ADJUSTABLE SUSPENSION SYSTEMS AND METHODS FOR OFF-ROAD RECREATIONAL VEHICLES

Abstract

A damping control system is provided for an off-road recreational vehicle having a suspension located between a ground contact member and a vehicle chassis and including at least one adjustable damper having an adjustable damping feature based on an input from a sensor supported by the ground contact member.

Description

ADJUSTABLE SUSPENSION SYSTEMS AND METHODS FOR OFF-ROAD RECREATIONAL VEHICLES Field of Invention The present disclosure relates to an improved suspension for off-road recreational vehicles and, in particular, to damping control systems and methods for off-road recreational vehicle shock absorbers. Background of the Invention Nowadays some off-road vehicles include adjustable shock absorbers. These adjustments include spring preload, high and low speed compression damping, and / or rebound damping. To make these adjustments, the vehicle is stopped and the operator makes an adjustment at each shock location on the vehicle. A tool is often required for adjustment. Some off-road vehicles also include electrically adjustable shock absorbers along with sensors for active driving control systems. Examples of such systems are described in US patent no. 9,010,768 and published US patent application no. 2016 / 0059660, both granted to the present assignee, the descriptions being expressly incorporated in their entirety herein by reference. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ Ref. 339860 Summary of the Invention In an illustrative embodiment of the present disclosure, a snowmobile is provided for powered movement with respect to the ground. The snowmobile comprising a plurality of members contacting the ground, including an endless track positioned along a vertical longitudinal plane of the center line of the snowmobile having a lateral width, a left front ski positioned on a left side of the longitudinal vertical plane of the center line of the snowmobile, and a right front ski placed on a right side of the longitudinal vertical plane of the center line of the snowmobile; a chassis supported by the plurality of members that contact the ground; a steering system supported by the chassis and operatively coupled to the left front ski and the right front ski to control a direction of travel of the snowmobile; a left ski suspension that operatively couples the left front ski to the chassis; a right ski suspension that operatively couples the right front ski to the chassis; a track suspension operatively coupling the endless track to the chassis, the track suspension including a first adjustable shock absorber, the first adjustable shock absorber having at least one adjustable damping feature, the first adjustable shock absorber being positioned laterally within the lateral width of the endless caterpillar; a plurality of sensors supported by the ground contact members; and at least one electronic controller operatively coupled to the first adjustable damper, the at least one electronic controller altering at least one damping characteristic of the first adjustable damper based on inputs from the plurality of sensors. In one example of this, the first adjustable shock absorber of the first suspension is placed within an interior defined by the endless track. In another example thereof, the track suspension further comprises a second adjustable shock absorber having at least one adjustable damping feature, the second adjustable shock absorber being positioned laterally within the lateral width of the endless track, the first adjustable shock absorber being a front track adjustable shock absorber and the second adjustable shock absorber being an adjustable rear track shock absorber. In a variation thereof, the second adjustable damper of the track suspension is positioned within the interior defined by the endless track. In another variation thereof, the second adjustable damper of the track suspension is positioned outside the interior defined by the endless track. In a variation In addition to this, the second adjustable damper of the track suspension is placed above the endless track. In an improvement thereto, the front track adjustable shock absorber is placed in front of the rear track adjustable shock absorber. In a further example thereof, the at least one electronic controller alters the at least one damping characteristic of the first adjustable shock absorber while the snowmobile moves relative to the ground. In a variation thereof, the at least one electronic controller alters a compression damping characteristic of the first adjustable shock absorber. In another variation thereof, the at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber. In a further variation thereof, the at least one electronic controller alters both a compression damping characteristic of the first adjustable shock absorber and a rebound damping characteristic of the first adjustable shock absorber. In yet another example thereof, the snowmobile further comprises a third adjustable shock absorber and a fourth adjustable shock absorber, the third adjustable shock absorber forming part of the left ski suspension operatively coupling the left front ski to the chassis and the fourth adjustable shock absorber forming part of the right ski suspension, operatively coupling the right front ski to the chassis. In a further example, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber based on a longitudinal acceleration of the snowmobile. In a variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber and a first damping characteristic of the second adjustable shock absorber based on a longitudinal acceleration of the snowmobile. In another variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper, a first damping characteristic of the second adjustable damper, a first damping characteristic of the third adjustable damper, and a first damping characteristic of the fourth adjustable shock absorber based on longitudinal acceleration of the snowmobile. In a further variation thereof, the plurality of sensors measures the longitudinal acceleration of the snowmobile. In a further variation thereof, the at least one electronic controller estimates the longitudinal acceleration of the snowmobile. In yet another variation thereof, the at least one electronic controller provides for longitudinal acceleration of the snowmobile. In yet another example thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber based on a vehicle pitch motion of the snowmobile. In a variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber and a first damping characteristic of the second adjustable shock absorber based on a vehicle pitch motion of the snowmobile. In another variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper, a first damping characteristic of the second adjustable damper, a first damping characteristic of the third adjustable damper, and a first damping characteristic of the fourth shock absorber adjustable based on an intended vehicle pitch motion of the snowmobile. In yet another variation thereof, the at least one electronic controller determines that the snowmobile is anticipated to travel with a generally constant longitudinal acceleration, the at least one electronic controller alters a rebound damping characteristic for the third adjustable shock absorber. and alters a rebound damping characteristic to RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ the fourth adjustable shock absorber. In yet another variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller increases a rebound damping characteristic for the third adjustable shock absorber. and increases a rebound damping feature for the adjustable fourth shock. In yet another variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller alters a compression damping characteristic for the third shock absorber. adjustable and alters a compression damping for the fourth adjustable shock. Furthermore, in yet another variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller decreases a compression damping characteristic for the adjustable third shock absorber and decreases a compression damping for the adjustable fourth shock absorber. In yet another variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and alters a compression damping characteristic of the first adjustable shock absorber. In yet another variation, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and increases a compression damping characteristic of the first adjustable shock absorber. In yet another variation, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and alters a compression damping characteristic of the second adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and increases a compression damping characteristic of the second adjustable shock absorber. Furthermore, in a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and alters a rebound damping characteristic of the second adjustable shock absorber. In yet another variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile and increases a rebound damping characteristic of the second adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile, the at least one electronic controller increases a rebound damping characteristic for the third adjustable shock absorber, increases a rebound damping characteristic for the fourth adjustable shock absorber, alters the compression damping characteristic of the first adjustable shock absorber, and increases the compression damping characteristic of the second adjustable shock absorber. In yet another variation, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile based on an indication of an increase in throttle. In yet another variation, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile based on an indication of an increase in engine torque. In a further variation, the at least one electronic controller determines that the intended vehicle pitch motion indicates a rearward pitch of the snowmobile based on an indication of an increase in vehicle acceleration.Furthermore, in a further variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller increases a compression damping characteristic for the adjustable third shock absorber and increases a compression damping characteristic for the adjustable fourth shock absorber. In yet a further example thereof, the at least one electronic controller determines that the snowmobile is anticipated to travel with a generally constant longitudinal deceleration, the at least one electronic controller increases a rebound damping characteristic for the first shock absorber. adjustable. In yet another example thereof, the at least one electronic controller determines that the snowmobile is anticipated to travel with a generally constant longitudinal deceleration, the at least one electronic controller alters a compression damping for the first adjustable shock absorber. In a variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller increases a rebound damping characteristic of the second adjustable shock absorber. In another variation thereof, the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller alters a compression damping of the second adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile and alters a rebound damping characteristic of the first adjustable shock absorber. In yet a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile and increases a damping characteristic of the first adjustable shock absorber. Furthermore, in a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile and alters a rebound damping characteristic of the second adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile and increases a rebound damping characteristic of the second adjustable shock absorber. Furthermore, in a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile and alters a compression damping characteristic of the second adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber, increases a compression damping characteristic for the fourth adjustable shock absorber, alters a rebound damping characteristic of the first adjustable shock absorber, and alters a rebound damping characteristic of the second adjustable shock absorber. In yet a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile, the at least one electronic controller increases a compression damping characteristic to the third adjustable shock absorber, increases a compression damping characteristic for the fourth adjustable shock absorber, increases a rebound damping characteristic of the first adjustable shock absorber, and increases a rebound damping characteristic of the second adjustable shock absorber. In another variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile based on an indication of a decrease in throttle. In a further variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile based on an indication of a brake application. In yet another variation thereof, the at least one electronic controller determines that the intended vehicle pitch motion indicates a forward pitch of the snowmobile based on an indication of a decrease in vehicle acceleration. In yet another example thereof, the at least one electronic controller adjusts at least one of a first damping characteristic of the first adjustable damper, a first damping characteristic of the second adjustable damper, a first damping characteristic of the third adjustable damper, and a First damping feature of the fourth adjustable shock absorber based on a turn of the snowmobile. In yet a further variation thereof, the at least one electronic controller adjusts the at least one of the first damping characteristic of the first adjustable damper, the first damping characteristic of the second adjustable damper, the first damping characteristic of the third adjustable damper and the first damping feature of the fourth shock adjustable based on the turn of the snowmobile corresponding to a tight turn entry. In yet another variation thereof, the at least one electronic controller adjusts the at least one of the first damping characteristic of the first adjustable damper, the first damping characteristic of the second adjustable damper, the first damping characteristic of the third adjustable damper and the first damping characteristic of the fourth shock adjustable based on the turn of the snowmobile corresponding to a time after a sharp turn entry. In a further variation, the at least one electronic controller determines that the snowmobile is performing a left turn, the at least one electronic controller increases a compression damping characteristic for the fourth adjustable shock absorber. In another variation thereof, the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller decreases a compression damping characteristic of the fourth adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller increases a rebound damping characteristic of the fourth adjustable shock absorber. In yet another variation thereof, the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller decreases a compression damping characteristic of the first adjustable shock absorber. In yet another variation thereof, the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller increases a rebound damping characteristic of the first adjustable shock absorber. In another variation thereof, the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller decreases a compression damping characteristic of the fourth adjustable shock absorber. In another variation thereof, the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a rebound damping characteristic of the fourth adjustable shock absorber. Furthermore, in a further variation thereof, the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller decreases a compression damping characteristic of the first adjustable shock absorber. In a further variation thereof, the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a rebound damping characteristic of the first adjustable shock absorber. In a further example thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber to promote a lift of the skis of the snowmobile. In a variation thereof, a compression damping characteristic of the first adjustable shock absorber is altered to promote elevation of the skis of the snowmobile. In another variation thereof, the compression damping characteristic of the first adjustable shock absorber is decreased to promote elevation of the skis of the snowmobile. In a further variation thereof, the compression damping characteristic of the first adjustable shock absorber is increased to promote lifting of the skis of the snowmobile. In yet another variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber and a first damping characteristic of the second adjustable shock absorber to promote lifting of the skis of the snowmobile. In a further variation thereof, a compression damping characteristic of the second adjustable shock is altered to favor lifting the snowmobile's skis and doing a wheelie. In a further variation thereof, the compression damping characteristic of the second adjustable shock is decreased to encourage lifting the snowmobile skis and doing a wheelie. In another variation thereof, a rebound damping characteristic of the second adjustable shock is altered to promote lifting of the snowmobile's skis and prevent a wheelie. In yet another variation thereof, the rebound damping characteristic of the second adjustable shock is increased to promote lifting of the snowmobile skis and prevent wheelie. In a further variation thereof, the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper, a first damping characteristic of the second adjustable damper, a first damping characteristic of the third adjustable damper, and a first damping characteristic. of the fourth adjustable shock absorber to promote elevation of the skis of the snowmobile. Also, in a further variation, a compression damping characteristic of the second adjustable shock is altered to favor lifting the snowmobile's skis and doing a wheelie. Also, in a further variation, the compression damping characteristic of the second adjustable shock is decreased to promote lifting of the snowmobile skis and wheelie. In a further variation, a rebound damping characteristic of the third adjustable shock is altered and a rebound damping characteristic of the fourth adjustable shock is altered to favor lifting the snowmobile skis and doing a wheelie. In another variation, the rebound damping characteristic of the third adjustable shock is decreased and the rebound damping characteristic of the fourth adjustable shock is decreased to promote lifting of the snowmobile skis and doing a wheelie. In yet a further variation, a rebound damping characteristic of the second adjustable shock is altered to promote lifting of the snowmobile's skis and prevent a wheelie. In a further variation, the rebound damping characteristic of the second adjustable shock is increased to promote lifting of the snowmobile's skis and prevent wheelie. In yet a further variation, a rebound damping characteristic of the third adjustable shock is altered and a rebound damping characteristic of the fourth adjustable shock is altered to promote lifting of the snowmobile skis and prevent wheelie. In a further variation, the rebound damping characteristic of the third adjustable shock is increased and the rebound damping characteristic of the fourth adjustable shock is increased to promote lifting of the snowmobile skis and prevent wheelie.In yet another variation, the damping characteristic of the first adjustable damper is adjusted for a first condition and then further adjustment is allowed based on the plurality of sensors. In yet a further variation, the damping characteristic of the first adjustable damper and the damping characteristic of the second adjustable damper are adjusted for a first condition and then further adjustment is allowed based on the plurality of sensors. In a further variation, the damping characteristic of the first adjustable damper, the damping characteristic of the second adjustable damper, the damping characteristic of the third adjustable damper and the damping characteristic of the fourth adjustable damper are adjusted for a first condition and, Additional adjustment is then allowed based on the plurality of sensors. In a further variation, the damping characteristic of the first adjustable damper and the damping characteristic of the second adjustable damper are adjusted for a first condition, and then further adjustment is allowed based on the plurality of sensors, and the characteristic damping characteristic of the third adjustable shock absorber and the damping characteristic of the fourth adjustable shock absorber are adjusted for a second condition, and then further adjustment is allowed based on the plurality of sensors. In a further variation, the first condition is a duration of a timer. In a further variation, the second condition is a duration of a second timer. In yet another example, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber in response to the snowmobile being in the air. In a variation thereof, the adjustment of the first damping characteristic of the first adjustable shock absorber depends on a period of time that the snowmobile has been in the air. In another variation thereof, the at least one electronic controller increases a compression damping characteristic of the first adjustable shock absorber in response to the snowmobile being in the air. In a further variation, the at least one electronic controller continues to maintain the increased compression damping characteristic of the first adjustable shock absorber for a first period of time after the snowmobile has landed. In a further variation, the at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber in response to the snowmobile being in the air. In yet another variation, the adjustment of the rebound damping characteristic of the first adjustable shock absorber depends on a period of time that the snowmobile has been in the air. In yet a further variation, the at least one electronic controller increases the rebound damping characteristic of the first adjustable shock absorber during a first post-landing period of time after the snowmobile has landed. In a further variation, the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber and a first damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air. In another variation, the adjustment of the first damping characteristic of the first adjustable shock absorber and the first damping characteristic of the second adjustable shock absorber depends on a period of time that the snowmobile has been in the air. In a further variation, the at least one electronic controller increases a compression damping characteristic of the first adjustable shock absorber and increases a compression damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air. In a further variation, the at least one electronic controller continues to maintain the increased compression damping characteristic of the first adjustable shock absorber and the increased compression damping characteristic of the second adjustable shock absorber for a first period of time after the snowmobile has landed. In yet a further variation, the at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber and alters a rebound damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air. In another variation, the adjustment of the rebound damping characteristic of the first adjustable shock absorber and the adjustment of the rebound damping characteristic of the second adjustable shock absorber depend on a period of time that the snowmobile has been in the air. In a further variation, the at least one electronic controller increases the rebound damping characteristic of the first adjustable shock absorber and increases the rebound damping characteristic of the second adjustable shock absorber during a first post-landing period of time after the snowmobile has landed. In yet another variation, the at least one electronic controller adjusts a first damping characteristic of the third adjustable shock absorber, a first damping characteristic of the fourth adjustable shock absorber, a first damping characteristic of the first adjustable shock absorber, and a first damping characteristic of the second shock absorber. adjustable in response to the snowmobile being in the air.In yet another variation, adjusting at least one of the first damping characteristic of the third adjustable shock absorber, the first damping characteristic of the fourth adjustable shock absorber, the first damping characteristic of the first adjustable shock absorber and the first damping characteristic of the second shock absorber adjustable depends on a length of time that the snowmobile has been in the air. In yet another variation, the at least one electronic controller increases a compression damping characteristic of the third adjustable shock absorber, increases a compression damping characteristic of the fourth adjustable shock absorber, increases a compression damping characteristic of the first adjustable shock absorber, and increases a characteristic compression damping of the second shock adjustable in response to the snowmobile being in the air. In yet another embodiment, the at least one electronic controller continues to maintain the increased compression damping characteristic of the third adjustable shock absorber, the increased compression damping characteristic of the fourth adjustable shock absorber, the increased compression damping characteristic of the first adjustable shock absorber and the increased compression damping characteristic of the second adjustable shock absorber for a first period of time after the snowmobile has landed. In a further variation, the at least one electronic controller alters a rebound damping characteristic of the third adjustable shock absorber, alters a rebound damping characteristic of the fourth adjustable shock absorber, alters a rebound damping characteristic of the first adjustable shock absorber, and alters a characteristic rebound damping of the second adjustable shock absorber in response to the snowmobile being in the air. In a further variation, the adjustment of the rebound damping characteristic of the third adjustable shock and the adjustment of the rebound damping of the fourth adjustable shock is adjusted in a first configuration in response to the snowmobile being in the air for less than a first duration of time and in a second configuration in response to the snowmobile being in the air for more than a first duration of time. In a further variation, the at least one electronic controller increases the rebound damping characteristic of the third adjustable shock absorber and increases the rebound damping characteristic of the fourth adjustable shock absorber during a first period of time after landing after the motorcycle of snow has landed in the second configuration. In yet another variation, one of the at least one electronic controller maintains or alters the rebound damping characteristic of the third adjustable shock absorber and one maintains or alters the rebound damping characteristic of the fourth adjustable shock absorber during a first period of time after landing after that the snowmobile has landed in the first configuration. In another variation, the adjustment of the rebound damping characteristic of the first adjustable shock absorber and the adjustment of the rebound damping characteristic of the second adjustable shock absorber depend on a period of time that the snowmobile has been in the air. In yet another variation, the at least one electronic controller increases the rebound damping characteristic of the third adjustable shock absorber, increases the rebound damping characteristic of the fourth adjustable shock absorber, increases the rebound damping characteristic of the first adjustable shock absorber, and increases the characteristic of rebound damping of the second adjustable shock absorber for a first post-landing period of time after the snowmobile has landed. In yet another example, the snowmobile further comprises a rider-operable suspension adjustment input, wherein the at least one electronic controller adjusts a damping characteristic of the first adjustable shock absorber in response to a first activation of the suspension input. operable by the driver. In a variation thereof, the at least one electronic controller increases the compression damping of the first adjustable shock absorber in response to the first activation of the driver-operable suspension input. In another variation thereof, the driver-operable suspension adjustment input is supported by the steering system. In yet another variation thereof, the driver-operable suspension adjustment input may move along a longitudinal axis of the left-hand handlebar portion of the steering system. In a further variation thereof, the driver-operable suspension adjustment input is located on a left-hand portion of the steering system handlebar. In yet another variation thereof, a first driver-operable suspension adjustment input activation feature results in a first type of damping characteristic of the first adjustable shock absorber and a second suspension adjustment input activation characteristic Operable by the driver results in a second type of damping characteristic of the first adjustable shock absorber. In a further variation thereof, the first activation characteristic is a single reduction of a first time duration. In yet a further variation thereof, the second activation characteristic is a single reduction of a second time duration longer than the first time duration. In yet another variation thereof, the second activation characteristic is a plurality of reductions within a first period of time. In a further example thereof, the snowmobile further comprises at least one mode input supported by the snowmobile, the at least one electronic controller selecting at least one damping characteristic of the first adjustable shock absorber based on a selected mode. with at least one mode input. In a variation thereof, an operator may select a first mode from a plurality of available modes with the at least one mode input. In a further example thereof, the plurality of sensors includes an internal measurement unit. In a variation thereof, the internal measuring unit is located between a left ski knuckle and a rear end of a fuel tank supported by the