GB2388579A - Vehicle differential control - Google Patents

Vehicle differential control Download PDF

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Publication number
GB2388579A
GB2388579A GB0308491A GB0308491A GB2388579A GB 2388579 A GB2388579 A GB 2388579A GB 0308491 A GB0308491 A GB 0308491A GB 0308491 A GB0308491 A GB 0308491A GB 2388579 A GB2388579 A GB 2388579A
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GB
United Kingdom
Prior art keywords
wheels
drive torque
vehicle
control
degree
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB0308491A
Other versions
GB2388579B (en
GB0308491D0 (en
Inventor
David Andrew Clare
Keith Gary Reginald Parsons
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of GB0308491D0 publication Critical patent/GB0308491D0/en
Publication of GB2388579A publication Critical patent/GB2388579A/en
Application granted granted Critical
Publication of GB2388579B publication Critical patent/GB2388579B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

A control system for a drive torque distribution to a vehicle's wheels, comprises monitoring the difference between loads in the vicinity of at least 2 different wheels to which torque is distributed. A degree of locking of torque distribution means is varied accordingly. Thus a difference in speed or drive torque supplied to different wheels is controlled. The system is typically applied to a four wheel drive vehicle comprising centre and rear differentials. A controller 28 receives signals from load sensors 42,44,46,48 in the vicinity of each wheel 11,12,13,14. The controller 28 determines the difference in load between the two rear wheels 13,14 and the difference in load between the front wheels 11,12 and the rear wheels 13,14. The controller 28 typically increases the degree of locking of the centre differential and of the rear wheels as a difference in load between front and rear wheels increases.

