Disclosed herein are a vehicle control system and controlling method thereof. The vehicle control system includes a plurality of sensors configured to measure a wheel speed, a steering angle, a yaw rate, and acceleration value, and a controller estimating the state of a vehicle based on the wheel speed, the steering angle, the yaw rate, and the acceleration value and updating a front and rear wheel stiffness of the vehicle when it is determined that the vehicle is running on an asymmetric friction surface from the estimated state of the vehicle.

A vehicle stability control device has: a front active stabilizer installed on a front wheel side; a rear active stabilizer installed on a rear wheel side; a turning device for turning the front and rear wheels; and a control device configured to perform load distribution control in conjunction with turning control that actuates the turning device, when a difference in braking force between left and right sides of the vehicle exceeds a threshold value during braking. A first side is one of the left and right sides with a greater braking force, and a second side is the other of the left and right sides. In the load distribution control, the control device actuates the rear active stabilizer in a direction to lift up the first side and actuates the front active stabilizer in a direction to lift up the second side.

An elastomer coupling for an electromechanical actuator, having a drive part and a driven part, wherein either the drive part or the driven part has multiple radially outwardly extending webs arranged so as to be distributed about an axis of rotation, and the respective other part has radially inwardly extending webs arranged on the inner side of a tubular body, wherein a radially inwardly and a radially outwardly extending web engage into one another and form a pocket in which there is received an elastic molded body produced from an elastomer, wherein, in at least one pocket, there is received a spring element which generates a pretensioning force, which spring element is attached either to an inwardly extending or to an outwardly extending web and is spring-loaded against an adjacent web.

An active roll stabilizer of a motor vehicle including an actuator (8) in the form of a swivel motor arranged so as to rotate about a longitudinal axis of the vehicle. The swivel motor has an essentially cylindrical housing (12) with a cover, first and second stabilizer halves (18, 19) are connected to respective ends of the actuator for the transmission of torque, and a wiring harness (1) has a first end and a second end. The harness includes cables (3, 4, 5) for the transmission of electric power and signals. The first end is connected to the actuator, by way of a plug (2), and the second end is arranged positionally fixed in the vehicle at a cable transfer point (20). The cover forms a dry space and has a plug receiving opening, in its periphery, into which the plug can be inserted, in the radial direction, and secured.

An active roll control apparatus is provided. To adjust a stiffness value of the stabilizer bar by moving a stabilizer bar installed between left and right wheels of a vehicle and extending in a first direction and a stabilizer link connected to the stabilizer bar, the active roll control apparatus includes a sliding part having one side connected to the stabilizer bar and the other side connected to the stabilizer link to slide the stabilizer link in a second direction perpendicular to the first direction, and a movement restricting part installed at the sliding part to restrict movement when the sliding part slides.

Gears, for example, for a gear train are disclosed. The gear may be divided into two axially adjacent spur gears and have a torsion spring in the form of a circular ring segment. Between two peripherally mutually opposing spring ends, a slot may be formed in which two cams engage which are each assigned to one of the two spur gears. One of the cams may be assigned to one of the two spring ends and the other cam may be assigned to the other spring end. The two cams may be arranged at least substantially overlap-free in an axial direction, wherein contact faces for the cams formed at both spring ends of the torsion spring are arranged on a radially outer end of the spring ends. The contact faces may be delimited radially inwardly by clearances on the spring ends.

A roll stabilization system (1) for a motor vehicle which has a DC voltage converter (6) associated with an electric roll stabilizer (2). By way of the DC voltage converter, a feed voltage can be transformed into a supply voltage for the roll stabilizer (2). To produce as compact a structure as possible, the DC voltage converter (6) is integrated in the electric roll stabilizer (2).

A roll stabilizer for a motor vehicle includes a torsion bar and a vibration damper located on the torsion bar. The vibration damper is configured to vibrate relative to the torsion bar. The vibration damper includes two half-shells formed together about the torsion bar. Damper elements are disposed between the half-shells. The damper elements can be adjusted via an adjustment component to alter the rigidity of the damper elements.

The invention relates to a method for actuating an actuator unit (102) of a roll stabilizer for a vehicle (100), wherein the actuator unit (102) has a supply line port (118) for supplying a supply voltage, a converter (112) for supplying an alternating voltage using the supply voltage, and at least two phase lines (114, 116) for supplying the alternating voltage to actuator ports (132, 134) of an actuator (110) which can be operated using the alternating voltage, comprises a step for importing an interrupt signal (140), which indicates an interruption (130) in the provision of the supply voltage or a deviation from the supply voltage at the supply line port (118) and a step providing (203) a protection signal (142, 144, 146, 148) in response to the protection signal (142, 144, 146, 148) at an interface having protection equipment (152, 154, 156, 158) using the interrupt signal (140) in order to at least partly prevent a generator voltage from being transmitted, which is fed or can be fed into the phase lines (114, 116; 314) via the actuator ports (132, 134).

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.