Vehicle body tilt, representing a difference between a vehicle body frame of reference and a wheel-base frame of reference, is determined by obtaining information from sensor assemblies for the vehicle body and for the wheel-base. Navigational solutions are generated for the sensor assemblies using motion sensor data from the assemblies and absolute navigational information. Correspondingly, vehicle body tilt is determined based at least in part on the vehicle body navigation solution and the wheel-base navigation solution.

A vehicle includes a suspension system having a first damper, a second damper, and a controller. The dampers include housings and pistons sealingly interfaced with an inner diameter of the housing, dividing the damper into a first and second chamber. The suspension system includes proportional variable relief valves which control pressure of fluid entering or exiting one of the first and second chamber of one of the first and second damper. The controller controls the valves to control extension or compression of the first damper and extension or compression of the second damper based on a degree of roll of the vehicle during a turn of the vehicle or a degree of pitch of the vehicle during acceleration or deceleration of the vehicle. The first and second damper control a roll and pitch of the vehicle. The valves control a damping rate of one of the first and second damper.

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 control device includes an acquisition unit configured to acquire detection information in a current traveling state and position information indicating a current position of a vehicle, a transmission unit configured to transmit traveling information in which the detection information and the position information are associated with each other to an external management device, a reception unit configured to receive changed specification information of the vehicle transmitted when the management device determines that specifications of the vehicle need to be changed, and a control unit configured to change the specifications of the vehicle corresponding to the specification information and reflect the changed specifications in traveling control. The specification information includes specifications changed based on comparison between first traveling information that is current traveling information of the vehicle and second traveling information obtained when the vehicle has previously traveled at a same position.

A vehicle includes a suspension system having a first damper, a second damper, valves and a controller. Each of the first damper and the second damper include a housing and a piston sealingly interfaced with an inner diameter of the housing, dividing the damper into a first and second chamber. Each valve controls flow rate of fluid entering or exiting at least one of the first and second chamber of at least one of the first damper and the second damper. The controller controls the valves to control extension or compression of at least one of the first damper and the second damper based on at least one of a degree of roll of the vehicle during a turn of the vehicle and a degree of pitch of the vehicle during acceleration of the vehicle or a degree of pitch of the vehicle during deceleration of the vehicle.

A vehicle control device includes a vertical VSE, a riding comfort control logic, a planar VSE, a steering stability control logic, a command limiting unit, a control command selection unit. The command limiting unit acquires specifications related to a traveling of a vehicle such as, for example, a slip rate and a four-wheel independent braking/driving force control flag through a CAN. The command limiting unit limits a variable range of a damping force generated by a suspension device provided between a vehicle body and wheels of the vehicle based on the specifications related to the traveling of the vehicle to obtain a first command value. The command limiting unit outputs the obtained first command value to the control command selection unit.

Provided is an electric suspension device including an electromagnetic actuator that is provided between a body and wheel of a vehicle and generates a load for damping vibration of the body. It includes: a camera that detects preview image information of a road surface in front of the vehicle; a 3D gyro sensor that detects a sprung speed of the vehicle; a target load computation unit that computes a target load based on the preview image information and the sprung speed; and a load control unit that controls the load of the actuator by using the computed target load. When a detection result based on the preview image information indicates that the front road surface is even but a detection result based on the sprung speed indicates that the front road surface is uneven, the target load computation unit computes the target load based on the sprung speed.

A technology can be realized which increases the sense of unity with a vehicle that is felt by a driver. A suspension control device, which controls the damping force of the suspension of a vehicle, comprises a target control amount calculation unit which sets a target control amount, that is referenced when controlling the damping force of the suspension, such that the period of the phase of the roll angle and the period of the phase of the pitch angle of the vehicle approach a synchronized state, such that the magnitude of the expansion-side damping force is greater than the magnitude of the contraction-side damping force on the front-wheel-side of the vehicle, and such that the contraction-side damping force is greater than or equal to the expansion-side damping force on the rear-wheel-side of the vehicle.

A sensory evaluation prediction system includes an input unit that reads an output from a behavior sensor that measures two or more types of pieces of time series information regarding a moving body, a selection unit that selects two or more types of physical quantities from the output from the behavior sensor read by the input unit, a correlation creation unit that creates information showing a correlation in time series between the two or more types of the physical quantities selected by the selection unit, and an evaluation circuit that calculates an evaluation value of a sensory index based on the information showing the correlation in time series.

A method for reducing the rollover risk of an automotive vehicle includes: a first step of calculating, on the basis of a plurality of signals delivered by sensors (28, 29) of the controllable suspension system, a measured quantity (TCm) as an active value (TC) of a load transfer; a second step of calculating an estimated quantity (TCe), on the basis of signals delivered by kinematic sensors (50-58) placed onboard the vehicle and a dynamic model of the vehicle, the estimated quantity being taken as an active value of the load transfer when the measured quantity is not available; a step of evaluating the rollover risk on the basis of the active value (TC) of the load transfer; and, in the event of increased rollover risk; and a step of the emission of a safety signal (S).