Description

VEHICLE DIFFERENTIAL CONTROL
The present invention relates to the control of differentials in vehicle drive trains, and in particular to the control of the degree of locking of such 5 differentials.
It has long been known to provide lockable differentials which can be locked or unlocked so as essentially to prevent or allow different rates of rotation of the wheels of a vehicle. It is also known to provide limited slip 10 differentials (LSOs) in which the two sides of the differential output, which are drivingly connected to different wheels on the vehicle, are connected together, for example by means of some form of clutch device, so that the two sides of the differential can move relative to each other, but only when the torque transmitted between the two sides by the differential exceeds a 15 variable limit set by the clutch.
US 5,471,390 and US 5,685,386 disclose control systems for LSDs which vary the locking torque of the differential in response to changes in various parameters of the vehicle's condition or operation.
The present invention provides a control system for controlling a drive torque distribution means arranged to distribute drive torque between a plurality of wheels of a vehicle, wherein the drive torque distribution means is arranged to provide a variable degree of locking between a first 25 group of wheels including at least one wheel of the vehicle and a second group of wheels including at least one wheel of the vehicle, the system comprising measuring means for measuring the difference in loads between said first and second groups of wheels and control means arranged to control said degree of locking in response to changes in said difference.
( The measuring means may be arranged to measure the loads at least partly by measuring air pressure in an air suspension of the vehicle, or at least partly by measuring vertical wheel travel of each of said wheels.
5 Preferably the degree of locking is variable between a maximum value, at which the drive torque distribution means may be substantially fully locked and a minimum value, at which the drive torque distribution means may be substantially fully unlocked.
10 The degree of locking is preferably substantially continuously variable between the maximum value and the minimum value.
Preferably the control means is arranged to increase the degree of locking in response to an increase in said difference in loads.
Preferably the control means is arranged to control the degree of locking between the minimum value and the maximum value in response to changes in said difference in loads.
20 The groups of wheels may be on opposite sides of the vehicle, and may comprise only one wheel in each group.
Alternatively the groups of wheels may comprise a group of front wheels of the vehicle and a group of rear wheels of the vehicle.
If the groups of wheels are on opposite sides of the vehicle, for example if the drive torque distribution means is a rear differential of a four wheel drive vehicle, the control means may is preferably arranged to control a second drive torque distribution, wherein the second drive torque 30 distribution means is arranged to distribute torque between the front wheels of the vehicle and the rear wheels of the vehicle and the control means is arranged to control the degree of locking of the second drive torque
( distribution means in response to changes in the difference between the load on the front wheels and the load on the rear wheels.
Preferred embodiments of the present invention will now be described by 5 way of example only with reference to the accompanying drawings in which: Figure 1 is a diagrammatic representation of a vehicle including a differential control system according to a first embodiment of the 10 invention; Figures 2 is a graph showing operation of the system of Figure 1, and Figure 3 is a diagrammatic representation of a vehicle including a drive 15 torque distribution system according to a second embodiment of the invention. Referring to Figure 17 a four wheel drive vehicle 10 has four wheels 11, 12, 13, 14 and a power train 16 for providing driving torque to the wheels. The power train 16 comprises an engine 18, an automatic transmission 20 which 20 transmits drive torque, at any of a number of transmission ratios, to the input side of a centre differential 22. Front and rear differentials 24, 26 receive torque from the centre differential 22 and transmit it to the front wheels 11, 12 and rear wheels 13, 14 respectively. The centre and rear differentials 22, 26 are limited slip differentials in which the degree of 25 locking can be controlled by controlling a clutch pack acting between the two output sides of the differential. This controls the torque difference between the two outputs at which the clutch, and hence the two sides of the output, will start to slip. For torque differences below the locking torque slip will not occur and the differential will behave as if fully locked. If the 30 torque difference exceeds the locking torque the clutch will slip. This torque difference is therefore also the maximum torque that can be
( transmitted from one output side to the other through the differential. A differential controller 28 controls the locking torque of each of the centre and rear differentials 22, 26.
5 The vehicle further comprises a steering wheel 30 for steering the front wheels 11, 12. A steering angle sensor 32 provides a steering angle signal which varies with the steering input from the driver. Four wheel speed sensors 34, 36, 38, 40 each provide a wheel speed signal which varies with the wheel speed of a respective one of the vehicle's wheels 1 1, 12,13, 14.
