favorable damping force over the entire range of compression and extension processes (stroke) and still be reduced in size. In a normal stroke range, an electromagnetic damper generates a damping force (driving force). A hydraulic damper generates a large damping force in the stroke end areas. In the stroke end portions, even if the damping force (driving force) generated by the electromagnetic damper decreases, the resulting damping force obtained by combining the damping force (driving force) of the electromagnetic damper and the damping force (driving force) using of the hydraulic damper is generated. Even when magnets are located closer to the center of the stroke, it is possible to obtain a favorable driving force / damping force (resulting force) over the entire stroke range, and therefore it is possible to reduce the overall size of the system ...

Vehicle suspension adaptive control

FIELD: transport. SUBSTANCE: invention relates to automotive industry. Proposed system comprises suspension control system controller. Said controller allows varying suspension system stiffness depending upon vehicle motion conditions. Said controller is connected with steering wheel turn angle transducer. Said controller allows defining the difference between motion conditions at steering wheel high angular speed and that at low angular speed. Said controller allows setting suspension higher stiffness at higher angular speed of steering wheel compared with that at lower angular speed. EFFECT: improved maneuverability. 11 cl, 3 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 497 692 (13) C2 (51) МПК B60G 17/015 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2009112078/11, 01.04.2009 (24) Дата начала отсчета срока действия патента: 01.04.2009 (72) Автор(ы): ГОНЕЙМ Юссеф (US), ХЕЛЬД Файт (DE) (43) Дата публикации заявки: 10.10.2010 Бюл. № 28 2 4 9 7 6 9 2 (45) Опубликовано: 10.11.2013 Бюл. № 31 Адрес для переписки: 129090, Москва, ул. Б. Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры" режимом движения с высокой угловой скоростью рулевого колеса и режимом движения с низкой угловой скоростью рулевого колеса. Контроллер обеспечивает установку более высокой жесткости подвески в режиме с высокой угловой скоростью рулевого колеса, чем в режиме с низкой угловой скоростью рулевого колеса. Технический результат заключается в повышении маневренности транспортного средства. 10 з.п. ф-лы, 3 ил., 1 табл. R U 2 4 9 7 6 9 2 (54) АДАПТИВНОЕ УПРАВЛЕНИЕ ПОДВЕСКОЙ ТРАНСПОРТНОГО СРЕДСТВА Ñòð.: 1 ru C 2 C 2 (56) Список документов, цитированных в отчете о поиске: JP 58056907 A, 04.04.1983. WO 2006126342 A1, 30.11.2006. US 2004015279 A1, 22.01.2004. US 2005234620 A1, 20.10.2005. US 4830394 A, 16.05.1989. RU 2240930 C1, 27.11.2004. (57) Реферат: Изобретение относится к системе адаптивного управления подвеской ...

Method and apparatus for controlling vehicle

【課題】車輪が通過するであろう位置を高い精度で予測して、プレビュー制振制御を実行する。【解決手段】車両（１０）の制御方法は、先読み時間を決定するステップと、車輪の現時点の位置、車両の速度、及び、車両の進行方向を少なくとも含む特定車両情報を用いて、通過予測位置を求めるステップと、通過予測位置における路面変位関連値を取得するステップと、通過予測位置における路面変位関連値に基いて最終目標制御力を演算するステップと、最終目標制御力に基いて制御力発生装置を制御するプレビュー制振制御を実行するステップと、を含む。【選択図】図６

Vehicular preview vibration damping control device and vehicular preview vibration damping control method

【課題】車両が通信困難区間を走行している場合であっても、センサレスでプレビュー制振制御を実行できる車両用プレビュー制振制御装置及び車両のプレビュー制振制御方法を提供する。【解決手段】制振制御装置２０は、ＥＣＵ３０を含む。ＥＣＵ３０は、車両１０が無線通信装置３３とクラウド４０との通信が困難な通信困難区間を走行している場合、記憶装置３０ａに予め保存された通信困難区間の路面変位関連情報を用いて、プレビュー制振制御を実行するように構成される。【選択図】図１

Lean vehicle

Calibration system of steering angle sensor and method thereof

A calibration system of the steering angle sensor is provided that the assembly time of vehicle can be shortened as the calibration is automatically performed in the driving test mode after vehicle is assembled. A calibration system of the steering angle sensor comprises two top and bottom G-sensors(34) which are installed at two front-wheels of the vehicle, and which output the acceleration of the vehicles in driving, an ECS ECU(32) commanding the angular of the steering wheel to a steering angle sensor(20), ABS(10) which is installed at wheel and includes four wheel speed sensors.

