Abstract: A vehicle suspension and wheel damper using anti-causal filtering. Information from in front of a wheel or information about an operating condition of a vehicle is used to anti-causally determine a response of an active suspension associated with the wheel.

Abstract: An air spring that can be used in an air suspension system includes a hollow piston, a hollow shaft and a body. The hollow piston has a hole through it. The hollow shaft has a shaft interior volume in communication with the hole in the piston. The body has a body interior volume in communication with the hole in the hollow piston. The hole in the hollow piston in communication with the shaft interior volume and the body interior volume provides a total interior volume. Wherein, the total interior volume is greater than the body interior volume thereby providing a linearized spring rate.

Abstract: An active vehicle suspension system includes an active damping mechanism operatively coupled to a vehicle wheel and configured for controlling a damping force applied to the wheel responsive to a control signal. A controller is operatively coupled to the damping mechanism and configured for generating a control signal to the damping mechanism responsive to velocity of the wheel in a downward vertical direction.

Abstract: A spring constant of each of four suspension springs and a shared load on each of four wheels are adjusted so that a sprung resonance frequency corresponding to two front wheels and a sprung resonance frequency corresponding to two rear wheels are mutually different. From among the four shock absorbers, only two shock absorbers provided corresponding to two wheels of lowered sprung resonance frequency, from among the two front wheels and the two rear wheels have respectively damping coefficient modification mechanisms that modify a damping coefficient serving as a reference of the magnitude of the damping force generated by the two shock absorbers. The behavior of the entire vehicle body can be effectively curbed by controlling the damping force exerted on the comparatively large movement of sprung sections corresponding to the two wheels. Thus a vehicle having both enhanced steering stability and enhanced ride quality can be configured comparatively inexpensively.

Abstract: A vehicle damper comprises a damping medium-filled damper body in which an element divides the damper body into two chambers. A microprocessor control unit is coupled to one or more valve and connecting arrangements that comprise at least one valve and a number of flow ducts. Respective valves and flow ducts of the valve and connecting arrangement are coupled both to respective damper chambers and a pressurizing element common to both of the chambers so that even in the chamber in which a low pressure prevails there is a positive pressure acting at all times. The valve and connecting arrangements comprise a continuously electrically controlled main valve, a non-return valve and one or more bleed valves.

Abstract: The invention relates to a method for tuning the suspension of a motor vehicle. A linear motor (7, LM), in particular a linear electric motor (7, LM), is arranged in the suspension strut of each vibration damper (k2), in particular controllable vibration damper (k2), of at least one axle of the two axles of the chassis in a parallel manner relative to said vibration damper (k2). The linear motor (7, LM) is connected to the sprung mass (m2) of the motor vehicle on one side of the linear direction of action of the motor and to the unsprung mass (m1) of the motor vehicle on the other side via the same fixing points as the corresponding vibration damper (k2). Each linear motor (7, LM) is controlled by means of a controller dependent on measured values which are detected while the vehicle is traveling, and additional forces are added to and/or subtracted from the forces acting on the respective vibration damper (k2).

Abstract: An active air suspension system includes an air spring assembly that has a piston airbag and a primary airbag mounted around the piston airbag to provide a variable force and rate dual air spring configuration. The air suspension system is configured to accurately control pressure within the system in a closed-loop manner.

Abstract: A vehicle and a suspension system, for stabilizing vehicle disposition by lowering the center of gravity, and improving stability control performance are provided. The vehicle includes a body, at least one arm, a bottom unit, which may be a wheel, coupled to one end of an arm of the at least one arm, and a suspension system having a spring disposed to generate a counter moment in a direction that offsets an impact moment applied to the arm that is subjected to an impact.

Abstract: Methods and apparatus for regulating the function of a suspension system are disclosed herein. Suspension characteristics often contribute to the efficiency of a suspended system. Depending on the desired operating parameters of the suspended system, it may be desirable to alter the functional characteristics of the suspension from time to time in order to maintain or increase efficiency. The suspension hereof may be selectively locked into a substantially rigid configuration, and the damping fluid may be phase separated and/or cooled to increase damping rate during use (or offset rate degradation). The suspension hereof may generate power usable to achieve any or all of the foregoing or to be stored for use elsewhere in the suspended system or beyond.