10 Four wheel load sensors 42, 44, 46, 48 each measure the air pressure in a respective one of the air springs 50 of the vehicle suspension to provide wheel load signals which vary with the vertical load on each of the vehicle's wheels 11, 12, 13, 14.
15 A yaw sensor 51 provides a yaw signal indicative of the instantaneous yaw rate of the vehicle 10, and a pair of lateral accelerometers 53, 54 provide lateral acceleration signals indicative of the instantaneous lateral acceleration at two points on the vehicle which are vertically spaced from I each other.
20 i The controller 28 receives the wheel load signals from each of the wheel load sensors 42, 44, 46, 48 and determines therefrom a measure of the difference in load between the two rear wheels 13, 14, and also the difference between the total load of the front wheels 11, 12 and the total 25 load of the rear wheels 13, 14.
it will be appreciated that, if the vehicle is travailing on uneven terrain so that the load distribution between the rear wheels becomes very uneven, j there is an increased chance that loss of traction will occur due to a I 30 tendency for the wheel with the lower load to spin.
The controller 28 is therefore arranged to monitor the difference ALR in vertical loads between the two rear wheels 13, 14 and to control the degree of locking of the rear differential 26 in response. The controller is also arranged to monitor the difference ALFR between the total load on the front 5 wheels 11, 12 and the total load on the rear wheels 13, 14 and to control the degree of locking of the centre differential 22 in response.
As an alternative to having four sensors, a single sensor can be located in the air suspension system and connected independently to each of the air 10 springs to measure the respective air pressures in them.
Referring to Figure 2, control of the rear differential 26 will now be described. The controller 28 monitors the instantaneous measured values of the vertical wheel loads from the two rear wheel load sensors 46, 48 and I S determines from them the instantaneous value of the difference ALR in loads between the two rear wheels.
As shown in Figure 2, the locking torque T is continuously variable between a minimum level Tmjn where the differential is almost completely 20 unlocked and a maximum level TmaX where the differential is effectively locked. Assuming that all other inputs to the controller 28 are constant, as the difference ALR in wheel loads between the two rear wheels increases from zero, the locking torque increases in a smooth curve from Tmjn to That, at first at a gradual rate, but the rate, at which the locking torque increases 25 with load difference, increases also as the load difference increases. This reduces the likelihood of differences in wheel load resulting in wheel slip and loss of traction.
The centre differential 22 is controlled in a similar manner based on the 30 difference ALFR between the total load on the front wheels l l, 12 and the total load on the rear wheels 13, 14. This type of load imbalance is likely to
occur when the vehicle is travelling up or down a steep incline, or where it is accelerating or braking hard. Furthermore, in a two wheel drive vehicle with only one differential, that differential could be controlled as described above. In a second embodiment the wheel load sensors 42, 44, 46, 48 measure the wheel loads by measuring the degree of deflection of the suspension of each wheel. Conventional ride-height sensors can be used for this purpose since they measure vertical travel of the wheels. However this type of load 10 sensing will only work with passive suspensions, and will become less accurate at higher frequencies.
Referring to Figure 3, in a second embodiment of the invention, the centre differential 22 of the first embodiment is replaced by a drive torque 15 distribution unit 122 which distributes drive torque between the front and rear differentials 124, 126. The drive torque distribution unit 122 is arranged to direct all drive torque to the front wheels 111, 112 during normal driving when they have sufficient traction and do not slip. However if the front wheels 111, 112 suffer a partial or complete loss of traction this 20 is detected by the unit 122 by measuring the speeds of its outputs 122a, 122b to the front and rear wheels. A difference in the speeds of the outputs, in particular if the output to the front wheels has a higher speed than that to the rear wheels, this indicates reduction in traction to the front wheels which is affecting the transmission of driving torque to the wheels. The 25 unit 122 therefore starts to transmit a proportion of the driving torque to the rear wheels sufficient to reduce the difference in speeds of the outputs to a predetermined low level. The control unit 128 controls the unit 122 so as to vary the allowable difference in speeds between the front and rear wheels, and hence the degree to which the unit 122 locks the front and rear wheels, 30 and in particular their rotational speeds, together.
( The redistribution of drive torque to the rear wheels may also take place under other conditions, for example if the vehicle is driving away with a high engine speed.
5 By controlling the degree of locking of the front and rear wheels in this manner, the system of Figure 3 operates in the same manner as that of Figure 1.
The invention is also applicable to systems in which the degree of locking 10 of the differential is not continuously variable, but is variable in one or more discrete steps.