Device and method for automatically adjusting the horizontal ride level of a utility vehicle

本发明涉及用于在倾斜地基上对载货车进行改进地自动水平调节的一种设备(8)和一种方法。本发明尤其涉及横向加速度传感器(15)与高度可调整底盘(4)相关地采集在静止状态中的或者具有减小的速度的载货车的倾斜度的应用。

Method and device for vehicle control

FIELD: transport means.SUBSTANCE: method for driving a vehicle includes determining the predicted time, calculating the predicted position of passage using specific information about the vehicle, including at least the position of the wheel at the current time, the speed of the vehicle and the direction of movement of the vehicle, obtaining a value associated with the displacement of the road surface in the predicted position of passage, calculating the final target control force based on the value, associated with the displacement of the road surface in the predicted passage position, and control of the control force generator based on the final target control force. A vehicle control device is also proposed.EFFECT: preliminary control of vibration damping is achieved.14 cl, 17 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 764 481 C1 (51) МПК B60G 17/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B60G 17/00 (2021.08) (21)(22) Заявка: 2021130343, 19.10.2021 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): ТОЙОТА ДЗИДОСЯ КАБУСИКИ КАЙСЯ (JP) Дата регистрации: 17.01.2022 29.10.2020 JP 2020-181762 (45) Опубликовано: 17.01.2022 Бюл. № 2 2 7 6 4 4 8 1 R U (54) СПОСОБ И УСТРОЙСТВО УПРАВЛЕНИЯ ТРАНСПОРТНЫМ СРЕДСТВОМ (57) Реферат: Способ управления транспортным средством вычисление конечной целевой управляющей силы включает определение прогнозируемого времени, на основе значения, связанного со смещением вычисление прогнозируемого положения поверхности дороги в прогнозируемом прохождения с использованием конкретной положении прохождения, и управление информации о транспортном средстве, генератором управляющей силы на основе включающей, по меньшей мере, положение колеса конечной целевой управляющей силы. в текущий момент времени, скорость Предложено также устройство управления транспортного средства и направление движения транспортным средством. Достигается транспортного средства, ...

Apparatus for controlling vehicle suspension, and method thereof

본 발명은 차량의 전방에 방지턱이 식별된 것에 대응하여, 식별된 방지턱에 대응하는 차량용 쇼크 업소버(shock absorber)의 모드를 결정하는 모드 결정부, 결정된 쇼크 업소버의 모드에 기반하여, 방지턱의 통과를 위한 서스팬션(suspension) 제어량을 연산하는 서스팬션 제어량 연산부 및 연산된 서스팬션 제어량에 기반하여, 차량의 서스팬션을 제어하는 제어부를 포함하는, 차량용 서스팬션 제어 장치에 관한 것이다.

a rollover protecting system for vehicles

본 발명은 차량의 롤오버 방지장치에 관한 것으로, 롤오버 발생 위험시 액츄에이터(6)가 피봇암(7)을 회동시켜 어퍼암(2)을 차량 외측 방향으로 밀어냄으로써 타이어(5)가 양의 캠버상태로 전환되도록 되어 있으며, 타이어(5)의 숄더부(5)에는 노면과의 접지면적 감소를 위한 돌출단(5d)들이 형성되어 있다. The present invention relates to a device for preventing rollover of a vehicle, wherein when the rollover is in danger, the actuator (6) rotates the pivot arm (7) and pushes the upper arm (2) outward of the vehicle. The protrusion 5d for reducing the ground area with the road surface is formed at the shoulder portion 5 of the tire 5. 따라서, 롤오버 발생 위험상황에서 타이어(5)와 노면과의 접지면적이 감소하여 그립력이 줄어들게 되므로, 타이어(5)에 작용하는 횡력이 감소하여 롤오버 안정성이 향상되는 효과가 있다. Therefore, the grip area is reduced by reducing the ground area between the tire 5 and the road surface in a situation where a rollover occurs, thereby reducing the lateral force acting on the tire 5, thereby improving rollover stability. 더불어, 본 발명은 저속 선회시에는 타이어(5)의 캠버각이 인위적으로 변하지 않고 차체의 롤에 의해 약한 음의 캠버상태를 갖게 되어 타이어(5)와 노면의 접지면적이 증가하므로 충분한 조종 안정성을 확보할 수 있다. In addition, in the present invention, the camber angle of the tire 5 is not artificially changed during low-speed turning, and a weak negative camber state is obtained by the roll of the vehicle body, so that the ground area of the tire 5 and the road surface is increased, thereby providing sufficient steering stability. It can be secured.

