Abstract: A system for detecting accelerator pedal failure in an accelerator pedal system including a vehicle control system, the pedal failure detecting system having an accelerator pedal; a pedal arm; a sensor configured to interpret a force applied to the accelerator pedal and further configured to transmit a signal as a sensor output to the vehicle control system, wherein the vehicle control system is configured to correlate the sensor output to an accelerator pedal position, and to indicate a failure condition when it is not feasible the to read the sensor output given the accelerator pedal position. A method for detecting accelerator pedal failure conditions in an accelerator pedal system.

Abstract: Methods and systems for correcting an estimated heading using a map are disclosed. Map data indicative of a map of an environment of a vehicle and data indicative of an estimated heading the vehicle is received. A sensor obtains first spatial data indicative of locations of objects in the environment relative to the vehicle at a first time. A first location of the vehicle on the map is determined based on the first spatial data. The sensor obtains second spatial data indicative of locations of objects in the environment relative to the vehicle at a second time. A second location of the vehicle on the map is determined based on the second spatial data. A heading correction of the vehicle is determined based on the estimated heading, the first location, the first time, the second location, and the second time, and a speed of the vehicle.

Abstract: A shift control system is mounted on a vehicle that includes a transmission. The transmission includes a multi-gear shifting mechanism. Also, the transmission is configured to shift a speed of rotational power from an engine in response to a shift request and to output the rotational power to a drive wheel side. The shift control system includes a detecting unit and a control unit. The detecting unit detects the shift request. When the detecting unit has detected a multiple-gear skip downshift request as the shift request from a first gear to a second gear, the control unit executes shift control that includes a skip shift from the first gear to a predetermined intermediate-speed gear and a sequential shift from the predetermined intermediate-speed gear to the second gear, the first gear been higher by multiple gears than the predetermined intermediate-speed gear.

Abstract: Determining remaining vehicle range by adjusting measured estimates on the fly accounting for road effects, the state of vehicle accessories, and other conditions.

Abstract: A method of executing a double transition shift in a transmission includes determining via a controller that one of four clutches involved in the shift has a clutch slip direction relative to input member rotation direction in one of the current gear and the commanded gear and an opposite clutch torque direction relative to input member torque direction in the other of the current gear and the commanded gear. The controller then calculates clutch torques for at least some of the offgoing clutches and at least some of the oncoming clutches, and controls torque at the offgoing clutches and the oncoming clutches during the shift according to the calculated clutch torques to ensure that the clutch with the opposite slip and torque directions does not provide reaction torque during the shift unless clutch slip across said one of the four clutches is zero or in the clutch torque direction.

Abstract: The control system for an automatic transmission may include, a detecting portion of driving information adapted to detect the driving information including a temperature of an engine coolant, temperature of a transmission oil, a positional change of an accelerator pedal, a current shift-speed, and driving speed. a control portion adapted to determine a virtual positional change of the accelerator pedal based on an actual positional change of the accelerator pedal and a tip-in speed transmitted from the detecting portion of driving information, to determine a target shift-speed according to the actual positional change of the accelerator pedal or the virtual positional change of the accelerator pedal and the driving speed, and to control a shift to the target shift-speed. an actuator adapted to engage the target shift-speed according to a control signal received from the control portion.

Abstract: A system for an autonomous vehicle is disclosed that combines information from single-channel encoders serving as wheel speed sensors on multiple wheels of the vehicle. A pattern of the outputs from the single-channel encoders is characterized while the vehicle is traveling in a first direction. A shift in the characterized pattern is associated with a change in direction of the autonomous vehicle. Such detection of changes in direction can be used to determine the position of the vehicle at low speeds or while starting and/or stopping where the vehicle can potentially rock back and forth.

Abstract: A motor assembly comprises an electric power train that is adapted to be connected to a power source and is also adapted to impart a torque to a wheel when the motor assembly is operating. The assembly further comprises a power determination means adapted to determine the amount of power supplied from the power source to the electric power train when the motor assembly is operating. In addition, the assembly comprises a rotational speed determination means adapted to determine a rotational speed of the wheel when the motor assembly is operating. Moreover, the assembly comprises a torque determination means adapted to determine a command torque value indicative of a requested torque to the wheel.

Abstract: A vehicle control system includes a control portion configured to determine a single parameter based on a running condition of a vehicle, and determine control amounts for a plurality of actuators provided in the vehicle based on the parameter. A relation of the control amount for each of the plurality of actuators to the parameter is predetermined. The control portion is configured to, when the parameter is determined, determine the control amounts for the respective actuators based on the parameter, and control the actuators based on the determined control amounts.

Abstract: In some examples, systems and techniques can determine a respective visit likelihood for each respective destination of a plurality of destinations based at least in part on a respective distance between the respective destination and a geographic location from a location history associated with a user and a comparison between a time associated with the geographic location and a visit likelihood distribution across time. The systems and techniques can then sort at least some of the plurality of destinations. In other examples, systems and techniques can determine whether a user is likely to visit a place during a future instance of a timeslot based at least in part on a location history associated with the user. The systems and techniques can then output information relating to the place prior to the beginning of the future instance of the timeslot.