plurality of ground contact members. In another variation thereof, the internal measuring unit is located laterally within the lateral width of the endless track. In yet another variation, the internal measuring unit is located laterally within the lateral width of a snowmobile engine. In yet another variation, the internal metering unit is located between an engine and a rear end of a fuel tank, both supported by the plurality of ground contact members. In a further variation, the internal measuring unit is supported by a tubular cover that covers the endless track. In yet another variation, the internal measuring unit is located vertically, in line with a steering column of the steering system. In yet a further variation thereof, the chassis includes an overstructure placed on top of an engine of the snowmobile and supporting a steering column of the steering system, wherein the internal measuring unit is located within an interior of the over-structure. In a further variation, the internal measuring unit is mounted on a first portion of the snowmobile and is isolated from vibrations of the first portion of the snowmobile to mitigate engine vibration. In yet another variation thereof, the internal measurement unit is integrated into the at least one electronic controller. In a further variation thereof, the internal measuring unit is separate from the at least one electronic controller. In another illustrative embodiment of the present disclosure, a method for controlling the driving characteristics of a snowmobile is provided. The method comprises the steps of monitoring with at least one electronic controller a plurality of sensors supported by the snowmobile while the snowmobile is moving; and adjusting with the at least one electronic controller at least one damping characteristic of an adjustable shock absorber while the vehicle is moving, the adjustable shock absorber being apart from a suspension of an endless track of the snowmobile. In an example thereof, the method further comprises the step of maintaining the at least one damping characteristic of the adjustable shock absorber when the vehicle is stationary. In another example thereof, the method further comprises the step of stopping adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber when the vehicle is stationary. In yet another example thereof, the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a longitudinal acceleration of the snowmobile. In a variation thereof, at least one sensor measures the longitudinal acceleration of the snowmobile. In another variation thereof, the at least one electronic controller estimates the longitudinal acceleration of the snowmobile. In yet another variation thereof, the at least one electronic controller provides for longitudinal acceleration of the snowmobile. In yet another example thereof, the method further comprises the steps of determining the acceleration RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ longitudinal of the snowmobile indicating an acceleration of the snowmobile; and change an adjustable shock absorber's rebound damping characteristic. In yet another variation, the method further comprises the steps of determining the longitudinal acceleration of the snowmobile indicating an acceleration of the snowmobile; and change an adjustable shock absorber's compression damping characteristic. In another example, the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a predicted pitching motion of the snowmobile. In a variation thereof, the method further comprises the steps of determining the intended longitudinal pitching motion of the snowmobile indicating a rearward pitch of the snowmobile; and increase an adjustable shock absorber's compression damping characteristic. In another variation thereof, the method further comprises the steps of determining the intended longitudinal pitching motion of the snowmobile indicating a forward pitch of the snowmobile; and change an adjustable shock absorber's rebound damping characteristic. In yet another variation thereof, the method further comprises the steps of: determining the intended pitch motion of the snowmobile indicating a forward pitch of the snowmobile; and change an adjustable shock absorber's compression damping characteristic. In a further example thereof, wherein the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a turn of the snowmobile. In a variation thereof, the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the step of altering a compression damping characteristic of the adjustable shock absorber. In another variation thereof, the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the step of decreasing a compression damping characteristic of the adjustable shock absorber. In a further variation thereof, the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the step of altering a rebound damping characteristic of the adjustable shock absorber. In yet another variation thereof, the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the step of increasing a rebound damping characteristic of the adjustable shock absorber. In yet a further variation thereof, the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the steps of decreasing a compression damping characteristic of the adjustable shock absorber and increasing a compression damping characteristic. Adjustable shock absorber rebound damping. In yet another example thereof, the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on braking of the snowmobile. In a variation thereof, the step of adjusting the at least one damping characteristic based on braking of the snowmobile includes the step of altering a compression damping characteristic of the adjustable shock absorber. In another variation thereof, the step of adjusting the at least one damping characteristic based on the braking of the snowmobile RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ includes the step of lowering a compression damping characteristic of the adjustable shock absorber. In a further variation thereof, the step of adjusting the at least one damping characteristic based on braking of the snowmobile includes the step of altering a rebound damping characteristic of the adjustable shock absorber. In a further variation thereof, the step of adjusting the at least one damping characteristic based on braking of the snowmobile includes the step of increasing a rebound damping characteristic of the adjustable shock absorber. In yet a further variation, the step of adjusting the at least one damping characteristic based on braking of the snowmobile includes the steps of decreasing a compression damping characteristic of the adjustable shock absorber and increasing a damping characteristic of Adjustable shock absorber rebound. Furthermore, in yet another example, the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving , includes the step of adjusting the at least one damping characteristic to promote elevation of the skis of the snowmobile. In a variation thereof, the step of adjusting the at least one damping characteristic to promote lifting of the skis of the snowmobile includes the steps of lowering a compression damping characteristic of the adjustable shock absorber. In another variation thereof, the step of adjusting the at least one damping characteristic to promote lifting of the skis of the snowmobile includes the steps of increasing a rebound damping characteristic of a second adjustable shock absorber associated with the suspension. of the endless caterpillar. In a further example thereof, the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable shock absorber that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on whether the snowmobile is in the air. In a variation thereof, the step of adjusting the at least one damping characteristic based on whether the snowmobile is in the air includes the steps of increasing a compression damping characteristic of the adjustable shock absorber. In another variation thereof, a magnitude of the increase in the compression damping characteristic of the adjustable shock absorber depends on a length of time that the snowmobile has been in the air. In a further variation thereof, the method comprises the step of continuing to maintain the increased compression damping characteristic of the adjustable shock absorber for a first period of time after the snowmobile has landed. In a further variation thereof, the step of adjusting the at least one damping characteristic based on whether the snowmobile is in the air further includes the step of lowering a rebound damping characteristic of the adjustable shock absorber. In yet another variation thereof, the method further comprises the step of increasing the rebound damping characteristic of the adjustable shock absorber for a second period of time after the snowmobile has landed. Furthermore, in a further variation, the step of adjusting the at least one damping characteristic based on whether the snowmobile is in the air includes the step of lowering a rebound damping characteristic of the adjustable shock absorber. In yet a further variation, the method further comprises the step of increasing the rebound damping characteristic of the adjustable shock absorber for a second period of time after the snowmobile has landed. Furthermore, in a further illustrative embodiment of the present disclosure, a method is provided for controlling a damping characteristic of at least one RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ adjustable shock absorber of a vehicle that is being operated by a driver. The method comprises receiving with an electronic controller a plurality of inputs from a plurality of sensors supported by the vehicle; predictively determining a longitudinal acceleration of the vehicle; and adjusting the damping characteristic of the at least one adjustable shock absorber of the vehicle based on the anticipated longitudinal acceleration of the vehicle. In an example thereof, the method further comprises the steps of predictively determining a longitudinal pitch motion of the vehicle; and adjusting the damping characteristic of the at least one adjustable shock absorber of the vehicle based on the anticipated longitudinal pitch motion of the vehicle. In another example thereof, the predicted longitudinal acceleration is determined by the steps of: determining a predicted power for a main drive of the snowmobile; determining a power output of the powertrain based on the determined predicted power, the powertrain including a CVT (continuously variable transmission); determining a forward force of the snowmobile based on the determined power output of the powertrain; determine a resultant forward force by subtracting at least one from a free deceleration force and a braking force RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ applied of the determined feed force; and dividing the resulting forward force by a mass of the snowmobile to determine the expected longitudinal acceleration of the vehicle. In a further illustrative embodiment of the present disclosure, a method is provided for controlling a damping characteristic of at least one adjustable shock absorber of a vehicle that is being operated by a driver. The method comprises receiving with an electronic controller a plurality of inputs from a plurality of sensors supported by the vehicle; predictively determining a longitudinal pitch movement of the vehicle; and adjusting the damping characteristic of the at least one adjustable shock absorber of the vehicle based on the anticipated longitudinal pitch motion of the vehicle. In yet a further illustrative embodiment of the present disclosure, a snowmobile is provided for powered movement with respect to the ground. The snowmobile comprising a plurality of members contacting the ground, including an endless track positioned along a vertical longitudinal plane of the center line of the snowmobile having a lateral width, a left front ski positioned on a left side of the vertical longitudinal plane of the center line of the snowmobile, and a right front ski placed on one side RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ right of the longitudinal vertical plane of the center line of the snowmobile; a chassis supported by the plurality of members that contact the ground; a steering system supported by the chassis and operatively coupled to the left front ski and the right front ski to control the direction of travel of the snowmobile; a left ski suspension that operatively couples the left front ski to the chassis; a right ski suspension that operatively couples the right front ski to the chassis; a track suspension operatively coupling the endless track to the chassis, the track suspension including a plurality of shock absorbers, the plurality of shock absorbers including a first adjustable shock absorber, the first adjustable shock absorber having at least one adjustable damping characteristic, the first being adjustable shock absorber placed laterally within the lateral width of the endless track and being the most forward of the plurality of shock absorbers of the track suspension; a plurality of sensors supported by the ground contact members; and at least one electronic controller operatively coupled to the first adjustable damper, the at least one electronic controller alternating with at least one damping characteristic of the first adjustable damper based on inputs from the plurality of sensors. In an example thereof, the plurality of track suspension shock absorbers includes a second shock absorber positioned within the lateral width of the endless track. In a variation thereof, the second shock absorber is an adjustable shock absorber and the electronic controller is operatively coupled to the second shock absorber. In another example thereof, the left ski suspension includes a third adjustable shock absorber and the right ski suspension includes a fourth adjustable shock absorber, the electronic controller being operatively coupled to the third adjustable shock absorber and the fourth adjustable shock absorber. Additional features of the present disclosure will become apparent to those skilled in the art upon consideration of the following detailed description of illustrative embodiments that exemplify the best mode of carrying out the invention as currently perceived. Brief Description of the Figures The above aspects and many additional features of the present system and method will be more easily appreciated and better understood with reference to the following detailed description when taken together with the accompanying figures. RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ Figure 1 illustrates a left side view of an illustrative snowmobile; Figure 1A illustrates in perspective a left front view of the illustrative snowmobile of Figure 1, illustrating a yaw axis, a pitch axis, a roll axis of the snowmobile; Figure IB illustrates in perspective a right front view of another example of a snowmobile with another illustrative shock configuration with respect to the endless track of the snowmobile; Figure 1C illustrates a left side view of the illustrative snowmobile of Figure IB; Figure 2 illustrates a right side view of the illustrative snowmobile of Figure 1; Figure 3 illustrates the track suspension of the illustrative snowmobile of Figure 1; Figure 4 illustrates a representative view of components of the illustrative snowmobile of Figure 1 including a suspension with a plurality of continuous damping control shock absorbers, an operator interface, and a plurality of sensors integrated with a controller of the motorcycle of snow; Figure 5 illustrates in perspective a partial rear left view of the illustrative snowmobile of Figure 1; RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ Figure 6 illustrates a representative view of components of the illustrative snowmobile of Figure 1 including a suspension with a plurality of continuous damping control shock absorbers, an operator interface and a plurality of sensors integrated with a snowmobile controller; Figure 1 illustrates in perspective a right front view of the illustrative snowmobile of Figure 1, illustrating a tubular cover covering a ground contact member of the endless track and a pyramidal chassis; Figure 8A illustrates a representative view of an illustrative shock absorption logic of the electronic controller of Figure 6; Figure 8B illustrates a representative view of another illustrative impact damping logic of the electronic controller of Figure 6; Figure 8C illustrates a representative view of yet another illustrative shock absorption logic of the electronic controller of Figure 6; Figures 9A-9C illustrate an illustrative processing sequence of the shock damping logic of the electronic controller of Figure 6 for a continuous damping control shock absorber provided as part of the suspension of a left front ski RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ of the illustrative snowmobile of Figure 1; Figures 10A-10C illustrate an illustrative processing sequence of the shock damping logic of the electronic controller of Figure 6 for a continuous damping control shock absorber provided as part of the suspension of a right front ski of the illustrative snowmobile from Figure 1; Figures 11A and 11B illustrate an illustrative processing sequence of the shock damping logic of the electronic controller of Figure 6 for a continuous damping control shock absorber provided as part of the endless track suspension of the illustrative snowmobile. from Figure 1; Figures 12A and 12B illustrate an illustrative processing sequence of the shock damping logic of the electronic controller of Figure 6 for a continuous damping control shock absorber provided as part of the endless track suspension of the illustrative snowmobile. from Figure 1; Figure 13 illustrates an illustrative processing sequence of the shock damping logic of the electronic controller of Figure 6 to detect a G-out event or a rattle event; Figure 14 illustrates an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 for detecting an example brake activation event; Figure 15 illustrates an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 for detecting an example of an airborne event; Figures 16A-16C illustrate an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 to detect an example of an anti-squat event; Figures 17A-17D illustrate an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 for detecting an illustrative closed curve event; Figure 18 illustrates an illustrative processing sequence of the crash damping logic of the electronic controller of Figure 6 for detecting a suspension adjustment input event actionable by the illustrative driver; Figures 19A and 19B illustrate an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 for detecting an illustrative boot mode event; Figure 20 illustrates an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6 for detecting an event on an illustrative ski; Figure 21 illustrates the illustrative snowmobile of Figure 1 in the air; Figure 22 illustrates pitching of the snowmobile 10 in deep snow without an adjustment of the damping characteristics of the adjustable shock absorbers; Figure 23 illustrates a pitch of the snowmobile 10 in deep snow with an adjustment of the damping characteristics of the adjustable shock absorbers; Figure 24 illustrates a representative view of an illustrative shock absorption logic of the electronic controller of Figure 6; Figure 25 illustrates an illustrative processing sequence of the shock absorption logic of the electronic controller of Figure 6; Figure 26 illustrates in perspective a left, front view of a side-by-side all-terrain recreational vehicle; Figure 27 illustrates a left side view of the side-by-side all-terrain recreational vehicle of Figure 2-6; Figure 28 illustrates a right side view of the RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ side-by-side all-terrain recreational vehicle in Figure 26. Figures 29A-29C illustrate illustrative input arrangements for illustrative operator interfaces; and Figure 30 illustrates an illustrative input monitor for adjusting a gain for various damping profiles. Corresponding datum features indicate corresponding parts throughout the various views. Although the figures represent embodiments of various features and components in accordance with the present description, the figures are not necessarily to scale and certain features may have been exaggerated to better illustrate and explain the present description. Detailed description of the invention In order to promote a greater understanding of the principles of the present description, reference is made below to the modalities illustrated in the figures, which are described below. The embodiments described herein are not intended to be exhaustive or limited to the precise manner described in the following detailed description. Instead, the modalities have been chosen and described so that other technicians in the field can use their teachings. Now referring to Figures 1, 1A, 2-4 and 7, RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ an illustrative embodiment of a snowmobile 10 is shown. The snowmobile 10 includes a frame or chassis 12 having a front chassis portion 12a and a rear chassis portion 12b. A fairing assembly 14 generally surrounds at least a front chassis portion 12a of chassis 12. The front chassis portion 12a is supported by front ground contact members, illustrative skis 16, and a rear chassis portion 12b. It is supported by a rear ground contact member, for illustrative purposes, an endless track 18. The driver uses a steering assembly 20, which is operatively coupled to at least one skis 16 through a steering connection 17 ( see Figure 7), when operating the snowmobile 10. A seat assembly 22 is provided generally behind the steering assembly 20 and is configured to support the driver. The front skis 16 are operatively coupled to a left front suspension assembly 24 and a right front suspension assembly 24 and the endless track 18 cooperates with a rear suspension assembly 26. A motor propulsion assembly is generally positioned between the assembly of front suspension 24 and rear suspension assembly 26 and provides power to the worm track 18 to move the snowmobile 10. More particularly, the motor propulsion assembly 30 includes an engine (see main drive 110, see Figure 1C), a transmission and a drive shaft. In one embodiment, the transmission includes a variable transmission and a continuously variable transmission (CVT) 111 (see Figure 1C). In modes, the variable transmission includes a low forward gear, a high forward gear, a reverse gear, a neutral position and a park position. As shown in Figure 3, the rear suspension assembly 26 includes a plurality of slide rails 32, an adjustable front track shock absorber 144 positioned within an interior of the endless track 18, an adjustable rear track shock absorber 146 positioned within an endless track 18, a plurality of torque arms 36 operatively coupled to a front lower end of the rear track adjustable shock absorber 146 and a connection assembly 38 operatively coupled to a rear upper end of the rear track adjustable shock absorber 146 146. In one embodiment, the torque arms 36 may comprise forged aluminum, which may reduce the overall weight of the snowmobile 10. Additionally, the rear suspension assembly 26 may include an adjustable front track shock absorber 144 positioned ahead of the adjustable rear track shock absorber 146 and operatively coupled to the torque arms 36 and the slide rails 32. The rear suspension assembly 26 also includes a plurality of rear idlers 42 rotatably coupled to the rear end of the slide rails 32 and a plurality of support wheels 44 laterally adjacent to the upper rear end of the adjustable rear track shock absorber 146. The wheels Rear idlers 42 and support wheels 44 are configured to keep the endless track 18 tensioned. Additionally, the position of the rear idlers 42 on the slide rails 32 can be adjusted to adjust the tension of the endless track 18. As shown in Figures 1 and 2, the endless track 18 generally surrounds a rear suspension assembly 26 and is supported on at least the slide rails 32, the rear idlers 42 and the support wheels 44. The assembly of Rear suspension 26 is configured to cooperate with the endless track 18 when the snowmobile 10 is in operation. In particular, the rear suspension assembly 26 is configured to move longitudinally and vertically during operation of the snowmobile 10, and the tension of the endless track 18 is maintained throughout the movement of the rear suspension assembly 26 by minus the rear idler wheels 42. Referring to Figures IB and 1C, a snowmobile 10' is shown having a different rear suspension 24' than that of the snowmobile 10. The rear suspension 24' places the front track adjustable shock absorber 144 inside the of the endless track 18 and the adjustable rear track damper 146 outside the interior of the endless track 18 and, in particular, above the endless track 18. As shown in Figure 1A, the endless track 18 has a lateral width W. For each snowmobile 10 and snowmobile 10', there is an adjustable front track shock absorber 144 and an adjustable rear track shock absorber 146 positioned laterally within the last width W of the endless track 18. Throughout the description, snowmobile 10 should be interpreted as referring to snowmobile 10, 10' when setting out the damping characteristics of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142 , the adjustable front track shock absorber 144 and the adjustable rear track shock absorber 146. The right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 are adjustable shock absorbers, the damping characteristics of which are continuously controlled by an electronic controller 100. In embodiments, the endless caterpillar RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ includes an adjustable shock absorber and a standard shock absorber, such as a manually adjustable shock absorber. In embodiments, the electronic controller 100 updates the damping characteristics of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144, and the rear track adjustable shock absorber 146 during movement of the snowmobile 10. , 10' . The electronic controller 100 continuously controls the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 by updating the desired damping characteristics of the right front adjustable shock absorber 140, the shock absorber left front adjustable damper 142, the adjustable front track damper 144 and the adjustable rear track damper 146 based on monitored values ​​from the sensors, received operator inputs and / or other inputs at discrete instances of time. An example of a time interval is from about 1 millisecond to about 5 milliseconds. For example, the electronic controller 100 updates targets for each of the right front adjustable shock absorber 140, fl42, front track adjustable shock absorber 144, rear track adjustable shock absorber 146 approximately every 5 milliseconds and updates the current control loop every millisecond. In embodiments, the damping characteristics of the adjustable front track damper 144 are controlled by the electronic controller 100 while the adjustable rear track damper 146 can be manually adjusted independently of the electronic controller 100. In embodiments, the damping characteristics of the adjustable track damper rear 146 are controlled by the electronic controller 100 while the adjustable front track damper 144 can be manually adjusted independently of the electronic controller 100. In embodiments, the arrangement and control of one or both of the adjustable front track damper 144 and the damper Adjustable rear track 146 and rear suspension 26 can be applied on vehicles with a single front ski, such as snowmobiles. A snowmobile may have one or more shock absorbers associated with the front ski. These one or more shock absorbers may be adjustable shock absorbers controlled by the controller 100 similarly to the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142. In modalities, the front right adjustable shock absorber 140, the front left adjustable shock absorber RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 include solenoid valves mounted on the base of the shock absorber body or within a damping piston of the respective right front adjustable shock absorber 140, left front adjustable shock absorber 142 , front track adjustable shock absorber 144 and rear track adjustable shock absorber 146. The hardness of the adjustable shock absorber is increased or decreased by introducing additional fluid into the shock absorber, removing fluid from the inside of the shock absorber, and / or increasing or decreasing the ease with which the Fluid may pass from a first side of a shock absorber damping piston to a second side of the shock absorber damping piston. In other embodiments, the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 include an internal magnetorheological fluid in the respective right front adjustable shock absorber 140, front adjustable shock absorber left 142, adjustable front track damper 144 and adjustable rear track damper 146. The hardness of the damper is increased or decreased by altering a magnetic field experienced by the magnetorheological fluid. Additional details of examples of shock absorbers are provided in published US patent application, no. 2016 / 0059660, filed on November 6, 2015, entitled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL, assigned to the present assignee, the entire description of which is expressly incorporated herein by reference. In one embodiment, the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 each include a first controllable proportional valve for adjusting compression damping and a second controllable proportional valve to adjust rebound damping. In another embodiment, the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 each include a combined proportional valve that controls both compression damping and such as rebound damping. Additional details of the chassis 12, the fairing assembly 14, the endless track 18, the front suspension assembly 24, the rear suspension assembly 26, and the snowmobile powertrain assembly 10, 10' are described and described. other examples of snowmobiles in US patents no. 7,891,454, 8,590,654, 8,820,458, 8,944,204, 9,428,232, 9,540,072, 9,809,195 and 10,358,187, the descriptions of which are expressly incorporated in their entirety herein by reference. Referring to Figure 4, the electronic controller 100 includes at least one processor 104 and at least one computer-readable non-transitory medium memory 106. In embodiments, the electronic controller 100 is a single unit that controls the operation of various systems. of the snowmobile 10. In embodiments, the electronic controller 100 is a distributed system comprising multiple controllers, each of which controls one or more systems of the snowmobile 10 and may communicate with each other via wired networks and / or or wireless. For example, the electronic controller 100 may include a suspension controller 200 (see Figure 6) that controls the damping characteristics of each of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the adjustable rear track shock absorber 146 and an engine controller 204, which controls the operator of a main drive 110 (see Figure 4) of the snowmobile 10. The electronic controller 100 includes shock damping logic 150 that controls the damping characteristics of the adjustable shock absorber. