Abstract: A plate type tension sensor having apertures, a spring structure, and a gap are provided. The spring structure allows the apertures to move relative to each other as tension is applied to a seat belt to which the plate is attached. The movement changes the width of the gap. The tension applied to a vehicle restraint system may be determined based on the gap width.

Abstract: A utility vehicle includes front and rear ground-engaging members configured to contact a ground surface, a drivetrain assembly operably coupled to the ground-engaging members, and a frame supported by the ground-engaging members and extending along a longitudinal axis of the utility vehicle. The utility vehicle also includes a rear cargo bed assembly supported by the frame and extending over a portion of the rear ground-engaging member. The rear cargo bed assembly has a rear platform with at least a first seating position. Additionally, the utility vehicle includes a rear cab frame assembly with an upright position and a collapsed position. The vehicle has a first height from the ground surface when the rear cab frame is in the upright position and a second height from the ground surface less than the first height when the rear cab frame is in the collapsed position. The second height is 72-84 inches.

Abstract: A steering wheel unit with a steering wheel body and an air bag module arranged on the steering wheel body and can be depressed on the steering wheel body in an axial direction. Positioning units position the air bag module on the steering wheel, including a first positioning unit (P1, P1?, and P1?), a steering wheel side positioning element with at least one rigid level positioning surface (29a, 29a?, 29a?), and an air bag module side positioning element with at least one rigid positioning mating surface (74a, 74a?, 74a?). The positioning surface and the positioning mating surface are parallel to and abut one another when the air bag module is not depressed. The positioning surface (29a, 29a?, and 29a?) and the positioning mating surface (74a, 74a?, and 74a?) are angled toward one another with respect to a reference plane (BE) which is perpendicular to the axial direction.

Abstract: An air bag is configured such that, at the time of expansion of the air bag, the air bag partially breaks a seat cover and then jumps out of a seat while the air bag pushes aside a first unfolding portion and a second unfolding portion so as to jump out from a jump-out portion. The first unfolding portion and the second unfolding portion are separated from each other by the jump-out portion. At least part of the jump-out portion, the first unfolding portion, and the second unfolding portion are placed in succession without providing any gap therebetween, when viewed from that front side of the seat pad which faces an outside of the seat.

Abstract: A vehicle seat includes: a seat pad; and an air bag placed on a back side of the seat pad and configured to be expandable. The seat pad includes a jump-out portion and an unfolding portion extending. When the air bag jumps out, the unfolding portion is pushed aside while deforming in a bending manner from a part serving as a base point at the time when the unfolding portion is pushed aside by the air bag. The unfolding portion includes a deformable portion that is easy to deform as compared with other parts of the unfolding portion, the deformable portion being placed at the part serving as the base point, and at the time when the air bag jumps out, the deformable portion deforms so as promote the unfolding portion to deform in a bending manner so that the unfolding portion is pushed aside toward the one side.

Abstract: A clip includes a clip main body. The clip main body has a pair of locking pawls which are deformable in a direction in which they approach each other. The pair of the locking pawls have internal side faces opposed to each other. A projection/recess is provided on at least part of the internal side face of the pair of the locking pawls. A projection portion of the projection/recess of the locking pawl on one side is opposed to a recess portion of the projection/recess of the locking pawl on the other side.

Abstract: An airbag for a knee airbag apparatus which is rapidly deployed upward between the knees of a passenger and instrument panel includes a front panel; a rear panel coupled to the front panel to form an inflation chamber; and a hinge portion having a thin inflation thickness at a position corresponding to a housing connecting portion, at which the instrument panel is coupled to the housing, when the airbag is inflated.

Abstract: A number of variations may include a product comprising an airbag cushion constructed and arranged to provide an occupant with at least one of head, shoulder, or torso coverage, wherein the airbag cushion comprises an upper chamber and a lower chamber, and wherein the lower chamber is constructed and arranged to overlap at least a portion of a center console in a vehicle when the airbag cushion is in a deployed condition.

Abstract: A side airbag deployment direction control structure includes an airbag module installed at the vehicle width direction outer side of a door-side side frame portion. During inflation and deployment of a side airbag of airbag module, a stitched portion between a front cover and a front side cover of a seat cover ruptures under inflation pressure of the side airbag. This forms an opening for the side airbag to inflate and deploy to the outer side of a seatback. Note that the stitched portion is provided further to the seat width direction inner side than a center of the inflator. Further, a reaction force plate is positioned at the vehicle width direction outer side of the airbag module and includes a side reaction force face of which a front end portion extends further toward the vehicle front side than the airbag module and the door-side side frame portion.