System for determining rollover in a vehicle control system

A control system ( 18 ) and method for an automotive vehicle ( 10 ) is provided in which various dynamic control system sensors are monitored and used to activate a dynamic control system which is indicative of a vehicle instability. Vehicle instability may also be determined using an energy threshold. Once vehicle instability is determined, a roll trend is determined in response thereto. The roll trend may use an accumulative directional indicator to determine whether the trend of the vehicle is toward rolling over. If the vehicle is tending to roll over, a safety device such as an airbag may be deployed.

System and method for determining a wheel departure angle for a rollover control system

A control system ( 18 ) and method for an automotive vehicle includes roll rate sensor ( 34 ) generating a roll rate signal, a lateral acceleration sensor ( 32 ) generating a lateral acceleration signal, a pitch rate sensor ( 37 ) generating a pitch rate signal, a yaw rate sensor ( 28 ) generating a yaw rate signal and a controller ( 26 ). The controller ( 26 ) is coupled to the roll rate sensor ( 34 ), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller ( 26 ) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller ( 26 ) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller ( 26 ) determines a wheel departure angle from the total roll velocity. The controller ( 26 ) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

System for dynamically determining axle loadings of a moving vehicle using integrated sensing system and its application in vehicle dynamics controls

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

Method for detecting critical driving situations of a vehicle

Die Erfindung betrifft ein Verfahren zur Erkennung kritischer Fahrsituationen eines Fahrzeugs, insbesondere zur Erkennung eines drohenden Fahrzeugüberschlags, bei dem fahrsituationsabhängige Bewegungsgrößen des Fahrzeugs an zumindest zwei Orten gemessen werden, die mit Abstand zueinander jeweils auf einer Seite einer normalerweise horizontalen Drehachse des Fahrzeugs liegen, aus den gemessenen Bewegungsgrößen und dem Abstand der Orte der Messungen ein Drehwinkel und eine Drehwinkelgeschwindigkeit des Fahrzeugs bezüglich dieser normalerweise horizontalen Drehachse berechnet werden und die berechneten Werte für Drehwinkel und Drehwinkelgeschwindigkeit in Abhängigkeit von fahrzeugspezifischen Schwellenwerten bewertet werden, um Steuersignale zur Ansteuerung von Sicherheitssystemen im Fahrzeug zu erzeugen und auszugeben. The The invention relates to a method for detecting critical driving situations a vehicle, in particular for detecting an impending vehicle rollover, in the driving situation dependent movement quantities of Vehicle measured at least two places, by far each other on one side of a normally horizontal Are the axis of rotation of the vehicle, from the measured quantities of motion and the distance of the locations of the measurements, a rotation angle and a rotational angular velocity of the vehicle This normally horizontal axis of rotation can be calculated and the calculated values for Angle of rotation and angular velocity as a function of vehicle-specific Thresholds are evaluated to control signals for driving of safety systems in the vehicle to produce and output.

Roll over stability control for an automotive vehicle

A stability control system ( 24 ) for an automotive vehicle as includes a plurality of sensors ( 28-37 ) sensing the dynamic conditions of the vehicle and a controller ( 26 ) that controls a distributed brake pressure to reduce a tire moment so the net moment of the vehicle is counter to the roll direction. The sensors include a speed sensor ( 30 ), a lateral acceleration sensor ( 32 ), a roll rate sensor ( 34 ), and a yaw rate sensor ( 20 ). The controller ( 26 ) is coupled to the speed sensor ( 30 ), the lateral acceleration sensor ( 32 ), the roll rate sensor ( 34 ), the yaw rate sensor ( 28 ). The controller ( 26 ) determines a roll angle estimate in response to lateral acceleration, roll rate, vehicle speed, and yaw rate. The controller ( 26 ) changes a tire force vector using brake pressure distribution in response to the relative roll angle estimate.

