Abstract: Disclosed is a tire configured for reducing noise during running of the tire by forming a predetermined shape in a groove of the tire to reduce a peak of air column resonance sound. The tire with reduced noise includes a first protrusion formed on a sidewall of a groove, protruding in a depth direction of the groove, and dispersing sound waves generated in a tread, and a second protrusion formed on the sidewall of the groove, protruding in a longitudinal direction of the groove, and dispersing sound waves generated in the tread.

Abstract: A rotary transmission leadthrough is part of a tire pressure control system for a tire of a vehicle, the tire having a hub mounted in a rotatable manner on an axle, the rotary leadthrough having a stator unit mounted on the axle of the tire in such a manner that its position in the axial direction is adjustable relative to the axle. The stator unit has a disc like end member and a bearing member extending in the axial direction from the end member with a bearing surface on its outer radial surface, the end member projecting outwards in a radial direction from the bearing surface. The bearing member retains an inner bearing shell of a rolling bearing carrying the hub. A connector is mounted on the end member connected to an air supply of the tire pressure control system, and an air conduit connecting the connector with an air passage extending in the axial direction under the bearing surface.

Abstract: A device is disclosed, which includes: a charge portion with a plurality of piezoelectric elements embedded in a tire configured for a vehicle, a capacitor mechanically coupled to the tire and electrically coupled to the plurality of piezoelectric elements; a transmitter coil, mechanically coupled to the tire and electrically coupled to the capacitor through a discharge portion; wherein in response to an external radial pressure on the tire resulting from movement of the vehicle which causes a pressure on the plurality of piezoelectric elements, the plurality of piezoelectric elements produce an electrical charge on the capacitor, and wherein the discharge portion electrically connects the electrical charge on the capacitor to the transmitter coil to send electromagnetic power to the vehicle.

Abstract: According to one aspect of the present disclosure, a tire pressure sensor structure includes a housing, a tire pressure sensor, a valve connector and a molding body. The housing is with an opening and has a receiving portion and an assembly portion. The receiving portion is located on the inner surface of the housing, and the assembly portion is located between the receiving portion and the opening. The tire pressure sensor is placed into the receiving portion. The valve connector includes a base and a connecting port. The base fixes with the assembly portion for limiting the tire pressure sensor. The connecting port protrudes from the base to connect a valve of a tire. The molding body is formed on the surface of the base and adjacent to the connecting port to close the opening.

Abstract: A tire with a sensor attachment reservoir is provided. The tire includes a pair of bead areas, a sidewall extending from each respective bead area to a tread, a carcass extending toroidally between each of the bead areas, and an innerliner disposed inwardly of the carcass. A compound ring is secured to the innerliner, and the compound ring defines a reservoir upon being secured to the innerliner. A sensor adhesive is disposed in the reservoir and a sensor is secured to the tire innerliner by the sensor adhesive. A corresponding method of attaching a sensor to a tire is also provided.

Abstract: A system includes a first object having a coupler to couple the first object to a second object; a first switch disposed on a first portion of the first object; a second switch disposed on a second portion on an exterior of the first object, and electrically and commutatively connected to the first switch to form an electric circuit, the second switch being arranged at a predetermined distance from the coupler; the second object disposed away from the first object and within a distance in relation to the second switch, the second object include a mating portion to couple with the coupler to connect the first object with the second object; and a third object disposed between the first object and the second object, and arranged at a corresponding predetermined distance from the mating portion to contact and close the second switch when the coupler and the mating portion are aligned for coupling the first object and the second object, and when the first object and the second object are moved together.

Abstract: A towing hook mounting structure includes a frame of a vehicle and a towing hook. The frame includes a first surface and a second surface having a planar direction different from that of the first surface. The towing hook includes a first hook portion and a second hook portion different from the first hook portion. The first hook portion of the towing hook is fixedly mounted to the first surface of the frame, and the second hook portion of the towing hook is fixedly mounted to the second surface of the frame.

Abstract: Components and devices are disclosed which are made from or otherwise include a protective material configured to release corrosion protection molecules. These exemplary components and devices can be included with trailer hitch mounts, hitch mount assemblies, and associated hardware to provide protection against rust and corrosion.