Abstract: A system, method, and apparatus for detecting and reporting track defects while a train is in motion on railway tracks includes at least one defect sensor configured to sense an acceleration of at least a portion of the train; and at least one computer-readable medium. The at least one computer-readable medium comprises program instructions that, when executed by at least one processor, cause the at least one processor to: detect, while the train is in motion on the railway tracks, at least one track defect in the railway tracks based at least partially on the acceleration of the at least a portion of the train; and generate track defect data based at least partially on a location of the train when the at least one track defect is detected.

Abstract: A hydraulic system is disclosed. The hydraulic system may have a pump, a lift actuator, a lift valve arrangement, a tilt actuator, a tilt valve arrangement, and a tilt angle sensor configured to generate a first signal. The hydraulic system may further have at least one operator interface device movable to generate a second signal indicative of a desired lift velocity and a third signal indicative of desired tilt velocity, and a controller. The controller may be configured to command the lift valve arrangement to meter pressurized fluid based on the second signal, command the tilt valve arrangement to meter pressurized fluid based on the third signal and, when the first signal indicates that the actual tilt angle has entered a specified range of tilt angles during lifting, command the tilt valve arrangement to meter pressurized fluid based on the second signal as the actual tilt angle remains within the specified range.

Abstract: Touch or proximity sensors are integrated into control devices such as knobs, dials or wheels incorporated in a user control panel. A control output processor detects whether any of the sensors are outputting signals indicating that a control device is being touched (or nearly touched) by a user. The control output processor causes an associated display area to be highlighted or otherwise modified on a display screen to indicate to the user which control device is being touched. This feature allows for “no-look” interaction with control panels, and keeps the user's eyes focused on the relevant displays where the control devices produce effects. This allows users to preview and verify that the correct control device is being manipulated prior to taking any (potentially erroneous) control actions.

Abstract: A battery ECU detects a state of charge and a temperature of a power storage unit, and transmits the state of charge and the temperature to an HV-ECU. The HV-ECU calculates the charge/discharge allowable power of the power storage unit based on the state of charge and the temperature of the power storage unit, and sets control-specific charge/discharge allowable power by correcting the charge/discharge allowable power so as to limit the charge/discharge allowable power to be changed at a predetermined first change speed. The HV-ECU then determines the power target value in accordance with the request from the driver within the range of the control-specific charge/discharge allowable power.

Abstract: Estimating a vehicle's driving range by combined processing of measured and calculated range data. A measured range it is adjusted to account for processes not included in the original measurements. These adjustments may include changes in road surface, terrain elevation, aerodynamic drag, or other losses. The resulting model is thus relative to the conditions used in quantifying vehicle range by calculating contributions that either penalize or enhance the measured range. This method is implemented in a software system that can also provide real-time display of the range for both a single trip or a contour that illustrates what the range is for all directions.

Abstract: Disclosed herein is a motor control system and method for a vehicle with a transmission comprising for improving the quality of shifting, by improving precision in shifting control with precise and active motor torque control by calculating a maximum and a minimum motor torque in response to determining a power-on up-shift for increasing a shifting gear and a power-off down-shift for decreasing the shifting gear in shifting of the vehicle.

Abstract: Evaluation indication systems, methods, and programs display a current location of a host vehicle together with a map around the current location on a display unit. The systems, methods, and programs acquire a current evaluation that is an evaluation of a fuel efficiency level in a unit section of current travel of the host vehicle and a previous evaluation that is an evaluation of the fuel efficiency level in the unit section of previous travel previous to the current travel. The systems, methods, and programs acquire an achievement difficulty level of a target value of the fuel efficiency level, set on the basis of results of the fuel efficiency levels when a plurality of vehicles have travelled the unit section, and indicate the achievement difficulty level together with the current evaluation and the previous evaluation on the map.

Abstract: A machine includes a frame having ground engaging propulsion elements coupled therewith, and a hydraulically actuated implement system having a linkage, an implement coupled with the linkage, and a hydraulic actuator coupled with the linkage. The machine further includes a control system having an electronic control unit configured to receive an implement down force control command, and responsively adjust a pressure of hydraulic fluid in the hydraulic actuator such that the implement rests with controlled down force upon a substrate below the machine. The controlled down force may be less than a quiescent down force of the hydraulically actuated implement system. Related methodology is also disclosed.

Abstract: It is an object of the present invention to provide a controller for a steering apparatus having easy operation of an adjustment of a tilting angle. The steering apparatus comprises a tilting mechanism adjusting a tilting angle of a steering wheel, and an electrical motor driving the tilting mechanism. The controller for the steering apparatus 1 detects the tilting angle based on a rotational angle of the screw shaft. The controller defines the predetermined supplying current according to the detected amount of the tilting angle as the supplying current to the electrical motor.

Abstract: A convoy travel apparatus in a subject vehicle of a convoy transmits a convoy travel information, which includes the maximum allowable number and the currently-included number of vehicles in the convoy. The apparatus determines whether the subject vehicle is blocking a signal from a leader vehicle of the convoy in which the subject vehicle is traveling as a follower vehicle, where the signal being blocked by the subject vehicle may not reach a position of a rearmost vehicle in the convoy. When the subject vehicle is determined to be blocking the signal, the subject vehicle transmits the convoy travel information indicating that the subject vehicle as a leader vehicle (i.e., a representative leader vehicle) of the convoy, thereby enabling a newly-joining vehicle to receive the convoy travel information transmitted from the follower vehicle in the convoy.