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ right front 140, left front adjustable shock absorber 142, front adjustable track shock absorber 144 and rear adjustable track shock absorber 146. The term logic as used herein includes software and / or firmware that runs on one or more programmable processors, application-specific integrated circuits, field-programmed gate arrays, digital signal processors, clocked logic or combinations thereof. Therefore, in accordance with the modalities, various logics may be implemented in any suitable manner and will remain in accordance with the modalities described herein. A non-transitory machine-readable medium comprising logic may further be considered embodied within any tangible form of a computer-readable medium, such as solid-state memory, a magnetic disk, and an optical disk containing an appropriate set of computer instructions and data structures that cause a processor to perform the techniques described herein. This description contemplates other embodiments in which the electronic controller 100 is not based on a microprocessor, but is instead configured to control the operation of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front adjustable shock absorber 142. front track 144 and the rear track adjustable shock absorber 146 based on one or more sets of wired instructions. Returning to Figure 4, the electronic controller 100 provides electronic control of and / or monitors the various components of the snowmobile 10; for illustrative purposes, the main drive 110, a steering system 120 and a braking system 122. Examples of main drives include two two-stroke combustion engines, four-stroke combustion engines, electric motors and other suitable motor devices. The main drive 110 is operatively coupled to the endless track 18 via a transmission. Examples of transmission include variable transmissions, continuously variable transmissions, and combinations thereof. In Figure 7, an example of a steering system 120 is shown that includes the handlebar 124 attached to the steering column 126 which, in turn, is coupled to a steering connection 128. The steering connection 128 is coupled to a skis 16 to adjust the orientation of the skis 16 with respect to the ground. Furthermore, the electronic controller 100 is operatively coupled to a plurality of sensors 130 (see Figure 4), which monitor various parameters of the snowmobile 10 or the environment surrounding the snowmobile. 10. Examples of sensors 130 include a global positioning sensor (GPS) 131, an inertial measurement unit (IMU) 132, an engine speed sensor 133, a switch brake pressure sensor 134, a brake pressure sensor 135, a steering angle sensor 136, a transmission gear selection sensor 137, a throttle position sensor 138, a vehicle speed sensor 139, a pressure sensor of air 141. The GPS sensor 131 provides a location of the snowmobile 10 on the earth's surface. The IMU 132 includes a three-axis accelerometer and a three-axis gyroscope. Referring to Figure 1A, the three-axis accelerometer provides acceleration data of the snowmobile 10 along axes 160, 162, and 164 and the three-axis gyroscope provides angular information regarding the turn around each of the axles 160, 162 and 164. The IMU 132 is supported for illustrative purposes (see Figure 7) on the frame 150 of the snowmobile 10 to provide an indication of the acceleration forces of the vehicle in operation. In embodiments, the IMU 132 is attached to a tubular cover 154 of the frame 150 that covers the track 18. In embodiments, the IMU 132 is attached to a chassis of the overframe 156 of the frame 150. In embodiments, the IMU 132 is attached located within an interior of the chassis of the overframe 156 of the frame 150. In embodiments, the IMU 132 is located vertically in line with a steering column 126 (see Figure 7) of the snowmobile 10 within the interior of an overframe chassis 156 of the frame 150. In embodiments, the IMU 132 is mounted proximate to the chassis 156, such that it is on a front side of the fuel tank 114 (see Figure 1C) or integrated into a wall of the fuel tank. In embodiments, the IMU 132 is located longitudinally between a fuel tank and a main drive 110 of the snowmobile 10. In embodiments, the IMU 132 is located between a knuckle 116 (see Figure 1C) of the left ski 16 and a rear end 118 of fuel tank 114 supported by the plurality of ground contact members. In embodiments, the IMU 132 is located along a plane of the longitudinal centerline of the snowmobile 10. In embodiments, the IMU 132 is located at a center of gravity of the snowmobile 10. In embodiments, the IMU 132 is offset from the center of gravity of the snowmobile 10 and the electronic controller 100 uses the readings from the three-axis gyroscope to determine acceleration values ​​of the snowmobile 10 at the center of gravity of the snowmobile 10. In one embodiment, the IMU is integrated into the electronic controller 100, such as integrated into the controller 100. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ suspension 200. In one embodiment, the IMU is separated from the electronic controller 100. In embodiments, the IMU 132 is isolated from the frame 150 with isolation mounts, such as rubber mounts, to reduce the amount of engine vibration experienced by the IMU 132. Engine speed sensor 133 monitors the speed of the engine crankshaft. In embodiments, the engine control module (ECU) provides the crankshaft speed to the controller 100. The brake switch 134 monitors an activation of a brake input from the operator, such as a foot activated input or a hand activated input. The steering angle sensor 136 monitors a steering angle of the steering column 126 (see Figure 7). In embodiments, the steering system 120 includes an electronic power steering unit. In embodiments, the steering system does not include an electronic power steering unit. In embodiments without an electronic power steering unit, the steering angle sensor 136 is supported either in front of the engine, below the engine exhaust ports, or behind the engine and above the engine throttle bodies. The throttle position sensor 138 monitors an activation of a throttle input, such as a foot activated input or a hand activated input. The vehicle speed sensor 139 monitors the ground speed of the snowmobile 10. In one example, the vehicle speed sensor 139 monitors the speed of the endless track 18 and is used as an indication of the speed of the snowmobile 10. the snowmobile 10 in relation to the ground. In embodiments, the snowmobile 10 has a single vehicle speed sensor 139 that monitors the movement of the endless track 18. Brake pressure sensor 135 is a transducer that measures the pressure applied by the operator in the brake lines of the braking system. The steering angle sensor 136 monitors a turning movement of the steering column or monitors other movements of portions of the steering system. The transmission gear selection sensor 137 monitors an input from the engine control module about the gear selection for a variable transmission and / or a direction of rotation of the crankshaft for the forward and reverse directions. The vehicle speed sensor 139 measures ground speed by monitoring the rotational speed of the track drive shaft or other measurements of turning members of the drive line that are indicative of ground speed. The air pressure sensor 141 monitors either the ambient barometric pressure and / or the manifold air pressure in the engine intake system. The electronic controller 100 also interacts with an operator interface 180 (see Figures 4 and 5) that includes at least one input device 182 and at least one output device 184. Examples of input devices 182 include levers, buttons, switches, soft keys and other suitable input devices. Examples of output devices 184 include lights, displays, audio devices, touch devices, and other suitable devices. In embodiments, the operator interface 180 includes a display 190, such as a touch screen, and the electronic controller 100 interprets the various types of touches on the touch screen as inputs and controls the content displayed on the touch screen. Referring to Figure 5, the operator interface 180 may include one or more switches 192, one or more inputs 194 supported by the handlebars 124, and one or more pieces of an instrument panel 196 that may include a display 190. In embodiments 6, the operator interface 180 includes a mode selection input 170, a driver-operable suspension adjustment input 172, and a start mode input 174. The mode selection input allows an operator select from at least three motorcycle configurations RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ snow 10, each having predefined base damping characteristics for the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 . Examples of modes that can be selected with the mode selection input 170 include a comfort mode, a management mode, and a rough terrain mode. In the comfort mode both the compression and rebound damping of each right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 are lower than in the rough terrain mode . In one example, compression damping and rebound damping are generally constant for vehicle speed and longitudinal acceleration. In the rough terrain mode, the compression damping of each right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 are generally higher than in the comfort mode and the management based on vehicle speed and longitudinal acceleration. Rebound damping in rough terrain mode will be maintained or lowered RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ as the respective shock absorbers are more prone to extension and therefore have a longer cushion length to absorb compression events. In the management mode, the compression damping of each right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 is lower than that in the comfort mode and the management mode. difficult based on vehicle speed and longitudinal acceleration, and the rebound damping is higher than in comfortable mode based on vehicle speed and longitudinal acceleration. The dynamic ride height for the Snowmobile 10 is lowest for Management Mode and highest for Rough Terrain Mode. In embodiments, the selected mode provides base damping characteristics for each of the right front adjustable damper 140, left front adjustable damper 142, front track adjustable damper 144, and rear track adjustable damper 146. These base damping characteristics are updated by the controller. 200 based on the motion or intended movement of the snowmobile 10. Examples of updates for the damping characteristics are provided herein. In embodiments, for the intended longitudinal acceleration of the snowmobile 10, the controller 200 actively reviews engine torque and / or throttle position and adjusts compression and rebound damping to counteract the intended motion of the snowmobile 10. , such as diving or squatting. In one example, snowmobile 10 is traveling at 128.75 Km / h (80 MPH) and the operator lowers the throttle to 0%. In response, the controller 200 increases the compression damping in the right front adjustable shock 140 and the left front adjustable shock 142 to counteract the dive of the front end of the snowmobile 10 and increases the rebound damping in the adjustable track shock. front 144 and the adjustable rear track shock absorber 146 to counteract rear end lift. In embodiments, the longitudinal acceleration of the snowmobile 10 is measured based on one or more inputs, such as from the IMU 132, is estimated based on one or more inputs, such as a monitored throttle position and / or the rpm The engine performance is monitored or predicted based on one or more inputs, as described herein. In embodiments, an operator may provide a gain coefficient to one or more damping profiles. Referring to Figure 30, an illustrative input monitor 1200 is shown for a display screen 190. The input monitor 1200 is a custom sleep mode monitor. An operator selects which mode to modify by selecting one of the inputs comfort mode 1202, sport mode 1204, and firm mode 1206. Also shown in Figure 30 are the slide inputs, illustratively base gain input 1210. , the braking gain input 1212, the acceleration gain input 1214 and the steering or tight curve gain input 1216. Each of the base gain input 1210, braking gain input 1212, acceleration 1214, and steering column 126 have a respective slider 1220, 1222, 1224, and 1226. When a slider is centered, such as the base gain slider 1220 of the base gain input 1210, no change is made. in the standard base damping profile for the selected mode. Moving a respective slider to the left on the input monitor 1200 reduces the standard base damping profile for the selected mode while moving a respective slider to the right on the steering system 120 increases the base damping profile. standard for the selected mode. In embodiments, a first monitor is provided for the right front adjustable shock absorber 140 and the front adjustable shock absorber 140 RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ left 142 and a second monitor is provided for the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146. In embodiments, the input monitor 1200 further includes inputs for selecting one passenger (driver only) or two passengers and for indicating the weight of the load. In embodiments, one or more of the damping profiles are automatically adjusted based on input from the operator, such as recognition of the operator and his or her profile settings as a driver in a driver profile. The driver profile may be stored in the electronic controller of the snowmobile 10, on a personal computing device (such as a mobile phone), a key fob, or may be retrieved from the cloud or remote computing device. Referring to Figure 29A, an illustrative embodiment 1100 of operator interface 180 is illustrated. Figure 29A illustrates a left handlebar portion 124 that includes a handle portion 1102 that the operator will grasp with the left hand and an input housing 1104. The handle portion 1102 includes a longitudinal axis 1103. The input housing 1104 includes a plurality of operable inputs 1106A-1106C on a front face 1108 of the input housing 1104 facing the seat 22. Examples of inputs include an entrance of light, RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ heated grip inputs and control inputs for display 190. Inputs 1106A-1106C can be any type of actionable inputs including buttons, membrane switches, rocker switches and any other suitable inputs. Additional inputs are provided on a top face 1110 of the input housing 1104. In embodiments, mode selection inputs 170 (buttons to move up and down through the various modes) and a driver-operable suspension adjustment input are provided. 172 on the top face 1110 of the input housing 1104. Inputs 170 and 172 may be any type of actuable input, including buttons, membrane switches, rocker switches, levers, triggers, and other suitable inputs. In embodiments, the inlet 172 is positioned within finger or thumb reach of the handle so that it can be actuated without requiring the operator to remove his or her hand from the handle. In embodiments, one or both of the inlet 170 and inlet 172 may be positioned on and operated from the front face 1108. Referring to Figure 29B, an illustrative embodiment 1130 of the operator interface 180 is illustrated. Figure 29B illustrates a portion of the left handlebar 124 that includes a handle portion 1102 that the operator RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ will grip with the left hand and an input housing 1104. The handle portion 1102 includes a longitudinal axis 1103. The input housing 1104 includes a plurality of operable inputs 1106A-1106C on a front face 1108 of the input housing 1104 facing the seat 22. Examples of inputs include a light input, a heated grip input, and control inputs for the display 190. Inputs 1106A-1106C can be any type of actionable inputs including buttons, membrane switches, rocker switches and other suitable inputs. Additional inputs are provided on a top face 1110 of the input housing 1104. In embodiments, mode selection inputs 170 (buttons to move up and down through the various modes) are provided on the top face 1110 of the input housing 1104. Additional inputs are provided on a rear face 1134 of the input housing 1104, the rear face 1134 being opposite the front face 1108. In embodiments, driver-operable suspension adjustment input 172 is provided on the rear face 1134. of the input housing 1104. Inputs 170 and 172 may be any type of actuable input including buttons, membrane switches, rocker switches, levers, triggers and other suitable inputs. The user-operable suspension adjustment input RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ driver 172 is pressed in direction 1132 toward the front face 1108 to actuate the driver-operable suspension adjustment input 172. In embodiments, the input 172 is a lever or a trigger that is pulled towards the operator to operate it or is pushed away from the operator to operate it. Referring to Figure 29C, an illustrative embodiment 1150 of the operator interface 180 is illustrated. Figure 29C illustrates a portion of the left handlebar 124 that includes a handle portion 1102 that the operator will grasp with the left hand and an input housing 1104. The handle portion 1102 includes a longitudinal axis 1103. The input housing 1104 includes a plurality of operable inputs 1106A-1106C on a front face 1108 of the input housing 1104 facing the seat 22. Examples of inputs include include a light input, a heated grip input, and control inputs for the display 190. Inputs 1106A-1106C may be any type of actionable inputs including buttons, membrane switches, rocker switches, and other suitable inputs. Additional inputs are provided on a top face 1110 of the input housing 1104. In embodiments, mode selection inputs 170 (buttons to move up and down through the various modes) are provided on the top face 1110 of the housing. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ input housing 1104. Additional inputs are provided on a handle side face 1152 of the input housing 1104. In embodiments, driver-operable suspension adjustment input 172 is provided on the handle side face 1152 of the input housing 1104. Inputs 170 and 172 may be any type of actuable inputs including buttons, membrane switches, rocker switches and other suitable inputs. The driver-operable suspension adjustment input 172 is depressed in direction 1154 along 1103 to actuate the driver-operable suspension adjustment input 172. In embodiments, the travel of the input 172 in direction 1154 is about 0.25 inches (0.635 cm). In embodiments, input 172 includes haptic feedback to the operator when pressed. In one example, the input 172 and the input housing 1104 cooperate to provide a click sensation at the end of travel of the input 172 in direction 1154. In some embodiments an operator interface surface of the input 172 is shaped like a crescent and can be operated from the handle face 1152 or front face 1108. Although Figures 29A-29C illustrate examples of placement of a driver-operable suspension adjustment input 172, other inputs may occupy the respective positions. In embodiments, the start mode input 174 replaces the driver-operable suspension adjustment input 172. In embodiments, input 172 may be provided as an input of a multifunctional input device. For example, the multifunctional input device may provide the functionality of input 172 in response to a first activation feature or features (such as a sequence) and other functionality, such as a mode change, in response to a second feature or features. activation characteristics (such as a sequence). The driver-operable suspension adjustment input 172 allows an operator to request a maximum hardness for one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144, and the adjustable track shock absorber 144. rear 146. Examples of operation of a driver-operable suspension adjustment input are set forth in US patent no. 10,406,884, granted to the assignee of this application, the complete description of which is incorporated herein by reference. The electronic controller 100 controls the operation of the output devices 184 and monitors the activation of the input devices 182. Referring to Figure 6, in some embodiments, the display 190 is operatively coupled to the electronic controller 100 (for illustrative purposes, the suspension controller 200) through a network, for illustrative purposes, a CAN network (can network). campus area). Referring to Figure 8A, the shock damping logic 150 includes one or more processing sequences 202 that control the damping characteristics of one or more of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146. In embodiments, the shock absorption logic 150 includes one or more functions that, based on one or more inputs, output a desired damping characteristic for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146. Referring to Figure 8B, the shock damping logic 150 includes one or more processing sequences 202 that control the damping characteristics of one or more of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and adjustable rear track shock absorber 146 and one or more lookup tables 204 that, based on one or more inputs, provide damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, adjustable track shock absorber front 144 and adjustable rear track shock absorber 146. Referring to Figure 8C, the shock damping logic 150 includes one or more processing sequences 202 that control the damping characteristics of one or more of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and adjustable rear track shock absorber 146 and one or more lookup tables 204 that, based on one or more inputs, provide damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, adjustable track shock absorber front 144 and rear track adjustable damper 146. Examples of the lookup tables include an airtime event table 210, a driver-operable suspension adjustment input event table 212, a brake activation 214, a table of anti-dive events 216, a table of events RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ of driving on a ski 218, a table of brake activation events in a closed curve 220, a table of rattle events in a closed curve 222, a table of G-out events 224, a table of rattle events 226, a sharp curve events table 228, a base damping table 230, a start mode events table 232, an anti-squat events table 234 and a longitudinal acceleration forecast table and vehicle pitch forecast 236. The use of the lookup tables 204 by the processing sequences 202 is illustrated in the example processing sequences of Figures 9-20 and 24. In embodiments, the electronic controller 200 executes the examples of processing sequences generally continuously while monitoring operational inputs and sensor values. In one embodiment, the electronic controller 200 updates the damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144, and rear track adjustable shock absorber 146 approximately every 1 to approximately every 5 milliseconds. . For example, the electronic controller 100 updates the targets for each of the right front adjustable shock absorber 140, fl42, front track adjustable shock absorber 144, rear track adjustable shock absorber 146 approximately every 5 milliseconds and updates the current control loop every 1 millisecond. The electronic controller 200, when executing the processing sequences 202, arbitrates which damping characteristics should be used for the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144, and the rear track adjustable shock absorber 144. 146 based on values ​​sensed by sensors 130 and inputs to operator interface 180. In embodiments, arbitration of electronic controller 200 for compression damping can be prioritized, giving highest priority to compression damping when the motorcycle is detected to be in the air, followed by the driver-operable suspension adjustment input 172, with compression damping having the next highest priority, followed by compression damping when a sharp turn is detected, followed by compression damping when braking is detected, followed by maximum base compression damping based on mode selection and acceleration based on compression damping detection. In one example, where the longitudinal acceleration prediction and vehicle pitch prediction processing sequence is used, the brake sensing damping is taken into account along with the predictive acceleration and pitch and, therefore, after the Curve Detection Compression Damping, is the maximum of the base compression damping based on mode selection and the predictive longitudinal acceleration and pitch of the vehicle based on compression damping detection. In embodiments, the arbitration of the electronic controller 200 for rebound damping may be prioritized, with rebound damping when the motorcycle is detected to be airborne having the highest priority, including time after landing, followed by rebound damping. when a sharp curve is detected, followed by rebound damping when braking is detected, followed by maximum base rebound damping based on mode selection and acceleration based on rebound damping detection. In one example, where the longitudinal acceleration prediction and vehicle pitch prediction processing sequence is used, brake sensing rebound damping is taken into account along with predictive acceleration and pitch, and therefore, after sharp curve detection rebound damping, is the maximum of base rebound damping based on mode selection and predictive vehicle pitch and longitudinal acceleration based on rebound damping detection. The above are examples of arbitration priorities and different processing sequences may include different arbitration priorities based on the event detection tables provided and the desired behavior of the vehicle. Referring to Figure 24, the longitudinal acceleration forecast table and the pitch forecast table 236 include damping characteristics for each of the right front adjustable damper 140, left front adjustable damper 142, front track adjustable damper 144 and adjustable damper of rear track 146 based on one or both of the predicted longitudinal acceleration of the snowmobile 10 and the predicted pitch of the snowmobile 10. The impact damping logic 150 based on the predicted longitudinal acceleration 240 of a vehicle and / or an anticipated pitch 242 of a vehicle alters the damping characteristics of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146. When both the expected longitudinal acceleration 240 and the expected pitch 242 of the vehicle have been taken into account, the shock damping logic 150 may adjust the front right adjustable shock absorber 140, the front left adjustable shock absorber 142, the front track adjustable shock absorber 144 and the adjustable rear track shock absorber 146 to the acceleration of the snowmobile 10, including minimizing the squat of the vehicle during acceleration and minimizing the dive of the vehicle during deceleration. In one example, a predicted increase in longitudinal acceleration results in the shock damping logic 150 altering, such as by increasing, the compression damping of the adjustable front track damper 144 and the adjustable rear track damper 146 to reduce the possibility of the skis 16 rising above the snow, and altering, such as by increasing, the rebound damping of the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142. Additionally, the rebound damping in the adjustable front track shock absorber 144. In another example, when the predicted pitch of the vehicle indicates that the rear of the snowmobile 10 is expected to sink and that the predicted longitudinal acceleration is increasing, the Shock damping logic 150 increases the compression damping of the front right adjustable shock 140 and the front left adjustable shock 142 and decreases the rebound damping of the front right adjustable shock 140 and the front left adjustable shock 142 to encourage the skis 16 to move. rise above the snow. In a further embodiment, when the predicted longitudinal acceleration is decreasing and the predicted pitch of the vehicle indicates that the front of the snowmobile 10 is expected to sink, the shock damping logic 150 increases the compression damping of the snowmobile 10. right front adjustable shock absorber 140 and left front adjustable shock absorber 142 to reduce diving of the front of the snowmobile 10 and, alter, such as increasing or decreasing, the compression damping of the front track adjustable shock absorber 144 to promote The track 18 presses into the snow and absorbs the bumps. The predicted longitudinal acceleration 240 and predicted pitch 242 of the vehicle may also apply to other off-road recreational vehicles, including UTV vehicles, such as vehicle 2000 shown in Figures 26-28. Vehicle 2000 includes a pair of front wheels 2002 and a pair of rear wheels 2004 supporting a chassis 2006. Vehicle 2000 includes a driver's seat 2010 and a passenger's seat 2012 arranged in a side-by-side arrangement. Each of the front wheels 2002 is coupled to the chassis 2006 through front suspensions 2020, including shock absorbers 2022, 2024, which may be adjustable shock absorbers as described herein. Each of the rear wheels 2004 is coupled to the chassis 2006 through rear suspensions 2030, including shock absorbers 2032, 2034, which may be adjustable shock absorbers as described herein. Additional details regarding the 2000 vehicle are provided in published U.S. patent application no. US2019 / 0210668, filed January 10, 2019, entitled VEHICLE, the disclosure of which is expressly incorporated in its entirety herein by reference. Referring to Figure 25, an illustrative processing sequence 250 of the suspension controller 200 is illustrated to determine a predicted longitudinal acceleration 240 and a predicted vehicle pitch 242 of the snowmobile 10. The predicted power to the main drive is determined. 