Abstract: A vehicle suspension arrangement includes a mounting bracket, a trailing arm, an air spring assembly configured to bias a second end of the trailing arm from a vehicle frame member, an axle assembly couple to the trailing arm, and a trailing arm connection assembly that includes a connector having a first portion received within an aperture of the mounting bracket, and a second portion extending outwardly from the first portion and including an aperture, a bushing member received within a first end of the trailing arm, a pin member received within the bushing member and including a first aperture, and a first mechanical fastener received within the first aperture of the pin member and within the aperture of the second portion of the first connector, thereby pivotably securing the trailing arm to the mounting bracket.

Abstract: A suspension system for a vehicle. The suspension system has a steering knuckle connected through suspension means with a vehicle chassis portion, guiding means and driving means. The guiding means enable movement of the steering knuckle with respect to the vehicle chassis portion along an arched pathway between a first and a second position. The driving means effect the movement of the steering knuckle between the first and the second position. The guiding means effect a selected angular orientation of the steering knuckle with respect to the vehicle chassis portion during the movement between the first position and the second position.

Abstract: A damping module for two damping devices on two wheel carriers of an axle of a vehicle, having a first damping circuit with a first upper damping connection to an upper damping chamber of a first damping device and a first lower damping connection to a lower damping chamber of the first damping device. A first pump device is arranged in a first pumping connection between the first upper damping connection and the first lower damping connection. Two valve combinations are oriented in opposite directions and include, in each case, a nonreturn valve (RV) and an adjustable throttle valve (DV) arranged in a first compensating connection. A second damping circuit with a second upper damping connection to an upper damping chamber of a second damping device and a second lower damping connection to a lower damping chamber of the second damping device are provided.

Abstract: A vehicle suspension system includes suspension arms mounted to a vehicle body frame to be pivotable between a low rolling posture and a high rolling posture and an anti-roll bar unit. The anti-roll bar unit includes a main anti-roll bar and a sub anti-roll bar. The sub anti-roll bar extends at least partially parallel with the main anti-roll bar. In the low rolling posture of the suspension arms, the main anti-roll bar and the sub anti-roll bar are not in contact with each other. In the high rolling posture of the suspension bars, the main anti-roll bar and the sub anti-roll bar are in contact with each other to increase stiffness of the anti-roll bar unit.

Abstract: A suspension device for a wheeled vehicle with a plurality of air springs is described. Two main air chambers of two air springs of a respective vehicle axle are connected together via a transverse air chamber which forms an intermediate volume. A compressor arranged between the two transverse air chambers is connected to the first transverse air chamber via a first connecting line in which a first switchable valve is arranged, and to the second transverse air chamber via a second connecting line in which a second switchable valve is arranged, so that direct filling/direct evacuation of the intermediate volumes of the two transverse air chambers is possible.

Abstract: A door actuating device includes a plurality of doors disposed in a flow channel for adjusting a degree of opening of the flow channel defined in an air conditioner case, the doors having respective door drive shafts, and a link unit actuating at least two of the doors. The link unit includes an actuator, a plate-like base member having two surfaces, a link mechanism having a plurality of levers mounted on at least either one of the two surfaces of the base member, and a rack member movably disposed on the base member and movable by a drive force transmitted from the actuator.

Abstract: An electric vehicle includes a chassis, a rigid axle housing, and a suspension system control arm coupling the rigid axle housing to the chassis. The electric vehicle also includes first and second electric motors, each having a rotator and a stator. The stator of the first and second electric motors are rigidly fixed to the rigid axle housing. The electric vehicle also includes a coolant supply system coupled to a radiator and the rigid axle housing to supply coolant from the radiator to a coolant inlet of the rigid axle housing and to supply used coolant from a coolant outlet of the rigid axle housing to the radiator. A first mounting bracket is fixed to the chassis and the coolant supply system. A second mounting bracket is fixed to the rigid axle housing and the coolant supply system, and a third mounting bracket is fixed to the control arm and the coolant supply system.

Abstract: A heat pump heater for an air conditioning system of a motor vehicle may include a first tube row and a second tube row each including a plurality of flat tubes arranged spaced apart from one another. The first and second tube row may be arranged in parallel to form a tube block. At least some flat tubes of the first tube row may lead into an inlet pipe and at least some flat tubes of the second tube row may lead into an outlet pipe. A refrigerant may be flowable from the inlet pipe via the first tube row and to the outlet pipe via the second tube row. The inlet pipe and the outlet pipe may be fluidically connected to one another via at least one bypass duct such that a liquid phase of the refrigerant is flowable out of the inlet pipe into the outlet pipe.

