Abstract: A vehicle controller includes a plurality of detectors, a control unit, a data collecting unit, a serial communication line, and a transmission order setting unit. Data that changes at a speed that is lower than a given speed value is transmitted in a period in which a communication volume is lower than a given communication volume value. The transmission order is an order in which the pieces of detection data are serially transmitted from the data collecting unit to the control unit.

Abstract: A stationary vibration isolation system including a plurality of isolators by way of which a load which is mounted in a vibration isolated manner is supported. The vibration isolation system includes a plurality of actuators by way of which vibrations of the load are actively countered. Each isolator respectively has its own separate control unit with a digital-analog converter for controlling the actuators.

Abstract: Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

Abstract: Method to control active shock absorbers of a road vehicle. Each active shock absorber is part of a suspension connecting a frame to a hub of a wheel and is provided with an actuator. The control method comprises the steps of: determining a longitudinal acceleration and a transverse acceleration of the road vehicle; establishing a desired lowering of a centre of gravity of the road vehicle depending on the longitudinal acceleration and on the transverse acceleration; and controlling the actuator of each active shock absorber so as to obtain the desired lowering of the centre of gravity.

Abstract: A vehicle is provided including an electronic power steering system, an electronic throttle control system, and a stability control system.

Abstract: A damper control apparatus for controlling a front damper at a front wheel and a rear damper at a rear wheel. The damper control apparatus includes: a preview sensor configured to detect a road surface state in front of a vehicle; a steering angle sensor configured to detect a steering angle of the vehicle; and a controller configured to control the front and rear dampers based on a detected value of the preview sensor. In response to the steering angle sensor detecting a steering angle that exceeds a predetermined steering angle threshold, the controller is configured to reduce control of the rear damper that is based on the detected value of the preview sensor.

Abstract: The present invention provides a method/device to improve braking performance on a wheeled vehicle comprising at least one driving axle, the wheeled vehicle further comprising a collision warning system and an emergency braking system and an air suspension system, the air suspension system comprising at least one air suspension module associated with the at least one driving axle and the air suspension system being configured to control the air pressure in the at least one air suspension module associated with the at least one driving axle, the collision warning system being configured to monitor the environment of the wheeled vehicle, and to determine if and when the emergency braking system may need to be actuated, so that when the collision warning system determines the emergency braking system may need to be actuated, the method being implemented by the collision warning system and comprising one step implemented before eventually actuating the emergency braking system, said step comprising actuating the

Abstract: A vehicle height adjusting apparatus according to one aspect includes: a vehicle height adjusting member that adjusts height of a seat of a saddle-type vehicle, using hydraulic pressure; an oil supplying portion that supplies oil to the vehicle height adjusting member, using a motor; and a control section that estimates a load applied to the vehicle height adjusting member, from a current supplied to the motor and a stroke correspondence quantity of the vehicle height adjusting member, and controls the oil supplying portion based on the load to adjust the height of the seat.

Abstract: A damping force control device 10 comprises vary damping shock absorbers, a detector, and a controller. Each of the shock absorbers sets damping coefficient from a minimum value to a maximum value in order to adjust damping force. The detector detects vertical vibration state quantity relating to vibration of the sprung mass. The controller performs an ordinary control for setting the damping coefficient based on the vertical vibration state quantity and according to a predetermined control law suitable for an assumption that all of the wheels touch ground. The controller performs, when at least one of the wheels is an ungrounded wheel which does not touch the ground and each of the other wheels is a grounded wheel which touches the ground, a specific control for setting the damping coefficient of the shock absorber corresponding to the grounded wheel to a first specific value greater than the minimum value.

Abstract: A system is provided. The system includes a dual piston actuator and valves. The dual piston actuator includes a primary actuator and a protection actuator. The primary and protection actuators move to increase and decrease a pitch of propellers of an aircraft with respect to a supply of first and second mediums. The valves include a first check valve, a second check valve, and a third valve. The third valve operates between a first mode and a protection mode. The second medium is directed to the primary and protection actuators through the first and second check valves by the third valve when the third valve is operating in a protection mode.

