Abstract: A controller controls respective braking pressures at wheels on a vehicle. The controller includes a processor electrically communicating with each of a plurality of switching valves, which controls braking pressures at respective wheels. The processor, during a braking event having a brake demand above a braking demand threshold, controls each of the switching valves to maintain braking pressures at the respective wheels based on at least one additional criteria.

Abstract: A parameter calculation part calculates an adaptive gain coefficient ‘k’ for the road surface conditions, based on frictional coefficient ? and a slip ratio ? from an acquisition part and a coefficient ‘b’ in a storage part. Subsequently, the parameter calculation part calculates an adaptive time constant ? by which the stability of traction control can be ensured, based on the gain coefficient ‘k’ and a coefficient ‘a’ within the storage part. Along with the calculated gain coefficient ‘k’ being set in a gain multiplication part, the calculated time constant ? is set in a filter part. According to these settings, model following control is executed by taking, as a reference model, an adhesion model in which the driving wheel does not slip. This enhances slip prevention performance while ensuring control stability, making stable travel possible while ensuring the required drive force in accordance with road surface state.

Abstract: A drive train having a locking differential and a control unit for controlling operation of the locking differential. The control unit is responsive to selected vehicle characteristics to sua sponte activate or inactivate a locking mechanism of the locking differential to cause the locking differential to operate in a locked manner or an unlocked manner, respectively. A method for operating a locking differential is also provided. The method includes: utilizing only preselected vehicle criteria indicative of the operational state of the vehicle to identify a situation in which a locking mechanism associated with the locking differential is to be energized; and responsively energizing the locking mechanism.

Abstract: A vehicle configured to operate in an autonomous mode could determine a current state of the vehicle and the current state of the environment of the vehicle. The environment of the vehicle includes at least one other vehicle. A predicted behavior of the at least one other vehicle could be determined based on the current state of the vehicle and the current state of the environment of the vehicle. A confidence level could also be determined based on the predicted behavior, the current state of the vehicle, and the current state of the environment of the vehicle. In some embodiments, the confidence level may be related to the likelihood of the at least one other vehicle to perform the predicted behavior. The vehicle in the autonomous mode could be controlled based on the predicted behavior, the confidence level, and the current state of the vehicle and its environment.

Abstract: A mobile vehicle 1 has two wheels 5, 5 on the rear side of a vehicle body 3, and is capable of causing a roll driving moment to act on the vehicle body 3 by an actuator 33 in a roll driving mechanism 23. A control device 70 controls the actuator 33 such that the function characteristics of the roll driving moment implemented by the control of the actuator 33 with respect to a vehicle body roll angle (inclination angle in the roll direction of the vehicle body 3) become as shown in FIG. 6A or 6B.

Abstract: A process is provided for preparing a defined starting operation of a motor vehicle selectable by the driver, having a starting element arranged between an engine and a transmission. In the event of a maximal power demand by the driver and in the event of the selection of the defined starting operation by an electronic control unit, the rotational speed or the torque of the engine is set to a specified value, wherein the specified value is automatically determined by the electronic control unit as function of a determined friction parameter, by which at least one relative prediction concerning the transmissible drive torque to be expected for the acceleration operation can be made, such that, by use of the specified during the starting and acceleration operation following the preparation, the maximally possible drive torque is achieved for the best possible acceleration.

Abstract: A method of charging an electric vehicle at a charging station may include driving the vehicle towards the charging station, and using a plurality of RFID tags and one or more RFID readers to determine a relative position of the charging interface of the vehicle with respect to the charge head assembly of the charging station. The method may also include engaging the charge head assembly with the charging head, and charging the vehicle.

Abstract: A method identifies, for a vehicle, a low friction surface from a road surface with a slope. With the vehicle at standstill, the vehicle ignition is switched on. A normal load for the vehicle is calculated. It is determined if the vehicle is moving, and if the vehicle is moving, a vehicle load is calculated using suspension information from the vehicle. A road slope angle is calculated based on the calculated vehicle load and calculated normal load. A normal slope angle is calculated and is compared to the calculated road slope angle to determine if the vehicle is on a low friction surface or on a sloped surface. In accordance with another aspect of an embodiment, a method determines whether a trailer is coupled to a vehicle.

