Abstract: A system and a method of assisting a driver in driving an electric vehicle in a more environmentally efficient manner are disclosed. In particular, an information collecting section collects information operating the electric vehicle and a control logic section generates control logic and models related to route calculation to a destination and operation of the electric vehicle based on the collected information. A route setting section calculates a plurality of travel routes based on the control logic and the model related to the route calculation and sets an optimum travel route having the highest energy efficiency among the plurality of travel routes. A vehicle driving controller monitors the vehicle state and controls driving of the electric vehicle based on the control logic and the model related to the driving of the electric vehicle when the electric vehicle travels along the optimum travel route set by the route setting section.

Abstract: Provided is a high mobility railroad vehicle system configured to reciprocally carry out a direct drive between a non-electrically driven section and an electrically driven section without installing new facilities such as oil supply equipment and without considering distinction between the non-electrically and electrically driven sections. A railroad vehicle system is provided with an overall control apparatus to respectively control an external electric power supply means, an internal electric power supply means, an electricity storage means, electric power conversion means and a motor driving means. The railroad vehicle system judges or previously notifies as to whether the present driving railroad section is the electrically driven section or non-electrically driven section in accordance with driving position information received from a position information generation means such as a ground facility on a railroad equipped outside of the vehicle and a global positioning system (GPS).

Abstract: A navigation device includes a global navigation satellite system (GNSS) receiver for receiving GNSS signals broadcast by satellites of a GNSS, a receiver for receiving location information input by a user, time information and/or wireless network coverage information and a processing device. In at least one embodiment, the processing device is arranged to determine a seed position from the location information input by a user; time information and/or wireless network coverage information and controls the GNSS receiver to acquire GNSS satellites based on the determined seed position.

Abstract: A micro-mechanical resonator is provided. The micro-mechanical resonator comprises two masses coupled in the direction of a common axis by a spring structure. The spring structure comprises a spring that couples at least a first bar connected to the masses and a second bar extending in the motion axis direction, said spring being arranged to bend in a direction perpendicular to the motion direction of the motion axis. A micro-mechanical resonator matrix, a sensor and a navigation device are also provided.

Abstract: A safety arrangement (1) for a motor vehicle having an electric battery (2) and an occupant safety device (6) such as an airbag (7) or seat-belt pre-tensioner. The arrangement (1) having a crash sensor (10) responsive to acceleration, a battery sensor (13-17) arranged to monitor a battery parameter indicative of the condition of the battery, an actuator (8) for activating the occupant safety device (6), and a control unit (9) operable to receive and process signals (x,b) from both the crash sensor (10) and the battery sensor (13-17). The control unit (9) is operable to issue an actuating command to the actuator (8) to activate the occupant safety device (6) in response to a signal x from the crash sensor.

Abstract: When a rear wheel total drive force is smaller than a rear wheel drive force difference and the rear wheel drive force difference cannot be realized by setting a left-right distribution of the rear wheel total drive force, an inside wheel target drive force is set unconditionally to a minimum initial drive force required to prevent a three-wheel drive state and an outside wheel target drive force is set to a value equal to the sum of the initial drive force and the rear wheel drive force difference, which is a value with which the rear wheel drive force difference can be realized while the inside wheel target drive force is set to the initial drive force. In this way, a drive force distribution control apparatus gives priority to realizing the rear wheel drive force difference and emphasizes achieving a target behavior over achieving a four-wheel drive performance.

Abstract: The present invention discloses a vehicle emission monitoring device and a method thereof. The method of the present invention comprises steps: obtaining an OBS instantaneous fuel consumption and a carbon dioxide emission from an on-board emission measurement system (OBS); working out an OBS fuel consumption-carbon dioxide emission relationship with a statistical method or a regression method; obtaining an OBD instantaneous fuel consumption from an on-board diagnostic (OBD) system; establishing an OBS-OBD fuel consumption relationship; and converting the OBD instantaneous fuel consumption into an carbon dioxide emission according to the OBS-OBD fuel consumption relationship and the OBS fuel consumption-carbon dioxide emission relationship.

Abstract: A motor vehicle has a drive motor and a navigation system having a display for displaying a map image. The power consumption is displayable on the map image to optimize the power consumption of the drive motor.

Abstract: A motor is driven by the ?-axis current of a ?? coordinate system that is an imaginary rotating coordinate system. A command current value preparation unit sets the ?-axis command current value based on the command steering torque and the detected steering torque. The command current value preparation unit includes a command current increase/decrease amount calculation unit and an addition unit. The command current increase/decrease amount calculation unit calculates the current increase/decrease amount for the command current value based on the sign of the command steering torque and the deviation of the detected steering torque from the command steering torque. The current increase/decrease amount calculated by the command current increase/decrease amount calculation unit is added to the immediately preceding value of the command current value by the addition unit. Thus, the command current value in the present calculation cycle is calculated.