Abstract: An apparatus (12) provides inflation fluid for inflating an inflatable vehicle occupant protection device (14). The apparatus (12) includes a primary housing (20), a primary inflation fluid source (100), a secondary housing (70), and a secondary inflation fluid source (200). The primary housing (20) is constructed from sheet metal by stamping. The primary inflation fluid source (100) is located in the primary housing (20). The primary inflation fluid source (100) is actuatable to effect a primary flow of inflation fluid out of the primary housing (20) to inflate the inflatable device (14). The secondary housing (70) is constructed from sheet metal by stamping. The secondary housing (70) is disposed within the primary housing (20). The secondary inflation fluid source (200) is located in the secondary housing. The secondary inflation fluid source (200) is actuatable to affect a secondary flow of inflation fluid to supplement the primary flow of inflation fluid.

Abstract: A vehicle seatbelt apparatus includes a seatbelt web wrapped in a reel around a motor-rotated shaft. A latch is selectively engageable with the reel to lock a seatbelt retractor from movement in one direction while allowing movement of the retractor under motor rotation of the shaft in response to pre-crash vehicle braking deceleration, a vehicle downhill angle or a vehicle lateral “g” force exceeding a threshold. When a retractor locked position is detected, the motor is activated to retract the seatbelt web for a predetermined time period to urge the passenger toward a center upright position in a vehicle seat.

Abstract: A pedal lock includes an elongate frame. A first locking mechanism operating a swivel bar pivoted at distal end of the elongate frame is installed. The swivel bar is pivotable in quarter turns between a horizontal first position, in which the pedal is locked, and a second vertical unlocked position. A mounting member extends from the elongate frame to anchor onto a fixed part of a vehicle body to immovably affix the pedal lock relative to the vehicle. A first and second lock can be provided to secure the pedal lock in the locked position. A sliding mechanism enables a single step hand actuation to simultaneously lock both locks. To unlock, each of the two locks can be unlocked individually by key before the pedal lock can be released.

Abstract: A method for preventing a telematics remote control vehicle from being externally hacked includes receiving a remote control command by a telematics multimedia unit (TMU). When the remote control command is received, whether the remote control command is appropriate or not is determined by the TMU. When the remote control command is appropriate the remote control command is transmitted to a corresponding device by the TMU. When the remote control command is not appropriate, an internal device related to transception of the remote control command is reset and initialized by the TMU.

Abstract: A recovery system and method with repeating communication functionality includes a station configured to send a first message and at least a first remote transmitting unit responsive to the central station and configured to transmit a second message to a locating unit. At least a second remote transmitting unit includes a receiver which receives the second message, a controller configured to process the second message, and a transmitter for transmitting a third message to the locating unit.

Abstract: A theft deterrence, prevention, and recovery system for use in monitoring a theft status of a vehicle includes a cabin module positioned in the interior cabin of a vehicle, the cabin module having a memory, a processor, and an input device such as a touch screen display. The cabin module may include a camera configured to record video in the cabin vehicle and a cabin microphone configured to record audio in the vehicle cabin. The input device may be activated by a driver to indicate the immediate occurrence of an emergency event—such as a carjacking. If the input device is activated, the camera, microphone, and a global position (GPS) device may be activated. Collected data may be transmitted, such as by cellular or electromagnetic infrared signals. A vehicle smoke sensor may also be included.

Abstract: An HVAC device including a compressor and a first blower disposed along ventilation pipes for taking in interior air of the vehicle through a duct in communication with the first blower. An evaporator and dehumidifying member may be disposed along the ventilation pipes and in communication with the first blower. The device includes a condenser and an electrical heating unit disposed along the ventilation pipes and in communication with the first blower, and a vehicle interior air reflux duct disposed along the ventilation pipes and in communication with first blower and the interior of the vehicle. A second blower disposed along the ventilation pipes for taking in air outside of the vehicle through another duct, and a first exhaust duct and a second exhaust duct disposed along the ventilation pipes and in communication with the second blower. The device includes several modes for creating different flow paths through the vehicle.

