A vehicle motion control system includes: a steering angle sensor for detecting a steering angle; a vehicle speed sensor for detecting a vehicle speed; a lateral acceleration sensor for detecting an actual lateral acceleration of a vehicle body; a reference lateral acceleration calculation unit configured to calculate a reference lateral acceleration from the steering angle and the vehicle speed; a required longitudinal force calculation unit configured to calculate a required longitudinal force for reducing a deviation of the actual lateral acceleration relative to the reference lateral acceleration; and a longitudinal force control unit configured to control an output of at least one of a brake and a power plant such that the required longitudinal force is generated.

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.

A vehicle according to an exemplary embodiment of the present invention includes an electronic chassis control system configured for an electronic control suspension (ECS), a motor driven power steering system (MDPS), an electronic stability control (ESC), and an all wheel drive (AWD), and an integrated controller implementing an integrated avoidance control in which controls for each of the MDPS, the ESC, and the AWD according to an emergency avoidance control of the ECS in the forward collision situation, wherein it is possible to safely and rapidly avoid risk of forward collision, and cooperative control performance of the ECS and the AWD, the ESC and the MDPS is optimized by applying an emergency grade to the integrated avoidance control.

A vehicular trailer sway management system includes at least one rearward-sensing radar sensor disposed at a vehicle and an electronic control unit (ECU). Radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU. With a trailer hitched to the vehicle, the trailer sway management system, via processing at the ECU of the provided captured radar data, determines oblique angles of the trailer relative to the vehicle. As the vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the vehicle, the trailer sway management system determines sway of the trailer relative to the vehicle. Responsive to the determined sway of the trailer relative to the vehicle, the trailer sway management system at least in part controls operation of the vehicle to manage sway of the trailer relative to the vehicle.

In a vehicle, GV control and M+ control are executed by generating braking/driving forces from a brake hydraulic pressure control device and a drive device during steering. A controller estimates (calculates), by a posture estimation unit, a pitch amount and a roll amount (predicted pitch rate and predicted roll rate) that occur in the vehicle through use of a moment command of the M+ control and a longitudinal G command of the GV control. The controller adjusts damping forces of damping force variable dampers through use of the estimated pitch amount and the estimated roll amount (predicted pitch rate and predicted roll rate) so that a pitch amount calculated by a pitch control unit and a roll amount calculated by a roll suppression unit approach respective target values.

A vehicle may include an active ride comfort tuning system that reactively and/or proactively alters a parameter of a system of the autonomous vehicle to mitigate or avoid interruptions to ride smoothness. For example, the comfort tuning system may alter a parameter of a drive system, suspension, and/or a trajectory cost function. The comfort tuning system may alter the parameter based at least in part on detecting and/or receiving a comfort indication, determined based on sensor data, user input, or the like.

An embodiment of the present invention provides higher ride comfort to a driver in control of steering and suspension. An ECU (600) includes: a steering control section (610) which controls a magnitude of an assist torque or a reaction torque; and a suspension control section (650) which controls a damping force of a suspension. The steering control section (610) refers to a state of a vehicle which state is predicted by the suspension control section (650), and the suspension control section (650) refers to a steering torque.

The present disclosure provides a vehicle collision mitigation apparatus and method, in which it is determined whether or not a collision will occur between a target vehicle and a lateral side of a host vehicle based on the paths of the host vehicle and the target vehicle, and if a collision is unavoidable, a traveling state, including a vehicle speed, steering, a suspension, or a position of a seat, is changed such that the impact caused by the collision is reduced. According to the present disclosure, it is possible to minimize damage due to the collision of the target vehicle with the lateral side of the host vehicle.

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.

A method to control a road vehicle with an electronically controlled self-locking differential when driving along a curve; the control method includes the steps of: determining an actual attitude angle of the road vehicle; determining a desired attitude angle; and changing the locking of the self-locking differential based on the difference between the actual attitude angle and the desired attitude angle.