Abstract: A turf maintenance vehicle all-wheel drive traction control system includes a primary wheel propelling the vehicle. A first motor rotates the primary wheel. A traction control system has a first portion communicating with the first motor to monitor either a first motor current demand or a rotational speed of the primary wheel or the first motor and generates a traction control value. A secondary wheel rotated by a second motor steers the vehicle in a vehicle non-slip condition. A traction control system second portion determines a secondary wheel steering angle value. A speed threshold limit stored in the traction control system compared to the traction control value generates a slippage occurrence message indicative of a primary wheel traction loss event. A second motor drive signal created by comparing the steering angle value and the slippage occurrence message energizes the second motor during the traction loss event.

Abstract: An object of the invention is to provide a traction control apparatus capable of suitably controlling an error, if it occurs, between an estimation of a vehicle speed and an actual vehicle speed. A traction control apparatus according to the invention includes a vehicle speed estimator and a driving-force controller. The traction control apparatus includes a vehicle state determiner that determines whether the vehicle speed of the construction vehicle estimated by the vehicle speed estimator and the driving-force control by the driving-force controller are balanced, and a driving-force control changer that changes a driving-force control by the driving-force controller when the vehicle state determiner determines the vehicle speed and the driving-force control to be unbalanced.

Abstract: A speed control method of a vehicle including the steps of obtaining a steering angle, a velocity error and a distance error. The velocity and the distance error being determined by mathematical combinations of a GPS position, a required path and speed set points. The steering angle, velocity errors and distance error are applied to fuzzy logic membership functions to produce an output that is applied to a velocity rule base. An output from the velocity rule base is defuzzified to produce a speed signal.

Abstract: An electric assisted steering control strategy for a steering system for a vehicle is arranged to assist the driver in controlling the vehicle during a split mu braking operation. The steering is provided with assistance being based on at least one operational variable representing a corrective steer angle for the vehicle which is added to a main assistance torque via a driver feedback controller, and the strategy is adapted to employ an estimate of yaw moment of the vehicle as the operational variable, the yaw moment being determined by processing the speed of wheels on opposite sides of the vehicle.

Abstract: Disclosed herein are stability display apparatus and methods. One apparatus comprises a driving state detection unit configured to detect a driving state of a vehicle in operation; a controller comprising an instability estimation unit configured to estimate an instability index indicating driving instability of the vehicle based on the driving state of the vehicle detected by the driving state detection unit and configured to determine changes in the instability index; and a display unit configured to display the instability index estimated by the instability estimation unit in a display region within a range less than or equal to an upper limit that is a limit of display and configured to display in the display region a representation of the changes of the instability index when the instability index is beyond the upper limit.

Abstract: A powertrain includes a transmission coupled to a driveline. A method for monitoring torque in the powertrain includes monitoring signal outputs from a first rotational sensor and a second rotational sensor configured to monitor respective rotational positions of first and second locations of a driveline, determining a positional relationship between the first and second locations using positional identifiers of the first and second rotational sensors, deriving a twist angle from the positional relationship between the first and second rotational sensors, calculating a magnitude of driveline torque corresponding to the twist angle, and controlling the vehicular powertrain according to the calculated magnitude of driveline torque.

Abstract: An object of the present invention is to execute an optimum control of vibrations due to a driver's operation of an accelerator pedal, steering wheel and brake pedal. The operation instructions are inputted into a vibration calculating means (kinetic model) comprising a vehicle body model, suspension model and tire model. Conventional kinetic model controlled the suspension in order to suppress the vehicle body vibration. However, in the kinetic model of the present invention, the tire vibration due to a change in the engine output is first absorbed by the suspension, whereby a residual vibration which was not be absorbed yet by the suspension is transferred to the vehicle body. The operation inputs are compensated by the three feed-back loops between the outputs of the above-mentioned three portions and input of the tire portion, giving the highest priority on the vehicle body model.