Abstract: The present invention provides a suspension system capable of adjusting a vehicle height in a short time. The suspension system includes a front wheel-side suspension and a rear wheel-side suspension each provided between a vehicle body and an axle and configured to adjust a vehicle height according to supply and discharge of hydraulic fluid, a pressurization device configured to pressurize the hydraulic fluid, and a first tank and a second tank configured to store therein the hydraulic fluid pressurized by the pressurization device. When the suspension system lowers the vehicle height by each of the front wheel-side suspension and the rear wheel-side suspension, any one of the front wheel-side suspension and the rear wheel-side suspension discharges the hydraulic fluid to the first tank, and the other of the front wheel-side suspension and the rear wheel-side suspension discharges the hydraulic fluid into the second tank by the pressurization device.

Abstract: A vehicle-height control system including a tank, a compressor, an actuator, and a valve between the tank and the compressor. The valve is closed to a state of a pressure medium supplier to the compressor-pressure supply state when a tank pressure has reached a threshold in a tank-pressure supply state in which the tank pressure is supplied to the actuator. In the compressor-pressure supply state, the tank pressure is kept at the threshold, and a pressure in the actuator is greater than the tank pressure. The threshold makes it difficult for a pressure differential in the valve to become greater than a valve-opening pressure differential, making it difficult for the valve to be opened in the compressor-pressure supply state. This system enables good supply of a pressure medium from the compressor to the actuator, avoiding a longer time for vehicle height control and achieving a shorter compressor operation time.

Abstract: Systems and methods for limiting a current operating speed of a vehicle are disclosed. A position of the vehicle relative to an abrupt road change in front of the vehicle and a current operating speed are determined. Information regarding a profile of the abrupt road change is detected. Based on the determined position and current operating speed, a brake torque output is adjusted to reduce the current operating speed. Based on the profile, suspension parameters associated with the vehicle are dynamically adjusted.

Abstract: A control arrangement for a hydropneumatic suspension system and a hydropneumatic suspension system are provided. The control arrangement has a pressure supply connection, a return connection, a piston chamber connection adapted to be connected to the piston chamber of a suspension cylinder of the hydropneumatic suspension system, an annular chamber connection adapted to be connected to the annular chamber of the suspension cylinder, and at least one controllable valve arrangement comprising a plurality of switch positions via which the pressure supply connection and the return connection are connectable to the piston chamber connection and the annular chamber connection. The annular chamber connection is in flow connection with the return connection via a pressure-limiting line having a hydraulically controllable pressure-limiting element. The pressure-limiting element has a control input adapted to be acted upon via a control line by a control pressure which is limitable to a predefinable pressure limit.

Abstract: A wheelchair suspension comprises a frame, at least one pivot arm, at least one front caster, at least one rear caster, a stabilizing system, and a sensor. The pivot arm is coupled to the frame. The front caster is coupled to the pivot arm. The rear caster is coupled to the frame. The stabilizing system is coupled to the frame and the pivot arm. The sensor is arranged such that tipping of the frame causes actuation of the stabilizing system to at least partially resist further movement of the frame.

Abstract: A device for the compensation of body movements in a motor vehicle, having an arrangement of four first piston-cylinder units which are assigned to in each case one wheel of the motor vehicle, wherein a compensation unit is provided which has a fifth piston-cylinder unit and a sixth piston-cylinder unit, wherein the pistons of the fifth piston-cylinder unit and of the sixth piston-cylinder unit are connected to one another via a coupling element, wherein at least a first number of the first piston-cylinder units and the fifth piston-cylinder unit are in fluid communication with one another and at least a second number of the first piston-cylinder units and the sixth piston-cylinder unit are in fluid communication with one another, and the compensation unit has means for compensating body movements.

Abstract: A driven wheel suspension system for a vehicle (100) having a chassis (12) suspended from a driven wheel (10) is disclosed. The suspension system includes a suspension mechanism including a driven wheel carrier member (11) rotatably connected to the driven wheel (10). The suspension mechanism is configured to isolate the movement of the driven wheel 10 from the movement of the chassis (12). The driven wheel (10) is movable a distance relative to the chassis (12) which defines a suspension travel. The driven wheel suspension system further includes a drive train including a looped power transmission element configured to transmit power between the driven wheel (10) and a power source mounted on the chassis (12). An idler member (31) is rotatably mounted on an idler carrier member (20) that is movable relative to both the chassis (12) and driven wheel earner member (11).

Abstract: A low cost leaning vehicle stability and self-righting system that primarily uses gravity to return a leaning vehicle position to its original stable upright position. The system accomplishes this by increasing the leaning vehicle's Center of Gravity (CG) above the resting upright position—thus increasing the CG energy state—the more the vehicle leans. The system stores energy—a combination of additional and recovered energy normally lost when the vehicle leans—primarily in the form of gravitational potential energy to automatically return the vehicle from a leaning position to the upright stable position.

