A gyroscope-based rotation damper for a motor vehicle, includes a flywheel that is driven via a drive, rotates around an axis of rotation at an angular velocity (ω.sub.φ), the flywheel being mounted in a gimbal on the motor vehicle structure by way of a first bearing element and a second bearing element. The flywheel is mounted rotatably around the angle of rotation (φ) at the first bearing element, and the first bearing element is rotatably mounted at the second bearing element around a first angle of rotation (θ) around a first axis aligned orthogonal to the axis of rotation of the flywheel, and the second bearing element is mounted rotatably around a second angle of rotation (ψ) around a second axis aligned orthogonal to the first axis, as well as a controller unit for controlling a shaft drive.

A damper valve with an adjustable effective stiffness of a shim. The damper valve includes a piston. The piston has a fluid path formed therethrough. A shim is disposed proximate the fluid path formed through the piston. A stiffness adjustment feature is coupled to the shim, and the shim is disposed between the piston and the stiffness adjustment feature. The stiffness adjustment feature is configured to adjust the effective stiffness of the shim without affecting a preload applied to the shim.

Particular embodiments may enable configuring settings of a vehicle in a designated mode. A signal to place the vehicle in a designated mode may be received. A roll angle and a pitch angle of the vehicle as parked may be assessed based on data received from a position sensor built into the vehicle. Signals to adjust an electronically controlled suspension of the vehicle to reduce the roll angle or the pitch angle so that the vehicle is level as parked may be sent based on the assessed roll angle and pitch angle exceeding a threshold value. One or more settings of the vehicle to change default operating characteristics by the vehicle while in the designated mode may be modified.

A self-calibrating scanning system and method provides a novel way to eliminate errors in scanning systems, such as lidar or radar detection, using an inertial measurement unit. The system includes an energy transmission source configured to transmit an energy signal through a transmittal area. A detector receives a return energy signal of at least one target object of the energy transmitter source within the transmittal area. The system calculates at least one of the range and position of an object from information relating to at least one of the time and phase of the return energy signal relative to the transmittal energy signal. The spatial or angular displacement of the detector relative to the light source is measured using data from the inertial measurement unit, and at least one of calculated range and position of the object is adjusted based on the spatial or angular displacement of the detector.

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

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.

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 roll angle based on the transverse acceleration; and establishing a desired pitch angle based on the longitudinal acceleration.

Methods and systems for estimating an axle load of a vehicle are described. In one example, a method is disclosed wherein axle load is estimated in response to an angle between two components of an axle. The angle may change as weight is added to or removed from the axle such that axle load may be determined as a function of the angle.

A telehandler comprising: a chassis; an axle supporting the chassis; a pivotal connection between the axle and the chassis; and a chassis positioning system. The pivotal connection is configured to enable rotation of the chassis relative to the axle for varying a chassis-axle tilt angle defined between a longitudinal axis of the axle and the chassis. The chassis positioning system comprises: a chassis angle sensor configured to measure an angular position of the chassis relative to gravity; an actuator configured to rotate the chassis relative to the axle at the pivotal connection; and a control system configured, in a first mode, to control the actuator to thereby control the chassis-axle tilt angle based on the measured angular position of the chassis.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. An electronically controlled connector to provide a remotely controllable physical connection and disconnection capability between a first location on a vehicle and the first end of the sway bar; and the second end of the sway bar coupled to a second location on the vehicle.