Abstract: An air conditioner for a vehicle includes: a condenser that includes a core for allowing heat exchange between a refrigerant discharged from a compressor of a refrigeration cycle and air; and a switching unit that switches a refrigerant passage in the condenser. The switching unit switches the refrigerant passage between a first refrigerant passage that allows the refrigerant to flow throughout the core, and a second refrigerant passage that allows the refrigerant to flow through a part of the core by allowing the refrigerant discharged from the compressor to flow into a middle part of the core.

Abstract: Disclosed herein is an air conditioning system for a vehicle, in which an air conditioning unit having noise inducing unit is arranged at an engine room based on a dash panel and a distribution duct for distributing air to the interior of the vehicle is arranged in the interior of the vehicle based on the dash panel, thereby reducing noise and vibration in the interior of the vehicle, securing visibility and enabling a worker to easily access the air conditioning system for follow-up service because the air conditioning unit causing noise is arranged inside the engine room, and enhancing passengers' convenience by maximizing the interior space of the vehicle in comparison with the conventional air conditioning systems because only the distribution duct is arranged in the interior of the vehicle.

Abstract: An HVAC module for an automotive vehicle includes a housing defining an air inlet, an upper front zone outlet, a lower front zone outlet, and a rear zone air outlet. An evaporator and a heater downstream of the evaporator are disposed in the housing. The air inlet of the housing is divided by a first divider into an OSA portion exclusively receiving outside air and a REC portion exclusively receiving recycled air. Each of the evaporator and the heater has a respective OSA portion receiving the outside air and a REC portion receiving the recycled air entering the HVAC module through the inlet. A second divider between the evaporator and the heater directs the outside air from the REC portion of the evaporator to the REC portion of the heater. Two temperature doors control access of separate partial streams of the recycled air from the evaporator to the heater.

Abstract: The present invention relates to a heat pump system for a vehicle which can enhance heating performance of a plug-in hybrid vehicle by heating engine coolant necessary for heating using a refrigerant cycle.

Abstract: A vehicle air conditioning device includes a compressor, a radiator, an outside heat exchanger, an evaporator, a first decompressor, a second decompressor, a switching portion, and a controller. The radiator exchanges heat between a refrigerant discharged from the compressor and air. The outside heat exchanger exchanges heat between outside air and the refrigerant flowing out of the radiator. The evaporator is exchanges heat between the refrigerant flowing out of the outside heat exchanger and the air flowing through the radiator. The switching portion switches between a series dehumidifying-heating mode and a parallel dehumidifying-heating mode. The controller is configured to control the switching portion to switch from the parallel dehumidifying-heating mode to the series dehumidifying-heating mode when the amount of the refrigerant oil flowing from the outside heat exchanger to the compressor is insufficient in the parallel dehumidifying-heating mode.

Abstract: A blower device includes a passage-forming section that forms a passage through which air flows inside. A partition section is provided within the passage-forming section. The partition section divides at least a part of the passage into a first passage and a second passage. The partition section has a hole. The hole passes through the partition section and provides a constant communication between the first passage and the second passage.

Abstract: The present invention relates to an air conditioner for a vehicle, which takes up less installation space due to its compact-sized structure and effectively performs cooling and heating with a simple structure. The air conditioner for a vehicle includes: a case (10) having an air inflow port and an air outflow port; a blower for introducing air into the air inflow port to send the air into the case (10); a compressor (30) for compressing refrigerant; a heat exchanger for exchanging heat between refrigerant and air; and an expansion means for throttling the refrigerant, wherein the blower, the compressor (30), and the heat exchange are arranged inside the case (10) side by side to be formed in a flat type.

Abstract: An air-conditioning control apparatus includes a determiner and a controller. The determiner is configured to determine whether a subject vehicle is in a slipstream of a preceding vehicle when the subject vehicle is in autonomous control and following the preceding vehicle. The controller is configured to increase a flow rate of air flowing through a condenser for an air-conditioning of the subject vehicle when the determiner determines that the subject vehicle is in the slipstream of the preceding vehicle. According to this, even when the subject vehicle is in the slipstream and following the preceding vehicle during the autonomous control, the flow rate of the air flowing through the condenser can be increased by the controller. Accordingly, the flow rate of the air flowing through the condenser of the subject vehicle can be secured in the condition where the inter-vehicle distance from the preceding vehicle is small during vehicle platooning.