Abstract: In a method and a device for controlling the stability of a vehicle, in particular a utility vehicle, an anti-tilt control process is carried out in which at least one lateral acceleration signal, one steering wheel angle signal and one vehicle speed signal are sensed and control signals for vehicle interventions are formed therefrom and output, and a yaw control process is carried out during which the steering wheel angle signal, the lateral acceleration signal and the vehicle speed signal are sensed, a yaw rate setpoint value signal and a yaw rate actual value signal are determined and compared with one another and a yaw control process is carried out during which control signals for vehicle interventions are formed and output.

Abstract: A travelling control apparatus 1 includes: rotational speed ratio detection units 2 configured to output signals S1, S2 of respective rotational speeds of front and rear wheels; a rotational speed ratio calculation measure 3 for calculating data Da of a rotational speed ratio of the wheels from the signals S1, S2; a rotational speed ratio sort measure 4 for sorting the data Da into data D1 within a range of a set range T1 and data D2 out of the range; a reference data generation measure 5 for averaging the data D1 and generating an average value thereof as reference data Ds; and a slip determination measure 6 for comparing data Da1 of the rotational speed ratio of the wheels with the reference data Ds, and in a case of the data Da1 being out of a set range T2, for determining that one of the wheels is slipping.

Abstract: A steering operation force detection device for a steering wheel including a steering wheel rim having a right-side rim section and a left-side rim section. The device includes load cells that detect six component forces of the steering operation force acting on the right-side rim section and the left-side rim section consisting of forces in three axial directions and moments about three axes. The device includes a steering angle detection sensor that detects a steering angle of the steering wheel, and an inertial force component correcting unit that derives an inertial force component acting on the right-side rim section and the left-side rim section due to rotation of the steering wheel, based on an amount of displacement of the steering angle detected by the steering angle detection sensor, and that corrects the component force detected by the load cells to eliminate an effect of the derived inertial force component.

Abstract: A vehicle control system, which is configured to obtain an index on the basis of a running condition of a vehicle and to change at least any one of a driving force control characteristic and a vehicle body support characteristic of a suspension mechanism in response to the index, is configured to acquire information associated with a friction coefficient of a road surface on which the vehicle runs, and to correct the at least any one of the driving force control characteristic and the vehicle body support characteristic, which is changed in response to the index, on the basis of the information associated with the friction coefficient of the road surface.

Abstract: An apparatus and method for transporting a payload over a surface is provided. A vehicle supports a payload with a support partially enclosed by an enclosure. Two laterally disposed ground-contacting elements are coupled to at least one of the enclosure or support. A motorized drive is coupled to the ground-contacting elements. A controller coupled to the drive governs the operation of the drive at least in response to the position of the center of gravity of the vehicle to dynamically control balancing of the vehicle.

Abstract: In one example, a first vehicle traveling on a road is provided. The vehicle comprises a communication device coupled in the first vehicle configured to receive information transmitted by a second vehicle traveling on the road, the information identifying road surface conditions experience by the second vehicle; and a controller configured to adjust a vehicle operating parameter of the first vehicle in response to receiving the transmitted information from the second vehicle.

Abstract: A system and method are disclosed for controlling a vehicle during a turn in which a braking torque is applied to an inside wheel of the vehicle when understeer is detected and to an outside wheel when oversteer is detected. Electrical energy commanded to an electric motor coupled to a first axle of the vehicle is increased in response to application of the braking torque to compensate for the applied braking torque.

Abstract: In a method for determining a roadway state (STATE) of a roadway on which a vehicle (10) is travelling which has at least one wheel (14) and an acceleration sensor (24) which is assigned to the wheel (14), in order to determine a vertical component of an acceleration of the wheel (14), a characteristic value which is representative of the roadway state (STATE) is determined as a function of a measured signal (AC_VERT) of the acceleration sensor (18).

Abstract: A communication system for a vehicle includes a vehicle speed sensor configured to emit a periodic function with a parameter correlated to the speed of the vehicle, an acceleration monitoring system, a braking system engagement detector to detect a braking status of the vehicle, an alerting device capable of signaling other drivers of a deceleration condition of the vehicle, and a control device. The acceleration monitoring system is configured to compute the acceleration of the vehicle from variations in the parameter of the periodic function of the vehicle speed sensor and to output a deceleration status of the vehicle. The control device is coupled to the acceleration monitoring system, the braking system engagement detector, and the alerting device, wherein the acceleration monitoring system sends signals to the control device and the control device operates the alerting device in a manner dependent on the deceleration status of the vehicle.

