Abstract: A vehicle stability control method includes collecting steering information from a sensor of a vehicle, calculating a saturation index of a front axle of the vehicle or a rear axle of the vehicle using the steering information, and controlling an application of the vehicle based on the saturation index.

Abstract: A method of providing automated application of turn radius reduction in a driver assist mode may include receiving steering wheel angle and wheel speed information to determine a target wheel slip during a turn. The method may further include comparing the target wheel slip to a current wheel slip to determine a slip error, and applying braking torque to an inside wheel based on the slip error to reduce the turn radius.

Abstract: A determining method for determining a state of a road surface includes: sequentially acquiring a rotational speed of tires mounted on the vehicle, sequentially acquiring a driving force of the vehicle, calculating a slip ratio based on the sequentially acquired rotational speed of the tires, calculating a regression equation and a confidence interval width for a relationship between the slip ratio and the driving force, based on data sets of the slip ratio and the driving force in a predetermined zone, and determining a state of the road surface on which the vehicle travels, based on the confidence interval width calculated for the predetermined zone.

Abstract: A human-powered vehicle control device controls the transmission that changes the transmission ratio of a human-powered vehicle. The control device includes an electronic controller that switches between a first control state for controlling the transmission to change the transmission ratio in accordance with a first prescribed set of conditions, and a second control state for controlling the transmission to suppress the change of the transmission ratio as compared with if the electronic controller is in the first control state, in accordance with at least one of a steering state of the human-powered vehicle, a surface condition of a travel path on which the human-powered vehicle travels, and a pedaling preparation state related to the pedals of the human-powered vehicle.

Abstract: A utility vehicle includes a pair of left and right wheels; a drive source that drives the wheels; and a control device capable of individually controlling rotational speeds of the wheels, wherein in a case where the control device determines that a predetermined tight turn execution condition has been satisfied, the control device executes tight turn control for controlling the wheels so that a rotational speed of an outer wheel becomes relatively higher than a rotational speed of an inner wheel in a turning direction of the utility vehicle.

Abstract: Systems and methods are provided herein for controlling the speed differential of wheels of a vehicle. The vehicle determines a wheel steering angle, where the wheel steering angle corresponds to a center of rotation of the vehicle. The vehicle determines a differential wheel speed associated with a first wheel of the vehicle and a second wheel of the vehicle based at least on the wheel steering angle. The vehicle independently applies torque to the first and second wheels based on the differential wheel speed.

Abstract: A braking control apparatus for use in an associated multiple-steer vehicle having first and second steerable axles and a plurality of drive axles effects axle-by-axle braking control of steerable wheel brakes of the steerable axles and wheel-by-wheel braking control of drive wheel brakes of the drive axles, respectively, to perform a braking operation in the associated multiple-steer vehicle. The axle-by-axle braking control of the steerable wheel brakes and the wheel-by-wheel braking control of the drive wheel brakes are simultaneously effected to decelerate the vehicle using both the steerable and drive wheel brakes so that the ability to steer the vehicle is not adversely affected should one or more of the steerable wheel brakes on any of the steerable axles experience slippage, skidding, or lockup during the braking or deceleration.

Abstract: A floating device for an aerial work platform, comprising a pressure oil source (100), a controller (200), a left floating device, and a right floating device, a chassis (700), and a swing axle (600).

Abstract: A vehicle control system for reducing turn radius of a vehicle may include electric motors associated with front and rear wheels of the vehicle. The system may further include a plurality of vehicle sensors to receive information including driving surface type, vehicle speed and handwheel position. The system may also include a controller operably coupled to the electric motors and the sensors to control wheel slip during a turn based on the driving surface type, the vehicle speed and the handwheel position.

Abstract: The configuration includes: a motor for driving a driving wheel (rear wheel) provided to a body; a slip ratio calculating section for calculating a slip ratio while the lawn mower is traveling; a friction coefficient calculating section for calculating a friction coefficient of a ground on which the lawn mower is traveling; a determination section for determining whether the ground on which the lawn mower is traveling is a lawn based on a relationship between the slip ratio and the friction coefficient and a drive controlling section for controlling the motor based on a determination result from the determination section. This configuration allows suitable driving operability for both of a case where the ground on which a lawn mowers traveling is a lawn and a case where the ground is other than a lawn.