110, for example, an internal combustion engine, as shown in block 252. In one example, a vehicle engine controller provides engine torque. The engine torque is multiplied by an engine speed measured by the engine speed sensor 133 to determine an engine power output. In another example, the throttle position is measured and, with a table of RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ query, the corresponding motor torque is provided. Again, the engine torque is multiplied by the engine speed to obtain the engine power output. In embodiments, the air pressure sensor 141 measures a value and the lookup table is used to determine that the engine torque is multidimensional and includes torque values ​​for different air pressures. In one example, the air pressure sensor 141 measures an air pressure associated with an air manifold of the snowmobile 10. In another example, the air pressure is measured indirectly by the GPS sensor 131, which determines the location of the snowmobile 10 and, based on a look-up table, provides an ambient air pressure reading for that elevation, whether actual from a third-party service or typical based on a look-up table. The determined engine power is then multiplied by a snowmobile transmission efficiency factor 10 to obtain a power output for the powertrain, as depicted in block 254. In one example, the efficiency factor takes into account the losses associated with the CVT transmission. The power output of the powertrain is converted to vehicle forward force by dividing the power output of the powertrain by the vehicle speed measured by the vehicle speed sensor 139, as shown in block 256. A resultant or compound forward force is determined by subtracting from the forward force determined in block 256 a vehicle free deceleration force and a braking force, as shown in block 258. The vehicle free deceleration force is determined. determined by a look-up table based on the measured speed of the vehicle, measured by the vehicle speed sensor 139. The braking force is determined by a brake force look-up table based on the brake pressure measured by the brake pressure sensor 135. The expected longitudinal acceleration of a vehicle is determined by dividing the resulting forward force by the mass of the vehicle, as depicted in block 260. In one example, a standard vehicle mass is used. The predicted longitudinal acceleration of the vehicle is compared to the traction limits and is set equal to the respective traction limit (a negative traction limit for a deceleration of the snowmobile 10 and a positive traction limit for an acceleration of the snowmobile snow 10) if the expected longitudinal acceleration exceeds the respective traction limit, as represented in block 262. RPOP Ln / 77Ω7 / Β / ΥΙΛΙ In embodiments, the vehicle acceleration provided in block 262, as depicted in block 264, is filtered to provide a smoother response. Filtering is useful to take into account the time difference between a given engine output power and an acceleration of the snowmobile 10 and to take into account the different mastering speeds of the different sensors. The predicted and filtered longitudinal acceleration of the vehicle is used to determine a predicted pitch motion of the snowmobile 10. The direction of travel of the snowmobile 10 is determined, as depicted in block 266. Once If you know the direction of travel, forward or backward, you can take into consideration the effect of acceleration or deceleration on the front or rear of the vehicle. In one example, a gear selection sensor 137 is provided as part of the variable transmission of the snowmobile 10 and provides an indication of whether the variable transmission is in a forward gear or a reverse gear. In another example, the gear selection sensor monitors whether an electric reverse input has been activated (not shown). By engaging the electric reverse input, the snowmobile engine 10 stops and then starts in reverse to change the direction. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ of the motor output shaft. The predicted magnitude of the pitch motion is determined by taking the derivative of the predicted and filtered longitudinal acceleration of the vehicle, as represented in block 268. This value of the predicted pitch motion of the vehicle is filtered to provide a smoother result along over time, as depicted in block 270. The impact damping logic 150 uses the predicted pitch motion 242 of the vehicle and / or the predicted longitudinal acceleration 240 of the vehicle to adjust the damping characteristics of the right front adjustable shock absorber. 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146, as shown in block 272. In embodiments, the anticipated longitudinal acceleration of the vehicle and the anticipated pitch motion of the vehicle are used to alter the base damping of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144, and the adjustable front track shock absorber 144. rear track 146, which can be set by the mode selected for the vehicle (comfortable, management and rough terrain). Damping characteristics tables for the compression of each adjustable shock absorber RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ right front 140, left front adjustable shock absorber 142, front adjustable track shock absorber 144 and rear adjustable track shock absorber 146 and the damping characteristic tables for the rebound of each of the right front adjustable shock absorber 140 , left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 may be two-dimensional (one input and one output damping feature), three-dimensional (two input and one output damping features) or dimensional x (x-1 input and one output damping characteristics). In embodiments, the base damping tables are a two-dimensional map for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 and for each compression damping characteristic and bounce feature (two inputs, one output). The two inputs are the vehicle speed and the expected longitudinal acceleration of the vehicle and the output, depending on the table, is one of between compression damping and rebound damping. In an example, the speed of the vehicle is measured by the vehicle speed sensor 139 and the predicted longitudinal acceleration of the RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ vehicle is determined by processing sequence 250. Referring to Figure 8C, the longitudinal acceleration forecast and pitch forecast motion table 236 provides damping characteristics for the right front adjustable damper 140, the left front adjustable damper 142, the front track adjustable damper 144 and the adjustable rear track damper 146 based on a predicted longitudinal acceleration of the vehicle and a predicted pitch motion of the vehicle. Assuming that the snowmobile 10 is traveling forward, with a constant expected longitudinal acceleration (with no or minimal expected pitch motion), the shock damping logic 150 increases the rebound damping characteristic for the front adjustable shock absorber. right 140 and left front adjustable damper 142 and optionally reduces the compression damping characteristic for right front adjustable damper 140 and left front adjustable damper 142. For an intended increase in vehicle pitch motion (a rearward pitch ), the 150 shock damping logic further increases the rebound damping characteristic of the 140 right front adjustable shock absorber and the adjustable shock absorber RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ front left 142 and increases the compression damping characteristic for the adjustable front track damper 144 and the adjustable rear track damper 146 for the duration of the intended pitching motion of the vehicle. Assuming that the snowmobile 10 is traveling forward, with a constant expected longitudinal deceleration (no or minimal pitch), the shock damping logic 150 increases the rebound damping characteristic and decreases the compression damping characteristic. for the front right adjustable shock absorber 140 and the front left adjustable shock absorber 142 and optionally increases the rebound damping characteristic for the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146. For an intended decrease in pitch motion longitudinal of the vehicle (a forward pitch), the impact damping logic 150 further increases the compression damping characteristic of the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 and alters, such as by increasing, the characteristic of rebound damping for the adjustable front track damper 144 and alters, such as by increasing, the rebound damping of the adjustable rear track damper 146 for the duration of the intended pitching motion of the vehicle. For a predicted increase in the longitudinal pitch motion of the vehicle (a rearward pitch), the shock damping logic 150 alters, such as by increasing, the compression damping characteristic of the adjustable front track shock absorber 144 and alters, such as as by increasing, compression damping of the adjustable rear track shock absorber 146 for the duration of the intended pitching motion of the vehicle. Additionally, for a predicted increase in the vehicle's longitudinal pitch motion (a rearward pitch), the impact damping logic 150 alters, such as by increasing, the rebound damping characteristic of the adjustable rear track damper 146 for the duration. the intended pitching motion of the vehicle. Additionally, for a predicted increase in the longitudinal pitch motion of the vehicle (a rearward pitch), the impact damping logic 150 alters, such as by increasing, the rebound damping characteristic of the right front adjustable shock absorber 140 and the shock absorber. adjustable front left 142 for the duration of the intended pitching movement of the vehicle. Returning to Figure 8C, the airtime table 210 includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 14 6 with base in the elapsed time that snowmobile 10 has been in the air. In Figure 21, an illustrative snowmobile 10 is illustrated in the air. In embodiments, the airtime table 210 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping for one or more Airborne vehicle detection time period intervals. For example, a first percentage for a first elapsed time in the air detection time interval and a second percentage for a second elapsed time in the air detection time interval. In embodiments, upon detecting an airborne vehicle state, compression damping characteristics for the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 provide an increased damping percentage over the base damping tables and continues to increase as vehicle airtime continues to increase. The increased compression damping is maintained after the vehicle-in-the-air event has concluded to ensure that the added compression damping is used throughout the compression stroke of the respective shock absorbers. In one example, the increased compression damping is maintained for approximately 300 milliseconds. The increased compression damping is gradually reduced back to the base damping level for normal operation of the snowmobile 10 or altered to another level if a different event is detected, such as acceleration, braking, or a sharp turn. In embodiments, upon detecting an airborne vehicle state, the rebound damping characteristics for the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 pass to a minimum value, such as zero, to encourage shock absorber extension. Once the snowmobile 10 has landed, the rebound damping characteristic is increased to stabilize the landing and reduce the occurrence of vehicle skipping. The amount of rebound increase is related to time in the air (greater for longer time in the air). This provides different answers between RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ small airborne vehicle events, such as humps, and large airborne vehicle events, so it can be activated differently for humps (medium-sized bumps in the road) versus to larger jumps leading to longer vehicle airborne times. The rebound damping is maintained at a minimum level while the snowmobile 10 is in the air and upon initial landing it increases and is maintained for a period of time generally equal to the first extension stroke of the respective shock absorber after compression. One advantage, among others, is that this preserves more track and ski contact with the snow to increase traction and stability. In embodiments, the IMU 132 is used to detect when the snowmobile 10 is in the air by monitoring the acceleration along the axis 164 (see Figure 1A). An example of detecting an airborne vehicle event is described in published US patent application no. 2016 / 0059660, filed on November 6, 2015, entitled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL, assigned to the present assignee, the description of which is expressly incorporated in its entirety herein by reference. Additional examples of methodologies for detecting an airborne vehicle event are described in the patent of ΕΕ. USA no. 9,381,810, filed June 3, 2011, entitled ELECTRONIC THROTTLE CONTROL, assigned to the present assignee, the description of which is expressly incorporated in its entirety herein by reference. The driver-operable suspension adjustment input events table 212 includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 in response to an activation of the driver-operable suspension adjustment input event table 212 of the snowmobile 10. In embodiments, driver-operable suspension adjustment input event table 212 specifies a percentage of the damping range available for compression damping only, for rebound damping only, or for both compression damping and rebound damping for an activation of the driver-operable suspension adjustment input event table 212. In embodiments , activation of the driver-operable suspension adjustment input event table 212 results in compression damping being set for each of the adjustable shock absorbers. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ right front 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 to a higher level. In one example, the compression damping is set to 100 percent for each of the right front adjustable shock 140, left front adjustable shock 142, front track adjustable shock 144, and rear track adjustable shock 146. The suspension adjustment input is set to 100 percent. Driver Operated 172 is activated by an operator to increase compression damping in order to tackle difficult terrain that the operator sees imminent. In embodiments, a second activation of the driver-operable suspension adjustment input 172 within a given period of time is interpreted by the electronic controller 100 to reduce compression damping for the right front adjustable shock absorber 140, the front adjustable shock absorber 140. left 142, the adjustable front track shock absorber 144 and the adjustable rear track shock absorber 146 to absorb the rattle of potholes (small bumps in the road). In embodiments, a second activation of the driver-operable suspension adjustment input 172 within a given period of time is interpreted by the electronic controller 100 to maintain compression damping for the right front adjustable shock absorber 140, the front adjustable shock absorber 140. left 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 until a third activation of the driver-operable suspension adjustment input 172 is received or the driving mode (comfort, management, terrain) is modified abrupt). In embodiments, the electronic controller 100 interprets by a continued activation of the driver-operable suspension adjustment input 172, such as holding a button pressed, for a given period of time, which should maintain compression damping for the adjustable shock absorber. right front 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 until a subsequent activation of the driver-operable suspension adjustment input 172 is received or a mode is changed driving (comfortable, handling, rough terrain). In embodiments, the driver-operable suspension adjustment input 172 is not an independent input, but is recognized as a feature of another driver input. In one example, a rapid partial activation of the brake lever for a short period of time that is detected by the brake switch 134 is interpreted by the controller 100 as an input to the driver-operable suspension adjustment input 172, while a longer activation and / or a more complete activation of the brake lever is interpreted by the controller 100 as an activation of the brakes of the snowmobile 10. The brake activation event table 214 includes damping characteristics for each of the right front adjustable damper 140, left front adjustable damper 142, front track adjustable damper 144, and rear track adjustable damper 14 6 based on an activation of one brake input of the snowmobile 10 as monitored by the brake switch 134 of the brake lever or based on a pressure value of the brake pressure sensor 135 (actual pressure reading or pressure switch). In embodiments, by detecting braking while the snowmobile 10 is traveling forward, the compression damping characteristics of the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 are increased to minimize forward pitching of the snowmobile 10. snow 10 and the front right adjustable shock absorber 140 and the front left adjustable shock absorber 142 bottom out. For the adjustable front track shock absorber 144, the compression damping characteristic is decreased to increase the ability of the snowmobile 10 to absorb road bumps and accumulate snow in front of the endless track 18 to help brake the motorcycle. of snow 10. For the adjustable rear track shock 146, the compression damping either remains at the current level or is decreased so that the snowmobile 10 exerts more weight on the endless track 18. In embodiments, upon detecting braking while the snowmobile 10 is traveling forward, the rebound damping characteristics for the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 either remain the same or decrease to maintain the adjustable shock absorber. right front 140 and the left front adjustable shock absorber 142 as extended as possible and thus keep the front of the snowmobile 10 higher. For the adjustable front track shock absorber 144, the rebound damping characteristic is increased to accumulate snow in front of the endless track 18 and help brake the snowmobile 10 and keep the weight of the track on the road. For the 146 rear track adjustable shock, the rebound damping is increased to reduce the pitching motion of the snowmobile 10 and transfer more weight to the rear of the snowmobile 10. In embodiments, a separate brake activation event table 214 is not provided because the braking response is taken into account in the vehicle pitch prediction table 236 when a predicted deceleration of the snowmobile 10 is observed. The anti-dive event table 216 includes damping characteristics for each of the right front adjustable damper 140 and the left front adjustable damper 142 based on a rate of vehicle deceleration from the accelerometer input or the speed input. vehicle. In embodiments, the anti-dive event table 216 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping, based on an activation of a brake input of the snowmobile 10, as monitored by the brake switch 134, or based on a pressure value of the brake pressure sensor 135. In embodiments, the characteristics of compression damping for the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 to minimize the forward pitch of the snowmobile 10 and that the RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ right front adjustable shock absorber 140 and left front adjustable shock absorber 142 bottom out. For the adjustable front track shock absorber 144, the compression damping characteristic is decreased to increase the ability of the snowmobile 10 to absorb road bumps and accumulate snow in front of the endless track 18 to help brake the motorcycle. of snow 10. For the adjustable rear track shock 146, the compression damping either remains at the current level or is decreased so that the snowmobile 10 exerts more weight on the endless track 18. In embodiments, upon detecting braking while the snowmobile 10 is traveling forward, the rebound damping characteristics for the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 either remain the same or decrease to maintain the adjustable shock absorber. right front 140 and the left front adjustable shock absorber 142 as extended as possible and thus keep the front of the snowmobile 10 higher. For the adjustable front track shock absorber 144, the rebound damping characteristic is increased to accumulate snow in front of the endless track 18 and help brake the snowmobile 10 and keep the weight of the track on the road. For adjustable shock absorber 100 rear track 146, rebound damping is increased to reduce the pitching motion of the snowmobile 10 and transfer more weight to the rear of the snowmobile 10. In embodiments, the compression damping characteristics for the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 are increased above the level of the braking event 214. Based on the level of applied brake pressure, the damping logic The impact pressure 150 is selected from the brake activation event table 214 and the anti-dive event table 216, with the anti-dive event table 216 being for higher brake pressure levels. In one example, the anti-dive event table 216 is used for an initial time frame and then the brake activation event table 214 is used because the vehicle speed has decreased. In embodiments, a separate anti-dive event table 216 is not provided. In embodiments, the braking and anti-dive response is taken into account in the vehicle pitch prediction table 236 when a predicted deceleration of the snowmobile 10 and a predicted forward pitch of the snowmobile 10 are observed. In modes, the braking and anti-dive response is taken into account. 101 counts based on the degree of activation of the brake level or the level or monitored brake pressure. The ski driving events table 218 includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144, and rear track adjustable shock absorber 146 based on a steering angle. of the steering system and one or more inputs of the IMU 132, such as a lateral acceleration, a roll axis angle and a roll index. In embodiments, the ski driving events table 218 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and base rebound damping. in the roll angle detected by the IMU 132. In embodiments, if the snowmobile 10 sways on the right side, the compression damping for the left front adjustable shock absorber 142 is increased to counteract the sway and the rebound damping for the right front adjustable shock absorber 140 is decreased to extend the shock absorber. Adjustable front right 140 and increase contact with the snow. If the snowmobile 10 rocks to the left side, the RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 102 compression damping for the right front adjustable shock absorber 140 to counteract roll and the rebound damping for the left front adjustable shock absorber 142 is decreased to extend the left front adjustable shock absorber 142 and increase contact with the snow. In embodiments, if the snowmobile 10 is rocking to the right, then the compression damping for the right shock absorber is increased and the rebound damping for the right shock absorber is decreased. In embodiments, if the snowmobile 10 is rocking to the left, then the compression damping for the left shock absorber is increased and the compression damping for the left shock absorber is decreased. The G-out 224 event table includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 based on a pitch motion of the snowmobile 10. In embodiments, the G-out event table 224 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression and rebound damping. cushioning RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 103 rebound. In embodiments, the compression damping characteristic is increased for the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, and the rear track adjustable shock absorber 146. The rattle events table 226 includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 based on a pitch motion of the motorcycle. snow 10. In embodiments, the rattle event table 226 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping. In modes, both compression and rebound damping are decreased for all shocks. In embodiments, rattle events are distinguished from hump events based on a frequency analysis of the IMU output. The sharp curve events table 228 includes damping characteristics for each of the right front adjustable damper 140, left front adjustable damper 142, and left front adjustable damper 142. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 104 front track 144 based on the longitudinal acceleration of the snowmobile 10 and at least one of the steering angle sensor 136 or acceleration along the axis 162 (lateral acceleration) for a sharp turn. In embodiments, the closed curve event table 228 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping. In embodiments, upon detection of a sharp curve while the snowmobile 10 is traveling forward, the compression damping characteristics for the front outboard shock absorber 142 are increased (fpl40 if turning left or the front left adjustable shock absorber 142 if turning right) to minimize snowmobile sway 10 and is lowered for the front inner shock (fpl42 if turning left or right front adjustable shock 140 if turning right) to absorb bumps in the road more gently. The level of increase and decrease depends on the longitudinal acceleration of the snowmobile 10 (greater increases and decreases for higher speeds) to control the pitch movement for the snowmobile 10. Regardless of the direction of the turn, the compression damping feature for the RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 105 adjustable front track damper 144 to add traction on the ski for better tight cornering, and for the adjustable rear track damper 146, the compression damping feature is updated to control longitudinal pitching motion and transfer weight during the whole hairpin event. For example, at the entrance of a sharp curve, the compression damping characteristic of the adjustable rear track shock absorber 146 may remain unchanged or be decreased based on the longitudinal acceleration, but at mid-curve or at the exit of the curve, when the throttle is applied, the compression damping characteristic of the rear track adjustable shock absorber 146 can be increased to prevent the skis from lifting and losing traction at the front of the snowmobile 10. In embodiments, upon detecting a sharp turn while the snowmobile 10 is traveling forward, the rebound damping characteristics for the front inner shock absorber (fpl42 if turning left or the right front adjustable shock absorber 140 if turning left) are increased. turns right) to reduce the roll of the snowmobile 10. The level of increase and decrease depends on the longitudinal acceleration of the snowmobile 10. In one example, the level of increase and decrease also depends on the snowmobile lateral acceleration RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 106 10. Regardless of the direction of turn, the rebound damping characteristic for the front track adjustable shock 144 is increased to add traction on the ski for better tight cornering and, for the rear track adjustable shock 146, the Rebound damping characteristic remains unchanged or is increased to control longitudinal pitching motion, keep the rear end low and control vehicle body motion throughout the sharp cornering event. The sharp cornering braking events table 220 includes damping characteristics for each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 based on which motorcycle snow 10 is both in a tight curve and braking. In embodiments, the shock absorption logic 150 follows from the brake activation event table 214 and the sharp curve event table 228 whichever has a higher priority. In one example, the sharp turn event has a higher priority than the braking event. The sharp turn rattle events table 222 includes damping characteristics to 107 each of the right front adjustable shock absorber 140, left front adjustable shock absorber 142, front track adjustable shock absorber 144 and rear track adjustable shock absorber 146 based on detecting that the snowmobile 10 is both in a sharp turn and in the air . In embodiments, vehicle-in-air events override hairpin events. Additionally, a steering angle could be used to modify the in-air damping value by increasing the damping of the front and / or rear outboard shock absorber. In embodiments, a separate sharp turn rattle event table 222 is not provided, but instead, the shock absorption logic 150 follows from between the airtime event table 210 and the airtime event table 210. closed curve 228 the one that has a higher priority. The base damping table 230 includes damping characteristics for each of the front right adjustable damper 140, front left adjustable damper 142, front track adjustable damper 144 and rear track adjustable damper 146 in the absence of detection of one or more events of the airtime event table 210, driver-operable suspension adjustment input event table 212, event table 108 of brake activation 214, the anti-dive event table 216, the ski driving event table 218, the brake activation event table in a tight turn 220, the rattle event table in a tight turn 222 , G-out event table 224, rattle event table 226, closed curve event table 228, boot mode event table 232, anti-squat event table 234 and forecast table vehicle pitch 236. In embodiments, the base damping table 230 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping. for detected vehicle speeds and / or throttle positions. As mentioned in this document, each of the selectable modes (Comfort, Management and