An active suspension system comprises at least one biasing device configured to support a body from a structure, and at least one motor. A magnetorheological (MR) fluid clutch apparatus(es) is coupled to the at least one motor to receive torque from the motor, the MR fluid clutch apparatus controllable to transmit a variable amount of torque. A mechanism is between the at least one MR fluid clutch apparatus and the body to convert the torque received from the at least one MR fluid clutch apparatus into a force on the body. Sensor(s) provide information indicative of a state of the body or structure. A controller receives the information indicative of the state of the body or structure and for outputting a signal to control the at least one MR fluid clutch apparatus in exerting a desired force on the body to control movement of the body according to a desired movement behavior.

Disclosed is an active roll stabilizer. The active roll stabilizer includes a pair of stabilizer bars installed between wheels and an actuator connected between the pair of stabilizer bars and configured to deliver a rotational force to the pair of stabilizer bars, wherein the actuator includes a motor configured to generate the rotational force; a housing located between the pair of stabilizer bars and inside which the motor is disposed; and an engagement part installed between the housing and at least one of the pair of stabilizer bars and configured to screw-couple and fix one end portion of the at least one of the pair of stabilizer bars to one inner side of the housing.

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.

A first active stabilizer is installed on a main drive wheel side, and a second active stabilizer is installed on a subordinate drive wheel side. A control device performs load distribution control when a difference in actual driving force between left and right sides of a vehicle exceeds a threshold value during acceleration. A high- side is one of the left and right sides with a greater actual driving force, and a low- side is another of the left and right sides. The load distribution control includes a first mode performed when a vehicle speed is equal to or lower than a first reference value. In the first mode, the control device actuates the first active stabilizer in a direction to lift up the high- side and actuates the second active stabilizer in a direction to lift up the low- side.

A gear mechanism for an anti-roll stabilizer of a vehicle, having at least one planetary gear mechanism stage with a sun gear, an internal gear and at least two planetary clears, at least one planetary gear having a first planetary part and a second planetary part which are mounted coaxially and are connected to one another via a spring apparatus. The spring apparatus loads the two planetary parts with a prestressing force in an opposed manner in the circumferential direction.

A behavior control device for a vehicle includes: a first actuator configured to apply a vertical control force to a left wheel on a first axle, the first axle being a front axle or a rear axle of the vehicle; a second actuator configured to operate independently of the first actuator and to apply a vertical control force to a right wheel on the first axle; and a controller. The controller is configured to calculate a required value of a behavior parameter representing a behavior of the vehicle, convert the required value of the behavior parameter to a first required force for the first actuator and a second required force for the second actuator, and control the first actuator such that the vertical control force applied to the left wheel on the first axle becomes the first required force.

A vehicle includes first and second wheel assemblies, a steering wheel, a driver-actuatable input supported on the steering wheel, and an active stabilizer bar. The stabilizer bar has a first end connected to the first wheel assembly, a second end connected to the second wheel assembly, and a coupler connected between the first and second ends and configured to provide a variable torsion force between the first and second ends. A controller is programmed to, in response to actuation of the driver-actuatable input, command the coupler to modify the torsion force.

A vehicle roll control apparatus comprises a pair of left and right active suspensions for applying vertical forces in opposite phases to left and right wheels of a rear axle of the vehicle, and a controller for controlling the active suspensions. The controller increases control amounts of the active suspensions so as to increase roll stiffness of the rear axle in accordance with an increase in a lateral acceleration acting on the vehicle. When the lateral acceleration increases beyond the low acceleration range to the high acceleration range, the controller decreases the gain of the control amounts of the active suspensions with respect to the lateral acceleration in accordance with the increase in the lateral acceleration.

An active roll stabilizer includes a divided torsion bar (1) having torsion bar parts (2, 3) which are arranged one behind the other along a torsion bar axis. An actuator (4) for transmitting torsional torques to the torsion bar (1) is provided. An electric motor (7) and a transmission (6) connected to the electric motor (7) are arranged in an actuator housing (5). The actuator housing (5) is connected to the one torsion bar part (2) for conjoint rotation and the transmission (6) is connected, on the output side, to the other torsion bar part (3) for conjoint rotation. A motor housing (11) of the electric motor (7) is connected, by means of only one of the two axial ends of said motor housing, to the actuator housing (5) for conjoint rotation.

Provided are a vehicle control apparatus and a vehicle control method, including: a sensor configured to sense a vehicle speed value, operation information of an actuator for generating a torque in a stabilizer bar of an active roller stabilizer (ARS), and operation information of the stabilizer bar; and a controller configured to calculate a target torque value that is to be generated in the stabilizer bar on the basis of the sensed vehicle speed value, the sensed operation information of the actuator, and the sensed operation information of the stabilizer bar, and to determine whether the sensed vehicle speed value is a target vehicle speed value that is set to perform an ARS control mode, and in response to the sensed vehicle speed value determined to be the target vehicle speed value, and determine a deadband period in which a torque of the actuator is not transmitted, using a change value of a torque value and a change state of the torque value while the torque value is tracing the calculated target torque value.