Abstract: A clutch-controlled transfer gear having a drive shaft which is mounted so as to be rotatable by way of at least one drive shaft bearing, a primary shaft which is mounted so as to be rotatable by way of at least one primary shaft bearing, a secondary shaft which is arranged with an axial offset with respect to the drive shaft and which is mounted so as to be rotatable by way of at least one secondary shaft bearing, a transfer mechanism which is arranged between secondary shaft and drive shaft and bridges the axial offset thereof, and a clutch which is arranged between the drive shaft and an offset gear, by means of which clutch the secondary shaft is, for the operation thereof, coupled to the drive shaft and, for the deactivation thereof, decoupled from the drive shaft, as required.

Abstract: A control device for an internal combustion engine includes an in-cylinder pressure detector, an output shaft torque calculator, a target torque calculator, an input torque parameter calculator, and a controller. The output shaft torque calculator is to calculate an output shaft torque of an output shaft of the internal combustion engine based on an in-cylinder pressure. The target torque calculator is to calculate a target torque of the output shaft torque. The input torque parameter calculator is to calculate an input torque parameter representing an input torque such that the output shaft torque becomes equal to the target torque using a feedback control algorithm which is based on a controlled object model which models a controlled object that receives the input torque parameter as input and produces the output shaft torque as output. The controller is to control the output shaft torque using the input torque parameter.

Abstract: A method for reducing the rollover risk of an automotive vehicle includes: a first step of calculating, on the basis of a plurality of signals delivered by sensors (28, 29) of the controllable suspension system, a measured quantity (TCm) as an active value (TC) of a load transfer; a second step of calculating an estimated quantity (TCe), on the basis of signals delivered by kinematic sensors (50-58) placed onboard the vehicle and a dynamic model of the vehicle, the estimated quantity being taken as an active value of the load transfer when the measured quantity is not available; a step of evaluating the rollover risk on the basis of the active value (TC) of the load transfer; and, in the event of increased rollover risk; and a step of the emission of a safety signal (S).

Abstract: A sprung vibration suppression device for a vehicle includes a motor for generating torque to generate driving/braking force at the vehicle wheels and shock absorbers. The device calculates a target driving/braking force including a base requested driving/braking force requested for driving the vehicle and a damping driving/braking force necessary for sprung damping control and controls the driving/braking force output from the motor in accordance with the target driving/braking force. The device sets the damping driving/braking force to zero and increases the damping force generated by the shock absorbers when the base requested driving/braking force is within a rattling noise generation range set for determining whether there is a possibility that rattling noise is generated in the gear device.

Abstract: A driving force distributing device includes a single pump for supplying control hydraulic pressure to each of first and second hydraulic clutches, an electric motor for driving the pump, a flow rate variable mechanism for changing a ratio of flow rate of hydraulic fluid supplied to each of the first and second hydraulic clutches and a controlling means for controlling the electric motor and the flow rate variable mechanism. The driving force distributing device can variably control a flow rate of hydraulic fluid supplied to first and second hydraulic clutches based on changing a ratio of flow rate of hydraulic fluid supplied to the first and second hydraulic clutches in the flow rate variable mechanism and a control of changing rotational speed of the pump using the motor.

Abstract: A system includes a sensor and a controller. The sensor is configured to detect sliding of a wheel of a vehicle. The controller is configured to communicate with the sensor and a traction motor operatively connected to the wheel such that the traction motor selectively applies forces in at least one direction to the wheel during operation. The controller is further configured to direct the traction motor to apply a motoring slide reducing force to the wheel when the sensor detects sliding of the wheel resulting from a frictional braking force.