Claims (19)

1. A control system for controlling a drive torque distribution means arranged to distribute drive torque between a plurality of wheels of a vehicle, wherein the drive torque distribution means is arranged to provide 5 a variable degree of locking between a first group of wheels including at least one wheel of the vehicle and a second group of wheels including at least one wheel of the vehicle, the system comprising measuring means for measuring the difference in loads between said first and second groups of wheels and control means arranged to control said degree of locking in 10 response to changes in said difference.
2. A system according to claim I wherein the measuring means is arranged to measure the loads at least partly by measuring air pressure in an air suspension of the vehicle.
3. A system according to claim 1 or claim 2 wherein the measuring means is arranged to measure the loads at least partly by measuring vertical wheel travel of each of said wheels.
20
4. A system according to any foregoing claim wherein the degree of locking is variable between a maximum value and a minimum value.
5. A system according to claim 4 wherein at the maximum value the drive torque distribution means is substantially fully locked.
6. A system according to claim 4 or claim 5 wherein at the minimum value the drive torque distribution means is substantially full unlocked.
7. A system according to any of claims 4 to 6 wherein the degree of 30 locking is substantially continuously variable between the maximum value and the minimum value.
8. A system according to any foregoing claim wherein the control means is arranged to increase the degree of locking in response to an increase in said difference in loads.
5
9. A system according to claim 8 when dependent on any of claims 4 to 7 wherein the control means is arranged to control the degree of locking between the minimum value and the maximum value in response to changes in said difference in loads.
10 10. A system according to any foregoing claim wherein said groups of wheels are on opposite sides of the vehicle.
11. A system according to any of claims I to 9 wherein said groups of wheels comprise a group of front wheels of the vehicle and a group of rear 15 wheels of the vehicle.
12. A system according to claim 10 which is also arranged to control a second drive torque distribution means, wherein the second drive torque distribution means is arranged to distribute torque between the front wheels 20 of the vehicle and the rear wheels of the vehicle and the control means is arranged to control the degree of locking of the second drive torque distribution means in response to changes in the difference between the load on the front wheels and the load on the rear wheels.
25
13. A system according to any foregoing claim wherein the, or at least one of the, drive torque distribution means is a differential.
14. A system according to any of claims 1 to 12 wherein the, or at least one of the, drive torque distribution means is arranged to direct drive 30 torque primarily to a first group of said wheels, but to provide a redistribution of the drive torque to a second group of said wheels under predetermined conditions.
(
15. A system according to claim 14 wherein the drive torque distribution means is arranged to redistribute the drive torque to the second group of wheels if the first group of wheels suffers a reduction in traction.
s
16. A system according to claim 14 or claim 15 wherein the control means is arranged to vary said degree of locking by varying the control of said redistribution.
10
17. A system according to any forgoing claim wherein the degree of locking comprises a degree to which the speed of the wheels are locked together.
18. A control system for a drive torque distribution means in a vehicle IS drive line substantially as hereinbefore described with reference to Figures I and 2 or Figures 2 and 3 of the accompanying drawings.
19. A vehicle comprising wheels, a drive train arranged to provide drive to the wheels and including drive torque distribution means, and a control 20 system according to any foregoing claim arranged to control the drive torque distribution means.
GB0308491A 2002-05-02 2003-04-14 Vehicle differential control Expired - Fee Related GB2388579B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GBGB0210082.4A GB0210082D0 (en) 2002-05-02 2002-05-02 Vehicle differential control

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GB0308491D0 GB0308491D0 (en) 2003-05-21
GB2388579A true GB2388579A (en) 2003-11-19
GB2388579B GB2388579B (en) 2005-10-26

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1632382A2 (en) * 2004-09-06 2006-03-08 Denso Corporation Vehicle stability control system with running resistance compensation
WO2006042302A1 (en) 2004-10-08 2006-04-20 Deka Products Limited Partnership Vehicle control by pitch modulation
WO2007091144A2 (en) * 2006-02-08 2007-08-16 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for vehicle
US7630796B2 (en) 2004-09-06 2009-12-08 Denso Corporation Body action information system
US8490723B2 (en) 2010-02-26 2013-07-23 Segway, Inc. Apparatus and methods for control of a vehicle
US9168966B2 (en) 2008-11-06 2015-10-27 Segway, Inc. Apparatus and method for control of a vehicle
US9400502B2 (en) 2004-09-13 2016-07-26 Deka Products Limited Partnership Control of a personal transporter based on user position
US9545963B2 (en) 2002-07-12 2017-01-17 DEKA Products Limited Partnership LLP Control of a transporter based on attitude
US10220843B2 (en) 2016-02-23 2019-03-05 Deka Products Limited Partnership Mobility device control system
USD846452S1 (en) 2017-05-20 2019-04-23 Deka Products Limited Partnership Display housing
US10802495B2 (en) 2016-04-14 2020-10-13 Deka Products Limited Partnership User control device for a transporter
US10908045B2 (en) 2016-02-23 2021-02-02 Deka Products Limited Partnership Mobility device
US10926756B2 (en) 2016-02-23 2021-02-23 Deka Products Limited Partnership Mobility device
US11399995B2 (en) 2016-02-23 2022-08-02 Deka Products Limited Partnership Mobility device
US11681293B2 (en) 2018-06-07 2023-06-20 Deka Products Limited Partnership System and method for distributed utility service execution