Rough Terrain) has its own base damping table. The start mode event table 232 includes damping characteristics for each of the front track adjustable damper 144 and the rear track adjustable damper 146 based on an activation of the start mode input 174 or based on one or more sensor readings (such as the 109 vehicle speed is zero and the accelerator activation is above a first level). In embodiments, the boot mode event table 232 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping. In response to an activation of the start mode input, different actions are taken based on the selected mode (comfort, management, rough terrain) of the snowmobile 10 for the expected high acceleration of the snowmobile 10. To Comfort and management modes, you want to keep your skis 16 on the snow. To achieve this result, the compression damping characteristics for the front track adjustable shock absorber 144 are maintained or decreased, the rebound damping characteristic for the front track adjustable shock absorber 144 is increased, the compression damping characteristic is increased for the adjustable rear track shock 146, and the rebound damping characteristic for the adjustable rear track shock 146 is maintained or decreased. These changes help both keep the skis 16 on the snow and minimize pitching motion. back. For rough terrain mode, it may be desirable to raise RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 110 the skis 16 above the snow. To achieve this result, the compression damping characteristics for the front track adjustable shock absorber 144 are increased, the rebound damping characteristic for the front track adjustable shock absorber 144 is decreased, the compression damping characteristic is maintained or decreased for the adjustable rear track damper 146, and the rebound damping characteristic for the adjustable rear track damper 146 is maintained or increased. These changes both favor lifting of the skis 16 and favoring a rearward pitching motion. Additionally, when starting from a standstill or at a low speed, the changes in the adjustable front track shock absorber 144 and the adjustable rear track shock absorber 146 can be further modified to encourage the snowmobile 10 to lift the skis even higher off the ground. to make a wheelie. The anti-squat event table 234 includes damping characteristics for each of the right front adjustable shock 140, left front adjustable shock 142, front track adjustable shock 144, and rear track adjustable shock 146 based on the longitudinal acceleration of the motorcycle. of snow 10 measured by the IMU 132, of a pitch index and / or of a pitch angle measured by the IMU 132. In 111 modes, anti-squat event table 234 specifies a percentage of the damping range available for compression damping only, rebound damping only, or both compression damping and rebound damping for one or more ranges of detection time period. For a measured pitch angle, the shock damping logic 150 increases the rebound damping characteristic of the right front adjustable shock absorber 140 and the left front adjustable shock absorber 142 and increases the compression damping characteristic for the front track adjustable shock absorber 144 and the adjustable rear track damper 146 for the duration of the intended vehicle pitching movement. Having a right front adjustable shock absorber 140, a left front adjustable shock absorber 142, a front track adjustable shock absorber 144 and a rear track adjustable shock absorber 146 that can be adjusted is useful for orienting the snowmobile 10 in various environmental situations. Referring to Figure 22, snowmobile 10 is shown in deep snow. When the shock absorbers 144 and 146 are not adjustable, the rear of the snowmobile 10 sinks into the snow up to the footpegs of the snowmobile 10. By detecting the backward pitch of the snowmobile 10 with the IMU 132 , HE 112 can automatically increase the rebound damping characteristic of the adjustable front track damper 144 and the adjustable rear track damper 146 to promote the extension of the adjustable front track damper 144 and the adjustable rear track damper 146 and the characteristic can be decreased. of compression damping of the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146. This results in the rear end of the rear suspension sagging and the snowmobile 10 remaining more level in the snow. With reference to Figures 9A-9C, an illustrative processing sequence 300 of the shock damping logic 150 of the electronic controller 200 of Figure 6 is provided for the left front adjustable shock absorber 142 as part of the front ski suspension 24 left 16 of the illustrative snowmobile 10 of Figure 1. Referring to Figure 9A, processing sequence 300 determines whether an airborne vehicle event is detected, as depicted in block 302. In Figure 15, an example of process 700 for detecting an airborne vehicle event is illustrated. If a mid-air vehicle event is detected, the damping characteristics for the left front adjustable shock absorber 142 are set based on the 113 damping value provided in the airtime table 210 of the shock damping logic 150, as represented in block 304, and the processing sequence 300 is completed, as represented in block 306. If a vehicle-in-air event is not detected, the crash damping logic 150 determines whether a driver-operable suspension adjustment input event is detected, as depicted in block 310. If an event is detected driver-operable suspension adjustment input table, the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in the driver-operable suspension adjustment input table 212 of the driver-operable suspension adjustment input table 212 of the shock absorption 150, as depicted in block 312, and processing sequence 300 is completed, as depicted in block 306. If a driver-operable suspension adjustment input event is not detected, the shock absorption logic 150 determines whether a braking event is detected, as depicted in block 314. In Figure 14, a example of process 650 to detect a braking event. Whether RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 114 detects a braking event, the shock absorption logic 150 determines whether an anti-dive time threshold has elapsed, as represented in block 316. If the anti-dive threshold has not elapsed, the braking characteristics are set. damping for the left front adjustable shock absorber 142 based on the damping value provided in the anti-dive table 216 of the impact damping logic 150, as represented in block 318, and the processing sequence 300 is completed, as represented in block 306. If the anti-dive threshold has elapsed, the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in the brake activation event table 214 of the impact damping logic 150 based at a vehicle deceleration value of the IMU 132. The shock absorption logic 150 then determines whether a sharp curve event is detected, as represented in block 322. If a curve event is not detected closed, the processing sequence 300 is completed, as depicted in block 306. If a sharp curve event is detected, the shock absorption logic 150 determines whether the acceleration of the vehicle is toward the left side of the motorcycle. snow 115 10, as shown in block 324. If the acceleration of the vehicle is to the left, the left front adjustable shock absorber 142 is designated the outer shock absorber, as shown in block 326, and the damping characteristics for the adjustable shock absorber left front 142 are set based on the damping value provided in the sharp corner brake activation event table 220 for the outer shock absorber, as depicted in block 328, and the processing sequence 300 is completed, as has been shown in block 306. If the acceleration of the vehicle is not to the left, the left front adjustable shock absorber 142 is designated as the inner shock absorber, as shown in block 330, and the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in the sharp corner braking event table for the inner damper, as shown in block 328, and processing sequence 300 is completed, as shown in block 328. block 306. If a braking event is not detected, the shock absorption logic 150 determines whether a ski driving event has been detected, as shown in block 340. In Figure 20, it is shown. 116 illustrates an example of process 1000 for detecting a driving event on a ski. If a driving event on a ski is detected, the shock damping logic 150 determines that the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in a table of driving events on a ski. ski 218 of the impact cushioning logic 150, as depicted in block 342, and processing sequence 300 is completed, as depicted in block 306. If a ski driving event is not detected, the shock absorption logic 150 determines whether a G-out event has been detected, as depicted in block 350. An example of the process 600 to detect a G-out event. If a G-out event is detected, the shock damping logic 150 determines that the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in the G-out event table 224. of the shock absorption logic 150, as represented in block 352 and the processing sequence 300 is completed, as represented in block 306. 117 If a G-out event is not detected, the shock absorption logic 150 determines whether a rattle event has been detected, as depicted in block 354. In Figure 13, an example of the process 600 for detect a rattle event. If a rattle event is detected, the shock damping logic 150 determines that the damping characteristics for the left front adjustable shock absorber 142 are set based on the damping value provided in the rattle event table 226 of the rattle logic. shock absorption 150, as shown in block 356. The shock absorption logic 150 then determines whether a closed curve event is detected, as shown in block 358. If a closed curve event is not detected , the processing sequence 300 is completed, as depicted in block 306. If a sharp turn event is detected, the shock absorption logic 150 determines whether the acceleration of the vehicle is toward the left side of the snowmobile. 10, as shown in block 364. If the acceleration of the vehicle is to the left, the left front adjustable shock absorber 142 is designated the outer shock absorber, as shown in block 366, and the damping characteristics for the 118 left front adjustable shock absorber 142 are set based on the damping value provided in the sharp corner rattle event table 222 for the outer shock absorber, as represented in block 368, and the processing sequence 300 is completed, as shown in block 306. If the acceleration of the vehicle is not to the left, the left front adjustable shock absorber 142 is designated as the inner shock absorber, as shown in block 370, and the damping characteristics for the front adjustable shock absorber left 142 are set based on the damping value provided in the sharp corner rattle event table 222 for the inner damper, as shown in block 368, and processing sequence 300 is completed, as shown in block 306. If a rattle event is not detected, the shock absorption logic 150 determines whether a sharp bend event has been detected, as depicted in block 376. An example of the process 800 is illustrated in Figures 17A-17D. to detect a closed curve event. If a sharp turn event is detected, the shock absorption logic 150 determines whether the vehicle acceleration is toward the left side of the snowmobile 10, as shown. RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 119 depicted in block 378. If the acceleration of the vehicle is to the left, the left front adjustable shock absorber 142 is designated the outer shock absorber, as shown in block 380, and the damping characteristics for the left front adjustable shock absorber 142 are designated set based on the damping value provided in the closed curve event table 228 for the outer damper, as depicted in block 382, ​​and the processing sequence 300 is completed, as depicted in block 306. If the acceleration of the vehicle is not to the left, the left front adjustable shock absorber 142 is designated as the inner shock absorber, as shown in block 384, and the damping characteristics for the left front adjustable shock absorber 142 are set based on the value of damping provided in the closed curve event table 228 for the inner damper, as shown in block 382, ​​and the processing sequence 300 is completed, as shown in block 306. In embodiments, the damping logic Shock absorption 150 also monitors the acceleration / deceleration of the vehicle along the axis 160 and this acceleration / deceleration value is an additional entry in the closed curve events table. When taking into account the acceleration / deceleration of the vehicle at RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 120 along the axis 160, the shock damping logic 150 is capable of differently adjusting the damping characteristics for the left front adjustable shock absorber 142 when the snowmobile 10 is entering a tight turn (deceleration) and when the snowmobile 10 is entering a tight turn (deceleration) and when the Snowmobile 10 is coming out of a sharp turn (acceleration). If a sharp corner event is not detected, the shock damping logic 150 determines a damping characteristic for the left front adjustable shock absorber 142 based on the damping value provided in the base damping table 230, as shown in block 390, and processing sequence 300 is completed, as depicted in block 306. With reference to Figures 10A-10C, an illustrative processing sequence 400 of the impact damping logic 150 of the electronic controller 200 of Figure 6 is provided for the right front continuous damping control damper 142 as part of the suspension 24 of a left front ski 16 of the illustrative snowmobile 10 of Figure 1. Referring to Figure 9A, processing sequence 400 determines whether an airborne vehicle event is detected, as depicted in block 402 In Figure 121 15, an example of process 700 for detecting an airborne vehicle event is illustrated. If a vehicle-in-the-air event is detected, the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the airtime table 210 of the impact damping logic 150, as depicted in block 404, and processing sequence 400 is completed, as depicted in block 406. If a vehicle-in-air event is not detected, the crash damping logic 150 determines whether a driver-operable suspension adjustment input event is detected, as depicted in block 410. If an event is detected driver-operable suspension adjustment input, the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the driver-operable suspension adjustment input table 212 of the shock absorption 150, as depicted in block 412, and processing sequence 400 is completed, as depicted in block 406. If a driver-operable suspension adjustment input event is not detected, the logic 122 of shock absorption 150 determines whether a braking event is detected, as shown in block 414. In Figure 14, an example of the process 650 for detecting a braking event is illustrated. If a braking event is detected, the shock absorption logic 150 determines whether an anti-dive time threshold has elapsed, as represented in block 416. If the anti-dive threshold time has not elapsed, the settings are set. damping characteristics for the right front adjustable shock absorber 140 based on the damping value provided in the anti-dive table 216 of the impact damping logic 150, as represented in block 418, and the processing sequence is completed. 400, as represented in block 406. If the anti-dive threshold time has elapsed, the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the brake activation event table 214 of the shock damping logic 150 with based on a vehicle deceleration value from the IMU 132. The shock absorption logic 150 then determines whether a sharp curve event is detected, as depicted in block 422. If a sharp curve event is not detected, closed curve, the sequence of RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 123 processing 400, as shown in block 406. If a sharp curve event is detected, the shock absorption logic 150 determines whether the acceleration of the vehicle is towards the right side of the snowmobile 10, as shown depicted in block 424. If the acceleration of the vehicle is to the right, the right front adjustable shock absorber 140 is designated the outer shock absorber, as shown in block 426, and the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the sharp corner brake activation event table 220 for the outer shock absorber, as shown in block 428, and the processing sequence 400 is completed, as shown in block 406. If the acceleration of the vehicle is not to the left, the right front adjustable shock absorber 140 is designated as the inner shock absorber, as shown in block 430, and the damping characteristics for the right front adjustable shock absorber 140 are established based on at the damping value provided in the sharp corner braking event table for the inner damper, as depicted in block 428, and processing sequence 400 is completed, as depicted in block 406. RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 124 If a braking event is not detected, the shock absorption logic 150 determines whether a ski driving event has been detected, as depicted in block 440. An example of the process 1000 is illustrated in Figure 20. to detect a driving event on a ski. If a driving event on a ski is detected, the shock damping logic 150 determines that the damping characteristics for the right front adjustable shock absorber 140 have been established based on the damping value provided in a table of driving events on a ski. a ski 218 of the impact damping logic 150, as depicted in block 442, and processing sequence 400 is completed, as depicted in block 406. If a ski driving event is not detected, the shock absorption logic 150 determines whether a G-out event has been detected, as depicted in block 450. An example of the process 600 to detect a G-out event. If a G-out event is detected, the shock damping logic 150 determines that the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the damping table. RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 125 G-out events 224 of the shock absorption logic 150, as depicted in block 452, and processing sequence 400, as depicted in block 406, are completed. If a G-out event is not detected, the shock absorption logic 150 determines whether a rattle event has been detected, as depicted in block 454. In Figure 13, an example of the process 600 for detect a rattle event. If a rattle event is detected, the shock damping logic 150 determines that the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the rattle event table 226 of the rattle logic. shock absorption 150, as shown in block 456, and the shock absorption logic 150 then determines whether a closed curve event is detected, as shown in block 458. If a curve event is not detected closed, processing sequence 400 is completed, as depicted in block 406. If a sharp curve event is detected, the shock absorption logic 150 determines whether the vehicle acceleration is toward the right side of the motorcycle. snow 10, as represented in block 464. If the RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 126 acceleration of the vehicle is to the right, the right front adjustable shock absorber 140 is designated as the outer shock absorber, as shown in block 466, and the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the hard corner rattle event table 222 for the outer shock absorber, as shown in block 468, and processing sequence 400 is completed, as shown in block 406. If the vehicle acceleration does not is to the left, the right front adjustable shock absorber 140 is designated as the inner shock absorber, as shown in block 470, and the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the table of sharp corner rattle events 222 for the inner damper, as depicted in block 468, and processing sequence 400 is completed, as depicted in block 406. If a rattle event is not detected, the shock absorption logic 150 determines whether a sharp bend event has been detected, as depicted in block 476. An example of the process 800 is illustrated in Figures 17A-17D. to detect a 127 closed curve event. If a sharp curve event is detected, the shock absorption logic 150 determines whether the acceleration of the vehicle is toward the right side of the snowmobile 10, as represented in block 478. If the acceleration of the vehicle is toward On the right, the right front adjustable shock absorber 140 is designated as the outer shock absorber, as shown in block 480, and the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the event table. curve 228 for the outer shock absorber, as shown in block 482, and the processing sequence 400 is completed, as shown in block 406. If the acceleration of the vehicle is not to the left, the adjustable shock absorber right front 140 is designated inner shock absorber, as shown in block 484, and the damping characteristics for the right front adjustable shock absorber 140 are set based on the damping value provided in the sharp curve event table 228 for the inner shock absorber, as shown in block 482, and the processing sequence 400 is completed, as shown in block 406. In embodiments, the shock absorption logic 150 also monitors the 128 acceleration / deceleration of the vehicle along axis 160 and this acceleration / deceleration value is an additional entry in the closed curve events table. By taking into account the acceleration / deceleration of the vehicle along the axis 160, the shock damping logic 150 is capable of differently adjusting the damping characteristics for the right front adjustable shock absorber 140 when the snowmobile 10 is entering. in a tight turn (deceleration) and when the snowmobile 10 is exiting a tight turn (acceleration). If a sharp corner event is not detected, the shock damping logic 150 determines a damping characteristic for the right front adjustable shock absorber 140 based on the damping value provided in the base damping table 230, as shown in block 490, and processing sequence 400 is completed, as depicted in block 406. With reference to Figures 11A and 11B, an illustrative processing sequence 500 of the shock damping logic 150 of the electronic controller 200 of Figure 6 is provided for the first track continuous damping control damper 144 as part of the suspension 26 of the illustrative snowmobile 10 of the 129 Figure 1. The shock absorption logic 150 determines whether the boot mode has been enabled, as depicted in block 502. In Figures 19A and 19B, an example of processing sequence 950 is provided for determining whether a mode has been enabled. Boot. If a boot mode has been enabled, the shock damping logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the boot mode event table. 232, as depicted in block 504, and processing sequence 500 is completed, as depicted in block 506. If a start mode is not detected, the shock absorption logic 150 determines whether a vehicle in the air event is detected, as represented in block 510. If a vehicle in the air event is detected, the logic The shock absorber 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the mid-air vehicle event table 210, as depicted in block 512. , and processing sequence 500 is completed, as shown. 130 has represented in block 506. If a vehicle-in-the-air event is not detected, the crash damping logic 150 determines whether a driver-operable suspension adjustment input event is detected, as depicted in block 514. If an event is detected At the driver-operable suspension adjustment input, the shock damping logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the input event table. driver-operable suspension adjustment mechanism 212, as depicted in block 516, and processing sequence 500 is completed, as depicted in block 506. If a driver-operable suspension adjustment input event is not detected, the shock absorption logic 150 determines whether a brake activation event is detected, as depicted in block 518. If a brake activation event is detected, Upon brake activation, the shock damping logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the event table. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 131 activation of the brake 214, as represented in block 520, and the processing sequence 500 is completed, as represented in block 506. If a brake activation event is not detected, the shock absorption logic 150 determines whether a ski driving event has been detected, as depicted in block 522. If a ski driving event is detected , the shock damping logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the ski driving event table 218, as depicted in block 524, and processing sequence 500 is completed, as depicted in block 506. If a ski driving event is not detected, the shock absorption logic 150 determines whether a G-out event has been detected, as depicted in block 526. If a G-out event is detected, The shock damping logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the G-out event table 224, as represented in the block 528, and the sequence is completed RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 132 processing 500, as represented in block 506. If a G-out event is not detected, the shock damping logic 150 determines whether a rattle event has been detected, as represented in block 530. If a rattle event is detected, the shock damping logic Impacts 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the rattle event table 226, as represented in block 532, and the sequence is completed. processing 500, as represented in block 506. If a rattle event is not detected, the shock absorption logic 150 determines whether an anti-squat event is detected, as depicted in block 534. If an anti-squat event is detected, the shock absorption logic 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the anti-squat event table 234, as represented in block 536, and the sequence is completed. processing 500, as represented in block 506. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 133 If an anti-squat event is not detected, the shock damping logic 150 determines whether a sharp curve event is detected, as depicted in block 538. If a tight curve event is detected, the shock damping logic impacts 150 determines a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the closed curve event table 228, as represented in block 540, and completes the processing sequence 500, as depicted in block 506. In embodiments, the shock absorption logic 150 also monitors the acceleration / deceleration of the vehicle along the axis 160 and this acceleration / deceleration value is an additional input into the closed curve events table. By taking into account the acceleration / deceleration of the vehicle along the axis 160, the shock damping logic 150 is capable of differently adjusting the damping characteristics for the adjustable front track shock absorber 144 when the snowmobile 10 is entering a tight curve (deceleration) and when the snowmobile 10 is exiting a tight curve (acceleration). If a sharp curve event is not detected, the shock absorption logic 150 determines 134 a damping characteristic for the first track continuous damping control damper 144 based on the damping value provided in the base damping table 230, as represented in block 542, and the processing sequence 500 is completed. , as represented in block 506. With reference to Figures 12A and 12B, an example processing sequence 550 of the shock damping logic 150 of the electronic controller 200 of Figure 6 for the second track continuous damping control damper 146 is provided as part of the suspension 26 of the illustrative snowmobile 10 of Figure 1. The shock absorption logic 150 determines whether the boot mode has been enabled, as depicted in block 552. An example processing sequence for determining whether a boot mode has been enabled is provided in Figures 19A and 19B. start. If boot mode has been enabled, the shock damping logic 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the boot mode event table. 232, as depicted in block 554, and processing sequence 550 is completed, as depicted in RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 135 block 556. If a start mode is not detected, the shock absorption logic 150 determines whether a vehicle in the air event is detected, as represented in block 558. If a vehicle in the air event is detected, the logic The impact damping module 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the mid-air vehicle event table 210, as depicted in block 560. , and processing sequence 550 is completed, as depicted in block 556. If a vehicle-in-air event is not detected, the crash damping logic 150 determines whether a driver-operable suspension adjustment input event is detected, as depicted in block 562. If an event is detected At the driver-operable suspension adjustment input, the shock damping logic 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the input event table. driver-operable suspension adjustment mechanism 212, as shown in RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 136 block 564, and processing sequence 550 is completed, as represented in block 556. If a driver-operable suspension adjustment input event is not detected, the shock absorption logic 150 determines whether a brake activation event is detected, as depicted in block 566. If a brake activation event is detected, brake activation, the shock damping logic 150 determines a damping characteristic for the second track continuous damping control damper 14 6 based on the damping value provided in the brake activation event table 214, as shown. has represented in block 568, and the processing sequence 550 is completed, as represented in block 556. If a brake activation event is not detected, the shock absorption logic 150 determines whether a ski driving event has been detected, as depicted in block 570. If a ski driving event is detected , the shock damping logic 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the ski driving event table 218, as shown. 