Abstract: A straddle-type vehicle including left and right front wheels effectively prevents deterioration of a travel feeling caused by vibrations occurring in the left and right front wheels. The straddle-type vehicle includes a body frame, left and right front wheels, a link mechanism configured to connect the left and right front wheels with the body frame, a shock absorber configured to damp vibrations in the same phase occurring in the left and right front wheels, and a damper configured to damp vibrations in opposite phases occurring in the left and right front wheels. The damper is configured such that its damping force increases at least in a certain frequency range as the frequency of the vibrations in the opposite phases increases.

Abstract: A spring constant of each of four suspension springs and a shared load on each of four wheels are adjusted so that a sprung resonance frequency corresponding to two front wheels and a sprung resonance frequency corresponding to two rear wheels are mutually different. From among the four shock absorbers, only two shock absorbers provided corresponding to two wheels of lowered sprung resonance frequency, from among the two front wheels and the two rear wheels have respectively damping coefficient modification mechanisms that modify a damping coefficient serving as a reference of the magnitude of the damping force generated by the two shock absorbers. The behavior of the entire vehicle body can be effectively curbed by controlling the damping force exerted on the comparatively large movement of sprung sections corresponding to the two wheels. Thus a vehicle having both enhanced steering stability and enhanced ride quality can be configured comparatively inexpensively.

Abstract: An active air suspension system includes an air spring assembly that has a piston airbag and a primary airbag mounted around the piston airbag to provide a variable force and rate dual air spring configuration. The air suspension system is configured to accurately control pressure within the piston airbags in a closed-loop manner. Continuous control of the piston pressure provides an accurate increase or decrease of spring rate or force depending on the controller inputs.

Abstract: A wheel stabilization mechanism includes an actuator configured to be coupled to a vehicle body and a wheel stabilizer configured to be movably coupled to the vehicle body such that the wheel stabilizer is configured to move with respect to a wheel. The actuator is configured to move the wheel stabilizer with respect to the wheel from a disengaged position toward an engaged position in response to a force applied to the vehicle body. In the engaged position, the wheel stabilizer is configured to inhibit at least a portion of the wheel from moving with respect to the vehicle body to minimize movement of the wheel with respect to the vehicle body.

Abstract: An actuator assembly includes a first motor having a first transmission mechanism, a second motor having a second transmission mechanism, and a drive shaft operatively coupled to the first transmission mechanism of the first motor and the second transmission mechanism of the second motor. The actuator assembly includes a torque application system disposed in operative communication with the first motor and the second motor, the torque application system configured to direct an application of a translation torque and a preload torque between the first motor and the first transmission mechanism and between the second motor and the second transmission mechanism.

Abstract: A device and method for suspension of a vehicle seat by means of additional volumes, in particular a utility vehicle seat, comprising at least one air spring for height adjustment of a seat part of said air spring being arranged between the seat part and a lower part, and a control device for controlling the supply and discharge of at least one additional volume to or from the air spring, wherein, at predefinable speed or acceleration values of a spring movement of the air spring, the additional volume which can be supplied or discharged can be switched on or off by means of the control device in such a way that, in end-of-travel regions of the air spring, the profile of a force/travel air spring characteristic during an extension and/or return spring movement of the air spring does not exhibit any incline in a first and in a second range.

Abstract: A system for providing vehicle roll control that controls the friction-force of dampers provided at the wheels of the vehicle. The system includes a lateral acceleration sensor for determining the lateral acceleration of the vehicle, a steering angle sensor for determining the steering angle of the vehicle and a speed sensor for determining the speed of the vehicle. The system calculates a current control signal for one or more of the dampers based on the lateral acceleration and/or the steering angle, and uses one or both of the current control signals to control the friction-force of the inside, outside or both of the dampers.

Abstract: A damper system for a vehicle comprises an electrically adjustable hydraulic shock absorber and a damper control module. The damper control module is disposed with and coupled to with the shock absorber. The damper control module determines a target damping state of the shock absorber based on data received from a plurality of sensors. Furthermore, the damper control module controls the shock absorber, such that the shock absorber operates at the target damping state.

Abstract: An active suspension system senses roadway defects and adjusts an active and controllable suspension system of the vehicle before tires come in contact with the defect. The active suspension system identifies a type of defect or debris, e.g., pothole, bump, object, etc., along with the size, width, depth, and/or height information of the defect to more accurately control operation of the suspension system to prepare for, or avoid contact with the roadway defects and obstacles. Imaging techniques are employed to identify the defect or debris. Operation of a serviced cruise control system is controlled to enhance passenger safety and comfort.

