Abstract: A method for automatically adjusting a vehicle stability enhancement (VSE) system is disclosed. The VSE system is used in conjunction with a steering system having a plurality of driver-selectable steering modes associated therewith. In an exemplary embodiment, the method includes configuring a reference model within the VSE system to generate desired vehicle handling aspects, the desired vehicle handling aspects being a function of one or more driver inputs to the steering system. Then, a determination is made as to which of the plurality of driver-selectable steering modes is activated, wherein each of the desired vehicle handling aspects generated is made further dependent upon a specific steering mode selected.

Abstract: A method for controlling the handling characteristics of a vehicle, including the steps of ascertaining setpoint values that are associated with specific controlled variables, and measuring forces at wheels of the vehicle, the controlled variables being forces or torques, actual values associated with the setpoint values being calculated from the forces measured at the wheels of the vehicle, and the ascertained setpoint values and the calculated actual values being used as input values of a control system. Also described is a system for controlling the handling characteristics of a vehicle.

Abstract: A device for classifying persons or objects, in particular for occupant classification in a motor vehicle, includes an arrangement for acquiring characteristic data on the person to be classified or the object to the classified; at least one algorithm for extracting features from the instantaneously acquired characteristic data; at least one filter for determining the classification of the person or the object from the instantaneously extracted features, taking into account the time progression of the features extracted for the person to be classified or the object to be classified; and a first counter for initiating the resetting of the filter when the algorithm, during the first time interval specified by the first counter, has exclusively provided features for the non-presence of a person or an object, so that the resetting behavior of the algorithm, or the filter downstream from the algorithm, may be decoupled from the output of the determined classification in a simple manner.

Abstract: The invention relates to a control circuit for at least one passenger protection system (6-8) in a motor vehicle, comprising a plurality of sensors for detecting a respective parameter of the motor vehicle, and an evaluation unit connected to the sensors at the input side and adapted to produce, in accordance with the measured parameters, a release signal (Enable1) activating the passenger protection device in the case of an accident. The control circuit further comprises a check unit (10) connected to the sensors at the input side and adapted to check the mutual plausibility of the parameters measured by the sensors and to output a first disable signal (Error) for the passenger protection device in the case of an incorrect plausibility check.

Abstract: A vehicle control system (10) including a vehicle motion control subsystem (12) that has an input receiving an intended driving demand (14) and a plurality of coordinator subsystems (16) for coordinating actuators of the vehicle. The vehicle motion control subsystem (12) communicates with the coordinator subsystems (16) to determine whether a single coordinator subsystem (16) can carry out the intended driving demand (14). The vehicle motion control subsystem (12) will distribute demand signals among one or more of the coordinator subsystems (16) to allow the vehicle to implement the intended driving demand (14).

Abstract: PDA devices, systems, functional data and methods are provided for biasing an active location to an acceptable location within a planned route of a map. A PDA with map biasing capabilities includes a processor communicating with a memory. In biasing a map, an active position and a planned position are received, and an active score and a planned score are associated with each position, respectively. The active position is checked to ensure it falls within a second range, and if it does the active score is made to fall within a first range associated with the planned score, such that the active position is biased to appear as if it were the planned position.

Abstract: A method of obtaining data for a geographic database is disclosed. Data indicating a plurality of locations along roads including data indicating altitudes at the plurality of locations is provided. Road grade values for a plurality of subsections of the road are computed; each of the subsections is a portion of the road between two of the locations. A plurality of temporary change points are identified as joining two adjacent subsections having road grade values that differ by a value greater than a predetermined amount. Road grade values for each part of the road between adjacent temporary change points are computed. Consecutive parts of the road having road grade values that falls within a predetermined range are grouped into at least one constant road grade section. The geographic database stores data that define the constant road grade section.

Abstract: The device according to the invention relates to a device for detecting a risk of aquaplaning which arises during the driving mode of a vehicle. The device contains for this purpose first means which determine a first propulsion variable which describes the propulsion of the vehicle which is to be expected on the basis of the operating state of the engine and/or of the drive train. In addition the device contains second means which determine a second propulsion variable which describes the propulsion occurring during the driving mode of the vehicle and which arises due to the longitudinal acceleration acting on the vehicle. The presence of the risk of aquaplaning is inferred as a function of a deviation between the first propulsion variable and the second propulsion variable.

Abstract: In a navigation system, display screen handling PG 2032 prepares hierarchically a plurality of operation screens to receive the setting from the operator, and changes the operation screen displayed on display 208 according to the content of the operation to operation button group 207 by the operator, the operation screen under the display, and said layered structure. Further, communication control PG 2032 controls cellular phone 30 through cellular phone IF 204 when it is necessary to receive the information from the information service center 10 in order to process according to the setting given by the operator through each of a series of operation screens displayed on display 208, and establishes the communication line between information service center 10 and this system. And, after information is received, the communication line is cut off.

Abstract: A method for reducing repetitive false alarm indications in a vehicle impact detection system for a host vehicle includes generating false alarm positional information corresponding to a detected object determined to be a false alarm. The false alarm is determined subsequent to an issued warning to a driver, and the false alarm positional information is stored in a database. The false alarm positional information in the database is further evaluated to determine, based on predefined removal criteria, whether any of the false alarm positional information in the database is to be removed therefrom. The false alarm positional information remaining in the database is used to inhibit the issuance of a warning to a driver of the host vehicle.