Abstract: The purpose of the present invention is to provide a work vehicle that does not slip. The work vehicle has an engine (10) generating a rotational power, a hydraulic stepless transmission (HST) (20) having a hydraulic pump (22) and a hydraulic motor (24) and changing the speed of rotation generated by the engine (10) and transmitting it to drive wheels (40), an actuator (73) for adjusting the transmission ratio of the HST (20) by changing the tilt angle of a movable swash plate (22a) of the hydraulic pump (22), a shift lever (speed setting means) (50) for setting the speed of a motor output shaft (25) changed by the HST (20), and a control device (60) for controlling operation of the actuator (73) so that the speed of the motor output shaft (25) changed by the HST (20) changes at a predetermined rate of change (?) until it reaches the speed (preset speed) set by the shift lever (50).

Abstract: A system, method and computer program product is provided for detecting if a vehicle has spun. A normal force and a lateral force of each of a front and rear axle of a vehicle is estimated. A coefficient of friction representative of a surface is estimated. Lateral momenta of the front and rear axles based on the coefficient of friction and the normal and lateral forces is calculated. Whether a surplus momentum is present, is determined. If the surplus momentum is present, a yaw rate of the vehicle is integrated respect to time to obtain a vehicle rotation estimation.

Abstract: A materials handling vehicle is provided comprising: a frame; wheels supported on the frame; a traction motor coupled to one of the wheels to effect rotation of the one wheel; a speed control element operable by an operator to define a speed control signal corresponding to a desired speed of the traction motor; a system associated with a steerable wheel to effect angular movement of the steerable wheel; and control apparatus coupled to the speed control element to receive the speed control signal, and coupled to the traction motor to generate a drive signal to the traction motor in response to the speed control signal to control the operation of the traction motor. The control apparatus may determine an acceleration value for the traction motor based on at least one of an angular position of the steerable wheel, a speed of the traction motor and a current position of the speed control element as defined by the speed control signal.

Abstract: A motion control device for a vehicle includes a vehicle speed obtaining device, a curvature obtaining device for obtaining a bending grade of a curve existing ahead of the vehicle, a position obtaining device for obtaining a relative position between the vehicle and the curve, a determination device for determining an appropriate vehicle speed for the vehicle passing through the curve based on the bending grade, a speed reduction control device for executing a speed reduction control for reducing the vehicle speed based on the vehicle speed and the relative position so that the vehicle passes through the curve at the appropriate vehicle speed, and a gradient obtaining device for obtain a gradient of the road on the curve existing in a traveling direction of the vehicle, wherein the determination device determines the appropriate vehicle speed based on the gradient of the road in addition to the bending grade.

Abstract: The land vehicle includes a body, a power plant and a plurality of land engagers, the land engagers for engaging land and propelling the land vehicle across land. The land vehicle includes a controllable suspension system, the controllable suspension system for controlling suspension movements between the body and the land engagers. The land vehicle includes a computer system and suspension sensors located proximate the land engagers for measuring suspension parameters representative of suspension movements between the body and the land engagers and outputting a plurality of suspension sensor measurement output signals. The land vehicle includes controllable force suspension members located proximate the land engagers and the suspension sensors, the controllable force suspension members applying suspension travel forces between the body and the land engagers to control the suspension movements.

Abstract: A driving force distribution control device for a four wheel drive vehicle having a mechanism that distributes the torque of an engine, which is transmitted to a main drive wheel, to a secondary drive wheel determines a first torque to be distributed to the secondary drive wheel on the basis of the engine torque, and corrects the determined first torque on the basis of a yaw rate deviation between a target yaw rate and an actual yaw rate of the vehicle. When an absolute value of the yaw rate deviation is equal to or greater than a predetermined value, the mechanism is controlled on the basis of the corrected torque.