Abstract: A vehicle includes a pair of front wheels; a pair of rear wheels; a cabin frame portion; a first support frame portion extending forward from the cabin frame portion; a second support frame portion extending rearward from the cabin frame portion; a first suspension system supported by the first support frame portion and suspending the front wheels; and a second suspension system supported by the second support frame portion and suspending the rear wheels. Each of the first suspension system and the second suspension system includes a damping unit. Each damping unit includes a pair of dampers generating damping forces via oil viscosity resistance; an adjuster that adjusts the damping forces generated by the dampers; and a pair of oil paths which connect the dampers with the adjuster.

Abstract: In a vehicle-height adjustment apparatus of a motorcycle having the hydraulic jack attached to the damper, damping force characteristics of a damper are stabilized, the influence of the charged gas pressure of an oil reservoir chamber is eliminated, and the sealing performance of a hydraulic jack is reduced. In the vehicle-height adjustment apparatus of a motorcycle, a back pressure chamber is provided on a side opposite to a jack chamber, with a plunger being interposed therebetween inside a hydraulic jack, and this back pressure chamber is communicated with a hydraulic chamber inside a damper tube.

Abstract: In an active suspension system for actively suspending a plant, a fail-safe system controlled by a failure-detector has a selectively-activated damper coupled to the plant. The damper may be a separate element from the actuator. Under normal circumstances, the damper is deactivated and therefore generates no damping force. However, if the failure detector detects an abnormal state in the system, it activates the damper, thereby causing a damping force that resists motion of the plant.

Abstract: A suspension system for a vehicle includes a damper having a central longitudinal axis, and a jack assembly attached to the damper. The jack assembly includes a seat abutting and rotatable about the damper, a resilient member coiled about the damper and coupled to the seat so that the resilient member is not rotatable with respect to the seat, a ball screw abutting and fixedly attached to the damper, wherein the ball screw is not rotatable about the damper, a ball nut abutting and rotatable about the ball screw and the damper, a first clutch coiled about the ball nut and coupled to the seat, and a second clutch coiled about the damper and coupled to the ball nut. The seat is translatable along the damper to thereby raise and lower the body of the vehicle. A vehicle including the suspension system is also disclosed.

Abstract: A shock absorber for a vehicle having a damper and a first and second springs mounted coaxially around the damper and a preload adjuster for partially compressing at least one of the springs independently of the compression stroke. In one embodiment the preload adjuster is remotely controllable. In another embodiment the shock absorber includes an additional mechanism for preloading at least one of the springs.

Abstract: A vehicle wheel suspension has a suspension spring, by which the vehicle body is proportionally supported on a supporting bracket of the wheel suspension. The wheel load acting upon a pertaining wheel as a result of this support is changeable in that the transmission ratio at a shift lever provided in the load path of the support and swivelably disposed at the vehicle body with respect to the latter can be changed by an actuator. Parallel to the load path containing the shift lever and a first suspension spring element, an additional load path with a second suspension spring element effective between the vehicle body and the pertaining wheel is provided. The transmission ratio at the shift lever may be changed over a wide range by displacement of the supporting point of the first suspension spring element or a transmission rod supported with its other end at the supporting bracket of the wheel suspension.

Abstract: A system according to the principles of the present disclosure includes a variance determination module and a fault detection module. The variance determination module determines a variance of samples generated from a ride height signal. The ride height signal is output by a ride height sensor that detects a ride height of a vehicle. The fault detection module detects a fault in the ride height sensor based on the variance.

Abstract: An active suspension system for a suspended device. The system has an electromagnetic actuator that produces force on the suspended device and that is powered by a power source, and a control system that provides control signals that cause the electromagnetic actuator to exert force on the suspended device. The control system is adapted to receive a turn-off signal that results in disabling the electromagnetic actuator from producing force on the suspended device. When the control system receives a turn-off signal it provides actuator turn-off control signals that cause the force exerted by the electromagnetic actuator to progressively transition to zero over a transition time period.