Abstract: A wheel well ice buildup removal assembly includes a cylinder having a first end, a second end and a perimeter wall. The first and second ends each have an opening extending therethrough. A rod extends through the first end and has an outer end positioned outside of the cylinder and an inner end positioned in the cylinder. A head is attached to the inner end and has a distal end that is pointed extending outwardly of the second end. The distal end is positionable in a retracted condition positioned within the cylinder and a deployed condition positioned outside of the cylinder. A spring is mounted within the cylinder and biases the head away from the first end and outwardly of the second end. The rod is pulled outwardly away from the first end and released to cause the head to forcibly extend from the cylinder.

Abstract: Disclosed herein is a brake system including a main brake applying braking force to a wheel of a vehicle when the vehicle travels, a parking brake applying braking force to the wheel of the vehicle when the vehicle is parked, and a parking brake controller operating the main brake when the parked vehicle is sensed to move above a predetermined reference value and stopping the operation of the main brake after increasing locking force of the parking brake when the movement of the vehicle is stopped according to the operation of the main brake.

Abstract: One embodiment provides an electronic control unit including: a base body; a control circuit board that controls electric parts; and a housing that is attached to one surface of the base body. The housing includes an accommodating portion which accommodates the control circuit board thereinside and a flange. The flange includes an attaching hole penetrating therethrough. A part of the accommodating portion is positioned on an extension of a center axis of the attaching hole. An attaching pin projects from the one surface of the base body so as to be inserted into the attaching hole. An attaching portion is formed on the attaching pin so as to be positioned between the flange and the accommodating portion. An elastic member is attached to the attaching portion so as to bias the flange toward the one surface of the base body.

Abstract: Various embodiments of a towing vehicle controller and methods for brake control of a towed vehicle are provided. A towing vehicle controller includes an input for receiving a load signal indicative of a load of a towed and towing vehicle combination; an input for receiving a stability signal indicative of at least one of a yaw rate, a steering angle, and a lateral acceleration of the towing vehicle; and an input for receiving a deceleration signal indicative of an automated deceleration request. Control logic is capable of determining a comparison value prior to receiving the deceleration signal and after receiving the load signal and the stability signal, wherein the determination of the comparison value is based on the load signal and the stability signal. After the deceleration signal is received, the control logic determines a brake control transmission signal based on the deceleration signal and the comparison value.

Abstract: A parking brake system includes an engine oil pressure switch normally controlling the activation of a parking brake. The controller is actuated to temporally ignore a communication from the engine oil pressure switch so that the brake may be released even when the engine is disabled.

Abstract: A brake control system of a vehicle, including a first electric motor, a second electric motor, a first piston cylinder and a second piston cylinder. Each piston cylinder includes a hydraulic chamber and a piston, where the position of the piston defines the volume of the hydraulic chamber. The system includes a plurality of wheel cylinders and a hydraulic control unit which includes two sets of electromagnetic valves. Each of electric motors are mechanically connected to the piston of respective piston cylinder via a motion converter that converts rotational motion of the electric motor to linear motion of the piston, thus changing the pressure of the hydraulic chamber. The hydraulic chambers are hydraulically connected with the respective set of the electromagnetic valves, further connecting to corresponding wheel cylinders.

Abstract: There is provided a vehicle control system. The vehicle control system includes a steering angle acquiring module, a yaw rate acquiring module that acquires a yaw rate, and a road surface friction coefficient estimation module. The vehicle control system further includes a behavior stabilization control module and a reduction gradient setting module. The behavior stabilization control module executes a behavior stabilization control to exert a braking force on a wheel brake when a vehicle is turning to thereby reduce a deviation between the yaw rate and a target yaw rate. And, the reduction gradient setting module sets a reduction gradient of the braking force when the behavior stabilization control is to be ended, based on the steering angle and the road surface friction coefficient.

Abstract: A brake control system for a motor vehicle having a plurality of wheels, brakes for applying a braking effort to one or more of the wheels, and movement sensing means for detecting movement of the vehicle. The system comprises: brake actuation means for actuating the brakes to supply a braking effort; and brake control means for controlling the brake actuation means, wherein the brake control means is arranged to determine an acceleration of the vehicle based on movement detected by the movement sensing means and to ensure that the brake actuation means supplies a braking effort if the determined acceleration exceeds a set acceleration limit.