Abstract: A transport refrigeration system having: a first engine (26) configured to power a refrigeration unit (22); a first fuel tank (330) fluidly connected to the first engine through a first fuel line (332); a first shut off valve (450) located within the first fuel line proximate the first fuel tank; a second shut off valve (72) located within the first fuel line proximate the first engine; a sensor system (80) configured to detect at least one of a crash of the transport refrigeration system, a fuel leak in the first fuel line, and an engine stall in the first engine; and a controller (30) configured to close the first shutoff valve and the second shutoff valve when the sensor system detects at least one of a crash of the transport refrigeration system, a fuel leak in the first fuel line, and an engine stall in the first engine.

Abstract: A vehicle windshield includes a window plate and an anti-fogging film provided on an interior side surface of the window plate, with a first region and a second region within a see-through region. The anti-fogging film is not on the first region but on the second region. The first region includes a belt-like region in an upper portion of the see-through region. The second region is a region that includes at least a test area B and that includes a continuous projection portion provided on an upper side. The anti-fogging film in the second region has a minimum film thickness of no less than 5 ?m. At least a boundary between the first region and the second region excluding the projection portion has no perspective distortion and is formed by a boundary line having a linewidth of 10-200 ?m that is visually recognized by scattering of incoming light.

Abstract: A motorized vehicle visor system, which expands and contracts about a central body; pitches towards and away from the windshield, and pivot towards the side window of the vehicle about a supporting rod. The visor can truncate to a shorter width and pitch upward at body position trailing the rod pivot motion towards the side of the window of the vehicle. When pivoted to the side window, the visor system expands, contracts, and pitches towards or away from the side window. In a reverse movement, the visor system truncates into a smaller width, pitch upward at body position trailing the rod pivot motion away from the side window, and pivots towards the frontal position along the windshield. The visor panel system, when in non-operation mode, may truncates about its body, rest in a plane position parallel to the roof of the vehicle. The visor panel system can operate manually.

Abstract: A device for a vehicle roof may have a guide element with a slideway, a bolt which can be displaced relative to the guide element and can be guided thereby on the slideway. The bolt and the guide element have a common contact area which may be formed by a protrusion on the bolt and the slideway, the protrusion being configured to introduce a corresponding notch into the slideway during the displacement along the slideway.

Abstract: Vehicle windows may include water management features. In some embodiments, the vehicle windows include a water management corner piece for managing the flow of water or other precipitation around the window. The water management corner piece may be secured to a window glass pane and may positioned and shaped for channeling the water along an engineered drainage path.

Abstract: A seal component includes a division bar arranged between the movable glass and the fixed glass, a flexible first seal molded integrally with the division bar and sealing both a vertical side portion of the movable glass and a vertical side portion of the fixed glass, a flexible second seal coupled to an upper end of the first seal and sealing a portion of a periphery of the fixed glass excluding the vertical side portion, and a coupling member that couples a lower side portion of the second seal to the first seal. The first seal includes a first groove into which the vertical side portion of the fixed glass is fitted thereby sealing the vertical side portion, and the second seal includes a second groove into which the portion of the periphery of the fixed glass excluding the vertical side portion is fitted thereby sealing the fitted portion.

Abstract: A seal between a frame part of a vehicle door window and the upper edge of a lowerable window pane of the vehicle door window. A seal profiled element of plastic is provided, which is slid onto a flange protruding upward from the frame part of the vehicle window and/or which is connected to a tube-shaped seal section for forming a seal between the frame part and a border surface of a door opening in a vehicle body.

Abstract: A seal arrangement for sealing a corner region of a window against a vehicle body component of a motor vehicle. The seal arrangement defines a seal plane, a first seal axis and a second seal axis which extends transversely with respect to the latter. A fastening section serves for fastening to the vehicle body component. A seal section has a sealing lip which can be deflected elastically transversely with respect to the seal plane when the corner region of the window comes into contact with the sealing lip, and which extends arcuately from the first seal axis to the second seal axis. The sealing lip is configured as a molded sealing lip over its entire arcuate extent.