Abstract: A traction control system and method are provided for electric vehicles with at least one drive wheel powered by an electric drive motor to maintain optimum maximum traction while the vehicle is driven on the ground. The traction control system includes drive means capable of transmitting torque through a vehicle drive wheel and controllable to move the vehicle over a ground surface. A preferred drive means is an electric motor designed to move the vehicle at desired ground speeds in response to operator input. Operator input requests a desired speed, and the system determines drive wheel torque required to produce the desired speed and provides maximum current to produce maximum torque to drive the vehicle with optimum traction at the desired speed. The system uses constant feedback to find maximum current corresponding to torque required for an inputted speed request to automatically control traction in any electric powered vehicle.

Abstract: Systems and methods for curb detection for parking are disclosed. An example vehicle parking assist system includes a processor and memory. An example program stored in the memory is configured to move a vehicle using a set of maneuvers to park the vehicle in a parking space based on an estimated location of a curb. The example program is also configured to compare a first yaw rate to a reference yaw rate to detect when the vehicle contacts the curb. Additionally, the example program is configured to move the vehicle using an adjusted set of maneuvers based on an actual location of the curb.

Abstract: A vehicle automatic driving control apparatus executes an automatic traveling control by performing setting on preset automatic-driving-required drive torque as target torque, and includes a traction-control-required drive torque setting unit that sets, when a preset operating condition of a traction control is satisfied, traction-control-required drive torque as the target torque to decrease drive torque and thereby suppress a drive wheel slip, an automatic-driving-required drive torque decreasing unit that gradually decreases, based on a preset amount, the automatic-driving-required drive torque when the traction control is operated, a torque comparing unit that compares the traction-control-required drive torque with the decreased automatic-driving-required drive torque, and an automatic-driving-required drive torque setting unit that completes the traction control and performs the setting again on the decreased automatic-driving-required drive torque as the automatic-driving-required drive torque for the

Abstract: A vehicle having a powertrain control system includes an internal combustion engine configured to generate torque, and a transmission to transfer the torque to at least one driveline component of the vehicle. At least one electronic sensor is configured to output a signal indicative of at least one operating parameter of the vehicle. The powertrain control system further includes a vehicle scenario detection module and an electronic control module. The vehicle scenario detection module determines a current vehicle scenario of the vehicle based on the at least one operating parameter. The electronic control module determines a current vehicle scenario based on the at least one operating parameter, to actively determine an active skid-torque value in real-time based on the current vehicle scenario. The control module further generates a torque limiting control signal that adjusts operation of a powertrain system of the vehicle based on the active skid-torque value.

Abstract: A drive device of an at least partially electrically operated vehicle includes at least two vehicle wheels, each wheel being mechanically coupled to an electrical drive unit. Each electrical drive unit obtains electrical energy from an electrical energy storage device during motor operation, and/or supplies the electrical energy storage device with electrical energy during generator operation. When operating as intended, the electrical drive units provide a torque according to a drive-unit-specific torque of a vehicle control system. A maximum total torque is determined by taking into consideration a maximum available output of the electrical energy storage device, wherein the sum formed of the drive-unit-specific torques is limited using the maximum total torque.

Abstract: The invention pertains to a road condition determining system and a method for determining a condition of a road traversed by at least one vehicle. The road condition determining system comprises a vehicle position determination means for determining a position of the vehicle, a calibration parameter detection unit adapted to determine at least one calibration parameter of a part of the vehicle, a vertical acceleration sensor adapted to continuously sense a vertical acceleration of the vehicle, a calculation unit adapted to calculate a road condition value based on the vertical acceleration and on the calibration parameter, and to continuously monitor whether the road condition value exceeds a predefined schedule, and a data transmission unit adapted to provide maintenance data to at least one receiver, the maintenance data comprising at least an information about the vehicle position.

Abstract: Provided is an electric vehicle control system capable of securing good response and slip stopping property with respect to changes in a road surface condition. The system includes a vehicle controller configured to calculate a driver's demand torque command value according to a driver's accelerating or braking operation, a first communication device capable of communicating between a hydraulic controller and a motor controller, and a second communication device capable of communicating between the vehicle controller and the motor controller. The system includes a control system in which the hydraulic controller transmits a motor torque command value to the motor controller through the first communication device; the vehicle controller transmits the driver's demand torque command value to the motor controller through the second communication device; and the motor controller selects either one of the received motor torque command value and the received driver's demand torque command value as the command value.