Abstract: A method and a system to control an auxiliary brake system in a vehicle 100 having a service brake system 150 and an auxiliary brake system 160. Also a system for prevention of wheel lock when braking, which may deactivate a braking action provided by the auxiliary brake system 160 and may actively control a braking action provided by the service brake system 150. The system determines whether the vehicle 100 is in a driving mode for which it is acceptable in terms of safety and/or drivability to block the deactivation of the braking action for the auxiliary brake system 160. If a first manual control 170, which is set up solely for activating braking action for the auxiliary brake system 160, is activated, this means it is acceptable, from a safety and/or drivability point of view, for the driving mode in question, to block the deactivation. Also arranging block deactivation for the auxiliary brake system 160 if it is acceptable in terms of safety and drivability to block it.

Abstract: Provided is a stroke simulator in which the piston operates smoothly without being inhibited from displacement thereof by the negative pressure generated in the closed space, even if the piston is configured to be displaced so as to close the space in which the elastic member is housed, and to elastically deform the elastic member. A stroke simulator, in which a simulator piston presses a first return spring, which is housed in a bottomed cylindrical portion, from an opening portion side of the cylindrical portion, to cause the first return spring to be elastically deformed, and to generate a brake reaction force. When the opening portion is closed by the simulator piston, a brake fluid filled in the cylinder portion is taken into the inside of the cylindrical portion via a flow path leading to the inside of the cylindrical portion from a second cylinder.

Abstract: A brake chamber includes a rod member that makes reciprocating motion within a cylinder through a pressure of compressed air or an urging force of a spring, thereby causing a pushrod for activating a brake device of a vehicle to proceed into the brake device. The brake chamber further includes a diaphragm that deforms in response to supply of the compressed air to push the rod member, and a housing that forms an accommodation space for the diaphragm. The housing is connected to the cylinder with a first end of the cylinder being inserted in the housing. The brake chamber further includes a boot member connected to the cylinder and the rod member. The boot member includes a sealing portion to prevent entry of foreign matter into a connection portion between the housing and the cylinder by contacting an inner circumferential surface of the housing.

Abstract: A pump housing has at least two inlet valve openings located in a first row, at least two outlet valve openings located in a subsequent second row, and at least one high-pressure switching valve opening and at least one changeover valve opening located in a further subsequent fourth row. At least one connection for a wheel pressure sensor is positioned in a third row between the second and fourth rows. At least one connection for a master cylinder pressure sensor is positioned in a fifth row following the fourth row.

Abstract: The invention relates to a hybrid brake system having a hydraulic service brake system and an electromechanical service brake system. According to the invention, a brake booster is designed as a pedal simulator, which can be used to boost power and to generate a pedal power which is counter to the direction of actuation. When the hydraulic service brake system fails, the electromechanical service brake system is used for braking and the brake booster generates a pedal power which allows or facilitates dosage of the brake actuation.

Abstract: A required brake force calculator calculates a required brake force for each vehicle based on a load on the vehicle or carriage detected by a variable load detector and a brake command acquired by a command acquirer. A target brake force calculator, based on the required brake force, calculates a common target brake force for a vehicle driven by a main electric motor and calculates a common target brake force for a vehicle not driven by a main electric motor. A control pattern generator, based on the target brake force and a vehicle speed detected by a speed detector, generates a common control pattern for electric power converters. An electric brake force calculator calculates an electric brake force generated by operation of main electric motors. A supplementer sends a brake force command value based on the electric brake force and the target brake force to mechanical brakes.

Abstract: An electro-hydraulic brake (EHB) system of a vehicle, the vehicle is equipped with brake pedal, brake pushrod, wheel cylinders, brake pedal sensors, on-board vehicle sensors. The EHB system includes a manual boost cylinder, an electric power assist assembly and a master cylinder. The manual boost cylinder includes a sliding cylinder body, a large piston and a small piston. The manual boost cylinder also include interlocking means that selectively operate on locking or unlocking between the sliding cylinder body, the small piston and the large piston based on a plurality of positions of the small piston within the manual boost cylinder body. The electric power assembly includes an electric motor, a pinion gear and a rack and a master cylinder. The master cylinder includes a first piston, a second piston and limiter means.

Abstract: A method for operating an electromechanical vehicle brake system is provided. The method includes determining that an activation condition has been met, selecting a pre-charge pressure based at least in part on the activation condition, building up at least an initial portion of the pre-charge pressure in the brake system, and applying at least the initial portion of the pre-charge pressure to at least one wheel brake.