Abstract: A transporter for transporting a load over a surface. The transporter includes a support platform for supporting the load. The support platform is characterized by a fore-aft axis, a lateral axis, and an orientation with respect to the surface, the orientation referred to as an attitude. At least one ground-contacting element is flexibly coupled to the support platform in such a manner that the attitude of the support platform is capable of variation. One or more ground-contacting elements are driven by a motorized drive arrangement. A sensor module generates a signal characterizing the attitude of the support platform. Based on the attitude, a controller commands the motorized drive arrangement.

Abstract: Embodiments of a suspension for a vehicle is provided. The suspension includes, for example, a frame and a locking assembly. The locking assembly inhibits tipping of a frame of the vehicle when tipping of the frame is detected.

Abstract: A wheelchair suspension comprises a frame, at least one pivot arm, at least one front caster, at least one rear caster, a stabilizing system, and a sensor. The pivot arm is coupled to the frame. The front caster is coupled to the pivot arm. The rear caster is coupled to the frame. The stabilizing system is coupled to the frame and the pivot arm. The sensor is arranged such that tipping of the frame causes actuation of the stabilizing system to at least partially resist further movement of the frame.

Abstract: A device for the compensation of body movements in a motor vehicle, having an arrangement of four first piston-cylinder units which are assigned to in each case one wheel of the motor vehicle, wherein a compensation unit is provided which has a fifth piston-cylinder unit and a sixth piston-cylinder unit, wherein the pistons of the fifth piston-cylinder unit and of the sixth piston-cylinder unit are connected to one another via a coupling element, wherein at least a first number of the first piston-cylinder units and the fifth piston-cylinder unit are in fluid communication with one another and at least a second number of the first piston-cylinder units and the sixth piston-cylinder unit are in fluid communication with one another, and the compensation unit has means for compensating body movements.

Abstract: A wheelchair suspension comprises a frame, at least one pivot arm, at least one front caster, at least one rear caster, a stabilizing system, and a sensor. The pivot arm is coupled to the frame. The front caster is coupled to the pivot arm. The rear caster is coupled to the frame. The stabilizing system is coupled to the frame and the pivot arm. The sensor is arranged such that tipping of the frame causes actuation of the stabilizing system to at least partially resist further movement of the frame.

Abstract: A motor vehicle includes a rear suspension equipped with at least one shock absorber including a by-pass passage for bringing about a damping effect that is different in different portions of the stroke of the plunger of the shock absorber. The shock absorber and the by-pass passage are configured in such a way that the shock absorber produces a maximum damping effect in a final stretch of the stroke of the plunger in the direction of lengthening of the shock absorber, said final stretch of stroke being pre-arranged so as to correspond to the final part of the maximum possible lift of said rear suspension during braking of the motor vehicle.

Abstract: A wheelchair suspension comprises a frame, at least one pivot arm, at least one front caster, at least one rear caster, a stabilizing system, and a sensor. The pivot arm is coupled to the frame. The front caster is coupled to the pivot arm. The rear caster is coupled to the frame. The stabilizing system is coupled to the frame and the pivot arm. The sensor is arranged such that movement of the frame relative to the rear castor causes actuation of the stabilizing system to at least partially resist further movement of the frame.

Abstract: A method for controlling four semi-active suspensions of a vehicle comprising the steps of: determining, for each semi-active suspension, a first and a second signal representative of the acceleration and speed of the sprung mass; determining, for a pair of semi-active suspensions arranged on one side of the vehicle a third and a four signal representative of the acceleration and pitch speed; calculating for each semi-active suspension, a first damping coefficient as a function of the difference between the first and second signal squared; calculating for each semi-active suspension, a second damping coefficient as a function of the difference between the third and the four signal squared; for each semi-active suspension, comparing the first and the second damping coefficient for determining the higher coefficient; applying to each force generator device, an electronic control signal indicative of the respective high damping coefficient.

Abstract: A mowing apparatus having a center of gravity having a frame member, at least one front ground engaging wheel rotatably connected proximate the front end of the frame member and at least two rear ground engaging wheels rotatably connected proximate the back end of the frame member so as to substantially prevent the mowing apparatus from rolling over as it traverses along an inclined surface.

