This motor shaft state detection method has: a rotation determination step for determining, using a detected current waveform of a motor, whether or not to be a non-rotational state in which the rotational speed of the motor is smaller than a predetermined speed; a current determination step for determining whether or not to be a supply state in which the absolute value of current supplied to the motor is larger than a predetermined reference value; and a determination step for, when it is determined to be the non-rotational state in the rotation determination step and it is determined to be the supply state in the current determination step, determining that the motor is in a shaft locked state.

A vehicle attitude control device includes a controller including a low-pass filter. The controller calculates a manipulated variable of the actuator that allows the roll of the vehicle to be suppressed. The controller processes the roll angle acceleration with the low-pass filter, integrates the roll angle acceleration in which a high-frequency component has been removed by the low-pass filter, and converts a roll angle velocity obtained by the integration, into the manipulated variable. The low-pass filter has a first vehicle speed-cutoff frequency characteristic in which a cutoff frequency becomes higher with increase in the vehicle speed, and the first vehicle speed-cutoff frequency characteristic is designed such that a peak frequency in roll vibration coincides with a local minimum roll frequency in wheelbase filtering, the roll vibration being amplified by a dead time and a phase delay in control by the controller.

An active control system for a mass traveling along a guideway and method for active control of a mass traveling along a guideway. The active control system includes at least one displacement sensor and at least one motion sensor. Signals from the at least one displacement sensor and the least one motion sensor are processed to adjust a displacement of a reference location on the mass from a fixed reference.

A vehicle suspension control device includes: an actuator configured to apply a control force in a vertical direction between an unsprung structure and a sprung structure; and an electronic control unit configured to control the actuator so as to generate the control force according to a required control amount for reducing vibration of the sprung structure. The required control amount includes at least two control terms of a displacement term, a velocity term, and an acceleration term related to displacement, velocity, and acceleration of the sprung structure. The electronic control unit calculates a magnitude of a frequency component of each of a plurality of frequency bands included in road surface vibration information, and determines a control gain of each of the at least two control terms so as to change based on the magnitude of the frequency component of each of the plurality of frequency bands.

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.

At least one controller configured to control an actuator of an active suspension system. The at least one controller includes circuitry configured to determine an actuator state, and apply the actuator state and a commanded state to an inverse model of the actuator to produce an actuator command. The circuitry is configured to produce the actuator command by a process that includes performing low pass filtering and phase compensation to correct a phase introduced by the low pass filtering.

A signal level detection device 1 and a signal level detection method according to a means for solving a problem of the present invention varies a cut-off frequency c, of a variable low-pass filter 3 which filters a signal level r. The cut-off frequency c is varied based on the signal level r or information referred to for estimating the signal level. The signal level detection device 1 and the signal level detection method therefore reduce a delay of a rise of the obtained signal level r from an actual signal level, and sufficiently remove noise superimposed on the signal level r even when the signal level r is extremely low. Accordingly, control performance improves regardless of a degree of the signal level r.

A sensor arrangement for an air suspension system of a vehicle has a change-over valve for each air spring of a vehicle axle or of multiple, adjacent tandem axles, and has a shutoff valve for the air spring of each vehicle wheel of the axle or for each of the air springs on each side of the tandem axles. The respective changeover valve and the shutoff valves are structurally combined in a valve block arranged at a distance from the air springs. For measuring the pressure in each of the bellows of the air springs, pressure sensors are arranged in or on the valve block. Each of the pressure sensors is connected at the output of the shutoff valve associated with the sensor to the connection line of the bellows of the associated air spring or of the bellows of the associated air springs.

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

Methods related to the control of vehicle systems while a vehicle is traveling along a road surface are disclosed. In some implementations, data related to the road surface ahead of the vehicle is separated into first and second frequency ranges. Commands for a vehicle system may then be determined for the different frequency ranges and the vehicle system may be controlled based at least in part on the separate commands for the separate frequency ranges. This may include determining a combined system command based at least in part on the separate commands for the separate frequency ranges in some implementations.