Wheel lifted and grounded identification for an automotive vehicle

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

Passive wheel lift identification for an automotive vehicle using operating input torque to wheel

A control system ( 18 ) and method for an automotive vehicle ( 10 ) used for detecting lift of a wheel includes a speed sensor ( 20 ) coupled to the wheel producing a wheel speed signal and a torque control system ( 57 ) coupled to the wheel for generating an operating input torque to the wheel. A controller ( 26 ) is coupled to the torque control system ( 57 ) and the wheel speed sensor ( 20 ). The controller ( 26 ) determines a wheel response to the operating input torque and generates a wheel lift signal as a function of the operating input torque, the wheel speed signal and the wheel response.

Wheel lift identification for an automotive vehicle using passive and active detection

A control system ( 18 ) and method for an automotive vehicle ( 10 ) used for detecting lift of a wheel includes a passive wheel lift detector ( 58 ) that generates a passive wheel lift signal, an active wheel lift detector ( 60 ) that generates an active wheel lift signal, and an integrated wheel lift detector ( 62 ) coupled to the passive wheel lift detector ( 58 ) and the active wheel lift detector ( 60 ). The integrated wheel lift detector ( 62 ) generates a final wheel lift signal in response to the passive wheel lift signal and the active wheel lift signal. The final wheel lift signal may be used to control a safety device such as a rollover prevention system.

Attitude sensing system for an automotive vehicle

A stability control system ( 18 ) for an automotive vehicle includes a plurality of sensors ( 28-39 ) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor ( 20 ), a lateral acceleration sensor ( 32 ), a roll rate sensor ( 34 ), a yaw rate sensor ( 20 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) is coupled to the speed sensor ( 20 ), the lateral acceleration sensor ( 32 ), the roll rate sensor ( 34 ), the yaw rate sensor ( 28 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) has an anti-integration drift filter and a steady state recovery filter. The controller determines a roll attitude angle, a pitch attitude angle and a yaw attitude angle in response to the roll angular rate signal, the yaw angular rate signal, the lateral acceleration signal, the longitudinal acceleration signal, the wheel speed signal, the anti-integration drift filter and the steady state recovery filter.

Enhanced system for yaw stability control system to include roll stability control function

A yaw stability control system ( 18 ) is enhanced to include roll stability control function for an automotive vehicle and includes a plurality of sensors ( 28-39 ) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor ( 20 ), a lateral acceleration sensor ( 32 ), a yaw rate sensor ( 28 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) is coupled to the speed sensor ( 20 ), the lateral acceleration sensor ( 32 ), the yaw rate sensor ( 28 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) generates both a yaw stability feedback control signal and a roll stability feedback control signal. The priority of achieving yaw stability control or roll stability control is determined through priority determination logic. If a potential rollover event is detected, the roll stability control will take the priority. The controller for roll stability control function determines a roll angle of the vehicle from the lateral acceleration sensor signal and calculates the feedback control signal based on the roll angle.

Attitude sensing system for an automotive vehicle relative to the road

A stability control system ( 18 ) for an automotive vehicle includes a plurality of sensors ( 28-39 ) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor ( 20 ), a lateral acceleration sensor ( 32 ), a roll rate sensor ( 34 ), a yaw rate sensor ( 20 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) is coupled to the speed sensor ( 20 ), the lateral acceleration sensor ( 32 ), the roll rate sensor ( 34 ), the yaw rate sensor ( 28 ) and a longitudinal acceleration sensor ( 36 ). The controller ( 26 ) determines a global roll attitude and a global pitch attitude from the roll rate, lateral acceleration signal and the longitudinal acceleration signal. The controller determines a roll gradient based upon a past raw roll rate and current raw roll rate, the roll angular rate signal and the lateral acceleration signal, a pitch gradient based upon a past raw pitch rate and current raw pitch rate the calculated pitch angular rate signal and the longitudinal acceleration signal. The controller determines a relative roll and relative pitch as a function of the roll gradient and the pitch gradient.