Abstract: A wireless transmitting/receiving system preferably operable between first and second vehicles is provided which enables the second vehicle to replicate the lighting condition of the first vehicle. In one embodiment, the replication is accomplished through a connection to the second vehicles lighting system. In another embodiment, replication is accomplished through a separate light bar mounted to the second vehicle.

Abstract: By calculating energy used by friction brake equipment, the amount of friction brake shoe/pad wear is monitored. As amount of energy supplied reaches a percentage of the friction brake shoe/pad energy design limit, and indication for inspection is provided. If the supplied friction energy continues to increase the brake material must be replaced. The software logic limits are tunable for custom configuration by maintainace personnel. This invention measures amount of friction effort supplied with respect to time and distance in a software controller brake system and allows the software to determine when the friction brake material must be replaced on actual data and avoids costly damage from braking with worn out shoes/pads. This invention annunciates through the software when the friction material requires inspection and replacement and provides software logic to indicate remaining material thickness.

Abstract: A name of a thoroughfare is identified from at least one name for the thoroughfare in reference to a set of criteria. In one example, the set of criteria includes whether or not the thoroughfare is an interstate, whether or not a name is shielded, has a suffix, and/or has an identified prefix. Interstate thoroughfares are often identified by a shielded name of the interstate thoroughfare, and non-interstate thoroughfares are often identified by a non-shielded name of the non-interstate thoroughfare. The identified name includes a name which is most recognized or well-known for navigating.

Abstract: A power steering system capable of preventing an unnecessary standby flow produced in high speed travel. A controller C determines a basic current instruction value Id based on a current instruction value I1 in accordance with a steering angle detected by a steering angle sensor 14, a current instruction value I2 in accordance with a steering angular velocity and current instruction values I5, I6 in accordance with a vehicle speed, and adds a standby current instruction value Is to the basic current instruction value Id, and outputs the resultant value of the addition as a solenoid current instruction value SI, and changes the standby current instruction value Is on the basis of the vehicle speed.

Abstract: Devices, systems, functional data and methods are provided for biasing an active location to an acceptable location within a planned route of a map. The navigational device with map biasing capabilities includes a processor communicating with a memory. In biasing a map, an active position and a planned position are received, and an active score and a planned score are associated with each position, respectively. The active position is checked to ensure it falls within a second range, and if it does the active score is made to fall within a first range associated with the planned score, such that the active position is biased to appear as if it were the planned position.

Abstract: A power steering system includes at least one motor to assist the operator of a vehicle in turning the wheels and steering the vehicle and at least one computer or microprocessor controller. One of the processors adjusts the motor assist torque to reduce the driver effort based on specified requirements defined by boost curves. A second microprocessor controller uses an algorithm to calculate the output of the power steering motor, and compare the relationship between the driver torque and the power assist torque. If the relationship between the two is out of specified bounds, then the power steering assist is deemed inappropriate and the power system may go to a power-off state to assure that the motor does not generate an undesirable torque that has not been requested by the driver.

Abstract: In a swarm weapon system, decision-making processes are described for the organization of mobile robotic vehicles (MRVs). After MRV drone sensor data is provided to a lead MRV, an initial decision is made by the lead MRV as a result of the selection of a winning simulation that provides the best opportunity for success of a mission. Once this decision is made, actions are organized for the MRVs, which provide feedback for the continuation of the process until the mission is completed.

Abstract: Operating range of feedback in CVT ratio control has been extended by use of stabilized values as an actual value of CVT ratio. The actual value of CVT ratio is derived from first and second pulse train signals provided by input and output speed sensors. Updating of rotational speed of the input member is repeated at intervals governed by the first pulse train. Updating of rotational speed of the output member is repeated at intervals governed by the second pulse train. Updating of an old value of a ratio between the latest value of the rotational speed of the input member and the latest value of the rotational speed of the output member to a new value thereof is repeated each time immediately after the rotational speeds of the input and output members have been updated since the latest updating of an old value of the ratio.

Abstract: In a main device, a processor receives information about a destination point, and further generates guide image data representing a guide image for guiding a user who is driving a vehicle. A display unit displays the guide image generated by the processor, thereby guiding the driving user to the destination point. When it is determined, while guiding the driving user, that the user is going to get off the vehicle, the processor generates navigation data Dnvg including the information about the destination point, and transfers the navigation data to a sub-device. In the sub-device, a processor generates, based on the received navigation data Dnvg, guide image data for outside of the vehicle representing a guide image for guiding the user who is traveling to the destination point on foot. A display unit displays the guide image generated by the processor. Thus, it is possible to provide a navigation system that is convenient to use.

Abstract: A center differential limiting control unit calculates and sets a vehicle speed, a target difference in a rotational speed between front and rear axle shafts, a control start difference in the rotational speed, and an actual difference in the rotational speed, respectively. Then, when the actual difference is large than the control start difference, it is determined that a front and rear axle shaft control start condition is established, and front and rear axle shaft differential limiting torque is calculated according to the actual difference and the target difference. In contrast, when the actual difference is smaller than the control start difference, it is determined that the front and rear axle shaft control start condition is not established, and an integral term in the front and rear axle shaft limiting torque and control is set to 0.