Abstract: An axle drive unit may be employed by an electrically-driven motor vehicle having at least one drive axle. The axle drive unit may include at least one electric motor for generating a drive torque and at least one gearing (or transmission) for transmitting the drive torque to the drive axle. The electric motor and the gearing may form a structural unit. The axle drive unit allows a drive train of a motor vehicle to have the simplest, weight-saving construction possible. To achieve this, power electronics and an electromechanical service brake system may be integrated into the structural unit. The electromechanical service brake system may be configured as an inboard service brake system for transmitting braking power to the drive axle.

Abstract: It is an object of the invention is a fuel cell system architecture provides a good weight distribution, improved trunk space without reducing the security against front-end and rear end collision.

Abstract: A hybrid drivetrain for a hybrid-drive vehicle, including an electric motor and an internal combustion engine, the force output shaft of which alternatingly acts either on a first input shaft or on a coaxial second input shaft of a dual clutch transmission via two separating clutches of a dual clutch, wherein a respective first and second sub-transmission can be activated using the input shafts, and wherein fixed and idler gears are arranged in wheel planes on the two input shafts and a common axially parallel output shaft and are combined into gear sets which form gear stages.

Abstract: A powertrain and an electro-mechanical drive unit includes a first electric machine and a second electric machine each operable as a motor to produce motor torque or as a generator to produce energy. The first and second electric machines are in electrical communication with each other. The electro-mechanical drive unit further includes a hydrodynamic coupling apparatus configured to transfer engine torque. The hydrodynamic coupling apparatus includes an impeller and a turbine fluidly connected to the impeller. The hydrodynamic coupling apparatus is coupled to one of the first and second electric machines to combine the engine torque transferred via the hydrodynamic coupling apparatus with the motor torque produced by the first and/or second electric machines when the first and/or second electric machines operate as the motor.

Abstract: The invention relates to a drive train for a hybrid vehicle with an internal combustion engine, with a transmission and with an electric machine, wherein the electric machine is arranged between the internal combustion engine and the transmission. The drive train can be provided in a simple, economical and/or space-saving manner in that the transmission comprises at least one overrun-enabled forward gear transmitting traction torque only and at least one overrun-free forward gear. A hybrid vehicle can be operated with a drive train of this kind easily and efficiently in that, when an overrun-enabled forward gear transmitting only traction torque is engaged and while the vehicle speed lies below a certain engagement speed for an overrun-free forward gear and at least one criterion for the presence of a driving torque is established or satisfied, the transmission is shifted into the overrun-free forward gear.

Abstract: A power transmission apparatus of a hybrid electric vehicle includes a first input shaft mounted along an axis of an engine shaft and selectively connectable to the engine shaft, a second input shaft formed as a hollow shaft, coaxially mounted with the first input shaft, and fixedly connected to a rotor of the first motor-generator, a third input shaft formed as a hollow shaft, coaxially mounted with the first input shaft, and selectively connectable to the first input shaft, an intermediate shaft mounted in parallel with the first input shaft, an output shaft mounted in parallel to the first input shaft and outputting a shifted toque, a planetary gear set mounted on the output shaft, having an element fixed to the output shaft and forming a shifted torque, and a plurality of gear sets mounted over the first, second, and third input shafts, the intermediate shaft, and the output shaft.

Abstract: A utility vehicle includes a vehicle interior, a front panel that defines a front side of the vehicle interior and extends in a vertical direction, a floor panel that defines a lower side of the vehicle interior and extends from a lower side of the front panel to a rear side, and is provided with a tunnel portion extending in a front-rear direction on a center side in a vehicle width direction, a propeller shaft that is disposed in the front-rear direction in the tunnel portion and extends to a front side with respect to the front panel, and a cover member that covers space between the propeller shaft and the tunnel portion on a front side of the tunnel portion.

Abstract: This disclosure is directed to vehicle fuel systems that include door opening modules for controlling a fuel door opening sequence. An exemplary door opening module may include an actuator (e.g., a motor, an electromagnet, a solenoid, etc.) for automatically moving the fuel door to an ajar position after a fuel tank depressurization sequence is completed. Sound messages may be communicated to a user during the depressurization sequence by an audio actuator.