Abstract: A target value for yaw angle velocity gain is computed according to a map expressing a relationship between steering wheel angle and yaw angle velocity gain predetermined such that a direction as seen from a driver of a target destination point for vehicle travel at a predetermined time after a forward gaze and a direction as seen from the driver are caused to match each other, and a steering gear ratio is controlled accordingly. A target value for a steering wheel torque corresponding to the detected steering wheel angle and the acquired yaw angular velocity is set, based on a relationship between yaw angular velocity and resistance-feel level predetermined such that the resistance feel level for a driver monotonically increases with increasing yaw angular velocity. Control is then preformed so as to realize the steering wheel torque target value.

Abstract: A motor vehicle with insertable four-wheel drive, including an engine having a crankshaft, a pair of main driving wheels constantly connected to the crankshaft by interposition of a gearbox provided with a first clutch, and a pair of secondary driving wheels, which may be connected to the crankshaft by an insertable transmission system. The insertable transmission system presents a second clutch, which is connected on one end with a fixed transmission ratio to the crankshaft upstream of the gearbox and on the other end with a fixed transmission ratio to the secondary driving wheels. A percentage of motive torque to be transmitted to the secondary driving wheels by the second clutch is determined according to dynamic parameters of the motor vehicle detected by respective sensors.

Abstract: A traction control device includes: rotation speed detectors provided to wheels; a control-start determiner that determines whether or not to control a braking mechanism and a differential adjusting mechanism based on rotation speeds; a braking mechanism controller that controls the braking mechanism based on a result of the determination of the control-start determiner; and a differential adjusting mechanism controller that controls the differential adjusting mechanism based on the result of the determination of the control-start determiner, in which the control-start determiner includes: a right-left-wheel rotation speed difference calculating section; a front-rear-wheel rotation speed difference calculating section; and a control-start determining section that determines whether or not to start controlling at least one of the braking mechanism and the differential adjusting mechanism when one of rotation speed differences reaches or exceeds a predetermined threshold.

Abstract: A brake control device that controls braking forces applied to wheels to stabilize the behavior of a vehicle turning a corner, and includes a turning condition detection unit detecting a turning condition of the vehicle; a braking amount setting unit setting braking amounts for the respective wheels based on the turning condition detected by the turning condition detection unit; a brake control unit applying braking forces to the wheels according to the braking amounts set by the braking amount setting unit; and a road surface friction coefficient estimation unit estimating a road surface friction coefficient of the road on which the vehicle is running. The braking amount setting unit changes upper limits of the braking amounts for the respective wheels according to the road surface friction coefficient when the vehicle is in a center differential lock mode or a direct four-wheel drive mode.

Abstract: In an automatic transmission controller, a gear shift control unit has a target rotational angle position calculator for calculating a target rotational angle position of a gear shift motor, an actual rotational angle position calculator for calculating the actual rotational angle position of the gear shift motor, and an F/B gain setting unit. When a gear shift instruction from a gear shift controller is a gear shift pattern for driving at least a select motor, the F/B gain is set to be larger that of the gear shift pattern in which the select motor is not driven, and also a motor driving mode and a motor braking mode are switched to each other in accordance with the difference between the target rotational angle position and the actual rotational angle position.

Abstract: The present invention provides a vehicle wheel spin control apparatus that, when it is determined that a wheel spin occurs, reduces engine torque to prevent the wheel spin, including: detecting driving control information and information on the state of a vehicle and determining whether basic conditions required to perform engine torque limit control to prevent the wheel spin are satisfied; when the basic conditions are satisfied, calculating a speed variation and the speed gradient value, and comparing the speed gradient value with a predetermined speed gradient value to determine whether a spin occurs; when it is determined that the spin occurs, using a torque gradient map set according to the current engine torque to perform the engine torque limit control; and when the vehicle speed is reduced by the engine torque limit control and cancellation conditions are satisfied, canceling the engine torque limit control and returning to normal control.