137 represented in block 572, and processing sequence 550 is completed, as represented in block 556. If a ski driving event is not detected, the shock absorption logic 150 determines whether a G-out event has been detected, as depicted in block 574. If a G-out event is detected, The shock damping logic 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the G-out event table 224, as represented in the block 57 6, and the processing sequence 550 is completed, as represented in block 556. If a G-out event is not detected, the shock damping logic 150 determines whether a rattle event has been detected, as depicted in block 578. If a rattle event is detected, the shock damping logic Impacts 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the rattle event table 226, as represented in block 580, and the sequence is completed. processing 550, as represented in the 138 block 556. If a rattle event is not detected, the shock absorption logic 150 determines whether an anti-squat event is detected, as represented in block 582. If an anti-squat event is detected, the shock absorption logic 150 determines a damping characteristic for the second track continuous damping control damper 146 based on the damping value provided in the anti-squat event table 234, as represented in block 584, and the sequence is completed. processing 550, as represented in block 556. If an anti-squat event is not detected, the shock damping logic 150 determines a damping characteristic for a second track continuous damping control damper 146 based on the damping value provided in the base damping table 230, as depicted in block 586, and processing sequence 550 is completed, as depicted in block 556. Referring to Figure 13, an illustrative processing sequence 600 of the shock damping logic 150 of the electronic controller 200 of Figure 6 for detecting a G-out event or a rattle event is illustrated. The 200 suspension controller RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 139 samples the IMU 132 from the pitch of the snowmobile 10 about the axis 162 during a time window, as represented in block 602. The sampled values ​​are entered into a discrete Fourier transform (DFT). in English), as represented in block 604, to obtain a frequency map of the pitch changes of the snowmobile 10. The magnitude of the low frequency values, such as 0 Hz to 3 Hz, are compared to a low frequency threshold, as represented in block 606. If the magnitude of the low frequency values ​​does not satisfy the threshold of low frequency, then no event is detected and the low frequency portion of the processing sequence 600 terminates, as depicted in blocks 614 and 612. If the magnitude of the low frequency values ​​satisfies the low frequency threshold, then the processing sequence 600 compares an increase in the pitch rate of the input of a gyroscope of the IMU 132 with another threshold, as represented in block 608. If the increase in the pitch rate does not satisfy the threshold, then it does not no event is detected and the low-frequency portion of the processing sequence 600 ends, as depicted in blocks 614 and 612. If the increase in the pitch rate meets the threshold, then a 140 G-out event, as depicted in block 610. Detection of a G-out event, as explained herein, results in damping characteristics being selected for one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 based on the G-out event table 224. In general, the damping characteristics are an increase in the hardness of the front right adjustable shock absorber 140, the front left adjustable shock absorber 142 and the rear track adjustable shock absorber 146. The magnitude of the high frequency values, such as 3 Hz to 10 Hz, are compared to a high frequency threshold, as represented in block 616. If the magnitude of the high frequency values ​​does not satisfy the threshold of high frequency, then no event is detected and the high frequency portion of the processing sequence 600 terminates, as depicted in blocks 614 and 612. If the magnitude of the high frequency values ​​satisfies the high frequency threshold, then a rattle event is detected, as depicted in block 618. The detection of a rattle event, as depicted RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 141 explained herein, results in the damping characteristics being selected for one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146 based on the rattle event table 226. Referring to Figure 14, an illustrative processing sequence 650 of the shock absorption logic 150 of the electronic controller 200 of Figure 6 for detecting an example of a brake activation event is illustrated. The shock absorption logic 150 determines whether a brake switch has been activated, as depicted in block 652. In embodiments, a switch is closed when a brake input is actuated. If the brake switch is not activated, no brake activation event is detected, as depicted in block 654, and processing sequence 650 is completed. If the brake switch is activated, a brake activation event is detected. brake activation, as depicted in block 656, and processing sequence 650 is completed. Figure 15 illustrates an illustrative processing sequence 700 of the shock absorption logic 150 of the electronic controller 200 of Figure 6, to detect 142 an example of a vehicle-in-the-air event. The shock absorption logic 150 if an acceleration of the snowmobile 10 along the axis 164 detected by the IMU 132 is less than a threshold value, as represented in block 702. If the detected acceleration is less than the threshold value, a mid-air vehicle event is detected, as depicted in block 704, and processing sequence 700 is completed. If the detected acceleration is greater than the threshold, then the shock absorption logic 150 checks whether The current state of snowmobile 10 is one in which the vehicle in the air event is active for snowmobile 10, meaning that it has recently been determined that snowmobile 10 was or still is in a vehicle in the air event, as represented in block 708. If there is no active vehicle in the air event, no change is made, which means that the snowmobile 10 is not currently in an event of vehicle in the air, as represented in block 710, and the processing sequence 700 is completed. If a vehicle in the air event is active, the shock absorption logic 150 determines whether the detected vertical acceleration exceeds the threshold value plus a hysteresis value of the IMU 132, as represented in block 712. If RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 143 is not the case, no change is made, which means that the snowmobile 10 continues in a vehicle-in-the-air event, as represented in block 710, and the processing sequence 700 is completed, as shown. has represented in block 706. If the detected vertical acceleration exceeds the threshold value plus the hysteresis value of the IMU 132, the shock absorption logic 150 determines whether the time elapsed from determining that the snowmobile 10 is in An airborne vehicle event exceeds a timeout value, as represented in block 714. If the elapsed time does not exceed the timeout value, no change is made, which means that the vehicle's airborne event snow 10 is still in a vehicle-in-air event, as depicted in block 710, and processing sequence 700 is completed, as depicted in block 706. If the elapsed time exceeds the time value of wait, the state of the snowmobile 10 is modified to an undetected vehicle-in-the-air event, as depicted in block 716, and processing sequence 700 is completed, as depicted in block 706. Figures 16A-16C illustrate an example processing sequence 750 of the shock absorption logic 150 of the electronic controller 200 of Figure 144 6, to detect an example of an anti-squat event. The shock damping logic 150 determines whether a rate of change of the throttle input detected by the throttle position sensor 138 exceeds an enabling limit, as represented in block 752. If so, then the shock damping logic Shock damping logic 150 determines that a throttle rate of change event is detected, as represented in block 754. If not, shock damping logic 150 determines whether the throttle input rate of change is lower than a disable limit, as represented in block 756. If the rate of change of the throttle input is less than the disable limit, the shock absorption logic 150 determines that a rate of change event is not detected. throttle variation, as depicted in block 758. If the throttle input variation rate is not less than the disable limit, the shock absorption logic 150 determines whether the detected throttle position is less than the throttle limit. throttle, meaning that the operator has lifted the throttle, as depicted in block 7 60. If the detected throttle position is less than the throttle limit, the shock absorption logic 150 determines that an event is not detected. rate of RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 145 throttle variation, as represented in block 758. If the detected throttle position is greater than the throttle limit, the shock absorption logic 150 determines whether the time elapsed since a throttle variation rate event was detected throttle exceeds a hold time threshold, as depicted in block 7 62. If the time elapsed since the throttle rate of change event was detected does not exceed the hold time threshold, no change is made. whether or not a throttle rate of change event is active, as represented in block 7 64. If the time elapsed since the throttle rate of change was detected does exceed the hold time threshold, the Shock absorption 150 determines that a throttle rate event is not detected, as depicted in block 758. Returning to Figure 16B, the shock absorption logic 150 then determines whether the linear acceleration of the snowmobile 10 along the axis 160 exceeds a threshold, as represented in block 766. If the acceleration line of the snowmobile 10 along the axis 160 exceeds the threshold, then an acceleration event is detected, as shown in RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 146 block 768. If the linear acceleration of the snowmobile 10 along the axis 160 does not exceed the threshold, the shock absorption logic 150 determines whether the linear acceleration of the snowmobile 10 is less than the threshold minus one hysteresis of the IMU 132, as shown in block 770. If so, an acceleration event is not detected, as shown in block 772. If not, no change is made to the current state. whether or not an acceleration event is active for the snowmobile 10, as represented in block 774. Returning to Figure 16C, the shock absorption logic 150 determines whether one of a throttle rate of change event or an acceleration event is active for the snowmobile 10, as depicted in block 780. If either of them is active, an anti-sguat event is determined, as depicted in block 782, and processing sequence 750 is completed, as depicted in block 790. If not, then the Shock damping event 150 checks that both the throttle rate event and the acceleration event are not active, as represented in block 784. If both are inactive, the shock damping logic 150 disables an anti- sguat, as represented in the 147 block 786, and processing sequence 750 is completed, as depicted in block 790. If one of the throttle rate of change event and the acceleration event is active, no change is made to the anti-state. squat of the snowmobile 10, as depicted in block 788, and processing sequence 750 is completed, as depicted in block 790. Figures 17A-17D illustrate an illustrative processing sequence 800 of the shock absorption logic 150 of the electronic controller 200 of Figure 6, to detect an illustrative closed curve event. The shock absorption logic 150 determines whether an absolute value of a steering angle detected by the steering angle sensor 136 exceeds a threshold (a zero steering angle corresponds to the skis being directed directly forward along of the axle 160), as shown in block 802. If the absolute value of the steering angle detected by the steering angle sensor 136 exceeds the threshold, a steering event is detected, as shown in block 804. If not, the absolute value of the steering angle detected by the steering angle sensor 136 is compared to the threshold minus a hysteresis value of the steering angle sensor 136, as represented in block 806. If the value RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 148 absolute steering angle detected by the steering angle sensor 136 is less than the threshold minus the hysteresis value of the steering angle sensor 136, the shock absorption logic 150 determines that a steering event has not been detected, as shown in block 808. If the absolute value of the steering angle detected by the steering angle sensor 136 is not less than the threshold minus the hysteresis value of the steering angle sensor 136, the impact damping logic 150 does not make any changes to the steering event state of the snowmobile 10, as represented in block 810. Returning to Figure 17B, the shock absorption logic 150 determines whether the linear acceleration of the snowmobile 10 along the axis 162 exceeds a threshold, as represented in block 812. If the lateral acceleration of the snowmobile 10 of snow 10 along axis 162 exceeds the threshold value, then a sharp curve event is detected, as represented in block 814. If not, the absolute value of the detected lateral acceleration of the snowmobile 10 is compared to the threshold minus a hysteresis value of the IMU 132, as represented in block 816. If the absolute value of the detected lateral acceleration of the motorcycle RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ snow 10 is less than the threshold minus the hysteresis value 149 of the IMU 132, the shock absorption logic 150 determines that a sharp curve event is not detected, as represented in block 818. If the absolute value of the detected lateral acceleration of the snowmobile 10 is not lower than the threshold minus the hysteresis value of the IMU 132, the shock absorption logic 150 does not make any change to the state of the sharp turn event of the snowmobile 10, as represented in block 820. Returning to Figure 17C, the shock damping logic 150 determines whether an absolute value of yaw rate and / or angle around the axis 164 exceeds a threshold value, as represented in block 830. If the absolute value of the yaw rate and / or angle around axis 164 exceeds the threshold value, then a yaw event is detected, as depicted in block 832. If not, the absolute value of the yaw rate and / or of the angle around the axis 164 is compared to the threshold minus a hysteresis value of the IMU 132, as represented in block 834. If the absolute value of the absolute value of the yaw rate and / or of the angle around the axis 164 is not less than the threshold minus the hysteresis value of the IMU 132, the shock absorption logic 150 does not make any change to the yaw state of the snowmobile 10, as shown. 150 represented in block 836. If the absolute value of the absolute value of the yaw rate and / or the angle around the axis 164 is less than the threshold minus the hysteresis value of the IMU 132, the shock damping logic 150 determines whether A closed curve event has timed out, as represented in block 838. If the closed curve event has not timed out, the shock absorption logic 150 makes no change to the status of the closed curve. yaw of the snowmobile 10, as depicted in block 836. If the sharp turn wait time has elapsed, then a yaw event is detected, as depicted in block 840. Returning to Figure 17D, the shock absorption logic 150 determines whether a yaw event or a steering event was detected in processing sequence 800, as depicted in block 850. Whether one of the yaw event was detected and direction event, then a closed curve event is detected and the timeout timer is reset, as shown in block 852, and processing sequence 800 is completed, as shown in block 852. block 854. If one of the yaw event and the steering event were not detected, then the RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 151 shock damping 150 determines whether neither the yaw event nor the steering event were detected, as represented in block 856. If not, then no changes are made to the state of the sharp turn event, as depicted in block 858, and exits processing sequence 800, as depicted in block 854. If so, then shock absorption logic 150 determines that a curve event is not detected. closed, as represented in block 860, and exits the processing sequence 800, as represented in block 854. Figure 18 illustrates an illustrative processing sequence 900 of the impact damping logic 150 of the electronic controller 200 of Figure 6, for detecting a suspension adjustment input event actionable by the illustrative driver. The shock absorption logic 150 monitors whether the driver-operable suspension adjustment input 172 has been activated, as represented in block 902. If the driver-operable suspension adjustment input 172 has been activated, detects a driver-operable suspension adjustment input event, as depicted in block 904, and processing sequence 900 is completed. If the adjustment input has not been activated RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 152 of driver-operable suspension 172, the shock absorption logic 150 checks to see if a timeout counter of a driver-operable suspension adjustment input is active and, if so, whether it has already elapsed , as depicted in block 908. If the driver-operable suspension adjustment input has timed out, the shock absorption logic 150 determines that a suspension adjustment input event has not been detected. driver-operable, as depicted in block 910, and processing sequence 900 is completed. If the driver-operable suspension adjustment input has not timed out, the crash damping logic 150 maintains the current state of the driver-operable suspension adjustment input event state, as represented in block 912, and processing sequence 900 is completed. Figures 19A and 19B illustrate an illustrative processing sequence 950 of the shock absorption logic 150 of the electronic controller 200 of Figure 6 to detect an illustrative boot mode event. Referring to Figure 19A, the shock absorption logic 150 monitors to determine whether a boot mode input 17 4 has been activated, as shown. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 153 has been represented in block 952. If a mode input 174 has not been activated, then no change is made to the state of the boot mode event, as represented in block 954. If the input has been activated If there is a boot mode input 174, the shock absorption logic 150 determines whether there is a boot mode currently active, as represented in block 956. If there is a boot mode currently active, then activating the mode input The start mode 174 causes the start mode to be disabled, as shown in block 958. If no start mode is currently enabled, the shock absorption logic 150 determines based on the vehicle speed sensor 139 whether the speed of the snowmobile 10 is zero, as shown in block 960. If the speed of the vehicle is not zero, no change is made to the start mode state, as shown in block 954. If the vehicle speed is zero, the shock absorption logic 150 determines whether the start button 174 has been activated for a timeout, as depicted in block 962. If not, no action is taken. change in the state of the boot mode, as represented in block 954. If so, the shock absorption logic 150 enables the boot mode, as represented in block 964. RPOP Ln / Zznz / E / YIAI 154 Referring to Figure 19B, the shock absorption logic 150 determines whether boot mode is enabled, as depicted in block 966. If not, no change is made to the boot mode state, as shown in block 968. If the start mode is enabled, the shock absorption logic 150 determines based on the vehicle speed sensor 139 whether the vehicle speed is greater than a threshold, as shown in block 970. If not, no change is made to the start mode state, as represented in block 968. If the vehicle speed is greater than the threshold, then the shock absorption logic 150 determines whether the linear acceleration of the snowmobile 10 along the axis 160 is less than a threshold, as represented in block 972. If not, no change is made to the start mode state, as depicted in block 968. If the linear acceleration of the snowmobile 10 along the axis 160 is less than the threshold, the shock absorption logic 150 disables the start mode because the snowmobile 10 is more closer to moving with a constant speed than with rapid acceleration, as represented in block 974. Figure 20 illustrates an illustrative processing sequence 1000 of the shock absorption logic. RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 155 150 of the electronic controller 200 of Figure 6 to detect an example of a driving event on a ski. The shock absorption logic 150 monitors, based on the IMU 132, whether a roll rate and / or angle of the snowmobile 10 around the axis 160 is greater than a low threshold, as represented in block 1002. If so, the shock absorption logic 150 then checks whether the monitored roll rate and / or angle is less than a high roll rate and / or angle threshold, as represented in block 1004. If the roll rate and / or vehicle angle is within the range between the low threshold and the high threshold, a ski driving event is detected, as depicted in block 1006, and the processing sequence is completed. 1000, as depicted in block 1008. Returning to block 1002, if the roll rate and / or angle of the vehicle is not greater than the low threshold, the impact damping logic 150 determines whether the roll rate and / or or the vehicle angle is less than the low threshold minus the hysteresis of the IMU 132, as represented in block 1010. If not, the shock absorption logic 150 makes no change to the driving event state on a ski, as represented in block 1014. If so, the shock absorption logic 150 determines that no 156 detects a driving event on a ski, as depicted in block 1012, and processing sequence 1000 is completed, as depicted in block 1008. Returning to block 1004, if the roll index and / or the vehicle angle is not less than the high threshold, the shock absorption logic 150 determines that a ski driving event has not been detected, as represented in block 1012, and the processing sequence 1000 is completed, as represented in block 1008. In embodiments, power is provided to the adjustable front track damper 144 and / or the adjustable rear track damper 146 through a wired connection routed through the suspension components or entering the interior of the track on one side. side. In embodiments, communication signals are provided to and / or sent from the adjustable front track damper 144 and / or the adjustable rear track damper 146 through a wired connection routed through the suspension components or entering into the interior of the caterpillar on one side. In embodiments, both communication and power signals are provided to / from the front track adjustable damper 144 and / or the rear track adjustable damper 146 through a wired connection routed through the track components. 157 suspension or that enters the interior of the caterpillar through a lateral face. In embodiments, at least one of the adjustable front track damper 144 and the adjustable rear track damper 146 includes a power source and / or receives / transmits communication signals to the controller 100 wirelessly. In embodiments, the snowmobile 10 includes a demo mode to illustrate the functionality of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144, and the rear track adjustable shock absorber 146. In one embodiment , the snowmobile 10 includes a battery and an operator input is provided to activate auxiliary power on the snowmobile 10. In this example, an operator can select different operating modes (comfort, ride, rough terrain) and / or input settings of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the rear track adjustable shock absorber 146. In one example, an operator can select the option to turn left and experiment the change in the damping characteristics of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and the RPOP ίη / ΖΖΠΖ / Β / ΥΙΛΙ 158 adjustable rear track damper 146 for a left turn. In another embodiment, the snowmobile 10 does not include a battery. In this example, an electrical connection is provided on the snowmobile 10 that allows an external power source to be plugged into the snowmobile 10 to power the snowmobile 10 for operation in demonstration mode. In embodiments, during operation of the vehicle 10 or 10', the damping characteristics of at least one of the adjustable front track damper 144 and the adjustable rear track damper 146 may be further adjusted to alter handling. In some examples, the base damping profile for a given mode (such as comfort or sport), the expected acceleration damping profile (longitudinal or lateral), the braking damping profile, and the tight curve damping profile include adjustments. of the damping characteristics of at least one of an adjustable front track shock absorber 144 and an adjustable rear track shock absorber 146. During normal straight-line driving (without sharp curves or noticeable acceleration changes), the base damping characteristics of the adjustable front track damper 144 may be different or the same as those of the adjustable rear track damper 146. RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 159 than those of the adjustable rear track shock 146. Changes in handling, such as sharp cornering or changes in acceleration may result in an adjustment to the base damping profile. For example, in the comfort mode, during normal straight-line driving, the front track adjustable shock absorber 144 has a first setting with respect to the rear track adjustable shock absorber 146 in compression damping (harder or the same). This configuration forces the snowmobile 10 to balance so that the skis 16 exert less pressure on the ground and, in general, a less positive tracking of the skis 16. The compression damping of the adjustable front track shock absorber 144 remains soft enough not to sacrifice riding comfort. When the snowmobile 10 brakes, decelerates or takes sharp turns or is expected to do so; The compression damping of the front track adjustable shock absorber 144 is increased from its previous state. This adjustment prevents weight from being transferred to the skis 16 and makes the turning effort of the snowmobile 10 less, at the cost of less traction of the skis 16. In another example, in the sport mode, during normal driving, the front track adjustable shock absorber 144 has a first configuration with respect to the 160 adjustable rear track shock 146 in a compression damping (softer or the same). This configuration forces the snowmobile 10 to balance so that the skis 16 exert more pressure on the ground and, in general, a more positive tracking of the skis 16. When the snowmobile 10 brakes, decelerates or corners closed or expected to do so; the compression damping of the front track adjustable shock absorber 144 decreases from its previous state. This adjustment increases the weight transferred to the skis 16 and creates greater traction on the skis 16 at the cost of greater steering effort. In embodiments, the electronic controller 100 monitors the outputs of the IMU 132 (a three-axis accelerometer and a three-axis gyroscope) to evaluate terrain and / or driver aggressiveness. Driver aggressiveness can be monitored by the longitudinal acceleration and lateral acceleration experienced by the vehicle 10. Additionally, accelerator position, brake pressure, steering angle, and steering speed can provide indications. The electronic controller 100 may monitor these factors and adjust the damping characteristics of one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the adjustable shock absorber 161 of the front track 144 and the adjustable rear track shock absorber 146 based on them. Terrain type can be monitored using longitudinal acceleration, lateral acceleration, vertical acceleration and the three angular indices of the IMU 132. In embodiments, the outputs are analyzed to determine the frequency of each response. The frequencies of the responses can be determined through one or more band-pass filters, fast Fourier transform, or other methods. For example, the roll angular frequency response can be monitored with a bandpass filter for frequencies in a first range, such as 8-15 Hertz, to provide an indication of chatter. The monitored frequency response for one or more of the outputs is compared to stored ranges for different types of terrain and the damping characteristics of one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front left adjustable shock absorber 142, the front track 144 and rear track adjustable shock absorber 146 are adjusted based on them. In embodiments, the electronic controller 100 also monitors the GPS sensor 131. A given location could indicate a first type of terrain based on the frequency responses of the IMU 132 on a first day, such as RPOP ίη / ΖΖΠΖ / Ε / ΥΙΛΙ 162 as fresh snow, and a second type of terrain based on the frequency responses of the IMU 132 on a second day, such as hard snow. Based on these different types of terrain and historical location data, the electronic controller may adjust the damping characteristics of one or more of the right front adjustable shock absorber 140, the left front adjustable shock absorber 142, the front track adjustable shock absorber 144 and adjustable rear track shock absorber 146 to make the hard snow feel of the second day feel more like the fresh snow of the first day. This provides the snowmobile 10's ability to provide the same feel for the same location on different days even if the terrain characteristics have varied. In embodiments, the sensors 130 include a sensor that monitors whether the rear suspension assembly 26 is in an engaged state or in a disengaged state. An example of a sensor is a position sensor, an angle sensor, a pressure sensor or a contact sensor that monitors when the suspension arm comes into contact with a coupling block of the rear suspension assembly 26. In embodiments, the characteristics damping (compression and / or rebound) of the adjustable front track shock absorber 144 and / or the adjustable rear track shock absorber 146 163 adjust based on whether the rear suspension assembly 26 is in an engaged state or in a disengaged state. Although embodiments of the present disclosure have been described with illustrative designs, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variation, use or adaptation of the description using its general principles. Furthermore, this application is intended to cover such deviations from the present description as fall within common or known practice in the art to which this invention belongs. It is noted that in relation to this date, the best method known to the applicant to put the aforementioned invention into practice is the one that is clear from the present description of the invention.

