Abstract: In an in-vehicle terminal (2), an operation data acquisition unit acquires operation data of a vehicle. Notification condition information specifying one of pieces of the operation data to be transmitted to the outside is stored in a storage unit. A notification determination unit reads out the latest notification condition information from the storage unit, and determines whether the operation data acquired by the operation data acquisition unit satisfies notification conditions specified by the read out notification condition information. An in-vehicle terminal transmitter-receiver transmits operation data determined to satisfy the notification conditions by the notification determination unit to an operation management terminal (3). At the time of updating the notification conditions, the operation management terminal (3) generates notification condition information according to settings from a user, and this information is transmitted to the in-vehicle terminal (2) via a center unit (4).

Abstract: In an in-vehicle terminal (2), an operation data acquisition unit acquires operation data of a vehicle. Notification condition information specifying one of pieces of the operation data to be transmitted to the outside is stored in a storage unit. A notification determination unit reads out the latest notification condition information from the storage unit, and determines whether the operation data acquired by the operation data acquisition unit satisfies notification conditions specified by the read out notification condition information. An in-vehicle terminal transmitter-receiver transmits operation data determined to satisfy the notification conditions by the notification determination unit to an operation management terminal (3). At the time of updating the notification conditions, the operation management terminal (3) generates notification condition information according to settings from a user, and this information is transmitted to the in-vehicle terminal (2) via a center unit (4).

Abstract: An off-lane alarm apparatus is disclosed in which upon the increase of the height of a pickup sensor mounted on a car, the increased portion is provided for an image processing device. The image processing device then determines a necessary outside area of a predetermined lane width with other input or switched data to mask an image portion corresponding to the necessary outside area for the car's off-lane detection.

Abstract: An off-lane alarm apparatus quantizes an image signal provided from a line camera mounted on a car roof is into a corresponding binary image by an image processing device to detect a lane on a road surface, so that an alarm is generated when an off-lane state of the car from the lane is detected. After mounting a line camera on a car, markers preset at predetermined positions outside of the car are shot and preliminarily stored as binary image signals and the positional information is used as car side positional information for alarm determinations.

Abstract: An image detection system for a car arranged such that only when the drive angle of a wiper of the car resides within a predetermined image pickup angle range or a predetermined image pickup angle range corrected according to the pan angle of a TV camera unit, a change-over switch is controlled to change over to the side of an image storage from which static image data are provided as outputs. Alternatively, it can be arranged such that a masking range the wiper crosses in all of the scanning lines, of an image in front of the wiper, perpendicular to the moving direction of the wiper is determined from a drive angle of the wiper and only the image of the scanning lines for the wiper is masked and substituted by blank data or static update data.

Abstract: Distance measuring equipment for a car arranged such that a wiper is driven only when a light reflection condition of a non-reflecting protective glass is detected with the light input/output to the glass. Additionally, it can be arranged such that the measuring operation is interrupted only when a driving angle of the wiper resides in a predetermined measuring angle range on the protective glass.

Abstract: A power supply device for use on a motor vehicle includes a charging power supply such as an alternator or a battery, a plurality of capacitors, chargeable by the charging power supply, for supplying stored electric energy to an electric load such as an engine starter, and a successive charging control circuit arrangement for successively charging the capacitors, one by one, with the charging power supply.

Abstract: An engine preheating system preheats an engine such as a diesel engine efficiently and quickly with heating members such as self-temperature-controlling glow plugs. When the engine is to be preheated quickly, a voltage to be applied to the heating members is increased by electric energy stored in a capacitor capacitors, and a large current is supplied to the heating members to preheat the engine in a short period of time.

Abstract: A motor vehicle power supply device includes an alternator drivable by an engine mounted on a motor vehicle, a battery chargeable by electric energy generated by the alternator, a capacitor connected to the alternator and the battery, and a charging speed varying circuit arrangement connected between the capacitor, and the alternator and the battery, for varying the speed at which the capacitor is charged. The charging speed varying circuit arrangement is controlled to vary the speed at which the capacitor is charged, depending on the operating condition of the motor vehicle.

Abstract: An automatic clutch control apparatus controls a clutch on a motor vehicle based on a learned position to fully engage the clutch and a learned position to start engaging the clutch. The automatic clutch control apparatus includes means for determining a basic amount of engagement of the clutch based on operating conditions of the motor vehicle, and means for determining an adjusting amount corresponding to the difference between the position to start engaging the clutch and the position to fully engage the clutch. The basic amount of engagement of the clutch is corrected by the adjusting amount to determine an amount of engagement of the clutch.

Abstract: A motor vehicle is controlled to run at a constant speed by calculating a target engine rotational speed based on a preset vehicle speed and a gear position of a transmission, determining an upper limit for the amount of fuel to be supplied to maintain the target engine rotational speed, and controlling the amount of fuel to be supplied below an upper limit based on the difference between the preset vehicle speed and the speed at which the vehicle is running.

Abstract: Basic clutch control data is stored in an electronic control unit which controls a clutch actuator. An automatic clutch control apparatus has a setting unit for setting an amount of fine adjustment of an amount or speed of engagement of a clutch. The basic clutch control data is corrected by an amount of fine adjustment set by the setting unit for controlling the operation of the clutch.

Abstract: A control apparatus is provided for maintaining a braking force in an automotive vehicle for calculating the rate at which vehicle velocity decreases when braking is applied, and for inhibiting braking force maintenance control within a predetermined period of time after brake release when the rate of velocity decrease exceeds a predetermined value. The braking force maintaining function is prevented from operating erroneously by distinguishing between a state in which the vehicle is at rest and a state in which the vehicle wheels are locked up.

Abstract: An electronic gear transmission control apparatus commands an optimum gear position based on a shift schedule map according to a vehicle speed and an accelerator opening. When an upshift over two or more gear positions is commanded on the basis of the shift schedule map, a gear shift to the commanded gear position is restrained, and a gear shift to a gear position which is one gear position higher than the present gear position is effected for a prescribed period of time.

Abstract: A brake force retaining control apparatus operates on the principle that an amount of depression of an accelerator pedal 20 varies with an angle of inclination of a road surface upon which a motor vehicle starts moving. An appropriate clutch position CLTi for releasing the motor vehicle brake is thereby established according to the amount of accelerator pedal depression. The brake force applied to the motor vehicle is released when a clutch 11 reaches the clutch position CLTi while the driver is depressing the accelerator pedal 20 and the clutch 11 is being automatically shifted from a disengaged position to an engaged position.

Abstract: A control apparatus for an automotive clutch sets engine rotational speeds set for respective gear positions for disengaging the clutch, and disengages the clutch when the engine rotational speed drops below the set engine rotational speed corresponding to a present gear position at the time a braking force is higher than a preset value upon actuation of a brake. The control apparatus determines a rate of reduction of the engine rotational speed when the brake is actuated, and disengages the clutch when an integrated value of the rate of reduction of the engine rotational speed corresponds to one of preset values set for the respective gear positions.

Abstract: The number of steps required for a step motor to reach a target load is computed by dividing in proportion the number of steps required for the step motor to move a fuel metering member to move from an idle position to a full-load position by a ratio between a target load value of an electric command given by fuel supply command means such as an accelerator pedal to an internal combustion engine and a maximum value of the electric command. The step motor is driven by the computed step number to correct variations in the characteristics of the fuel supply command means. The number of load estimation steps for the step motor driven by drive means is determined by dividing in proportion an electric maximum command given from the fuel supply control means by a ratio between the actual amount of rotation of the step motor and the amount of rotation from the idle position to the full-load position, and a step-out condition of the step motor is detected from the estimation step number.