Abstract: A control system for a vehicle includes wheel slip control loop including a wheel slip controller configured to control wheel slip based on wheel speed measured at one or more wheels of the vehicle. A wheel flare control loop includes a wheel flare controller configured to control wheel flare based on transmission output speed at an output of a transmission of the vehicle. A controller is configured to select one of the wheel slip controller to control the wheel slip and the wheel flare controller to control the wheel flare during operation of the vehicle.

Abstract: A driving force control system that controls a driving force in line with a driver's intension to propel a vehicle on a slippery road surface without wheel slip. A controller is configured to obtain individual relations of a slip ratio on a road surface to parameters including the driving force, a running resistance of the vehicle, and an accelerating force of the vehicle, and to control the driving force based on the obtained relations of the slip ratio to each of said parameters.

Abstract: Techniques for controlling an autonomous vehicle with a processor that controls operation, includes operating a Doppler LIDAR system to collect point cloud data that indicates for each point at least four dimensions including an inclination angle, an azimuthal angle, a range, and relative speed between the point and the LIDAR system. A value of a property of an object in the point cloud is determined based on only three or fewer of the at least four dimensions. In some of embodiments, determining the value of the property of the object includes isolating multiple points in the point cloud data which have high value Doppler components. A moving object within the plurality of points is determined based on a cluster by azimuth and Doppler component values.

Abstract: Systems and methods are provided for generating data indicative of a friction associated with a driving surface, and for using the friction data in association with one or more vehicles. In one example, a computing system can detect a stop associated with a vehicle and initiate a steering action of the vehicle during the stop. The steering action is associated with movement of at least one tire of the vehicle relative to a driving surface. The computing system can obtain operational data associated with the steering action during the stop of the vehicle. The computing system can determine a friction associated with the driving surface based at least in part on the operational data associated with the steering action. The computing system can generate data indicative of the friction associated with the driving surface.

Abstract: A method for controlling a drive motor in a motor vehicle may include the steps: determining driving situation information which describes a static friction and/or a frictional connection of at least one wheel of the motor vehicle and/or a speed of the motor vehicle, determining a minimum speed of the drive motor as a function of the driving situation information, and regulating or controlling the speed of the drive motor as a function of the minimum speed, in particular such that the speed is always greater than the minimum speed.

Abstract: A safe following distance estimation system and an estimation method thereof are provided. The safe following distance estimation system adapted for an autonomous vehicle includes a sensor and a processor. The sensor senses an adjacent vehicle to generate first sensing data, and senses the autonomous vehicle to generate second sensing data. The processor estimates a first friction parameter between wheels of the adjacent vehicle and a pavement according to pavement material data, and estimates a second friction parameter between wheels of the autonomous vehicle and the pavement according to the second sensing data. The processor calculates a safe following distance between the autonomous vehicle and the adjacent vehicle according to the first sensing data, the second sensing data, the first friction parameter, the second friction parameter.

Abstract: Systems and methods are disclosed for estimating slipperiness of a road surface. This estimate may be obtained using an image sensor mounted on a vehicle. The estimated road slipperiness may be utilized when calculating a risk index for the road, or for an area including the road. If a predetermined threshold for slipperiness is exceeded, corrective actions may be taken. For instance, warnings may be generated to human drivers that are in control of driving vehicle, and autonomous vehicles may automatically adjust vehicle speed based upon road slipperiness detected.

Abstract: A turning control system of a vehicle includes: a database storing road information; a sensor part to detect a steering angle of a vehicle, a wheel speed of the vehicle, whether the vehicle is accelerated, whether the vehicle is braking, and whether a speed gear of the vehicle is shifted; and a controller that determines whether the vehicle enters a turning section based on one or more pieces of the information detected by the sensor part and the road information stored in the database. In particular, when the vehicle is entering the turning section, the controller sets a target speed of the vehicle and controls a speed of the vehicle to be decelerated to the set target speed.