Abstract: A transporter for transporting a load over a surface. The transporter includes a support platform for supporting the load. The support platform is characterized by a fore-aft axis, a lateral axis, and an orientation with respect to the surface, the orientation referred to as an attitude. At least one ground-contacting element is flexibly coupled to the support platform in such a manner that the attitude of the support platform is capable of variation. One or more ground-contacting elements are driven by a motorized drive arrangement. A sensor module generates a signal characterizing the attitude of the support platform. Based on the attitude, a controller commands the motorized drive arrangement.

Abstract: A vehicle behavior control device (S) determines, by using a vehicle velocity (V), a transmission function (K(s)) which is determined based on a specification of the vehicle, receives as an input a wheel turning speed (?) obtained by differentiating a wheel turning angle (?) of left and right front wheels (FW1, FW2) with respect to time, and outputs a target yaw moment (My). The device (S) also calculates, by using the determined target yaw moment (My), a left-wheel-side forward/backward force (FxCL) imparted to a left wheel side (left front wheel FW1 and left rear wheel RW1) of a vehicle (10) and a right-wheel-side forward/backward force (FxCR) imparted to a right wheel side (right front wheel FW2 and right rear wheel RW2) of the vehicle (10).

Abstract: A motorized vehicle includes left and right suspensions connected to a frame. The left and right suspensions are moving in predetermined directions. A vehicle implement is pivotally connected to one of a front portion and a rear portion of the frame by at least one arm. The vehicle implement is pivotable between a first position and a second position. The second position is vertically higher than the first position. At least one suspension limiter is operatively connected to the at least one arm. When the vehicle implement is in the first and second positions, the left and right suspensions are free to move in the predetermined directions. When the vehicle implement is in a position intermediate the first and second positions, the at least one suspension limiter restricts movement of the left and right suspensions in at least one of the predetermined directions. A suspension limiter is also provided.

Abstract: The present invention provides a suspension control apparatus requiring a reduced number of sensors. A pitch rate estimating unit 21 calculates a pitch rate used for creating a control instruction value, with use of a wheel-speed time-rate-of change obtained based on wheel speeds vcFL and vcFR detected by wheel speed sensors 7FL and 7FR, and an estimated forward/backward acceleration aes calculated by a forward/backward acceleration estimating unit 20.

Abstract: The apparatus comprises a measured signal detector 11, a vehicle parameter obtainer 12, a sideslip angle temporary estimator 13, a sideslip angle differential corresponding value computer 14 and a sideslip angle real estimator 15. A sideslip angle temporary estimate value is computed from one or plural vehicle parameters including at least the mass. A sideslip angle differential corresponding value is computed from a measured signal and the vehicle parameters including no mass. A sideslip angle is derived from the sideslip angle temporary estimate value and the sideslip angle differential corresponding value. A sideslip can be detected without a steering angle detection mechanism.

Abstract: A central multidirectional transmission system is disclosed which includes a chassis having a central base and a central multidirectional mechanism, a rear suspension assembly, and a front suspension assembly. The rear suspension assembly, the front suspension assembly, and one or more mechanical and structural components are mounted to the central base. The rear suspension assembly serves as a base for a rear suspension and a telescoping mechanism and is attached in a pivotal manner to the central base. The front suspension assembly is also mounted to the central base in a manner which permits the front suspension assembly to rotate at differing vertical and horizontal angles with respect to the longitudinal axis of the vehicle.

Abstract: A suspension control apparatus selectively performs at least one of: compression-stroke control performed when a wheel load is increased, for setting a damping-force characteristic of at least one of damping-force variable dampers, which is provided on a side of at least one wheel whose wheel load is to be increased among a plurality of wheels, to a hard side in an early stage of a compression stroke and switching the damping-force characteristic to a soft side in a latter stage of the compression stroke; extension-stroke control performed when the wheel load is increased, for setting the damping-force characteristic to the soft side in an early stage of an extension stroke and switching the damping-force characteristic to the hard side in a latter stage of the extension stroke; compression-stroke control performed when the wheel load is reduced, for setting the damping-force characteristic of at least one of the damping-force variable dampers, which is provided on a side of at least one wheel whose wheel loa

Abstract: A control system (18) and method for an automotive vehicle (10) includes a pitch rate sensor (37) generating a pitch rate signal, a longitudinal acceleration sensor (36) generating a longitudinal acceleration signal, and a yaw rate sensor (28) generating a yaw rate signal. A safety system (44) and the sensors are coupled to a controller. From the sensors, the controller (26) determines an added mass and a position of the added mass, a pitch gradient and/or a pitch acceleration coefficient that takes into account the added mass and position. The controller controls a vehicle system in response to the added mass and the position of the added mass, the pitch gradient and/or pitch acceleration coefficient variables.