Claims

1. A snowmobile for propelled movement with respect to the ground, characterized in that it comprises a plurality of ground contact members including an endless track positioned along a vertical longitudinal plane of the snowmobile's centerline having a lateral width, a left front ski positioned on a left side of the vertical longitudinal plane of the snowmobile's centerline, and a right front ski positioned on a right side of the vertical longitudinal plane of the snowmobile's centerline; a chassis supported by the plurality of ground contact members; a steering system supported by the chassis and operatively coupled to the left front ski and the right front ski for controlling a direction of travel of the snowmobile; a left ski suspension operatively coupled to the left front ski to the chassis;a right ski suspension operatively coupling the right front ski to the chassis; a track suspension operatively coupling the endless track to the chassis, the track suspension including a first adjustable damper, the first adjustable damper having at least one adjustable damping characteristic, the first adjustable damper being positioned laterally within the lateral width of the endless track; a plurality of sensors supported by the ground contact members; and at least one electronic controller operatively coupled to the first adjustable damper, the at least one electronic controller altering at least one damping characteristic of the first adjustable damper based on inputs from the plurality of sensors.

2. The snowmobile according to claim 1, characterized in that the first adjustable shock absorber of the first suspension is placed within an interior defined by the endless track.

3. The snowmobile according to any of the preceding claims, characterized in that the track suspension further comprises a second adjustable shock absorber having at least one adjustable damping feature, the second adjustable shock absorber being positioned laterally within the lateral width RPOP ίη / ZZΖΠZ / Β / YΥΙΛΙ 166 of the endless track, the first adjustable shock absorber being a front track adjustable shock absorber and the second adjustable shock absorber being a rear track adjustable shock absorber.

4. The snowmobile according to claim 3, characterized in that the second adjustable shock absorber of the track suspension is positioned within the interior defined by the endless track.

5. The snowmobile according to claim 3, characterized in that the second adjustable shock absorber of the track suspension is positioned outside the interior defined by the endless track.

6. The snowmobile according to claim 5, characterized in that the second adjustable shock absorber of the track suspension is positioned above the endless track.

7. The snowmobile according to any of claims 3-6, characterized in that the adjustable front track damper is positioned in front of the adjustable rear track damper.

8. The snowmobile according to any of the preceding claims, characterized in that the at least one electronic controller alters the at least one damping characteristic of the first adjustable damper while the snowmobile is moving with respect to the ground.

9. The snowmobile according to claim 8, characterized in that the at least one electronic controller alters a compression damping characteristic of the first adjustable damper.

10. The snowmobile according to claim 8, characterized in that at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber.

11. The snowmobile according to claim 8, characterized in that the at least one electronic controller alters both a compression damping characteristic of the first adjustable shock absorber and a rebound damping characteristic of the first adjustable shock absorber.

12. The snowmobile according to any of the preceding claims, characterized in that it further comprises a third adjustable shock absorber and a fourth adjustable shock absorber, the third adjustable shock absorber forming part of the left ski suspension by operatively coupling the left front ski to the chassis, and the fourth adjustable shock absorber forming part of the right ski suspension by operatively coupling the right front ski to the chassis. 168 13. The snowmobile according to any of the preceding claims, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper based on a longitudinal acceleration of the snowmobile.

14. The snowmobile according to any of claims 3-11, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper and a first damping characteristic of the second adjustable damper based on a longitudinal acceleration of the snowmobile.

15. The snowmobile according to claim 12, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber, a first damping characteristic of the second adjustable shock absorber, a first damping characteristic of the third adjustable shock absorber, and a first damping characteristic of the fourth adjustable shock absorber based on a longitudinal acceleration of the snowmobile.

16. The snowmobile according to any of claims 13-15, characterized in that the plurality of sensors measures the longitudinal acceleration of the 169 snowmobile.

17. The snowmobile according to any of claims 13-15, characterized in that the at least one electronic controller estimates the longitudinal acceleration of the snowmobile.

18. The snowmobile according to any of claims 13-15, characterized in that the at least one electronic controller provides for the longitudinal acceleration of the snowmobile.

19. The snowmobile according to any of claims 1-11, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper based on a pitching motion of the snowmobile vehicle.

20. The snowmobile according to any of claims 3-11, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper and a first damping characteristic of the second adjustable damper based on a vehicle pitching motion of the snowmobile.

21. The snowmobile according to claim 12, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber, a first damping characteristic of the second adjustable shock absorber, a first damping characteristic of the third adjustable shock absorber, and a first damping characteristic of the fourth adjustable shock absorber based on a foreseeable vehicle pitching motion of the snowmobile.

22. The snowmobile according to any of claims 12-21, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller alters a rebound damping characteristic for the third adjustable shock absorber and alters a rebound damping characteristic for the fourth adjustable shock absorber.

23. The snowmobile according to any of claims 12-21, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel at a generally constant longitudinal acceleration, the at least one electronic controller enhances a rebound damping characteristic for the third adjustable shock absorber and enhances a rebound damping characteristic for the fourth adjustable shock absorber. 171 24. The snowmobile according to any of claims 12-23, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller alters a compression damping characteristic for the third adjustable damper and alters a compression damping for the fourth adjustable damper.

25. The snowmobile according to any of claims 12-23, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal acceleration, the at least one electronic controller decreases a compression damping characteristic for the third adjustable shock absorber and decreases a compression damping for the fourth adjustable shock absorber.

26. The snowmobile according to claim 19, characterized in that the at least one electronic controller determines that the anticipated pitching motion of the vehicle indicates a backward pitching of the snowmobile and alters a compression damping characteristic of the first adjustable shock absorber. RPOP ίη / ZZΖΠZ / Β / YΙΛΙ 27. The snowmobile according to claim 19, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile and increases a compression damping characteristic of the first adjustable shock absorber.

28. The snowmobile according to any of claims 20, 26 and 27, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile and alters a compression damping characteristic of the second adjustable damper.

29. The snowmobile according to any of claims 20, 26 and 27, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile and increases a compression damping characteristic of the second adjustable shock absorber.

30. The snowmobile according to any of claims 20 and 26-30, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile and alters a rebound damping characteristic of the second adjustable shock absorber.

31. The snowmobile according to any of claims 20 and 26-30, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile and increases a rebound damping characteristic of the second adjustable shock absorber.

32. The snowmobile according to claim 21, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitch of the snowmobile, the at least one electronic controller increases a rebound damping characteristic for the third adjustable shock absorber, increases a rebound damping characteristic for the fourth adjustable shock absorber, alters the compression damping characteristic of the first adjustable shock absorber, and increases the compression damping characteristic of the second adjustable shock absorber.

33. The snowmobile according to any of claims 19-21 and 26-32, characterized in that the at least one electronic controller determines that the intended vehicle pitching motion indicates a backward pitch of the snowmobile based on an indication of an increase in the throttle.

34. The snowmobile according to any of claims 19-21 and 26-32, characterized in that the at least one electronic controller determines that the intended vehicle pitching motion indicates a backward pitching of the snowmobile based on an indication of an increase in engine torque.

35. The snowmobile according to any of claims 19-21 and 26-32, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a backward pitching of the snowmobile based on an indication of an increase in vehicle acceleration.

36. The snowmobile according to claim 12, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber and increases a compression damping characteristic for the fourth adjustable shock absorber.

37. The snowmobile according to one of claims 1-12 and 36, characterized in that at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller enhances a rebound damping characteristic for the first adjustable shock absorber.

38. The snowmobile according to any one of claims 1-12, 36 and 37, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller alters a compression damping for the first adjustable damper.

39. The snowmobile according to one of claims 3-12 and 36-38, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller enhances a rebound damping characteristic of the second adjustable shock absorber.

40. The snowmobile according to one of claims 3-12 and 36-39, characterized in that the at least one electronic controller determines that the snowmobile is expected to travel with a generally constant longitudinal deceleration, the at least one electronic controller alters a compression damping of the second adjustable damper.

41. The snowmobile according to claim 19, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitching of the snowmobile and alters a rebound damping characteristic of the first adjustable shock absorber.

42. The snowmobile according to claim 19, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitch of the snowmobile and increases a damping characteristic of the first adjustable damper.

43. The snowmobile according to any of claims 20, 41 and 42, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitch of the snowmobile and alters a rebound damping characteristic of the second adjustable shock absorber.

44. The snowmobile according to any of claims 20, 41 and 42, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitch of the snowmobile and increases a rebound damping characteristic of the second adjustable shock absorber.

45. The snowmobile according to any of claims 20 and 41-44, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitching of the snowmobile and alters a compression damping characteristic of the second adjustable damper.

46. ​​The snowmobile according to claim 21, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitch of the snowmobile, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber, increases a compression damping characteristic for the fourth adjustable shock absorber, alters a rebound damping characteristic of the first adjustable shock absorber, and alters a rebound damping characteristic of the second adjustable shock absorber.

47. The snowmobile according to claim 21, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitch 178 of the snowmobile, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber, increases a compression damping characteristic for the fourth adjustable shock absorber, increases a rebound damping characteristic of the first adjustable shock absorber, and increases a rebound damping characteristic of the second adjustable shock absorber.

48. The snowmobile according to any of claims 19-21 and 41-47, characterized in that the at least one electronic controller determines that the intended vehicle pitching motion indicates a forward pitch of the snowmobile based on an indication of a decrease in throttle.

49. The snowmobile according to any of claims 19-21 and 41-47, characterized in that the at least one electronic controller determines that the intended vehicle pitching motion indicates a forward pitch of the snowmobile based on an indication of a brake application.

50. The snowmobile according to any of claims 19-21 and 41-47, characterized in that the at least one electronic controller determines that the anticipated vehicle pitching motion indicates a forward pitching of the snowmobile based on an indication 179 of a decrease in vehicle acceleration.

51. The snowmobile according to claim 12, characterized in that the at least one electronic controller adjusts at least one of a first damping characteristic of the first adjustable shock absorber, a first damping characteristic of the second adjustable shock absorber, a first damping characteristic of the third adjustable shock absorber, and a first damping characteristic of the fourth adjustable shock absorber based on a turn of the snowmobile.

52. The snowmobile according to claim 51, characterized in that the at least one electronic controller adjusts at least one of the first damping characteristic of the first adjustable damper, the first damping characteristic of the second adjustable damper, the first damping characteristic of the third adjustable damper, and the first damping characteristic of the fourth adjustable damper based on the turning of the snowmobile corresponding to a tight turn entry.

53. The snowmobile according to one of claims 51 and 52, characterized in that the at least one electronic controller adjusts at least one of the first damping characteristic of the first adjustable damper, the first damping characteristic of the second adjustable damper, the first damping characteristic of the third adjustable damper, and the first damping characteristic of the fourth adjustable damper based on the snowmobile's turning time after entering a tight turn.

54. The snowmobile according to one of claims 51-53, characterized in that the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller increases a compression damping characteristic for the fourth adjustable shock absorber.

55. The snowmobile according to claim 54, characterized in that the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller decreases a compression damping characteristic of the fourth adjustable shock absorber.

56. The snowmobile according to any of claims 54 and 55, characterized in that the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller increases a rebound damping characteristic of the fourth adjustable shock absorber.

57. The snowmobile according to one of the 181 claims 44-56, characterized in that the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller decreases a compression damping characteristic of the first adjustable damper.

58. The snowmobile according to one of claims 44-57, characterized in that the at least one electronic controller determines that the snowmobile is making a left turn, the at least one electronic controller increases a rebound damping characteristic of the first adjustable shock absorber.

59. The snowmobile according to claim 51-53, characterized in that the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a compression damping characteristic for the third adjustable shock absorber.

60. The snowmobile according to claim 59, characterized in that the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller decreases a compression damping characteristic of the fourth adjustable shock absorber.

61. The snowmobile according to any of claims 59 and 60, characterized in that the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a rebound damping characteristic of the fourth adjustable shock absorber.

62. The snowmobile according to any of claims 59-61, characterized in that the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller decreases a compression damping characteristic of the first adjustable damper.

63. The snowmobile according to any of claims 59-62, characterized in that the at least one electronic controller determines that the snowmobile is making a right turn, the at least one electronic controller increases a rebound damping characteristic of the first adjustable shock absorber.

64. The snowmobile according to any of claims 1 and 2, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper to favor a lifting of the snowmobile skis.

65. The snowmobile in accordance with RPOP ίη / ZZΖΠZΖ / Β / YΥΙΛΙ claim 64, characterized in that a compression damping characteristic of the first adjustable damper is altered to favor a lifting of the snowmobile skis.

66. The snowmobile according to claim 65, characterized in that the compression damping characteristic of the first adjustable shock absorber is reduced to favor a lifting of the snowmobile skis.

67. The snowmobile according to claim 65, characterized in that the compression damping characteristic of the first adjustable shock absorber is increased to favor a lifting of the snowmobile skis.

68. The snowmobile according to claim 3, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper and a first damping characteristic of the second adjustable damper to favor a lifting of the snowmobile skis.

69. The snowmobile according to claim 68, characterized in that a compression damping characteristic of the second adjustable shock absorber is altered to favor the lifting of the snowmobile's skis and performing a wheelie. 184 70. The snowmobile according to claim 69, characterized in that the compression damping characteristic of the second adjustable shock absorber is reduced to favor the lifting of the snowmobile skis and doing the wheelie.

71. The snowmobile according to claim 68, characterized in that a rebound damping characteristic of the second adjustable shock absorber is altered to favor the lifting of the snowmobile skis and prevent wheelies.

72. The snowmobile according to claim 71, characterized in that the rebound damping characteristic of the second adjustable shock absorber is increased to favor the lifting of the snowmobile skis and prevent wheelies.

73. The snowmobile according to claim 12, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable shock absorber, a first damping characteristic of the second adjustable shock absorber, a first damping characteristic of the third adjustable shock absorber, and a first damping characteristic of the fourth adjustable shock absorber to favor a lifting of the snowmobile skis.

74. The snowmobile according to claim 73, characterized in that a compression damping characteristic of the second adjustable shock absorber is altered to favor the lifting of the snowmobile skis and performing a wheelie.

75. The snowmobile according to claim 74, characterized in that the compression damping characteristic of the second adjustable shock absorber is reduced to favor the lifting of the snowmobile skis and doing the wheelie.

76. The snowmobile according to any of claims 74 and 75, characterized in that a rebound damping characteristic of the third adjustable shock absorber is altered and a rebound damping characteristic of the fourth adjustable shock absorber is altered to favor lifting the snowmobile skis and performing a wheelie.

77. The snowmobile according to claim 76, characterized in that the rebound damping characteristic of the third adjustable shock absorber is reduced and the rebound damping characteristic of the fourth adjustable shock absorber is reduced to favor the lifting of the snowmobile skis and doing the wheelie.