Abstract: A method for monitoring at least two aircraft wheel electromechanical braking actuators. For each electromechanical actuator, the method includes first determining a current value representative of the power supply current of the electromechanical actuator and determining a reference current value estimated from the power supply currents of at least one other electromechanical actuator. Then, the representative current value and the reference current value are compared. Any abnormal operation of the electromechanical actuator is detected when the difference between the representative current value and the reference current value is above a predetermined threshold.

Abstract: A driving system for electric vehicles. The driving system may have two or more electric motors, each with voltage inputs, which are connected to the axles and tires of the vehicle. A variable input control may provide a signal that indicates its current operation position to a vehicle control unit. The vehicle control unit takes the information from the variable input control and determines how much power to send to each of the electric motors' voltage inputs.

Abstract: A method for adjusting a co-efficient of friction of a disconnect clutch of a hybrid vehicle, the hybrid disconnect clutch separating or connecting an internal combustion engine and an electrical motor, including: delivering, to drive wheels of the hybrid vehicle, a torque output by the internal combustion engine and the electrical motor; determining the co-efficient of friction while the disconnect clutch is in a slipping state; operating the disconnect clutch in first and second operating modes, the first mode including an open state of the disconnect clutch and the second mode including a closed state of the disconnect clutch; and increasing the co-efficient of friction for more rapid adjustment of the slipping state only in the transition from the closed state to the opened state.

Abstract: When a rotational difference is generated between a left driving wheel and a right driving wheel, by controlling the frequency f0 of alternating currents to be fed to stator windings of first and second induction machines by a shared inverter, torque distribution to the left driving wheel and the right driving wheel is controlled.

Abstract: [Problem] An object of the present invention is to provide an electric power steering apparatus that achieves desired steering feeling by controlling a column angle to follow a value corresponding to a steering angle and vehicle information, and that is not affected by variations in manufacturing, changes due to aging or the like of a vehicle and a steering system. [Means for Solving the Problem] An electric power steering apparatus that calculates a current command value based on at least a steering torque, and assists and controls a steering system by driving a motor based on the current command value, comprises a target column angle calculating section that calculates a target column angle based on a steering angle and vehicle information, and a column angle control section that calculates the current command value based on the target column angle and a detected actual column angle; and performs angle control of making a column angle a value corresponding to the steering angle and the vehicle information.

Abstract: The present teachings provide a method for controlling transmission of power to a set of wheels of a vehicle. The method can include providing a drive module configured to provide an amount of drive torque for powering the set of vehicle wheels. The method can include determining a yaw rate of the vehicle and a first set of vehicle parameters. The method can include determining a reference yaw rate of the vehicle based on the first set of vehicle parameters. The method can include calculating a yaw rate error based on the yaw rate and the reference yaw rate. The method can include reducing the amount of drive torque provided by the drive module to the vehicle wheels based on the yaw rate error.

Abstract: A vehicle includes a differential, a clutch configured to lock the differential, and a controller. The controller is programmed to, in response to a condition or specified drive mode associated with locking the differential, adjust a clutch torque to lock the differential. The controller is further programmed to, in response to an output speed of the differential exceeding a threshold during the condition, decrease the clutch torque to allow the clutch to slip.

Abstract: A vehicle control device corrects the amount of brake control according to the degree of stall prevention requests such that the brake control amount is matched to a travel state. For example, when the vehicle body speed is low, the vehicle body is often traveling a road surface that is difficult to travel, and the degree of stall prevention requests is small. In such cases, the vehicle control device exhibits LSD effects and increases ground-covering properties by executing vehicle wheel slip control based on stronger brake control, while increasing safety properties by better enabling generation of deceleration. Then, as the vehicle body speed increases, because it is conceivable that the vehicle body is leaving a place that is difficult to travel and the degree of stall prevention requests is high, the vehicle control device executes switching such that brake control is lowered.