Abstract: Disclosed is an assembly that includes a spindle; a brake cable in communication with the spindle; and a spring in communication with the spindle. Movement of the spindle in a first direction causes the brake cable to move so that a clamping force is created. Movement of the spindle in a second direction causes the brake cable to move in a second direction so that the clamping force is released. Movement of the spindle in both the first direction and the second direction causes the spring to compress so that a controller can determine when the clamping force is created and released.

Abstract: A valve assembly is dimensioned for interconnection between a pressurized gas supply system and a pressurized gas braking system of a rail vehicle. The valve assembly can include a valve housing and a valve body. The valve housing can include a housing wall that at least partially defines a housing chamber and includes a plurality of communication ports in fluid communication with the housing chamber. The valve body is supported within the housing chamber for sliding movement relative to the housing wall. The valve body can be displaced between a plurality of positions in which different ones of the communication ports are in fluid communication with one another. A pressurized gas system and a rail vehicle are also included.

Abstract: An on-board train brake safety monitoring and fault action system that compares actual train brake power with expected train brake power to provide real time reporting to the train driver of the margin between the actual brake power and a safe threshold. The system may be configured to automatically make a full service brake penalty if the actual brake system power is less than a safe brake power threshold, such as those required by government regulations, or to adjust the braking system to improve actual brake efficiency. The on-board train brake monitoring system may optionally receive data from wayside hot and cold wheel detector systems to augment the actual brake power measurements.

Abstract: A power transmitting apparatus mounted on a vehicle includes a right motor unit connected to a right rear wheel and having a right clutch, and a left motor unit connected to a left rear wheel and having a left clutch. The power transmitting apparatus has an ECU. The ECU detects respective power transmitting capabilities of the clutches, and adjusts the torque of a right motor or a left motor if the power transmitting capability of at least one of the right motor unit and the left motor unit is varied.

Abstract: A system and method for controlling energy distribution within a HEV powertrain are provided. A feedforward battery power value is generated in response to input indicative of a driver torque request. A feedback battery power modification value is generated in response to input indicative of actual battery power and the driver torque request. A battery power request is calculated based a sum of the feedforward battery power value and the feedback battery power modification value.

Abstract: A hybrid vehicle drive system, which permits an efficient change of a vehicle drive mode from any one of constant-speed-ratio engine drive modes to one of electric motor drive modes, with reduced deterioration of drivability of the hybrid vehicle. The hybrid vehicle drive system is constructed such that one of the electric motor drive modes can be established by releasing one of two coupling elements which are placed in the engaged state in a presently established one of the constant-speed-ratio engine drive modes, when the drive system is required to be switched from the above-described one of the constant-speed-ratio engine drive modes to any one of the electric motor drive modes, whereby the drive system can be efficiently switched from any one of the constant-speed-ratio engine drive modes to the above-indicated one of the electric motor drive modes, by simply releasing one of the above-indicated two coupling elements.

Abstract: A transmission emergency release for an automatic transmission which is mechanically blocked when a parking mode is engaged, includes a manually operable actuating element for the mechanical deactivation of the parking mode, wherein the actuating element has a vehicle-fixed mount (1, 29) with a force transmitting element and an actuating lever (9, 25) which is insertable in the vehicle-fixed mount (1, 29) to disable the parking mode in order to disable the parking mode by means of the force-transmitting element.

Abstract: A method of controlling motor torque in coasting of a vehicle includes: acquiring information about a speed of an input shaft of a transmission detected by a detector while the vehicle is running, information about an acceleration of the input shaft of the transmission obtained from the speed of the input shaft of the transmission, and information about a state of an engine clutch; determining whether the vehicle is coasting based on the acquired information; calculating a motor torque instruction based on engine friction torque corresponding to the speed of the input shaft of the transmission, a rotary inertia of an engine, and the acceleration of the input shaft of the transmission, when the vehicle is determined to be coasting with the engine clutch disengaged; and controlling torque of a driving motor for driving the vehicle in accordance with the calculated motor torque instruction.

Abstract: A drive system and a method of driving a vehicle (1). The drive system includes (1) a combustion engine (2), a gear box (3), an electric machine (9), and a planetary gear. A control unit (18) has access to information concerning the moment (Tel) of the electric machine (9) for driving the vehicle (1) and to calculate the moment (T1c) of the combustion engine (2) for driving the vehicle (1) at at least a first operation occasion (D1) when there is a known relation between the moment (Tel) of the electric machine and the moment (T1c) of the combustion engine.