Abstract: In a hybrid vehicle in which a fixed speed change mode can be realized by the locking of a rotational element, the mislocking of the rotational element is prevented. A hybrid drive apparatus which has an engine, a MG1 and a MG2 and which functions as a power unit of a hybrid vehicle is provided with a brake mechanism of a cam-lock type which can control the MG1 in a lock state and a non-lock state by changing the state of a sun gear between the lock state and the non-lock state. In mislocking prevention control, an ECU calculates MG1 angular acceleration D?g, which is the absolute value of angular acceleration of the motor generator MG1, on the basis of a MG1 rotational speed Ngm1 and judges that the sun gear S1 is in a mislocking state if the MG1 angular acceleration D?g is greater than a criterion value D?gth.

Abstract: An apparatus is provided for controlling acceleration of a vehicle to a target acceleration. In the apparatus, a target acceleration calculator calculates the target acceleration. A provisional acceleration setting unit sets a provisional target acceleration such that a change rate of the provisional target acceleration is limited to a target limitation value. The provisional target acceleration is used during a step during which the acceleration of the vehicle is changed to the target acceleration. A drive power calculator calculates a drive power to obtain the provisional target acceleration. In the provisional acceleration setting unit, an initial value of the provisional target acceleration depends on a running state of the vehicle.

Abstract: A brake control apparatus for a vehicle includes four wheel braking apparatuses, a first hydraulic pressure generating apparatus, a front-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the two of the wheel braking apparatuses, a rear-wheel hydraulic circuit connecting the hydraulic pressure generating apparatus to the other two of the wheel braking apparatuses, a second hydraulic pressure generating apparatus generating an auxiliary pressure, a braking operation variable detecting means, a reference amount determining means for determining a reference amount of auxiliary hydraulic pressure, an obtaining means for obtaining at least one of state quantities indicating a load condition, a driving condition and slipperiness of wheel, a target amount determining means determining a target amount of auxiliary hydraulic pressure of each hydraulic circuit to be equal to or greater than the corresponding reference amount of auxiliary hydraulic pressure, and a pressure regulating mean

Abstract: Systems and methods for auto-location of tire pressure monitoring sensor units on a vehicle measure the angle of a wheel at two different times using a rim mounted or a tire mounted sensor and determines a difference in measured angles. The systems and methods provide for transmitting the angles and/or the difference in the measured angles along with a sensor identification to an electronic control module. Alternatively, the systems and methods provide for transmitting time differences to the electronic control module. The electronic control module correlates information transmitted from the wheel unit with antilock brake system data. A location of the wheel mounting the sensor is determined and the sensor identification is assigned.

Abstract: Auto-location systems and methods of tire pressure monitoring sensor units arranged with a wheel of a vehicle detect a predetermined time (T1) when a wheel phase angle reaches angle of interest using a rim mounted or a tire mounted sensor. The systems and methods transmit a radio frequency message associated with a wheel phase angle indication. The wheel phase angle indication triggers wheel phase and/or speed data such as ABS data at the predetermined time (T1) to be stored. A correlation algorithm is executed to identify the specific location of a wheel based on the wheel phase and/or speed data at the predetermined time (T1). TPM sensor parameters from a tire pressure monitoring sensor unit are assigned to the specific location of the wheel.

Abstract: Method for monitoring the state of a tire, in which at least one analysis value (UR i), from which the state of a tire is determined, is formed from wheel speed signals (?rot i) of the vehicle wheels, wherein the analysis value (UR i) is an absolute rolling circumference of a tire or a variable which represents the absolute rolling circumference of a tire, in particular a dynamic tire radius which is determined by evaluating wheel speed signals (?rot i) and signals from at least one sensor in order to measure the speed of the vehicle over an underlying surface, and the analysis value (UR i) is used to determine a loss of pressure and/or working loads of the tire, as well as a device for monitoring the state of the tire.

Abstract: A method and an apparatus for controlling output torque of a motor for an electric vehicle in downhill mode comprises following steps: detecting a tilt angle value ?, a current vehicle speed value V and an accelerator-pedal travel value Gain of the vehicle, determining whether the vehicle is in downhill mode or not, and if the result is positive, then calculating a downhill slip torque T1 of the vehicle under the tilt angle value ?, obtaining a maximum output torque T2, calculating an output torque T of the motor based on T1, T2, Gain and a given vehicle speed delimitative value Vref, and controlling the motor to output the calculated output torque T. The present invention ensures the vehicle speed not too high by controlling the output torque of an electric vehicle in downhill mode, even if the brake-pedal travel is zero.