Abstract: In this steer-by-wire steering reaction force control device, a steering controller is provided with: a turning reaction force estimation unit configured to calculate an estimated value of a turning reaction force or a parameter representing vehicle behavior from a vehicle motion model; and a comparison unit configured to compare the estimated value calculated by the turning reaction force estimation unit with a value detected by a turning reaction force sensor, and configured to select either one of the estimated value and the detected value in accordance with a predetermined condition. Further, a steering reaction force generation unit is provided that is configured to use the estimated value or the detected value selected by the comparison unit for generation of a steering reaction force.

Abstract: A slope-descending speed control device 10 for a vehicle configured to control a vehicle deceleration so that an actual vehicle speed conforms to a target vehicle speed in accordance with a target deceleration Gxbt of a PID feedback control executed in accordance with a difference between a target vehicle speed Vxt and an actual vehicle speed Vx. In a situation where an actual vehicle speed is higher than a target vehicle speed, with a component in a hill-descending direction of gravitational acceleration of the vehicle at a time point when a condition for starting a slope-descending speed control is satisfied being a reference gravitational acceleration Gxd0, when a difference between a component Gxd in a hill-descending direction of gravitational acceleration and the reference gravitational acceleration Gxd0 is between upper and lower reference values, a target deceleration Gxbti of the integral term is not integrated to restrain its increase.

Abstract: A control apparatus mounted on a railcar including a plurality of wheelsets includes: a torque basic value setting portion configured to set a basic value of torque applied to each of the plurality of wheelsets; an adhesion determining portion configured to determine whether or not each of the plurality of wheelsets adheres to a rail; and a torque correcting portion configured to correct the basic value of the torque to obtain a corrected value that is smaller than the basic value. The plurality of wheelsets includes one or more specific wheelsets and one or more general wheelsets other than the specific wheelsets. The torque correcting portion calculates the corrected value of the torque, applied to the general wheelset, in accordance with a first rule and calculates the corrected value of the torque, applied to the specific wheelset, in accordance with a second rule different from the first rule.

Abstract: Even in the case where it is difficult to increase an engine torque (Te) during switching when a running is switched to a 4WD running or a 2WD running during a 2WD_d running, an alternative control section suppresses a fluctuation in the driving force of a four-wheel drive vehicle, hence it is possible to suppress a switching shock and an unnatural feeling of deceleration occurring during the switching to the 4WD running or the 2WD running.

Abstract: A driving force control system according to an embodiment of the present invention includes: an absolute bank angle detector configured to detect an absolute bank angle that is the absolute value of a vehicle's bank angle; a calculation circuit configured to calculate a relative bank angle that is the vehicle's relative angle with respect to a maximum absolute bank angle that is the maximum value of the absolute bank angle; and a controller configured to control driving force based on the relative bank angle.

Abstract: Example methods for distributing torque in a driveline, and driveline systems are disclosed. In one approach, a baseline torque split may be employed, e.g., in a drive unit. The method may further include detecting a first gradient of a first driving surface that exceeds a threshold amount while the driveline is traversing the first gradient using the baseline torque split. The method may further include modifying the second share of torque with respect to the first share of torque in response to the detection of the first gradient. In some examples, a modification may include increasing an amount of torque being distributed to a secondary axle of the vehicle, while in others a torque bias between the primary and secondary axle may be reduced.

Abstract: A system for controlling the speed of a vehicle, the system being operable to cause the vehicle to operate in accordance with a value of vehicle set-speed, the system being operable to allow a user to change the current value of vehicle set-speed in discrete steps by means of user input means, a magnitude of the discrete steps being determined by the system in dependence on a vehicle operational state.