Abstract: A throttle valve device includes a coil spring arranged in a body between a valve gear and a valve and having a spring end extending radially outward. A first guide covers an end of the coil spring and includes a first guide hook that contacts the spring end. A body hook in the body is capable of contacting a tip end part of the first guide hook. A valve gear hook in the valve gear is capable of contacting a base end part of the first guide hook. The first guide hook has a protrusion protruding toward the spring end between the tip end part and the base end part. The first guide hook is deformable by receiving the spring force at the protrusion as an effort while a fulcrum is at a contact between the first guide hook and the body hook or the valve gear hook.

Abstract: A method of brake steering in a four-wheel drive utility vehicle having a driven front axle carrying at least two front wheels, a driven rear axle carrying at least two rear wheels, a powertrain delivering torque to the front and rear axles via a connecting shaft, independently operable service brakes on each of the front and rear wheels, and independently operable parking brakes on each of the rear wheels. The method includes, on the vehicle entering a turn, applying the service brakes of the front and rear wheels on the inside of the turn and applying also, and to a controllably varied level of braking force, the parking brake on the rear wheel on the inside of the turn.

Abstract: A vehicle brake control device including a front wheel speed acquisition section, a rear wheel speed acquisition section, a front wheel acceleration calculation section, a rear wheel acceleration calculation section, a front wheel anti-lock brake control section capable of executing an anti-lock brake control for the front wheel, a vehicle acceleration acquisition section, and a bad road determination section configured to determine whether or not a running road surface is a bad road based on the front wheel acceleration or the rear wheel acceleration. The bad road determination section executes a bad road determination by selectively using one of the front wheel acceleration and the rear wheel acceleration at least based on information on whether or not the anti-lock brake control for the front wheel is executed and the vehicle acceleration.

Abstract: A method of controlling motor torque for learning a resolver offset of an electric vehicle includes steps of: determining whether a condition for offset learning mounted to a main drive motor and to an auxiliary drive motor is satisfied; controlling an output torque of a learning drive motor, which includes a resolver to perform the offset learning among the main drive motor and the auxiliary drive motor to a zero torque, when the condition for performing the offset learning is satisfied; increasing an output torque of a non-learning drive motor, which includes a resolver not performing the offset learning among the main drive motor and the auxiliary drive motor by a torque reduction amount, when the learning drive motor outputs zero torque; and performing the offset learning of the resolver mounted to the learning drive motor.

Abstract: A method for automatic adjustment of the performance of a vehicle may include detecting at least one significant physical quantity for checking the performance of the vehicle; defining at least one pair of reference indicators correlated with that physical quantity; saving at least one value of a said reference indicator in a predetermined nominal reference condition; detecting at least one value of a said reference indicator in a real operating condition of the vehicle; comparing said nominal reference indicator and real reference indicator and, if their values are different from each other, and implementing a correction of the driving power of the vehicle to compensate for the difference ascertained.

Abstract: The differential control device prohibits or limits a differential motion generated by the differential device. The sensor detects a turning angular velocity of the motor grader. Based on the turning angular velocity detected by the sensor, the controller controls the differential control device to perform the differential prohibition or limitation.

Abstract: An object detection, tracking and alert system for use in connection with a waste collection vehicle is provided. The system can determine if an external moving object in the surrounding environment of the waste collection vehicle, such as another vehicle or a bicycle, is moving directly towards the waste collection vehicle, and then send one or more alerts to the driver and/or riders on the waste collection vehicle as well as any other waste collection vehicles in the surrounding area.

Abstract: An in-car safety system includes: a detecting device, a processor, an in-car equipment and a piezoelectric device. The detecting device is disposed on a car. The processor is disposed in the car. The processor is electrically connected to the detecting device. The processor is configured to receive a detecting signal transmitted by the detecting device and transmit an electrical signal in accordance with the detecting signal. The in-car equipment is disposed in the car. The piezoelectric device is disposed on the in-car equipment. The piezoelectric device is electrically connected to the processor. The piezoelectric device is configured to receive the electrical signal and generate a vibration to the in-car equipment in accordance with the electrical signal.