Abstract: A method for setting the damping force for at least one motor vehicle vibration damper which is connected between a vehicle body and a wheel, wherein, for the vibration damper or for each vibration damper, a damping force is determined and set within an actuating range defined by a lower limiting value and an upper limiting value, as a function of a vertical movement of the vehicle body, and as a function of a vertical movement of the respective wheel, and wherein the lower limiting value of the actuating range is also determined as a function of the vertical movement of the vehicle body and as a function of the vertical movement of the respective wheel.

Abstract: A suspension device (S) comprises: an actuator (A) including a motion conversion mechanism (T) for converting rotational motion of a screw nut (1) to linear motion of a threaded shaft (2), and a motor (M) connected to the screw nut (1); and a fluid pressure damper (D) connected to the threaded shaft (2), wherein the threaded shaft (2) is formed in a cylindrical shape, a connecting shaft (30) for connecting a rod (31) or a cylinder (32) of the fluid pressure damper (D) to the threaded shaft (2) is inserted into the threaded shaft (2), and the connecting shaft (30) is connected to an end, opposite to the fluid pressure damper, of the threaded shaft (2). Accordingly, the connection between the actuator and the hydraulic damper is facilitated.

Abstract: Provided is an active noise cancellation apparatus capable of reliably reducing road noise by a technique other than mounting a vibration generator on a floor panel itself or another plate-like interior part itself, while reducing costs and size of the apparatus. A reference signal detector is mounted on a knuckle and the vibration generator is mounted on a wheel housing or a suspension member. An error signal detector detects vibration of the wheel housing or vibration of the suspension member as an error signal, or detects sound in a vehicle interior as an error signal. A controller controls the vibration generator based on the reference signal and the error signal so as to reduce the error signal.

Abstract: Methods and apparatus for regulating the function of a suspension system are disclosed herein. Suspension characteristics often contribute to the efficiency of a suspended system. Depending on the desired operating parameters of the suspended system, it may be desirable to alter the functional characteristics of the suspension from time to time in order to maintain or increase efficiency. The suspension hereof may be selectively locked into a substantially rigid configuration, and the damping fluid may be phase separated and/or cooled to increase damping rate during use (or offset rate degradation). The suspension hereof may generate power usable to achieve any or all of the foregoing or to be stored for use elsewhere in the suspended system or beyond.

Abstract: A machine employing controllable mounts and a method for controlling such mounts based on machine operation are disclosed. The controllable mount may include a housing, a pin, rheological fluid within the housing and coils provided proximate to the rheological fluid. As current is applied to the coils, the apparent viscosity of the rheological fluid is increased, and in so doing so are the damping and stiffness properties of the controllable mount. With other operations such as roading or working on a flat surface, the feedback afforded by the mounts is not as important as operator comfort, in which case the current applied to the coils can be lowered and thus the mount can be made more relaxed. The machine of the present disclosure identifies the machine operation being performed through sensors, predictive algorithms, implement position, and operator input and sets the current and properties of the controllable mounts accordingly.

Abstract: A self-regulating suspension includes a first suspension member movable relative to a second suspension member, a fluid reservoir having a volume, the volume variable in response to a relative movement between the first and second suspension members, and a fluid flow circuit having a first end in fluidic communication with the fluid reservoir and a second end in fluidic communication with an isolated suspension location, the fluid flow circuit comprising a first valve, a second valve and a third valve, wherein said first and third valves are in parallel with each other and the second valve is in series with each of the first and third valves.

Abstract: A suspension system between two bodies, the suspension system including: a first pressure chamber provided between the bodies; and at least one other pressure chamber provided between the bodies such that the at least one other pressure chamber opposes the action of the first pressure chamber; and a control system to control the pressure and volume in the first pressure chamber and the at least one other pressure chamber to adjust the stiffness value of the suspension system independently of adjusting a distance between the bodies.

Abstract: A vehicle drive arrangement for a vehicle of the type having differential power transmission arrangement that converts the rotatory motion of the rotatory power shaft to rotatory motion of first and second drive shafts disposed substantially orthogonal the rotatory power shaft. Primary leaf springs are each coupled at their respective centers to respective drive shafts by pivotal arrangements. The first and second primary springs may include helical springs that are used in place of, or in combination with, the primary leaf springs. Secondary leaf springs may be splayed and therefore need not be arranged parallel to the primary leaf springs. Control over vehicle kinematics is enhanced by configuring the resilience of a fulcrum bumper using resilient, rheological, or active systems. An active system will control vehicle height while stationary to facilitate loading and unloading of the vehicle.