Abstract: A technique for simplifying the structure of an idling stop device. The idling stop device 100 includes a deceleration detector 200 which detects decelerations of a vehicle. The idling stop device 100 also includes an estimation part 350 which acquires, based on the deceleration detected by the deceleration detector 200, first deceleration when a vehicle is decelerated to a preset speed of less. Based on the acquired first deceleration, the estimation part 350 estimates a first brake pressure applied to the vehicle when the vehicle is decelerated to the preset speed or less.

Abstract: Described are portable electronics device coupling assemblies including a cradle configured to electronically couple and releasably engage a portable electronics device, and an adaptor configured to electronically couple and releasably engage the cradle to a passenger seat. Other examples may include a passenger seat having an electronics port configured to electronically couple to the portable electronics device, and a receptacle coupled to the electronics port and configured to releasably engage the portable electronics device. As examples, the portable electronics device may be a tablet computer, a cell phone, a smart phone, a handheld video game system, a personal digital assistant, a palmtop computer, a DVD player, data or audio-video media, or a multi-media enabled device.

Abstract: A linear sensor apparatus for a vehicle includes a housing which includes an accommodation space therein, a mobile member which is provided in the accommodation space and has at least a part that extends from the housing outward to be connected to a predetermined driving system of the vehicle and linearly moves between a first area and a second area according to driving of the driving system, a magnet member provided in the mobile member, and an output unit which outputs an OFF value when the magnet member is located in the first area and outputs an ON value when the magnet member is located in the second area.

Abstract: A brake system does not change immediately an operating condition of a left front brake although a slipping condition is detected at the left front wheel based on a signal detected by a left detector in such a state that a slipping condition is not detected at a right front wheel based on a signal detected by a right detector, and does not change immediately an operating condition of a right front brake although a slipping condition is detected at the right front wheel based on a signal detected by the right detector in such a state a slipping condition is not detected at the left front wheel based on a signal detected by the left detector.

Abstract: A method for the safe operation of a drive of a motor vehicle, the drive being controlled by at least one control unit, including acceleration monitoring in which the allowability of an operating state of the drive results as a function of a comparison of an ascertained actual acceleration with an allowable acceleration, a fault response being initiated as a function of whether a braking request is present, if the comparison shows that an inadvertent acceleration is present.

Abstract: A method of rocking a vehicle free, the vehicle having a drive-train (1) with a torque adjusting element (3) which transmits drive torque to a vehicle wheel (5). The adjusting element (3) is controlled as a function of an accelerator pedal position. In a rocking-free situation in which the vehicle wheel (5) is to be moved from a depression (6) by alternating deflection and release of the accelerator pedal (8), the driver produces a cyclically fluctuating drive torque at vehicle wheel (5). The accelerator pedal position is continually monitored and upon recognizing a beginning or imminently beginning reduction of the accelerator pedal deflection or a parameter derived therefrom, an imminent full release of the deflection of the accelerator pedal (8) is concluded and the adjusting element (3) is actuated in anticipation so that the vehicle wheel (5) is immediately freed from a drive torque that has been active until then.

Abstract: A vehicle including a continuously variable transmission including a gear selectively locked to an output shaft via a clutch actuated by an electric coil. The vehicle also includes a controller configured to, in response to wheel hop being detected, energize the coil to disengage the clutch allowing the gear and the output shaft to rotate independently of each other.

Abstract: Embodiments include computer-implemented method, systems and computer program products for route planning utilizing a Global Positioning System (GPS) device to determine an accessible route of a person travelling in a vehicle. The computer-implemented method includes generating, by at least one processor of the GPS device utilizing a map database, a route and retrieving a vehicle profile identifying operable conditions of the vehicle. Information from a route condition database relating to conditions along the route is retrieved and it is determined based upon the conditions along the route and the operable conditions of the vehicle if the route is an authorized, passable route for the vehicle. In response to determining if the route is an authorized, passable route for the vehicle, the route is presented on a display screen.