Abstract: An on-vehicle control device includes: a control unit that controls an attitude of a vehicle based on a value of a behavior sensor that detects a behavior of the vehicle, and prohibits control based on the behavior sensor when the value of the behavior sensor exceeds a threshold; and a travel environment determination unit that determines a travel environment of the vehicle based on image information captured by a camera, and in which the control unit changes the threshold to a lower value based on the travel environment determined by the travel environment determination unit.

Abstract: An electronic control method for a throttle performed by an electronic control throttle device is disclosed. The electronic control method includes: generating, by the electronic control section, the control signal for the throttle with a sum of a proportional torque and an integral torque as a value of a torque command, by calculating an engine speed deviation from a difference between a calculated or input engine speed and an input engine speed command; calculating an engine rotational angular acceleration based on the engine speed; obtaining the proportional torque from a product of the engine speed deviation and a predetermined coefficient; and obtaining the integral torque by integrating the product of the engine speed deviation and the predetermined coefficient.

Abstract: The differential control device prohibits or limits a differential motion generated by the differential device. The sensor detects a turning angular velocity of the motor grader. Based on the turning angular velocity detected by the sensor, the controller controls the differential control device to perform the differential prohibition or limitation.

Abstract: A time period for which an ineffective operation is performed during an excavation work is reduced. A work machine includes a vehicular body, a running wheel rotatably attached to the vehicular body, a work implement operable with respect to the vehicular body, an operation apparatus for operating the running wheel and the work implement, and a controller that controls an operation by the work machine. The controller determines that an ineffective operation in which the work implement does not work is being performed during the excavation work based on an operation command value output from the operation apparatus and notifies an operator of occurrence of the ineffective operation.

Abstract: A method of controlling a transmission of a vehicle, includes determining, by a controller, whether a shift prohibition condition for preventing overheating of the transmission of the vehicle in a terrain mode, which is a rough road driving mode of the vehicle, is satisfied; determining, by the controller, whether a shift operation of the transmission corresponding to a busy shift phenomenon of the transmission is detected when the shift prohibition condition is satisfied; and prohibiting, by the controller, shifting of the transmission when the shift operation of the transmission corresponding to the busy shift phenomenon of the transmission is detected.

Abstract: A method of controlling a differential lock. The differential lock is actuated to lock a differential assembly when wheel slip of a first wheel assembly is detected and a duration of the wheel slip exceeds a pre-activation buffer. The pre-activation buffer is based on acceleration of the first wheel assembly and vehicle speed.

Abstract: An anti-lock braking system for a triple axle trailer having three axles and six wheels is disclosed. The system includes a first wheel speed sensor coupled to the first wheel of the trailer, a second wheel speed sensor coupled to the third wheel of the trailer, a spring mount pivotably coupled to the body of the trailer, a first suspension member coupled to the first wheel and to the spring mount and a second suspension member coupled to the second wheel and to the spring mount. The system includes a hydraulic braking actuator having a first channel coupled to the first wheel and the second wheel and a second channel coupled to the third wheel. The spring mount pivots in response to an applied brake torque to increase a normal force applied to the second wheel as compared to a normal force applied to the first wheel.

Abstract: Methods and systems for operating a vehicle on a reduced traction surface are disclosed. A controller of the vehicle obtains at least one of: ambient information or GPS information, determines a derate increment size based on the ambient or GPS information, imposes a sustained derate by applying a torque limit on a braking torque of the vehicle based on the derate increment size in response to detecting a traction control event. The controller also determines a verification period and a derate reduction period based on the ambient or GPS information to reduce the sustained derate in response to detecting a lack of traction control event during the verification period at a rate determined by the derate reduction period.

Abstract: A method of providing automated application of turn radius reduction in a driver assist mode may include receiving steering wheel angle and wheel speed information to determine a target wheel slip during a turn. The method may further include comparing the target wheel slip to a current wheel slip to determine a slip error, and applying braking torque to an inside wheel based on the slip error to reduce the turn radius.