System for detecting surface profile of a driving road

A control system ( 18 ) has a roll angular rate sensor ( 34 ), a yaw angular rate sensor ( 28 ), a lateral acceleration sensor ( 32 ), a longitudinal acceleration sensor ( 36 ), and four wheel speed sensors ( 20 ). The controller ( 26 ) determines a relative pitch angle and relative roll angle using the lateral acceleration signal, the longitudinal acceleration signal and the roll rate signal; a first flatness index using the roll angular rate signal, the yaw angular rate signal, the relative roll angle and a relative pitch angle; a steady state pitch angle using the vehicle speed and the longitudinal acceleration, and a steady state roll angle using the lateral acceleration, speed, and yaw rate. The controller ( 26 ) determines a second flatness index using the steady state pitch angle, the relative pitch angle, the yaw rate, the steady state roll angle and a relative roll angle.

System for sensing vehicle global and relative attitudes using suspension height sensors

A control system ( 18 ) for an automotive vehicle includes a lateral acceleration sensor ( 32 ), a yaw rate sensor ( 28 ), a longitudinal acceleration sensor ( 36 ), and suspension height sensors ( 50 a -50 d ). The controller ( 26 ) determines a roll characteristic from the first angular rate signal, the suspension height signal, and the lateral acceleration signal and a pitch characteristic from the first angular rate signal, the suspension height signal and the longitudinal acceleration signal.

System and method for determining a wheel departure angle for a rollover control system with respect to road roll rate and loading misalignment

A control system ( 18 ) and method for an automotive vehicle includes a roll rate sensor ( 34 ) generating a roll rate signal, a lateral acceleration sensor ( 32 ) generating a lateral acceleration signal, a pitch rate sensor ( 37 ) generating a pitch rate signal, a yaw rate sensor ( 28 ) generating a yaw rate signal and a controller ( 26 ). The controller ( 26 ) is coupled to the roll rate sensor ( 34 ), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller ( 26 ) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller ( 26 ) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller ( 26 ) determines a wheel departure angle from the total roll velocity. The controller ( 26 ) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

System and method for characterizing the road bank for vehicle roll stability control

A control system ( 18 ) for an automotive vehicle ( 10 ) having a vehicle body has a roll angular rate sensor ( 34 ) generating a roll angular rate signal corresponding to an roll angular motion of the vehicle body. A controller ( 26 ) is coupled to roll rate sensor and a plurality of sensors. The controller ( 26 ) generates a linear road bank angle, first reference bank angle and a relative roll angle in response to the roll angle generator and the plurality of sensor signals. The controller ( 26 ) determines a first reference bank angle and generates a second reference bank angle in response to linear bank angle and a first reference bank angle, a bank angle adjustment factor. The bank angle adjustment is a function of a relative roll angle estimate. The controller ( 26 ) controls the safety system in response to the second reference bank angle estimate.

System and method for characterizing vehicle body to road angle for vehicle roll stability control

A control system ( 18 ) for an automotive vehicle ( 10 ) having a safety system includes a controller ( 26 ) determining a first body to road angle; determining a second body to road angle; determining a final body to road angle from the first body to road angle and the second body to road angle; and controlling the safety system in response to the final body to road signal.

Method and system for correcting sensor offsets

A control system ( 18 ) for an automotive vehicle ( 19 ) having a vehicle body includes a cluster ( 16 ) of vehicle dynamic sensors ( 27, 28, 30, 31 ), the output signals from the sensors (Yaw Rate Sensor, Roll Rate Sensor, Longitudinal Acceleration Sensor, Lateral Acceleration Sensor) are corrected for errors by removing the zero output DC bias. Such bias constitutes an error that may occur as a result of temperature changes, manufacturing defects, or other factors. The system ( 18 ) also compensates for the drift in the sensor output signals that occur during vehicle operation.

Integrated sensing system

A vehicle control system includes a housed sensor cluster generating a plurality of signals. An integrated controller includes a sensor signal compensation unit and a kinematics unit, wherein the sensor signal compensation unit receives at least one of the plurality of signals and compensates for an offset within the signal and generates a compensated signal as a function thereof. The integrated controller further generates a kinematics signal including a sensor frame with respect to an intermediate axis system as a function of the compensated signal and generates a vehicle frame signal as a function of the kinematics signal. A dynamic system controller receives the vehicle frame signal and generates a dynamic control signal in response thereto. A safety device controller receives the dynamic control signal and further generates a safety device signal in response thereto.

Vehicle rollover discrimination device and vehicle rollover discrimination method