Abstract: An electronic brake system may include a hydraulic pressure supply device having a motor configured to be operated by receiving an electrical signal from the pedal displacement sensor when the brake pedal is operated, a gear pump configured to discharge and suction a hydraulic pressure depending on a rotational force of the motor, and a power transmission unit configured to deliver the rotational force of the motor to the gear pump; a hydraulic control unit having first and second hydraulic circuits configured to receive the hydraulic pressure by a force generated by the hydraulic pressure supply device to control hydraulic pressure flows delivered to wheel cylinders provided on wheels; and an electronic control unit configured to control the motor and valves based on hydraulic pressure information and pedal displacement information.

Abstract: A vehicle stability control system operates by detecting a wheel speed potentially indicative of the presence of a mini-spare wheel at a wheel location of a vehicle with a wheel speed sensor and determines that a mini-spare tire is present responsive to the wheel speed remaining within a predefined band for predefined time. A threshold value that triggers action by a vehicle stability control system is adjusted to provide the mini-spare wheel with a value different than a wheel speed threshold value indicative of wheel slipping for a standard wheel.

Abstract: A system is configured to control aerodynamics of a vehicle. The vehicle includes a vehicle body having a front end facing an ambient airflow when the vehicle is in motion relative to a road surface. The system includes an adjustable aerodynamic-aid element mounted to the vehicle body. The system also includes a mechanism configured to vary a position of the adjustable aerodynamic-aid element relative to the vehicle body and thereby control movement of the airflow. The system additionally includes a sensor configured to detect a height of the vehicle body relative to a predetermined reference frame and a controller configured to receive a signal from the sensor indicative of the detected vehicle body height. The controller is also configured to determine a ride-height of the vehicle using the detected vehicle body height and to regulate the mechanism in response to the determined ride-height to control aerodynamics of the vehicle.

Abstract: A method and device for ascertaining at least one variable regarding a state of a brake fluid in a brake system of a vehicle includes a device determining a volume flow variable regarding a volume flow, which flows via a simulator separation valve into a simulator by taking into account at least one displacement speed variable regarding a displacement speed of a brake pedal/rod piston; determining a simulator internal pressure variable regarding a simulator internal pressure by taking into account at least one pedal travel variable regarding a pedal travel; determining a pressure difference variable regarding a pressure difference at the simulator separation valve by taking into account the simulator internal pressure variable and an admission pressure variable regarding an admission pressure; and determining at least one variable by taking into account the at least one determined volume flow variable and the at least one determined pressure difference variable.

Abstract: A method and a corresponding apparatus for carrying out a reference measurement on a sensor of an internal combustion engine of a motor vehicle during an overrun phase of the internal combustion engine, in order to detect measurement errors of the sensor. Provision is made that future overrun phases of the internal combustion engine, and the duration of the overrun phases, are predicted on the basis of route data; and that a reference measurement on the sensor is carried out only when the predicted duration of the overrun phase is long enough to carry out the reference measurement completely. With the method and apparatus presented, the functioning of sensors can be monitored during an overrun phase of a motor vehicle having an internal combustion engine.

Abstract: To enable control of vehicle speed according to the intentions of a driver by a simpler operation. When a vehicle body speed rapidly decreases and becomes lower than a brake target threshold speed, the brake target threshold speed is decreased in conformity with the vehicle body speed. This prevents the increase of the vehicle body speed toward the brake target threshold speed such that a vehicle accelerates regardless of a brake being in operation because the brake target threshold speed is set at a higher value than the vehicle body speed. Accordingly, the vehicle body speed decelerates by a simpler operation while being able to prevent the vehicle from accelerating against the intentions of a driver and being able to control the speed of the vehicle according to the intentions of the driver.

