A suspension system and associated control methods for improving the effectiveness of driver assistance systems is disclosed where the driver assistance systems can generate and send requests to a suspension control unit (SCU) of the suspension system to actuate (e.g., close) one or more comfort valves in the suspension system to increase the roll stiffness and/or pitch stiffness of the suspension system when the driver assistance systems are taking corrective action. As part of a two-way communication between the suspension control unit (SCU) and the driver assistance systems, the suspension control unit (SCU) communicates target stiffnesses and/or calculated effective stiffnesses to the driver assistance systems, which is used to update the vehicle stability models used by the driver assistance systems.

An integrated chassis control method to improve driving stability may include mountain-road integrated chassis control allowing, when a road on which a vehicle drives is checked to be the route of a mountain road by an integrated chassis controller, electronic control suspension (ECS) damping force and all wheel drive (AWD) driving force distribution to be controlled in a different manner according to uphill and downhill roads due to a difference of elevation of the mountain road.

A suspension assembly for a vehicle suspension system may include a lower control arm, an upper control arm, a damper, and a drop link. The lower control arm may be operably coupled to a chassis of a vehicle via a first bushing assembly and a second bushing assembly. The first and second bushing assemblies may each pivot about an axis substantially parallel to a longitudinal centerline of the vehicle. The upper control arm may be operably coupled to the chassis. The damper may be operably coupled to the lower control arm to dampen pivoting motion of the upper and lower control arms relative to the chassis. The drop link may operably couple the lower control arm and an anti-roll bar that includes a disconnect assembly to translate a roll motion into a force exerted on the lower control arm in a direction substantially parallel to the axis.

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.

A method of controlling relative roll torque in vehicles having a front active sway bar and a rear active sway bar is provided. The front active sway bar varies roll torque of a front axle and the rear active sway bar varies roll torque of a rear axle. The method includes monitoring dynamic driving conditions during operation of the vehicle and biasing tire lateral load transfer distribution (TLLTD) relative to the front axle based on the monitored dynamic driving conditions. Positive bias of the TLLTD increases the portion of a total roll torque carried by the front active sway bar. Biasing TLLTD occurs during one or more dynamic bias events triggered as monitored dynamic driving conditions exceed one or more calibrated thresholds.

An air suspension system which uses software logic and internal signals and/or external signals available to automatically adjust the ride height of the vehicle. The air suspension system also may respond to requests from other vehicle systems requesting a change in ride height. Signals available to the vehicle may be used to detect parking lot maneuvers (for example, a combination of low speed, high steering angle, and low lateral acceleration) and automatically begin to lower the ride height of the vehicle to a calibrated entry/exit ride height. Additionally, a camera, radar, and/or parking sensor signals are utilized to detect potential roof or undercarriage clearance issues, and automatically adjust the ride height of the vehicle. The air suspension system may also adjust the ride height of the vehicle when the electronic brake system (EBS) detects rough road, automatically increasing the ride height of the vehicle to increase ground clearance.

A suspension system and associated control methods for improving the effectiveness of driver assistance systems is disclosed where the driver assistance systems can generate and send requests to a suspension control unit (SCU) of the suspension system to actuate (e.g., close) one or more comfort valves in the suspension system to increase the roll stiffness and/or pitch stiffness of the suspension system when the driver assistance systems are taking corrective action. As part of a two-way communication between the suspension control unit (SCU) and the driver assistance systems, the suspension control unit (SCU) communicates target stiffnesses and/or calculated effective stiffnesses to the driver assistance systems, which is used to update the vehicle stability models used by the driver assistance systems.

An integrated chassis control method to improve driving stability may include mountain-road integrated chassis control allowing, when a road on which a vehicle drives is checked to be the route of a mountain road by an integrated chassis controller, electronic control suspension (ECS) damping force and all wheel drive (AWD) driving force distribution to be controlled in a different manner according to uphill and downhill roads due to a difference of elevation of the mountain road.

Methods and apparatus to control stability of a vehicle and trailer are disclosed. An example apparatus to control stability of a vehicle and trailer includes stability monitoring circuitry to determine, based on sensor data from one or more sensors of the vehicle, whether a vehicle stability condition associated with the vehicle is satisfied, and stability control circuitry to, in response to the vehicle stability condition not being satisfied, adjust a load distribution on front wheels and rear wheels of the vehicle by adjusting a vehicle pitch.

A suspension assembly for a vehicle suspension system may include a lower control arm, an upper control arm, a damper, and a drop link. The lower control arm may be operably coupled to a chassis of a vehicle via a first bushing assembly and a second bushing assembly. The first and second bushing assemblies may each pivot about an axis substantially parallel to a longitudinal centerline of the vehicle. The upper control arm may be operably coupled to the chassis. The damper may be operably coupled to the lower control arm to dampen pivoting motion of the upper and lower control arms relative to the chassis. The drop link may operably couple the lower control arm and an anti-roll bar that includes a disconnect assembly to translate a roll motion into a force exerted on the lower control arm in a direction substantially parallel to the axis.