Abstract: A vehicle suspension system and a method of control. The system may include an air cylinder, an air spring piston, and an air spring. The air spring piston may be positioned with respect to the air spring with the air cylinder.

Abstract: A suspension device (S) as a solution for the problem of the present invention includes: an active suspension unit (U) equipped with a linear actuator (A) and a first fluid pressure damper (D1) connected to the actuator (A) to extend and retract in the same direction; and a second fluid pressure damper (D2) arranged in parallel with the active suspension unit (U).

Abstract: An actuator assembly for use in an active suspension includes a drive assembly having a first portion and a second portion configured to translate relative to each other. The first portion is coupled to a sprung mass and the second portion is coupled to an unsprung mass. The actuator assembly includes an air spring assembly disposed about the drive assembly having a first portion disposed in proximity to the sprung mass and a second portion disposed in proximity to the unsprung mass, the air spring assembly defining an air volume pressurized at an air pressure greater than atmospheric pressure. The actuator assembly includes a cooling assembly having a set of drive assembly channels disposed within the air volume and in thermal communication with the drive assembly and a pump disposed in fluid communication with the set of drive assembly channels.

Abstract: A method and a control unit, using which the damping of one or more damping elements on a vehicle that is able to be propelled by the driver, particularly a bicycle, is able to be varied. The propelling power of the driver or his behavior during the operation of the vehicle is recorded, in order to control or regulate the damping of the damping element as a function thereof. This is achieved by the setting of the damping taking place as a function of a power variable, which represents the propelling power of the driver or his behavior.

Abstract: A ride control system includes a shock absorber having a movable piston that divides the shock absorber into a lower and an upper volume and a center check valve that allows fluid to flow from the upper to the lower volume. A back pressure actuator provides a selectable back pressure to the lower volume. Three two way valves and a check valve allow the lower and upper volumes to be selectively coupled to either the selectable back pressure or a shock absorber fluid reservoir to provide passive, semi-active, or active ride control. The back pressure actuator pressurizes a hydraulic accumulator when shock absorber fluid flows into the back pressure actuator to provide energy recovery.

Abstract: A vehicle, such as a passenger car, is provided with a vehicle frame having a leaf spring element for the spring suspension of the vehicle, which is mounted on the vehicle frame with two bearing points, which are designed in a manner to adjustably set a spring rate and/or a standing height of the leaf spring element. The leaf spring element is mounted on a frame of the vehicle with the two bearing points and the bearing points are designed adjustable for setting a spring rate and/or a standing height of the leaf spring element.

Abstract: A tunable pneumatic suspension includes a piston and two opposed pneumatic chambers. The two champers apply opposed pneumatic pressures to opposite faces of the piston. The tunable pneumatic suspension also includes a pneumatic controller that independently controls the pressure in each of the chambers. The independent control of the two chambers allows the suspension to change the relative positions of the piston and the chambers by differing the pressures in each chamber, and allows the suspension to change its stiffness by increasing or decreasing the pressures in each of the chambers by equal amounts. If used in a vehicle, changing the relative positions of the piston and the chambers can change the ride height of the vehicle, and changing the stiffness of the suspension can change the stiffness of the vehicle's ride.

Abstract: An active suspension system for a vehicle including at least one fluid operated ram having a cylinder and a main piston mounted therein for reciprocating movement, control means for controlling an equilibrium position of the piston in the ram in response to lateral acceleration of the vehicle in order to counter the effects of body roll of the vehicle, and wherein the ram includes shock absorbing means for permitting rapid movement of the piston from the equilibrium position when operating fluid in the ram is subjected to transient increases in pressure.

Abstract: A wheel suspension for a motor vehicle includes an electric vibration damper which is affixed to the vehicle body and which has a generator that can be driven by translational wheel movements of the vehicle wheel in order to generate an induced voltage. The stator and the rotor of the generator are interconnected via at least one gear stage, wherein a gear element of the gear stage is a drive gear wheel of a rack-and-pinion drive that is drivingly connected to a wheel carrier of the wheel suspension, with the wheel carrier following the wheel movements.