Abstract: A slip control device for an electric vehicle which accurately determines slippage occurrence with only a rotation angle sensor for motor rotation control and perform rapid control to eliminate the slippage, is provided. A threshold calculation module (21) calculates a normal angular acceleration of a motor depending on a manipulation amount of an accelerator to obtain a threshold, and an angular acceleration calculator (22) differentiates a detection value from a rotation angle sensor (3a) twice to calculate an angular acceleration. A slip determination (23) determines whether a drive wheel (7) has slipped, and a torque limitation (25) limits a torque when a slippage has occurred. The determination (23) determines the angular acceleration and a threshold. The determination (23) counts a number of consecutive times it is determined that the threshold is exceeded, and determines that a slippage has occurred, if the number of consecutive times has reached a set value.

Abstract: In order to provide a traction control device capable of preventing an initial slip at a start, the traction control device includes a drive power source outputting drive power to a drive wheel of a vehicle; a vehicle speed sensor detecting the wheel speed of a non-drive wheel of the vehicle; and target restricted speed generating means for generating a target restricted speed for the vehicle by determining the state of a road surface from target drive torque of the vehicle, the wheel speed of the non-drive wheel, and a signal indicating the extent of operation of an accelerator by a driver. The target restricted speed generated by the target restricted speed generating means is switched stepwise in a speed region where the speed of the drive wheel is not detected in correspondence with a control mode that is classified according to the slipperiness of a road surface.

Abstract: A vehicle control strategy provides for automatically controlled movement from rest with deliberate wheel slip to maximize thrust. Different wheel slip conditions are provided for different terrain types. Wheel slip may be progressively reduced as the vehicle reaches a steady state speed. The strategy may also be implemented to maintain vehicle progress on low friction surfaces. The vehicle driver may be commanded to vary a control input, such as accelerator pedal position.

Abstract: A differential control system for a motor vehicle such as a truck including at least one differential includes at least one differential lock which is able to operate the differential into at least a locked or an unlocked state, a controller that controls the differential lock, a manually operable control member freely rotating bidirectionally around at least one axis, an encoder connected to the control member to convert a rotation of the control member into a signal fed to the controller which controls the differential lock in order to operate the differential into a locked or an unlocked state.

Abstract: A vehicle includes a steering system, a vehicle speed detector, a brake system, and a control system. The control system is coupled with steering system for implementing a backup mode for reversing a trailer including controlling the steering system to maintain the trailer along a path. The control system is further coupled with the speed detector and the brake system and selectively outputs a rate-limited brake torque demand to the brake system to maintain a vehicle speed below a threshold speed.

Abstract: A brake system for motor vehicles, with a brake pedal for operating a master brake cylinder with a piston and pressure chamber connected to a wheel brake, a displacement sensor that detects the brake pedal displacement, a pedal force detection device that detects the brake pedal force, a brake pressure modulation unit applying pressure to the wheel brakes and regulating the wheel brakes individually. A cylinder-piston device for hydraulically producing a force that acts on the master cylinder piston in addition to the pedal force. A pressure supply device to supply pressure medium into the cylinder-piston arrangement. A hydraulic device supplying pressure medium into the brake circuit. A cylinder-piston arrangement upstream of the master brake cylinder generates a force acting on the master cylinder piston. An electronic control and regulation unit, executes an algorithm for the regulation of the brake system pressure.

Abstract: A vehicle control device for controlling a vehicle with an engine includes a target engine output calculation unit configured to calculate a target engine output based on a target drive force, a vehicle speed and an air density, and a target engine torque calculation unit configured to calculate a target engine torque based on the target engine output and the air density. The target engine output calculation unit is configured to set a smaller target engine output when the air density is low than when the air density is high, and the target engine torque calculation unit is configured to set a larger target engine torque when the air density is low than when the air density is high.

Abstract: Methods and systems for controlling torque for a front axle and a rear axle of a vehicle with independent front and rear propulsion systems are provided. A data unit is configured to obtain data for one or more parameters of a vehicle while the vehicle is being driven. A processor is coupled to the data unit, and is configured to provide torque to at least facilitate providing torque the front axle and the rear axle independently based on the one or more parameters.