Abstract: A method for controlling wheel slip of a vehicle includes: observing and estimating equivalent inertia information of a driving system in real time based on operation information of the driving system by receiving the operation information of the driving system for driving the vehicle; calculating the compensated amount for compensating a torque command of a driving device from the equivalent inertia information of the driving system observed and estimated by a controller; compensating the torque command of the driving device by using the calculated compensated amount; and performing a control of a torque applied to a driving wheel according to the compensated torque command.

Abstract: An apparatus and method for diagnosing damage to drive-train hardware of a vehicle in which a disconnector may obtain speed of an auxiliary drive wheel motor of the vehicle and speed of a main drive wheel motor of the vehicle and determines damage to the drive-train hardware including the disconnector that controls whether to interrupt delivery of power through engagement or disengagement between auxiliary drive wheel motor-side drive-train hardware and auxiliary drive wheel-side drive-train hardware, based on whether a difference between the speed of the auxiliary drive wheel motor and the speed of the main drive wheel motor exceeds a threshold value, Accordingly, preventing divergence of motor RPM by diagnosing damage to the drive-train hardware of the vehicle.

Abstract: A fluid suspension system for a land vehicle is provided with an actuator connected to a chassis and an axle of a land vehicle spaced apart from a pivotal connection of the axle. A fluid pressure circuit is in cooperation with the at least one actuator. A controller is in operable communication with the fluid pressure circuit and is programmed to receive input indicative of a travel speed of the land vehicle. The fluid pressure circuit is adjusted to limit fluid flow rate or reduce fluid pressure at a low speed travel range to permit the axle to pivot in response to variations in an underlying support surface. The fluid pressure circuit is adjusted at a higher speed travel range for selective actuation of the at least one actuator or for a higher fluid pressure actuation of the at least one actuator, in response to variations in the underlying surface.

Abstract: A suspension system for a land vehicle is provided with at least one actuator connected to a chassis and an axle of a land vehicle spaced apart from a pivotal connection of the axle. A suspension circuit is in cooperation with the at least one actuator. A controller is in operable communication with the suspension circuit and is programmed to receive input indicative of a travel speed of the land vehicle. The suspension circuit is closed at a low speed travel range to permit the axle to pivot in response to variations in an underlying support surface. The suspension circuit is opened to permit selective actuation of the at least one actuator at a higher speed travel range in response to variations in the underlying support surface.

Abstract: A traction control system for a trailing vehicle includes an electric machine, a ground engaging apparatus in contact with a ground surface, and a disconnect device connected between the electric machine and the ground engaging apparatus. The traction control system includes one or more speed sensors to determine a differential speed of the disconnect device. The traction control system includes a controller determines when to disengage the disconnect device based in part upon the speed of the ground engaging apparatus exceeding an upper threshold.

Abstract: A drive force control apparatus includes a drive force control section that has a steady drive force, a filtered drive force obtained by performing a filtering process on the steady drive force, and an internal drive force, which is calculated from a traction requested drive force, input thereto, and sets a target drive force based on the steady drive force, the filtered drive force, and the internal drive force. The drive force control section implements post-operation processing after control for causing the internal drive force to be the target drive force ends. In the post-operation processing, a new internal drive force, which is calculated based on a large-small relationship among the steady drive force, the filtered drive force, and the previously calculated internal drive force, is set as the target drive force.

Abstract: A power-steering system for a motor vehicle includes a steering wheel and an assistance motor controlled by a closed-loop regulation system, the regulation system determining a motor torque of the assistance motor as a function of a measured steering-wheel torque, using at least one “setpoint monitoring” arm calculating a component of the motor torque, referred to as “variant motor torque”, by subtracting a set steering-wheel torque from the RFe corresponding to the sum of the measured steering-wheel torque and the motor torque, wherein the variant motor torque is multiplied by a gain determined by a three-dimensional map as a function of a vehicle speed and the measured steering-wheel torque.