Abstract: A control system (18) and method for an automotive vehicle (10) includes a controller (26) that determines whether or not a potential load change has occurred in a load change detector (59). A load change detector (59) may be coupled to various sensors to determine whether or not a change in load has occurred. If a change in load has occurred an adaptively determined roll condition parameter such as a roll acceleration coefficient, a roll rate parameter or a roll gradient may be reset. If a potential load change has not occurred, then a newly determined value for an adaptive roll condition may be included in a revised adaptive roll condition average. A safety device (44) may be controlled in response to the revised adaptive roll condition.

Abstract: In a system in which an actuator force to be generated by an actuator is controlled based on a component sum that is a sum of a vibration damping component as the actuator force to be generated in a vibration damping control and a posture control component that is the actuator force to be generated in a body-posture control, a control in which the posture control component is limited so as to be not larger than a limit value is executable. The system ensures the actuator force that should be generated in the vibration damping control by limiting the posture control component, in a situation in which there is a limit in the actuator force that can be generated. Accordingly, a sufficient amount of a damping force can be generated, so that riding comfort of the vehicle and the like is prevented from being deteriorated.

Abstract: A hydraulic system for a vehicle suspension for a vehicle, the vehicle including a vehicle body and at least two forward and two rearward wheel assemblies, the vehicle suspension including front and rear resilient vehicle support means between the vehicle body and the wheel assemblies for resiliently supporting the vehicle above the wheel assemblies, the hydraulic system including: at least two front (11, 12) and two rear (13, 14) wheel rams respectively located between the wheel assemblies and the vehicle body, each ram (11 to 14) including at least a compression chamber (45 to 48) and a rebound chamber (49 to 52); wherein the compression chamber (45, 46) and rebound chamber (49, 50) of each said front wheel ram (11, 12) is in fluid communication with the rebound chamber (47, 48) and compression chamber (51, 52) respectively of a diagonally opposed said rear wheel ram (13, 14) to respectively provide two fluid circuits, each fluid circuit providing a front and back compression volume therein, the front compr

Abstract: A vehicle stability control system uses a physical quantity corresponding to a driver accelerator input to control engine power produced by an engine and to controllably drive an engine load device for regulating the engine power to produce a desired drive force. The vehicle stability control system includes a vibration detector and a corrector. The vibration detector determines a vibration that occurs during running of the vehicle to disturb the stability of the vehicle. The corrector drives the engine load device to suppress the vibration in response to the vibration determined by the vibration detector.

Abstract: A method and system for coordinating a vehicle stability control system with a suspension damper control sub-system includes a plurality of dampers, each of which are controlled directly by the suspension damper control sub-system. A plurality of sensors sense a plurality of vehicle parameters. A supervisory controller generates vehicle damper commands based on the plurality of vehicle parameters for each of the dampers. A damper controller in electrical communication with the supervisory controller receives the vehicle damper commands and generates sub-system damper commands based on a portion of the plurality of vehicle parameters for each of the dampers. The damper controller also determines if any of the vehicle damper commands for any one of the dampers has authority over the corresponding sub-system damper command.

Abstract: A hydraulic system for a suspension system for a vehicle includes at least one first pair of wheel rams (11, 12) at a first end of the vehicle and at least one second pair of wheel rams (13, 14) at a second end of the vehicle, each rams including a compression chamber (45-48) and a rebound chamber (49-52); and the system includes first and second diagonal circuits with respect to said vehicle. The hydraulic system includes at least one first and second modal resilience devices (81, 82). These devices each including at least one resilient means (107-110), at least one moveable member (105-106) and at least first and second (89, 90 and 91, 92) system modal chambers. Motion of the moveable member of each modal resilience device due to roll or pitch motion of the vehicle is controlled by the respective at least one resilient means to thereby provide respective roll or pitch resilience in the system.