78. The snowmobile in accordance with RPOP ίη / ZZΖΠZ / E / YΙΛΙ claim 73, characterized in that a rebound damping characteristic of the second adjustable shock absorber is altered to favor the lifting of the snowmobile skis and avoid a wheelie. 7 9. The snowmobile according to claim 78, characterized in that the rebound damping characteristic of the second adjustable shock absorber is increased to favor the lifting of the snowmobile skis and avoid wheelies.

80. The snowmobile according to any of claims 78 and 79, characterized in that a rebound damping characteristic of the third adjustable shock absorber is altered and a rebound damping characteristic of the fourth adjustable shock absorber is altered to favor the lifting of the snowmobile skis and avoid wheelies.

81. The snowmobile according to claim 80, characterized in that the rebound damping characteristic of the third adjustable shock absorber is increased and the rebound damping characteristic of the fourth adjustable shock absorber is increased to favor the lifting of the snowmobile skis and avoid wheelies.

82. The snowmobile according to any of claims 64-68, 71-73, and 78-81, characterized in that the damping characteristic of the first adjustable damper is set for a first condition and, subsequently, further adjustment is permitted based on the plurality of sensors.

83. The snowmobile according to any of claims 68, 71-73, and 78-81, characterized in that the damping characteristic of the first adjustable damper and the damping characteristic of the second adjustable damper are adjusted for a first condition and, subsequently, further adjustment is permitted based on the plurality of sensors.

84. The snowmobile according to any of claims 73 and 78-81, characterized in that the damping characteristic of the first adjustable damper, the damping characteristic of the second adjustable damper, the damping characteristic of the third adjustable damper, and the damping characteristic of the fourth adjustable damper are adjusted for a first condition and further adjustment is then permitted based on the plurality of sensors.

85. The snowmobile according to any of claims 73 and 78-81, characterized in that the damping characteristic of the first adjustable damper and the damping characteristic of the second adjustable damper are adjusted for a first condition and further adjustment is then permitted based on the plurality of sensors and the damping characteristic of the third adjustable damper and the damping characteristic of the fourth adjustable damper are adjusted for a second condition and further adjustment is then permitted based on the plurality of sensors.

86. The snowmobile according to any of claims 82-85, characterized in that the first condition is a timer duration.

87. The snowmobile according to any of claims 85 and 86, characterized in that the second condition is a duration of one second timer.

88. The snowmobile according to claim 1, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper in response to the snowmobile being in the air.

89. The snowmobile according to claim 88, characterized in that the setting of the first damping characteristic of the first adjustable damper depends on a time interval in which the snowmobile has been in the air.

90. The snowmobile according to any of claims 88 and 89, characterized in that the at least one electronic controller increases a compression damping characteristic 189 of the first adjustable damper in response to the snowmobile being in the air.

91. The snowmobile according to any of claims 88-90, characterized in that the at least one electronic controller continues to maintain the increased compression damping characteristic of the first adjustable damper for a first period of time after the snowmobile has landed.

92. The snowmobile according to any of claims 88-91, characterized in that the at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber in response to the snowmobile being in the air.

93. The snowmobile according to claim 92, characterized in that the adjustment of the rebound damping characteristic of the first adjustable shock absorber depends on a time interval in which the snowmobile has been in the air.

94. The snowmobile according to claim 92, characterized in that the at least one electronic controller increases the rebound damping characteristic of the first adjustable shock absorber during a first period of time after landing, following the snowmobile's landing. 190 95. The snowmobile according to claim 3, characterized in that the at least one electronic controller adjusts a first damping characteristic of the first adjustable damper and a first damping characteristic of the second adjustable damper in response to the snowmobile being in the air.

96. The snowmobile according to claim 95, characterized in that the setting of the first damping characteristic of the first adjustable shock absorber and of the first damping characteristic of the second adjustable shock absorber depends on a time interval in which the snowmobile has been in the air.

97. The snowmobile according to any of claims 95 and 96, characterized in that the at least one electronic controller increases a compression damping characteristic of the first adjustable shock absorber and increases a compression damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air.

98. The snowmobile according to any of claims 95-97, characterized in that the at least one electronic controller continues to maintain the increased compression damping characteristic of the first adjustable shock absorber and the increased compression damping characteristic of the second adjustable shock absorber for a first period of time after the snowmobile has landed.

99. The snowmobile according to any of claims 95-98, characterized in that the at least one electronic controller alters a rebound damping characteristic of the first adjustable shock absorber and alters a rebound damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air.

100. The snowmobile according to claim 99, characterized in that the adjustment of the rebound damping characteristic of the first adjustable shock absorber and the adjustment of the rebound damping characteristic of the second adjustable shock absorber depend on a time interval in which the snowmobile has been in the air.

101. The snowmobile according to claim 99, characterized in that the at least one electronic controller increases the rebound damping characteristic of the first adjustable shock absorber and increases the rebound damping characteristic of the second adjustable shock absorber during a first period of time after landing after the snowmobile has landed.

102. The snowmobile according to claim 12, characterized in that the at least one electronic controller adjusts a first damping characteristic of the third adjustable shock absorber, a first damping characteristic of the fourth adjustable shock absorber, a first damping characteristic of the first adjustable shock absorber, and a first damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air.

103. The snowmobile according to claim 102, characterized in that the setting of at least one of the first damping feature of the third adjustable shock absorber, the first damping feature of the fourth adjustable shock absorber, the first damping feature of the first adjustable shock absorber, and the first damping feature of the second adjustable shock absorber depends on a time interval in which the snowmobile has been in the air.

104. The snowmobile according to any of claims 102 and 103, characterized in that the at least one electronic controller increases a compression damping characteristic of the third adjustable shock absorber, increases a compression damping characteristic of the fourth adjustable shock absorber, increases a compression damping characteristic of the first adjustable shock absorber, and increases a compression damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air.

105. The snowmobile according to any of claims 102-104, characterized in that the at least one electronic controller continues to maintain the increased compression damping characteristic of the third adjustable shock absorber, the increased compression damping characteristic of the fourth adjustable shock absorber, the increased compression damping characteristic of the first adjustable shock absorber, and the increased compression damping characteristic of the second adjustable shock absorber for a first period of time after the snowmobile has landed.

106. The snowmobile according to any of claims 102-105, characterized in that the at least one electronic controller alters a rebound damping characteristic of the third adjustable shock absorber, alters a rebound damping characteristic of the fourth adjustable shock absorber, alters a rebound damping characteristic of the first adjustable shock absorber, and alters a rebound damping characteristic of the second adjustable shock absorber in response to the snowmobile being in the air.

107. The snowmobile according to claim 106, characterized in that the adjustment of the rebound damping characteristic of the third adjustable shock absorber and the adjustment of the rebound damping of the fourth adjustable shock absorber are adjusted in a first configuration in response to the snowmobile being in the air for less than a first duration of time and, in a second configuration, in response to the snowmobile being in the air for more than the first duration of time.

108. The snowmobile according to claim 107, characterized in that the at least one electronic controller increases the rebound damping characteristic of the third adjustable shock absorber and increases the rebound damping characteristic of the fourth adjustable shock absorber during a first period of time after landing after the snowmobile has landed in the second configuration.

109. The snowmobile according to claim 107, characterized in that one of the at least one electronic controller maintains or alters the rebound damping characteristic of the third adjustable shock absorber and one maintains or alters the rebound damping characteristic of the fourth adjustable shock absorber during a first period of time after landing after the snowmobile has landed in the first configuration.

110. The snowmobile according to claim 106, characterized in that the adjustment of the rebound damping characteristic of the first adjustable shock absorber and the adjustment of the rebound damping characteristic of the second adjustable shock absorber depend on a time interval in which the snowmobile has been in the air.

111. The snowmobile according to claim 106, characterized in that the at least one electronic controller increases the rebound damping characteristic of the third adjustable shock absorber, increases the rebound damping characteristic of the fourth adjustable shock absorber, increases the rebound damping characteristic of the first adjustable shock absorber, and increases the rebound damping characteristic of the second adjustable shock absorber during a first period of time after landing after the snowmobile has landed.

112. The snowmobile according to any of claims 1-111, characterized in that it further comprises a driver-operated suspension adjustment input, wherein the at least one electronic controller adjusts a damping characteristic of the first adjustable damper in response to a first activation of the driver-operated suspension input.

113. The snowmobile according to claim 112, characterized in that the at least one electronic controller increases the compression damping of the first adjustable shock absorber in response to the first activation of the driver-operated suspension input.

114. The snowmobile according to claim 112, characterized in that the driver-operated suspension adjustment input is supported by the steering system.

115. The snowmobile according to claim 114, characterized in that the driver-operated suspension adjustment input is located on a left-hand portion of a steering system handlebar.

116. The snowmobile according to claim 115, characterized in that the driver-operated suspension adjustment input can be moved along a longitudinal axis of the left-hand portion of the steering system handlebar.

117. The snowmobile according to any of claims 112-116, characterized in that a first driver-operated suspension adjustment input activation feature results in a first type of damping feature of the first adjustable damper and a second driver-operated suspension adjustment input activation feature results in a second type of damping feature of the first adjustable damper.

118. The snowmobile according to claim 117, characterized in that the first activation feature is a single reduction of a first time duration.

119. The snowmobile according to claim 118, characterized in that the second activation feature is a single reduction of a second time duration longer than the first time duration.

120. The snowmobile according to claim 118, characterized in that the second activation feature is a plurality of reductions within a first period of time.

121. The snowmobile according to any of claims 1-120, characterized in that it further comprises at least one mode input supported by the snowmobile, the at least one electronic controller selecting at least one damping characteristic of the first adjustable damper based on a mode selected with the at least one mode input.

122. The snowmobile according to claim 121, characterized in that an operator can select a first mode from a plurality of modes available with at least one mode input.

123. The snowmobile according to any of claims 1-122, characterized in that the plurality of sensors includes an internal measuring unit.

124. The snowmobile according to claim 123, characterized in that the internal measuring unit is located between a left ski knuckle and a rear end of a fuel tank supported by the plurality of ground contact members.

125. The snowmobile according to claim 123, characterized in that the internal measuring unit is located laterally within the lateral width of the endless track. 12 6. The snowmobile according to claim 123, characterized in that the internal measuring unit is located laterally within the lateral width of a snowmobile engine.

127. The snowmobile according to RPOP ίη / ZZΖΠZ / E / YΙΛΙ 199 claim 123, characterized in that the internal measuring unit is located between an engine and a rear end of a fuel tank, both supported by the plurality of ground contact members.

128. The snowmobile according to claim 123, characterized in that the internal measuring unit is supported by a tubular cover that covers the endless track. 12 9. The snowmobile according to claim 123, characterized in that the internal measuring unit is located vertically, in line with a steering column of the steering system.

130. The snowmobile according to claim 122, characterized in that the chassis includes a superstructure placed above a snowmobile engine and supporting a steering column of the steering system, wherein the internal measuring unit is located within an interior of the superstructure.

131. The snowmobile according to any of claims 123-130, characterized in that the internal measuring unit is mounted in a first portion of the snowmobile and is isolated from the vibrations of the first portion of the snowmobile to reduce engine vibrations.

132. The snowmobile according to any 200 of claims 123-131, characterized in that the internal measuring unit is integrated into at least one electronic controller.

133. The snowmobile according to any of claims 123-131, characterized in that the internal measuring unit is separate from the at least one electronic controller.

134. A method for controlling the driving characteristics of a snowmobile, characterized in that it comprises the steps of: monitoring with at least one electronic controller a plurality of sensors supported by the snowmobile while the snowmobile is moving; and adjusting with the at least one electronic controller at least one damping characteristic of an adjustable damper while the vehicle is moving, the adjustable damper being separate from a suspension of an endless track of the snowmobile.

135. The method according to claim 134, characterized in that it further comprises the step of maintaining at least one damping characteristic of the adjustable damper when the vehicle is stationary.

136. The method according to claim 134, characterized in that it further comprises the step of ceasing to adjust with the at least one electronic controller the 201 at least one damping characteristic of the adjustable damper when the vehicle is stationary.

137. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a longitudinal acceleration of the snowmobile.

138. The method according to claim 137, characterized in that at least one sensor measures the longitudinal acceleration of the snowmobile.

139. The method according to claim 137, characterized in that the at least one electronic controller estimates the longitudinal acceleration of the snowmobile.

140. The method according to claim 137, characterized in that the at least one electronic controller provides for the longitudinal acceleration of the snowmobile.

141. The method according to any of claims 138-140, characterized in that it further comprises the steps of: determining the longitudinal acceleration of the snowmobile 202 indicating an acceleration of the snowmobile; and changing a rebound damping characteristic of the adjustable damper.

142. The method according to any of claims 138-140, characterized in that it further comprises the steps of: determining the longitudinal acceleration of the snowmobile indicating an acceleration of the snowmobile; and changing a compression damping characteristic of the adjustable damper.

143. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on an anticipated pitching motion of the snowmobile.

144. The method according to claim 143, characterized in that it further comprises the steps of: determining the anticipated longitudinal pitching motion of the snowmobile indicating a backward pitching of the snowmobile; and increasing a compression damping characteristic of the adjustable damper.

145. The method according to claim 143, characterized in that it further comprises the steps of: determining that the anticipated longitudinal pitching motion of the snowmobile indicates a forward pitching of the snowmobile; and changing a rebound damping characteristic of the adjustable damper.

146. The method according to claim 143, characterized in that it further comprises the steps of: determining the anticipated pitching motion of the snowmobile indicating a forward pitching of the snowmobile; and changing a compression damping characteristic of the adjustable damper.

147. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a turn of the snowmobile.

148. The method according to claim 147, characterized in that the step of adjusting at least one damping characteristic based on the turning of the snowmobile includes the step of altering a compression damping characteristic of the adjustable damper.

149. The method according to claim 148, characterized in that the step of adjusting the at least one damping characteristic based on the turning of the snowmobile includes the step of decreasing a compression damping characteristic of the adjustable damper.

150. The method according to claim 147, characterized in that the step of adjusting at least one damping characteristic based on the turning of the snowmobile includes the step of altering a rebound damping characteristic of the adjustable damper.

151. The method according to claim 150, characterized in that the step of adjusting at least one damping characteristic based on the turning of the snowmobile includes the step of increasing a rebound damping characteristic of the adjustable damper.

152. The method according to claim 147, characterized in that the step of adjusting at least one damping characteristic based on the turning of the snowmobile includes the steps of decreasing a compression damping characteristic of the adjustable damper and increasing a rebound damping characteristic of the adjustable damper.

153. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on a braking of the snowmobile.

154. The method according to claim 153, characterized in that the step of adjusting at least one damping characteristic based on the braking of the snowmobile includes the step of altering a compression damping characteristic of the adjustable damper.

155. The method according to claim 153, characterized in that the step of adjusting at least one damping characteristic based on the braking of the snowmobile includes the step of decreasing a compression damping characteristic of the adjustable damper.

156. The method according to claim 153, characterized in that the step of adjusting at least one damping characteristic based on the braking of the snowmobile includes the step of altering a rebound damping characteristic of the adjustable damper. 206 157. The method according to claim 153, characterized in that the step of adjusting at least one damping characteristic based on the braking of the snowmobile includes the step of increasing a rebound damping characteristic of the adjustable damper.

158. The method according to claim 153, characterized in that the step of adjusting at least one damping characteristic based on the braking of the snowmobile includes the steps of decreasing a compression damping characteristic of the adjustable damper and increasing a rebound damping characteristic of the adjustable damper.

159. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is separate from the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic to favor a lifting of the snowmobile skis.

160. The method according to claim 159, characterized in that the step of adjusting at least one damping feature to favor the lifting of the snowmobile skis includes the steps of decreasing a compression damping feature 207 of the adjustable damper.

161. The method according to claim 160, characterized in that the step of adjusting at least one damping feature to favor the lifting of the snowmobile skis includes the steps of increasing a rebound damping feature of a second adjustable damper associated with the endless track suspension.

162. The method according to claim 134, characterized in that the step of adjusting with the at least one electronic controller the at least one damping characteristic of the adjustable damper that is a separate part of the suspension of the endless track of the snowmobile while the vehicle is moving, includes the step of adjusting the at least one damping characteristic based on whether the snowmobile is in the air.

163. The method according to claim 162, characterized in that the step of adjusting at least one damping characteristic based on whether the snowmobile is in the air includes the steps of increasing a compression damping characteristic of the adjustable damper.

164. The method according to claim 163, characterized in that a magnitude of the increase in the compression damping characteristic of the RPOP ίη / ZZΖΠZΖ / Β / YΥΙΛΙ 208 adjustable damper depends on a time interval in which the snowmobile has been in the air.

165. The method according to claim 163, characterized in that it further comprises the step of continuing to maintain the increased compression damping characteristic of the adjustable damper for a first period of time after the snowmobile has landed.

166. The method according to claim 165, characterized in that the step of adjusting at least one damping feature based on whether the snowmobile is in the air further includes the step of decreasing a rebound damping feature of the adjustable damper.

167. The method according to claim 166, characterized in that it further comprises the step of increasing the rebound damping characteristic of the adjustable damper for a second period of time after the snowmobile has landed.

168. The method according to claim 162, characterized in that the step of adjusting at least one damping characteristic based on whether the snowmobile is in the air includes the step of decreasing a rebound damping characteristic of the adjustable damper. RPOP ίη / ZZΖΠZ / E / YΙΛΙ 209 169. The method according to claim 168, characterized in that it further comprises the step of increasing the rebound damping characteristic of the adjustable damper for a second period of time after the snowmobile has landed.

170. A method for controlling a damping characteristic of at least one adjustable damper of a vehicle that is operated by a driver, characterized in that it comprises: receiving with an electronic controller a plurality of inputs from a plurality of sensors supported by the vehicle; predictively determining a longitudinal acceleration of the vehicle; and adjusting the damping characteristic of the at least one adjustable damper of the vehicle based on the predicted longitudinal acceleration of the vehicle.

171. The method according to claim 170, characterized in that it further comprises the steps of: predictively determining a longitudinal pitching motion of the vehicle; and adjusting the damping characteristic of at least one adjustable damper of the vehicle based on the predicted longitudinal pitching motion of the vehicle.

172. The method according to claim RPOP ii / ZZPZ / E / YILI 210 171, characterized in that the predicted longitudinal acceleration is determined by the steps of: determining a predicted power for a main drive of the snowmobile; determining a power output of the drivetrain based on the determined predicted power, the drivetrain including a CVT; determining a forward force of the snowmobile based on the determined power output of the drivetrain; determining a resultant forward force by subtracting at least one of a free deceleration force and an applied braking force from the determined forward force; and dividing the resultant forward force by a mass of the snowmobile to determine the predicted longitudinal acceleration of the vehicle.

173. A method for controlling a damping characteristic of at least one adjustable damper of a vehicle that is operated by a driver, characterized in that it comprises: receiving with an electronic controller a plurality of inputs from a plurality of sensors supported by the vehicle; predictively determining a longitudinal pitching motion of the vehicle; and adjusting the damping characteristic of the at least one adjustable damper of the vehicle based on the predicted longitudinal pitching motion of the vehicle.

174. A snowmobile for propelled movement with respect to the ground, characterized in that it comprises a plurality of ground contact members including an endless track positioned along a vertical longitudinal plane of the snowmobile's centerline having a lateral width, a left front ski positioned on a left side of the vertical longitudinal plane of the snowmobile's centerline, and a right front ski positioned on a right side of the vertical longitudinal plane of the snowmobile's centerline; a chassis supported by the plurality of ground contact members; a steering system supported by the chassis and operatively coupled to the left front ski and the right front ski for controlling a direction of travel of the snowmobile; a left ski suspension operatively coupled to the left front ski to the chassis;a right ski suspension operatively coupling the right front ski to the chassis; a track suspension operatively coupling the endless track to the chassis, the track suspension including a plurality of dampers, the plurality of dampers including a first adjustable damper, the first adjustable damper having at least one adjustable damping characteristic, the first adjustable damper being positioned laterally within the lateral width of the endless track and being the most forward of the plurality of dampers of the track suspension; a plurality of sensors supported by the ground contact members; and at least one electronic controller operatively coupled to the first adjustable damper, the at least one electronic controller altering at least one damping characteristic of the first adjustable damper based on inputs from the plurality of sensors.

175. The snowmobile according to claim 174, characterized in that the plurality of shock absorbers of the track suspension includes a second shock absorber placed within the lateral width of the endless track. 17 6. The snowmobile according to claim 175, characterized in that the second shock absorber is an adjustable shock absorber and the electronic controller RPOP ίη / ZZΖΠZΖ / Β / YΥΙΛΙ 213 is operatively coupled to the second shock absorber.

177. The snowmobile according to any of claims 174-176, characterized in that the left ski suspension includes a third adjustable shock absorber and the right ski suspension includes a fourth adjustable shock absorber, the electronic controller being operatively coupled to the third adjustable shock absorber and the fourth adjustable shock absorber.

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