A steering system including a plurality of steering devices respectively provided for a plurality of steerable wheels that belong to at least one of a front-wheel side and a rear-wheel side of a vehicle, wherein the plurality of steering devices respectively include a plurality of steering actuators, and wherein each of at least one of the plurality of steering actuators is disposed on an inner side of a corresponding one of side members of the vehicle.

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.

A vehicle stabilizer system, including: a stabilizer device and a switching mechanism to switch a roll suppressing function by a stabilizer bar between an effective state in which the roll suppressing function is rendered effective and an ineffective state in which the roll suppressing function is rendered ineffective; and a controller configured to determine whether a lateral acceleration of a vehicle body is greater than a threshold lateral acceleration and control the switching mechanism to render the roll suppressing function effective when the lateral acceleration is greater than the threshold lateral acceleration and ineffective when the lateral acceleration is not greater than the threshold lateral acceleration, wherein the controller employs, as a determination lateral acceleration for determining whether the lateral acceleration is greater than the threshold lateral acceleration, a smaller one of an actual lateral acceleration and an estimated lateral acceleration estimated based on a turning degree of the vehicle.

A system and method are provided for configuring suspension ratios in a multi-rear axle vehicle, the vehicle having a drive axle suspension and at least one tag axle suspension, each suspension having one or more air springs. The timing of the performance of an adjustment cycle series of steps for adjusting the suspension height and air spring pressure readings is optimized by monitoring the acceleration of the vehicle and conducting the adjustment cycle steps when the vehicle acceleration is below an acceleration threshold. Additionally, air spring pressure adjustments may be scaled based on a confidence factor of the air spring pressure readings. Finally, a method is provided for configuring suspension ratios in a multi-rear axle vehicle, the vehicle having a drive axle suspension and at least one tag axle suspension, and for adjusting the air suspension pressures.

A road surface condition is determined appropriately. A road surface determining section (84) configured to determine a road surface condition with reference to a wheel speed signal indicative of wheel speeds includes a band-stop filter (841) which acts on the wheel speed signal and has a cutoff frequency band which is changed in accordance with the wheel speed signal.

A suspension device includes an actuator device provided with an extensible/contractible actuator body interposed between a sprung member and an unsprung member of a vehicle, a pump that supplies fluid to the actuator body to extend or contract the actuator body, and a controller that controls a rotation number of the pump. The controller has a road surface state index obtainment unit that obtains a road surface state index and a target rotation number determination unit that determines a target rotation number of the pump on the basis of the road surface state index.

In a turning system for a vehicle, a toe angle change is acquired based on an estimated stroke which is a stroke of a suspension which is estimated based on a moving state of a vehicle and an actual stroke which is an actual stroke of the suspension detected by a stroke sensor, and control of a turning angle of a vehicle wheel is performed based on the acquired toe angle change. Accordingly, it is possible to appropriately perform control of a turning angle even in travel.

A damping control apparatus includes a control device for controlling actuators that generate forces acting between a vehicle body and wheels. The control device stores a single wheel model of a vehicle including a skyhook device having a damper, a spring and an inerter. The control device calculates a product of an acceleration detected by an acceleration sensor and an equivalent mass of the inerter, a product of a once integrated value of the acceleration and a damping coefficient of the damper, a product of a twice integrated value of the acceleration and, a spring constant of the spring as target damping forces to be applied to a sprung mass, and controls the actuators based on target generative forces based on the target damping forces.

A control unit is configured to execute vibration suppression control, in which the control force generation device is controlled based on a target vibration suppression control force when a wheel passes through a predicted wheel passage position, and roll control, in which the control force generation device is controlled based on a target roll control force for reducing roll of the sprung portion based on a roll index value. When the vibration suppression control and the roll control are executed concurrently, the control force generation device is controlled based on the target vibration suppression control force and the target roll control force obtained after at least one of a reduction correction for the target vibration suppression control force and an increase correction for the target roll control force is performed.

A system for controlling an active suspension of a vehicle may include a sensor device mounted on the vehicle to detect a state of the vehicle, and a vehicle controller that estimates a pitch angle of the vehicle using the state information related to the vehicle when pulling of the vehicle occurs in a pitch control situation based on a willingness of a driver to accelerate or decelerate the vehicle, determines a sum of a control force of a front wheel of the vehicle and a control force of a rear wheel of the vehicle for minimizing the pitch angle, and compares a steering intention of the driver with a yaw rate signal of the vehicle to determine control amounts of a left active suspension of the vehicle and a right active suspension of the vehicle based on a magnitude of pulling of the vehicle.