Abstract: A four-wheel vehicle is provided with an in-wheel motor in each of a front wheel and a rear wheel and has approximately the same roll center heights of the front wheel and the rear wheel. The relation between a change in a kingpin offset and a change in a wheel stroke for at least any one of the front wheel and the rear wheel of the four-wheel vehicle is determined based on at least any one of braking force distribution and driving force distribution between the front wheel and the rear wheel.

Abstract: Method and device for calculating chassis height of a vehicle that has at least three air-suspended wheel axles (2, 3, 4). The device includes a control unit and two level sensors (9, 10). The control unit detects the chassis height at the front axle (2) via a first level sensor (9) and at the forward rear axle (3) via a second level sensor (10), and the control unit calculates the chassis height at the rearmost wheel axle (4). An object of the disclosure is to protect the rear axle installation with as few level sensors as possible.

Abstract: A suspension system for a vehicle (50c) having a body (52c) and a plurality of wheel support assemblies (56c, 58c) includes a tie structure (60c) interposed between the body and the wheel support assemblies. A first interconnection system (68c) interconnects the tie structure to the wheel support assemblies, and the second interconnection system (302) interconnects the tie structure and the body. The second interconnection system includes a plurality of link structures (304, 320) pivotally connected at one end to the tie structure, and pivotally connected at the opposite end to the body. Such link structures are oriented relative to the tie structure to extend towards a common point along a longitudinal axis (33B) of the tie structure.

Abstract: A variable stiffness suspension system is provided for a wheelchair. The wheelchair has a frame and at least one wheel coupled to the frame for generally vertical movement relative to the frame. At least one sensor is provided for sensing an operating condition of the wheelchair. A controller is operatively coupled to the sensor. A controllable damper having a variable stiffness is coupled to the controller, the wheel and to the frame. The controllable damper is responsive to the controller and provides a force capable of being varied in a continuous manner. The force is resistive to movement of the wheel. The controllable damper is preferably a commercially available magneto-rheological damper or a variable orifice fluid damper. The controllable damper may be either a linear damper or a rotary brake.

Abstract: A wheel suspension system having under powered acceleration a squat response that begins in the realm of anti squat and passes through a point of lessened anti squat at a further point in the travel.

Abstract: An anti-lift characteristic of a rear suspension of a vehicle is enhanced by including a carrier at which a rear wheel is rotatably mounted; a trailing arm longitudinally aligned with respect to a vehicle body, ends of the trailing arm being respectively connected to the carrier and the vehicle body; and a connecting unit connecting the vehicle body and a body-side end of the trailing arm, and varying a vertical position of the body-side end according to a running state of the vehicle.

Abstract: A control system 20 for an automotive vehicle 22, such as an adaptive cruise control (ACC) system, is provided including a controller 24. The controller 24 is electrically coupled to a radar system and a navigation system. The detection system 28 detects an object and generates an object profile. The navigation system 34 generates a navigation signal. The controller 24 in response to the object profile and the navigation signal, generates a predicted future path profile and inhibits resume speed of the vehicle 22 in response to the predicted future path profile. An additional feature of the invention is that the controller 24 may also be electrically coupled to a yaw rate sensor 30. The yaw rate sensor 30 senses the yaw rate of the vehicle 22 and generates a yaw rate signal. The controller 24 in response to the yaw rate signal inhibits resume speed of the vehicle 22.

Abstract: An ECU of an ECS apparatus has a determination block for determining whether the TPS signal rises to be greater than a first reference value and for determining whether the TPS signal declines to be less than a second reference value; and a damper control block, which adjusts a damping force of the front damper according to the determination result. The damper control block sets the front damper into a hard rebound mode when the determination block determines that the TPS signal rises to be greater than the first reference value, and then the damper control block sets the front damper into a hard compression mode when the determination block determines that the TPS signal declines to become less than the second reference value.

Abstract: A method for stabilizing a balancing transporter under riderless conditions. The balancing transporter is characterized by a center of mass, and has two laterally disposed wheels and a region of contact with an underlying surface. In accordance with the method, the absence of a user aboard the transporter is first detected. Then a desired transporter pitch is determined such as to establish a condition of stasis wherein the center of mass is disposed directly above the region of contact between the balancing transporter and the underlying surface. Finally, a torque is applied to the laterally disposed wheels so as to maintain the transporter at the desired transporter pitch. The torque may include coadded terms where the terms are, respectively, proportional to a pitch error, a pitch rate, a wheel rate, and an integral representing the wheel rotation that was required to bring the transporter to the condition of stasis.