A shock damper is disposed between a vehicle body side and a wheel side. A suspension control device calculates a damping force of the shock damper on the basis of vehicle height information and controls the damping force. A steering system includes an electric motor and a steering control device that controls the electric motor, and assists steering effort of the driver through the electric motor. The suspension control device calculates the vibration generated in a steering on the basis of a detected value of a vehicle height sensor and creates a signal for generating steering torque that reduces the generated vibration. The suspension control device outputs the created signal to the steering control device. Steering torque for cancelling steering vibration is accordingly outputted from the electric motor of the steering system.

A control device executes caster angle change control for controlling a driving force applying device or each of the driving force applying device and a braking force applying device to reduce a caster angle of a steered tire-wheel assembly when a steering request is received in a stopped state or in a creeping state without exceeding a predetermined vehicle speed at a point starting from the stopped state. In the caster angle change control, the control device applies, to one tire-wheel assembly out of a front tire-wheel assembly and a rear tire-wheel assembly, a driving force in a direction toward the other tire-wheel assembly and applies, to the other tire-wheel assembly, a braking force or a driving force in a direction toward the one tire-wheel assembly to achieve the stopped state or the creeping state in response to a request for acceleration or deceleration.

A multi-axle transport trailer having a plurality of axles includes a suspension comprising air bags associated with each axle, the air bags in communication with an air source, wherein air bags associated with different axles are capable of having different air pressures therein. The trailer further optionally includes a steering system associated with at least one axle, the axle including a tie rod connected between wheels on both ends of the axle, the steering system comprising cylinders configured to articulate the wheels, and a sensing device configured to monitor movement of the tie rod and facilitate actuating the cylinders to turn the wheels.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.

The four wheel steering vehicle utilizes a cage system that extends along the longitudinal axis to protect the driver coupled to a center rail chassis. Front and Back independent suspension links extend outward along the lateral axis pivotally connected to the wheel assemblies enabling four wheel independent suspension. A centrally located pivoting shock provides both steering control and suspension attachment for the shock and spring. The vehicle is controlled by the driver using a steering wheel, acceleration pedal, and a brake pedal. The invention provides a feeling of integration with the vehicle as the driver rolls into turns with the vehicle, while minimizing fatigue caused by the continuous resistance to centrifugal cornering forces.

A four-wheeled vehicle includes: a frame; two front suspension assemblies and two rear suspension assemblies connected to the frame; two front wheels operatively connected to corresponding ones of the two front suspension assemblies; two rear wheels operatively connected to corresponding ones of the two rear suspension assemblies; a motor connected to the frame; a front differential and a rear differential operatively connecting the motor to the two front wheels and the two rear wheels respectively; and a steering system. The steering system includes a front steering assembly for steering the front wheels and a rear steering assembly for steering the rear wheels. The front steering assembly includes a user-operated steering input device. The rear steering assembly includes an actuator operatively connected to the rear wheels and operable to modify a steering angle thereof. The actuator is mounted to the frame and is disposed completely rearward of the rear differential.

A vehicle steering apparatus is configured to apply, to a steered wheel of a vehicle, a driving force for canceling a toe change amount caused by a road irregularity. The vehicle steering apparatus includes a road reaction force detector configured to detect a road reaction force received by a tire of the steered wheel, a toe adjustment actuator coupled to the steered wheel, and a controller configured to control a driving force of the toe adjustment actuator. The controller includes a toe change amount setter configured to set the toe change amount based on the road reaction force detected by the road reaction force detector, an operation amount calculator configured to calculate an actuator operation amount for canceling the toe change amount set by the toe change amount setter, and a driver configured to drive the toe adjustment actuator by the actuator operation amount calculated by the operation amount calculator.

The ECU of the stabilizer control apparatus determines, based on a high frequency component of a wheel acceleration and a low frequency component of a wheel speed difference, whether a road surface state is a rough road state or a smooth road state. When the road surface state is determined to be the rough road state, the ECU sets a turning determination threshold to a rough road threshold. When the road surface state is determined to be the smooth road state, the ECU sets the threshold to a smooth road threshold. When a turning determination parameter is greater than the threshold, the ECU sets each of first, second, and third cylinders to a lock state to increase rigidity of stabilizers. When the turning determination parameter is smaller than the turning determination threshold, the ECU sets each of the cylinders to a free state to decrease the rigidity of the stabilizers.

A steering apparatus for an agricultural vehicle includes a vehicle axle suspended in an oscillating or resilient manner, steerable wheels located on the vehicle axle, and an actuating apparatus for influencing a steering angle which is adjustable on the steerable wheels. A device actively limits an oscillating angle or deflection path arising on the vehicle axle. Moreover, the device operably activates a control unit according to a full steering angle to be anticipated on the steerable wheels as a result of travel.

A surface characterization system includes an active suspension a system with a wheel controller to control a first and second wheel of a vehicle where the active suspension causes a difference in loading between the first and second wheel. The wheel controller may cause the first wheel to slow and receive a signal indicative of a change of state of the vehicle. The wheel controller may cause the second wheel to oppose the change of state caused by the first wheel. The surface characterization system may estimate tire-surface parameterization data associated with the first tire and a surface upon which the vehicle is located.