Abstract: The damping force of a damping force generation apparatus is controlled by operating an actuator on the basis of a control input u calculated by a state feedback controller K designed such that an L2 gain of a closed loop control system S which includes a generalized plant G designed by making use of a delay-approximated model M and the state feedback controller K therefor becomes less than a previously set positive constant ?. The delay-approximated model M is designed such that a delay element R representing operation delay of the actuator and a delay compensation element R* cancelling out the delay act on a mechanical motion model of the damping force generation apparatus. The delay-approximated model M is a bilinear system, and is designed to approximate a delay-considered model which is a control model designed on the basis of the mechanical motion model of the damping force generation apparatus and in consideration of the delay.

Abstract: Four electromagnetic shock absorbers (30) are provided with motors (40FL, 40FR, 40RL, 40RR). First current-carrying terminals (T1) of the motors (40FL, 40FR, 40RL, 40RR) are connected to one another by a ground line (61). Further, second current-carrying terminals (T2) of the motor (40FL) and the motor (40FR) are connected to each other by a front wheel roll damping line (62F). Second current-carrying terminals (T2) of the motor (40RL) and the motor (40RR) are connected to each other by a rear wheel roll damping line (62R). Second current-carrying terminals (T2) of the motor (40FL) and the motor (40RL) are connected to each other by a left wheel pitch damping line (63L). Second current-carrying terminals (T2) of the motor (40FR) and the motor (40RR) are connected to each other by a right wheel pitch damping line (63R). In this manner, appropriate damping forces can be generated with a simple configuration not only against vehicle bouncing but also against vehicle rolling and pitching.

Abstract: A bicycle shock absorber and methods for differentiating between rider-induced forces and terrain-induced forces includes a first fluid chamber having fluid contained therein, a piston for compressing the fluid within the fluid chamber, a second fluid chamber coupled to the first fluid chamber by a fluid communication hose, and an inertial valve disposed within the second fluid chamber. The inertial valve opens in response to terrain-induced forces and provides communication of fluid compressed by the piston from the first fluid chamber to the second fluid chamber. The inertial valve does not open in response to rider-induced forces.

Abstract: An apparatus has an active suspension including an electromagnetic actuator coupled to a plant in a vehicle. A force bias eliminator is coupled to the plant for causing the actuator to experience a zero-mean load, and a vibration isolation block generates a control signal based on the response of a nominal plant to measured disturbances of the actively suspended plant. A compensation system modifies the control signal in response to a difference between the response of the nominal plant to the control signal and a measured response of the actively-suspended plant to the control signal.

Abstract: A hydraulic strut system that damps vehicle vibration and includes a compressible fluid, a strut, and a valve plate. The strut includes three concentric tubes defining an inner cavity, an intermediary cavity, and an outer reservoir cavity, the inner cavity and intermediary cavity being fluidly coupled, wherein the inner cavity receives a piston that divides the inner cavity into a first volume and a second volume, the piston having an aperture that allows one way flow from the first volume to the second volume. The valve plate is removably coupled to the strut, and includes a first fluid path that allows one-way fluid flow from the intermediary cavity to the reservoir cavity, the first fluid path including a damping valve that damps fluid flowing therethorugh; and a second fluid path that allows one-way fluid flow from the reservoir cavity to the inner cavity, the second fluid path further including a replenishment valve.

Abstract: A method and system for operating a motor vehicle is described. In one example, spring rates for suspension springs and damping rates for shock absorbers are adjusted in response to vertical acceleration, longitudinal angular acceleration, and lateral angular acceleration of a vehicle body in the absence of accelerometers. The system and method may improve vehicle driving dynamics and lower system cost as compared to other systems.

Abstract: A damper system for a vehicle including an electromagnetic damper, wherein the electromagnetic damper includes: (i) an electromagnetic motor; (ii) a motion converting mechanism; and (iii) an external circuit including (A) a first connection passage, (B) a second connection passage, (C) a first-connection-passage-current adjuster, and (D) a second-connection-passage-current adjuster, wherein the damper system comprises an external-circuit controller including: (a) a main-adjuster control portion configured to perform, on one of the first-connection-passage-current adjuster and the second-connection-passage-current adjuster that is designated as a main adjuster, a first control for mainly damping the relative vibration of the sprung portion and the unsprung portion; and (b) an auxiliary-adjuster control portion configured to perform, on one of the first-connection-passage-current adjuster and the second-connection-passage-current adjuster that is designated as an auxiliary adjuster, a second control for assisti