Abstract: The present application relates to an accelerator control method and device, a power system and an unmanned aerial vehicle (UAV). The method includes: receiving, by an electronic speed control (ESC), an accelerator signal through a serial communication interface; extracting accelerator control data from the accelerator signal; generating, according to the accelerator control data, a motor control signal for controlling operation of a motor; and transmitting the motor control signal to the motor. The accelerator signal received through the serial communication interface is a digital signal subjected to small interference during transmission, unlike an analog signal that is susceptible to interference such as impedance and capacitive reactance, which causes data inaccuracy. In addition, in the manner of serial communication, a higher baud rate may be adopted to shorten an accelerator control cycle, thereby achieving high-speed control of an accelerator and increasing the control frequency.

Abstract: A vehicle control device includes: a situation detection device that detects a situation around a periphery of a vehicle and outputs a situation detection signal based on detection results; and a processor (i) that is input with the situation detection signal when the vehicle travels in an autonomous automatic driving mode, that controls travel of the vehicle based on the situation detection signal, and (ii) that enters a prohibited state that prohibits control of the travel of the vehicle in the autonomous automatic driving mode in a prohibited area in which the travel of the vehicle in the autonomous automatic driving mode is prohibited.

Abstract: A drive force distribution method and a drive force distribution control device is provided for a front and rear wheel drive vehicle provided with a drive force distribution device that controls a distribution of a drive force generated by a drive force source to main drive wheels and auxiliary drive wheels. A present distribution of the drive force to an auxiliary drive wheel side is increased by a first predetermined amount upon determining the rotational speed difference between the rotational speeds of the main drive wheels and the auxiliary drive wheels has been determined to not be smaller than a predetermined rotational speed difference. The present distribution of the drive force to the auxiliary drive wheel side is reduced by a second predetermined amount when the rotational speed difference has been determined to be smaller than the predetermined rotational speed difference.

Abstract: A method, apparatus, and system are disclosed for incrementally derating a torque applied by a drivetrain in response a number of traction control events detected by a traction control system over a predetermined time period.

Abstract: A method to control a road vehicle during a slip of the drive wheels and having the steps of: detecting a slip of at least one drive wheel; and controlling, only during a slip of at least one drive wheel, a driving unit of the road vehicle with a signalling law so as to obtain a cyclic operating irregularity, which generates an abnormal vibration and/or an abnormal noise.

Abstract: An internal combustion engine system includes an internal combustion engine, a controller, and an increased brake load event communicator. The internal combustion engine includes a first cylinder and a first cylinder deactivation prevention mechanism. The first cylinder is configured to be selectively activated and deactivated. The first cylinder deactivation prevention mechanism is configured to selectively prevent the first cylinder from being deactivated. The controller is communicable with the first cylinder deactivation prevention mechanism. The controller includes an increased brake load event detection module that is configured to selectively control the first cylinder deactivation prevention mechanism to prevent the first cylinder from being deactivated. The increased brake load event communicator is communicable with the controller.

Abstract: A vehicle control device controls a driving device in such a manner that driving torque coincides with normal torque. The vehicle control device starts a traction control for controlling the driving device in such a manner that the driving torque coincides with suppressed torque which is smaller than the normal torque, when a predetermined traction control start condition is satisfied. The vehicle control device determines that the driver is in a non-grasp state, when an operation amount has changed to satisfy a condition in an initial determination time period. The vehicle control device starts, at an acceleration time point, an operation priority control for controlling the driving device in such a manner that the driving torque coincides with acceleration priority torque which is larger than the suppressed torque and smaller than the normal torque, if the control device had not determined that the driver was in the non-grasp state.

Abstract: A sensor abnormality determination device of a four-wheel drive vehicle including a drive source, main drive wheels and sub-drive wheels, a power transmitting member, a first connecting/disconnecting device, a second connecting/disconnecting device, a first sensor, and a rotation sensor, the sensor abnormality determination device comprises a first sensor abnormality determining portion determining that the first sensor is abnormal when the rotation sensor detects the rotation of the power transmitting member and it is presumed that the four-wheel drive vehicle is in the four-wheel drive state, when the first sensor detects that the first connecting/disconnecting device is in the disconnecting state, and when the rotation sensor detects the rotation of the power transmitting member after the second connecting/disconnecting device is switched to the disconnecting state.