Abstract: A motor control unit controls a motor including a rotor and a stator facing the rotor. A current drive unit drives the motor at an axis current value of a rotating coordinate system that rotates in accordance with a control angle that is a rotational angle used in a control. An addition angle calculation unit calculates an addition angle to be added to the control angle. A control angle calculation unit obtains, at every predetermined calculation cycle, a present value of the control angle by adding the addition angle that is calculated by the addition angle calculation unit to an immediately preceding value of the control angle. A torque detection unit detects a torque that is other than a motor torque and that is applied to a drive target driven by the motor. A command torque setting unit sets a command torque to be applied to the drive target.

Abstract: A current increase-decrease amount (?I?*) computed by a command current increase-decrease amount computing unit is added to an immediately preceding value (I?*(n?1)) of a command current value (I?*) in an adder. The command current value (I?*) obtained by the adder is given to a high/low limit limiter. The high/low limit limiter limits the command current value (I?*), obtained by the adder, to a value between a low limit value (?min (?min?0)) and a high limit value (?max (?max>?min)). A high limit value setting unit obtains the high limit value (?max) corresponding to the vehicle speed detected by the vehicle speed sensor, from a vehicle speed-vs.-high limit value map set by a map creating/updating unit, and sets the obtained high limit value (?max) in the high/low limit limiter.

Abstract: When the estimated motor temperature becomes equal to or higher than the first predetermined temperature, an addition angle correction unit temporarily decreases the absolute value of the addition angle output from an addition angle limiter at time intervals. The addition angle correction unit makes the time interval shorter as the estimated motor temperature increases. When the time interval becomes equal to or shorter than the predetermined threshold, that is, when the estimated motor temperature becomes equal to or higher than the second predetermined temperature that is higher than the first predetermined temperature, the addition angle correction unit notifies a command current value changing unit of a current stop command. Thus, the ?-axis command current value is changed to 0, and therefore the steering mode is shifted to the manual steer mode.

Abstract: A method and structure of estimating traffic in a network. A real-time estimate of the network traffic is calculated, based on limited real-time data about the network traffic calculated in an offline phase and limited real-time data received in a real-time phase.

Abstract: A motor control unit controls a motor including a rotor and a stator facing the rotor. A current drive unit drives the motor at an axis current value of a rotating coordinate system that rotates in accordance with a control angle that is a rotational angle used in a control. An addition angle calculation unit calculates an addition angle to be added to the control angle. A control angle calculation unit obtains, at every predetermined calculation cycle, a present value of the control angle by adding the addition angle that is calculated by the addition angle calculation unit to an immediately preceding value of the control angle. An angular speed calculation unit calculates an angular speed of the rotor. An addition angle correction unit corrects the addition angle based on the angular speed calculated by the angular speed calculation unit. A filtering unit filters the angular speed calculated by the angular speed calculation unit.

Abstract: A motor controller controls a motor including a rotor and a stator opposed to the rotor. The motor controller includes an electric current driving unit which drives the motor with an axis electric current value defined in a rotating coordinate system defined with respect to a control angle that is a rotation angle for control, a control angle computing unit which computes a current value of the control angle by adding an addition angle to a previous value of the control angle in each predetermined computing cycle, and an addition angle computing unit which computes the addition angle according to a torque to be generated by the motor or a response of the motor to the axis electric current value.

Abstract: In a vehicle dynamic control platform arranged between a controlled object and an application, an availability obtainer obtains an availability corresponding to a controllable range of a second parameter of the controlled object, and outputs the availability of the second parameter of the controlled object to the application. The application is programmed to output the target value of the first parameter based on the availability of the second parameter of the controlled object. A comparator compares the target value of the first parameter with the availability of the second parameter when the target value of the first parameter is outputted from the application, and determines, based on a result of the comparison, whether to perform dynamic control of the vehicle by controlling the controlled object.

Abstract: An electric motor controller for controlling an electric motor that includes a rotor and a stator that faces the rotor. The electric motor controller includes a current drive unit; an addition angle calculation unit; a control angle calculation unit; a torque detection unit; a changing unit and a suspending unit.

Abstract: A motor control unit includes a detected steering torque correction unit that corrects the detected steering torque that is detected by a torque sensor and then subjected to a limitation process by a steering torque limiter. When the absolute value of the detected steering torque is equal to or smaller than a predetermined value, the detected steering torque correction unit corrects the detected steering torque to 0. When the absolute value of the detected steering torque is larger than the predetermined value, the detected steering torque correction unit outputs the detected steering torque without correction. A PI control unit calculates the addition angle based on the deviation of the control torque obtained through correction by the detected steering torque correction unit from the command steering torque.

Abstract: A system and method for allowing an operator to switch between remote vehicle tele-operation and one or more remote vehicle autonomous behaviors, or for implementing remote vehicle autonomous behaviors. The system comprises an operator control system receiving input from the operator including instructions for the remote vehicle to execute an autonomous behavior, and a control system on the remote vehicle for receiving the instruction to execute an autonomous behavior from the operator control system. Upon receiving the instruction to execute an autonomous behavior, the remote vehicle executes that autonomous behavior.

Abstract: A driving assistance device includes an operation prediction unit and a travel trajectory generation unit. The operation prediction unit predicts that a driving operation is to be performed by a driver of a vehicle before the driver performs the driving operation. The travel trajectory generation unit generates a target travel trajectory of the vehicle based on a prediction result of the driving operation that has been predicted by the operation prediction unit.