Abstract: In a method for reducing the rollover risk in vehicles, at least one state variable which characterizes the transverse dynamics of the vehicle is ascertained and is used as the basis for an intervention into the steering system and the braking system which stabilizes the vehicle. A multivariable control is carried out in which two control loops are superimposed, the first control loop being based on control of the yaw rate and the second control loop being based on control of the transverse acceleration. The steering system as well as the braking system may be adjusted via the first and second control loops.

Abstract: A communication system for a vehicle includes a vehicle speed sensor configured to emit a periodic function with a parameter correlated to the speed of the vehicle, an acceleration monitoring system, a braking system engagement detector to detect a braking status of the vehicle, an alerting device capable of signaling other drivers of a deceleration condition of the vehicle, and a control device. The acceleration monitoring system is configured to compute the acceleration of the vehicle from variations in the parameter of the periodic function of the vehicle speed sensor and to output a deceleration status of the vehicle. The control device is coupled to the acceleration monitoring system, the braking system engagement detector, and the alerting device, wherein the acceleration monitoring system sends signals to the control device and the control device operates the alerting device in a manner dependent on the deceleration status of the vehicle.

Abstract: Provided is an electrically driven vehicle capable of suppressing drive wheel slipping, even in low-speed regions where wheel speeds are undetectable. The vehicle has driven wheels 7, 8 and drive wheels 3, 6, and the drive wheels 3, 6 are driven by electric motors 1, 4. The vehicle further includes a motor controller 22 which, if wheel speeds of the driven wheels 7, 8 that are detected by speed detectors 11, 12, or a body speed of the vehicle that is detected by a vehicle body speed detector 41 is less than a first setting value, regulates a torque that is output from the motors 1, 4, in order that wheel speeds of the drive wheels 3, 6 are less than a second setting value.

Abstract: A start permission decision section issues a start permission when an engine speed and a throttle valve opening become higher than predetermined values. A clutch-torque capacity storage section stores a clutch-torque capacity reference map in which a clutch-torque capacity is set as a function of at least the engine speed or as a function of the engine speed and the throttle valve opening. A clutch-torque capacity correction section corrects the clutch-torque capacity reference map so that the clutch-torque capacity is proportionally reduced in response to the difference between the engine speed and a start permission speed when a start permission is issued. An oil pressure controlling section connects the clutch with the clutch-torque capacity obtained in accordance with the corrected clutch-torque capacity map to start the vehicle.

Abstract: A method and apparatus of determining a straight-driving state or a turning state of a moving object using an acceleration sensor are provided. The method of determining a turning state using a sensor includes: reading sensor output signals of different axes from an acceleration sensor while a moving object is being driven wherein the acceleration sensor is an at least two axes acceleration sensor and detects an acceleration of the moving object; and comparing the read sensor output signals of the different axes and determining whether the moving object is in a straight-driving state or in a turning state.

Abstract: A device is provided for identifying overrun phases of a vehicle in advance. The device includes at least one processing unit, which processes altitude position data of a route that is traveled by a vehicle or will be traveled by a vehicle and calculates a prediction of the probable occurrence of future overrun phases of the vehicle, taking into consideration the altitude position data.

Abstract: Methods and systems for managing acceleration of a motor vehicle having an automatic transmission by controlling transmission turbine acceleration are provided. A desired transmission turbine acceleration is determined based on vehicle speed, turbine speed, and other information obtained from the vehicle transmission. One or more torque limits are determined as a function of the turbine acceleration. The torque limits are applied to manage acceleration of the vehicle.

Abstract: A method and device for actuating an active and/or passive motor vehicle safety system in a driving situation in which the vehicle executes a rotary movement about the vertical axis of the vehicle. A variable describing the rotary motion is measured, and this variable is processed by a mathematical model, which determines information therefrom about the future rotary motion of the vehicle. This information in turn may be used to control the vehicle safety systems as a function of the situation and prepare them for a possibly imminent collision.