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Publication number Priority date Publication date Assignee Title
US7690452B2 (en) 2002-06-11 2010-04-06 Deka Products Limited Partnership Vehicle control by pitch modulation
US7900725B2 (en) 2002-06-11 2011-03-08 Segway Inc. Vehicle control by pitch modulation

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59199331A (en) * 1983-04-26 1984-11-12 Honda Motor Co Ltd Controller for differential lock apparatus
EP0963892A2 (en) * 1998-06-09 1999-12-15 Fuji Jukogyo Kabushiki Kaisha Torque distribution control apparatus for 4 wheel driven vehicle
JP2000071804A (en) * 1998-08-28 2000-03-07 Tochigi Fuji Ind Co Ltd Differential device
GB2358163A (en) * 2000-01-12 2001-07-18 Rover Group A motor vehicle with controllable drive torque distribution between each of its driven wheels responding to vehicle load

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Publication number Priority date Publication date Assignee Title
WO1981001690A1 (en) * 1979-12-10 1981-06-25 A Manna Differential lock control

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59199331A (en) * 1983-04-26 1984-11-12 Honda Motor Co Ltd Controller for differential lock apparatus
EP0963892A2 (en) * 1998-06-09 1999-12-15 Fuji Jukogyo Kabushiki Kaisha Torque distribution control apparatus for 4 wheel driven vehicle
JP2000071804A (en) * 1998-08-28 2000-03-07 Tochigi Fuji Ind Co Ltd Differential device
GB2358163A (en) * 2000-01-12 2001-07-18 Rover Group A motor vehicle with controllable drive torque distribution between each of its driven wheels responding to vehicle load

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* Cited by examiner, † Cited by third party
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US11648995B2 (en) 2002-07-12 2023-05-16 Deka Products Limited Partnership Control of a transporter based on attitude
US9545963B2 (en) 2002-07-12 2017-01-17 DEKA Products Limited Partnership LLP Control of a transporter based on attitude
US10227098B2 (en) 2002-07-12 2019-03-12 Deka Products Limited Partnership Control of a transporter based on attitude
US7599763B2 (en) 2004-09-06 2009-10-06 Denso Corporation Vehicle stability control system
US7630796B2 (en) 2004-09-06 2009-12-08 Denso Corporation Body action information system
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US9459627B2 (en) 2004-09-13 2016-10-04 Deka Products Limited Partership Control of a personal transporter based on user position
WO2006042301A3 (en) * 2004-10-08 2007-02-15 Segway Inc Vehicle control by pitch modulation
WO2006042302A1 (en) 2004-10-08 2006-04-20 Deka Products Limited Partnership Vehicle control by pitch modulation
WO2007091144A2 (en) * 2006-02-08 2007-08-16 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for vehicle
WO2007091144A3 (en) * 2006-02-08 2007-10-18 Toyota Motor Co Ltd Control apparatus and control method for vehicle
US9477228B2 (en) 2008-11-06 2016-10-25 Segway, Inc. Apparatus and method for control of a vehicle
US9168966B2 (en) 2008-11-06 2015-10-27 Segway, Inc. Apparatus and method for control of a vehicle
US9126497B2 (en) 2010-02-26 2015-09-08 Segway, Inc. Apparatus and methods for control of a vehicle
US8688303B2 (en) 2010-02-26 2014-04-01 Segway, Inc. Apparatus and methods for control of a vehicle
US8490723B2 (en) 2010-02-26 2013-07-23 Segway, Inc. Apparatus and methods for control of a vehicle
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Also Published As

Publication number Publication date
GB2388579B (en) 2005-10-26
GB0210082D0 (en) 2002-06-12
GB0308491D0 (en) 2003-05-21

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