Abstract: A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

Abstract: Control device of a vehicle including an engine, electric motor, and clutch in a power transmission path between the engine and motor, which increases the engine's rotation speed in a release or slip state of the clutch after self-sustaining operation of the engine is enabled after starting, providing either a first engine start control where control for engagement of the clutch starts before rotation speed of the engine reaches that of the motor when the engine's rotation speed is increasing, or second control where control for engagement of the clutch starts after the engine's rotation speed is synchronized with that of the motor, or during the process of synchronization, by reducing the engine's rotation speed after it exceeds that of the motor during an increase in the engine's rotation speed, the device using the first or second engine start control in accordance with a vehicle state when starting the engine.

Abstract: A method for learning an engine clutch kiss point of a hybrid vehicle includes: determining whether a kiss point learning condition of an engine clutch which connects an engine with a motor or disconnects the engine from the motor is satisfied; controlling a speed of the motor to a first speed; learning a first kiss point of the engine clutch by engaging the engine clutch so that the motor having the first speed is connected to the engine; controlling the speed of the motor to a second speed; learning a second kiss point of the engine clutch by engaging the engine clutch so that the motor having the second speed is connected to the engine; and selecting an average value of the first kiss point and the second kiss point as the engine clutch kiss point when a standard deviation thereof does not exceed a threshold value.

Abstract: A vehicle control system is provided with a first driving force control means that controls a turning performance of a vehicle by controlling a driving force delivered from a prime mover to driving wheels so as to adjust the turning condition of the vehicle to an intended turning condition. The first driving force control means is configured to calculate a correction amount of the driving force required to adjust an actual turning condition of the vehicle to the intended turning condition, and to restrict the correction amount to zero or smaller so as not to increase the driving force if the correction amount is positive value.

Abstract: A system for parallel parking a vehicle into a target parking space is provided herein. The system includes a user input device through which one or more parking parameter selections are made. The system also includes a park assist system for automatically steering the vehicle during the execution of a parallel parking maneuver, wherein the parallel parking maneuver is governed by the one or more parking parameter selections.

Abstract: A collision mitigation apparatus is mounted to an own vehicle and mitigates a collision between the own vehicle and an obstacle. The collision mitigation apparatus acquires information indicating that the own vehicle will make a right turn or a left turn at an intersection. When the information indicating that the own vehicle will make the right turn or the left turn at the intersection is acquired, the collision mitigation apparatus sets a target area on a predicted route of the own vehicle at the intersection. The collision mitigation apparatus determines whether or not an obstacle that becomes an obstacle for travelling of the own vehicle is present in or is entering the target area. When the obstacle is present in or is entering the target area, the collision mitigation apparatus performs output to mitigate a collision between the own vehicle and the obstacle.

Abstract: Systems and methods are disclosed to assist a driver with a dangerous condition by creating a graph representation where traffic participants and static elements are the vertices and the edges are relations between pairs of vertices; adding attributes to the vertices and edges of the graph based on information obtained on the driving vehicle, the traffic participants and additional information; creating a codebook of dangerous driving situations, each represented as graphs; performing subgraph matching between the graphs in the codebook and the graph representing a current driving situation to select a set of matching graphs from the codebook; determining a distance metric between each selected codebook graphs and the matching subgraph of the current driving situation; from codebook graphs with a low distance, determining potential dangers; and generating an alert if one or more of the codebook dangers are imminent.

Abstract: A method for detecting a lane change of a vehicle or for providing a curvature of a target line for lane guidance of a vehicle is described, the method including a step of receiving a first piece of traffic lane information which represents an optically detected first traffic lane boundary adjacent to or in front of a left-hand vehicle side and/or receiving a second piece of traffic lane information which represents an optically detected second lane boundary adjacent to or in front of a right-hand vehicle side.

Abstract: Disclosed are a method and a control system adapted to making it possible to use, or prolong a use of, a higher transmission mode in a vehicle. The control system comprises a simulation unit configured for simulating at least one future speed profile for an actual speed for the vehicle along a section of road ahead of the vehicle, which simulation is conducted at a time when the section of road is still ahead of the vehicle, and is based on information related to a gradient of the section of road. The system further comprises an evaluation unit configured for evaluating whether a raising of an actual speed for the vehicle is appropriate to achieving the making possible or prolongation, which evaluation is based on the simulation of at least one future speed profile, and a use unit configured for using the evaluation during control of the actual speed.