Abstract: A vehicle driving-force distributing device includes: first connecting/disconnecting teeth disposed on the inner circumferential side of the ring gear; a connecting/disconnecting mechanism that includes a cylindrical member and a connecting/disconnecting sleeve including second connecting/disconnecting teeth and spline-fitted movably in the rotation axis direction and relatively non-rotatably to the outer circumferential side of the shaft insertion portion and that connects and disconnects a power transmission path between the ring gear and the differential case by moving the connecting/disconnecting sleeve in the rotation axis direction between a meshing position at which the second connecting/disconnecting teeth are meshed with the first connecting/disconnecting teeth and a non-meshing position at which the second connecting/disconnecting teeth are not meshed with the first connecting/disconnecting teeth; and a synchronizing mechanism disposed between the ring gear and the cylindrical member and reducing a

Abstract: An operation device includes a support for pivotally supporting a shift lever, a first movable member configured to be pivotally operated from home position in a direction in conjunction with the shift lever, a pair of permanent magnets supported, at an operation reference position, by the support so as to be opposite the first magnetic body, and first plate springs for biasing the first movable member in a direction in which the first magnetic body moves toward the permanent magnets.

Abstract: A method for operating a self-driving motor vehicle includes changing from a self-driving mode into a manual-driving mode, monitoring a footwell of the motor vehicle with a gesture recognition device, and checking whether at least one specified gesture is present.

Abstract: A display device for a vehicle includes: a dial plate having an indicator portion corresponding to vehicle information on a viewing side; an image display panel disposed on a back side of the dial plate opposite to the viewing side to luminescently display an image; and a light transmissive display plate that includes a reflective portion disposed on the viewing side of the dial plate to reflect a light from a light source to the viewing side. A region of the dial plate, which faces the image display panel, is set to have a light transmission property to transmit the image of the image display panel through the region of the dial plate.

Abstract: A single-track vehicle is provided with a display device and a control device which is configured coupled to the display device such that at least one first display layout and one second display layout are presentable in the display device. The first and the second display layout have at least one main display field. Upon switching to the first display layout, the current speed and/or the current engine speed and/or the current gear stage and/or a current desired speed of the single-track vehicle are/is displayed in the region of the main display field, and, upon switching to the second display layout, a plurality of menu points of a selection menu and/or items of information about comfort functions of the single-track vehicle are depicted in the region of the main display field.

Abstract: A multifunction device for a motor vehicle with a combustion engine or an electric drive includes at least one display device and at least one functional element, where the functional element is arranged in such a way in front of the display device at least area by area with respect to a display direction of the display device in that the functional element at least in a first area of the display device covers the display device along a normal direction of at least area by area the display device, as well as a dashboard with such a multifunctional device.

Abstract: An improved system for preventing collisions between movers while improving throughput in a linear drive system utilizes a continually variable vehicle length for each mover. A vehicle length is assigned to each mover, where the vehicle length is a minimum track length required by the vehicle to avoid physically contacting a neighboring vehicle along the track. The vehicle length for each mover is then determined for each location along the track based on both the track geometry and the mover geometry. The vehicle length is continually variable along the length of the track allowing movers to be positioned as close together as possible for each location along the track based on both the track geometry and the mover geometry. The continually variable vehicle length provides collision prevention between movers while increasing throughput of movers along segments of the track that do not require the largest spacing between movers.

Abstract: In a parking assistance system comprising: a power transmission device provided on a ground side and configured to transmit power; and a power receiving device provided in a vehicle and configured to receive the power transmitted by the power transmission device and supply the power to an electric load, the power transmission device includes: a power transmission coil configured to transmit the power; imaging means for imaging the power transmission coil; and sending means for sending the power receiving device an image captured by the imaging means, and the power receiving device includes: a power receiving coil configured to receive the power transmitted by the power transmission coil; receiving means for receiving the image; and display control means for displaying the image received by the receiving means on display means.

Abstract: A bicycle power supplying device is configured to easily obtain the power needed to drive a subject electric component and a bicycle electric device that includes the bicycle power supplying device. The bicycle power supplying device includes a holder and a power storage unit. The holder holds a dry cell so that the dry cell is attachable to and removable from the holder. The dry cell includes a body, a first electrode arranged on the body, and a second electrode arranged on the body. The power storage unit is configured to store power of the dry cell and supply the stored power to a subject electric component.

Abstract: A control system for a tiltable vehicle may include a motor controller configured to respond to backward or reverse operation of the vehicle by hindering a responsiveness of the control system (e.g., proportionally) and/or eventually disengaging a drive motor of the vehicle. Accordingly, a user may intuitively and safely dismount the vehicle by selectively commanding reverse operation. In some examples, the backward direction may be user-defined.