Abstract: A road-surface friction-coefficient estimating device compares a rack-thrust-force deviation value with a preliminarily set maximum-value-determination threshold value. If the rack-thrust-force deviation value is above the maximum-value-determination threshold value, the device determines that tires are slipping, and sets a front-wheel friction-circle utilization rate in that state as a road-surface friction coefficient. If the rack-thrust-force deviation value is below the maximum-value-determination threshold value, the device refers to a preliminarily set map to determine a restoring speed at which the road-surface friction coefficient is to be restored to 1.0 based on a vehicle speed and a front-wheel slip angle. While restoring the road-surface friction coefficient at the restoring speed, the device calculates and outputs the road-surface friction coefficient.

Abstract: A method for controlling a powertrain of a vehicle is provided for traction control. The method comprises controlling wheel slip to a first amount, the first amount independent of a driver requested output; and controlling the wheel slip to a second amount when a vehicle speed is less than a threshold for a first duration, the second amount based on the driver requested output. In this way, the driver is allowed to modify the wheel slip in a controlled way during specific traction control conditions.

Abstract: A slip suppression control system for a vehicle includes a monitored value detecting device for detecting a monitored value corresponding to a difference between a rotational speed of a front wheel and a rotational speed of a rear wheel of the vehicle, a threshold determiner unit configured to determine a relationship between the monitored value detected by the monitored value detecting device and a threshold; and a controller configured to initiate traction control for reducing a driving power of a drive wheel when the threshold determiner unit determines that the monitored value exceeds a predetermined start threshold, wherein the threshold determiner unit is configured to count a return time which lapses from when the monitored value exceeds the start threshold until the monitored value becomes smaller than second threshold; and wherein the controller is configured to determine whether or not to terminate the traction control based on the return time.

Abstract: A method for operating a vehicle drive train comprising a drive unit, a transmission, and an all-wheel splitter having a clutch. The all-wheel splitter is positioned between the transmission and the output and splits a transmission output torque to vary the torque distribution to driven axles of the output. The split of the output torque to the driven axles is performed by a control unit in such a way that the transmission output torque, less a predetermined nominal torque set by the all-wheel drive strategy, is transferred to a first axle while the nominal torque is transferred to a second axle. When defined operating conditions are met, a clutch monitoring function is activated and the nominal torque is replaced by a torque definition of the clutch monitoring function so that the torque which is transferred by clutch to the second driven axle, is increased, then kept constant, and thereafter reduced.

Abstract: An aircraft braking control system for an aircraft braking system that comprises at least one first side braking unit (30L) for braking a respective wheel (22L) positioned on a first side of a longitudinal axis of an aircraft and at least one second side braking unit (30R) for braking a respective wheel (22R) positioned on a second side of said longitudinal axis, said braking control system comprising a brake control unit (40) operable to process respective measurements of performance of the braking units (30L, 30R) and according to the process results to provide command signals for controlling respective braking forces applied by said first and second braking units (30L, 30R) to reduce any difference between a first side braking force applied on the first side of the longitudinal axis by said at least one first side braking unit (30L) and a second side braking force applied on said second side by said at least one second side braking unit (30R).

Abstract: An anti spinning device for a powered vehicle is provided. The vehicle includes at least one driveline, the driveline including a power source and at least one rotatable element, which power source is connected to and arranged to transmit power to the at least one rotatable element. The anti spinning device includes an arrangement for detecting the fulfillment of a preset condition and an arrangement for interrupting the power transmission to the individual rotatable element when the preset condition is fulfilled. A method for controlling an anti spinning device, and a vehicle and a work vehicle such an anti spinning device, are also provided.

Abstract: A method and a system for manually controlling a turbocharger is disclosed. The method includes steps for selecting a minimum boost pressure and a maximum boost pressure. The method also includes steps for selecting a pre-configured boost mode, including a predefined boost pressure minimum and a predefined boost pressure maximum.