A suspension system and associated control methods for improving the effectiveness of driver assistance systems is disclosed where the driver assistance systems can generate and send requests to a suspension control unit (SCU) of the suspension system to actuate (e.g., close) one or more comfort valves in the suspension system to increase the roll stiffness and/or pitch stiffness of the suspension system when the driver assistance systems are taking corrective action. As part of a two-way communication between the suspension control unit (SCU) and the driver assistance systems, the suspension control unit (SCU) communicates target stiffnesses and/or calculated effective stiffnesses to the driver assistance systems, which is used to update the vehicle stability models used by the driver assistance systems.

A vehicle of the present disclosure may include at least one pair of opposing wheels coupled to a tiltable central chassis by a four-bar linkage or the like, such that the wheels are configured to tilt in unison with the central chassis. A steering actuator and/or a tilting actuator may be discretely controllable by an electronic controller of the vehicle. The controller may include processing logic configured to maintain alignment between a median plane of the chassis and a net force vector caused by gravity and any induced centrifugal forces. Various control algorithms may be utilized to steer the vehicle along a desired path, either autonomously or semi-autonomously.

A steering centering/damping mechanism for a steerable heavy-duty vehicle axle/suspension system which includes a mechanically operated structure that provides a positive steering centering force to the axle/suspension system at a zero steer angle. The mechanically operated structure of the steering centering/damping mechanism also provides a positive steering centering force that increases in intensity as the steer angle of the axle/suspension system increases. In an embodiment of the steering centering/damping mechanism, the mechanically operated structure is a flat spring integrated into one or more steering assemblies of the axle/suspension system. The flat spring is in a pre-loaded condition at a zero steer angle to provide the positive steering centering force to the axle/suspension system at the zero steer angle, and is increasingly elastically deformed with increasing steer angles to provide the positive steering centering force which increases in intensity as the steer angle of the axle/suspension system increases.

A suspension system for a vehicle. The suspension system has a steering knuckle connected through suspension means with a vehicle chassis portion, guiding means and driving means. The guiding means enable movement of the steering knuckle with respect to the vehicle chassis portion along an arched pathway between a first and a second position. The driving means effect the movement of the steering knuckle between the first and the second position. The guiding means effect a selected angular orientation of the steering knuckle with respect to the vehicle chassis portion during the movement between the first position and the second position.

A wheel suspension system (101) with at least one wheel support (103), first and second coupling rods (105, 107) and at least one track rod (109). The first and second coupling rods (105, 107) are connected to one another in an articulated manner. The second coupling rod (107) and the wheel support (103) are connected to one another in an articulated manner. The track rod (109) is designed to apply a steering torque to the first coupling rod (105). The steering torque is transmitted from the first coupling rod (105), via the second coupling rod (107), to the wheel support (103). The wheel suspension system has at least one suspension link (111) which is mounted, in an articulated manner, on a vehicle body or chassis and is articulated to the wheel support (103). The suspension link (111) and the first coupling rod (105) are articulated to one another.

A wheel steering system includes: a rear suspension mechanism inclusive of a knuckle member for rotatably holding a right rear wheel; a first cam and a second cam that are rotatably supported; a first cam follower 18 that follows the first cam; a second cam follower 20 that follows the second cam 16; cam grooves 48 respectively provided in the first and second cams; a first engaging pin and a second engaging pin that engage with the respective cam grooves; and a rotational driving force transmitter that transmits a rotational driving force of an electric motor to the first and second cams, wherein the first cam and the first cam follower are arranged on a front side in the vehicle front-rear direction of an axle, and the second cam and the second cam follower are arranged on a rear side in the vehicle front-rear direction of the axle.

A wheel steering system is provided that improves an environment of an actuator being mounted and reduces changes in toe angles of wheels at the time of a suspension stroke. The system includes: right and left hub carriers supported by a rear suspension mechanism; right and left tie rods having outer ends in a vehicle width direction thereof pivotally connected to the right and left hub carriers; and a Watts link having inner ends in the vehicle width direction of the right and left tie rod pivotally attached thereto so as to be pivotable about a pivot axis, wherein the actuator and the Watts link are arranged above springs, and the Watts link is connected with the actuator so as to be displaceable substantially along the vehicle width direction when a driving force of the actuator is inputted to the Watts link.

A vehicle of the present disclosure may include at least one pair of opposing wheels coupled to a tiltable central chassis by a four-bar linkage or the like, such that the wheels are configured to tilt in unison with the central chassis. A steering actuator and/or a tilting actuator may be discretely controllable by an electronic controller of the vehicle. The controller may include processing logic configured to maintain alignment between a median plane of the chassis and a net force vector caused by gravity and any induced centrifugal forces. Various control algorithms may be utilized to steer the vehicle along a desired path, either autonomously or semi-autonomously.

The present invention provides a steering system for an in-wheel motor vehicle capable of controlling driving torques and speeds of in-wheel motors mounted in left and right wheels to be different from each other at the time of curve driving of the vehicle to generate a steering angle of the wheel for the curve driving, and performing a steering angle control of sensing the generated steering angle and fixing the steering angle to a desired steering angle.

A suspension device includes knuckles that rotatably retain rear wheels, an electric actuator that steers the rear wheels, paired tie rods that are connected to the electric actuator via a link mechanism and driven back and forth by the electric actuator, brackets that are rotated by the tie rods, and a lower arm attached to the brackets. Each bracket is rotatable between the knuckle and the lower arm.