Abstract: A vehicle control device includes: a travelable region detecting device configured to detect a travelable region of a vehicle; a travel control device configured to execute trajectory control based on a target vehicle behavior amount calculated for the vehicle to travel in the travelable region detected by the travelable region detecting device; and a control device configured to calculate a target lateral position correction amount and a target yaw angle correction amount such that a vehicle response to a steering member of a driver when the trajectory control is executed becomes a predetermined vehicle response and correct the target vehicle behavior amount by using a corrected target lateral position based on the calculated target lateral position correction amount and a corrected target yaw angle based on the calculated target yaw angle correction amount when the trajectory control is executed by the travel control device.

Abstract: A controller to control a driving-torque distribution to a front wheel and a rear wheel comprises an obtainment portion to obtain a vehicle's lateral acceleration, an engine's output torque, and a vehicle's turning radius during turning of a vehicle, a determination portion to determine a rear-wheel driving-torque distribution rate denoting a rate of the driving torque to be transmitted to the rear wheel relative to the driving torque corresponding to the engine's output torque based on the obtained vehicle's lateral acceleration, engine's output torque, and vehicle's turning radius, and a control-signal output portion to output a control signal to a driving-torque transmission device to adjust the driving torque transmitted to the rear wheel such that the driving torque to be distributed to the rear wheel is controlled according to the determined rear-wheel driving-torque distribution rate.

Abstract: A control device for a vehicular power system including an induction motor includes an electronic control unit configured to detect a locked state of the induction motor, calculate a lock-release slip frequency that causes an electric frequency to be outside a lock range, and control the induction motor so that a slip frequency of the induction motor becomes equal to the lock-release slip frequency when the locked state is detected.

Abstract: A method for controlling wheel slip comprising determining an actual wheel slip of a set of driven wheels on a vehicle, adjusting the actual wheel slip for cornering distortion, setting a target slip condition using a traction control unit with a multi-position switch depending upon road conditions, calculating overslip of the wheels, and retarding an engine output to minimize overslip, and an apparatus for accomplishing same.

Abstract: The present invention relates to a device and method for ascertaining the steering angle (?3) of at least one steerable wheel of a set of steerable wheels of a machine that can be directionally controlled, which machine comprises at least said set of steerable wheels and at least one set of drivable wheels showing a specific wheelbase (a1) relative to said steerable wheels and spaced from one another by a specific track width (b1), wherein by means of an ascertained wheel velocity difference of the two driven wheels a yaw rate (?) and a real circle radius (r1) of the driven wheel on the inside of the curve are ascertained. It is then possible to ascertain the steering angle (?) from these values by way of the geometrical relationship of wheelbase (a1) and track width (b1) of the machine.

Abstract: Disclosed is a torque indicating device including: a first indicating section that indicates a torque transmitted to primary drive wheels of a vehicle; and a second indicating section that indicates a torque transmitted to secondary drive wheels of the vehicle. The second indicating section indicates a quantity that is less than or equal to the quantity indicated by the first indicating section.

Abstract: A transaxle with a tandem axle includes an engine, a transmission and a driveshaft. The transmission has an integrated interaxle differential mounted remotely from the engine. The transmission and the integrated interaxle differential are mounted on at least one vehicle frame member so that both are sprung weight on the vehicle. The driveshaft spans a gap between the engine and the transmission.

Abstract: When both a left rear wheel and a right rear wheel are driven by first and second electric motors, and acceleration slippage occurs at either the left wheel or the right wheel, the acceleration slippage is reduced by decreasing the command motor torque (power drive torque) of the first or second electric motor connected to the wheel at which acceleration slippage was generated. The command motor torque of the first or second electric motor connected to the other wheel (wheel on the other side) on the right or left side that is opposite the wheel at which slippage occurred is increased, thereby making it possible to supplement the decrease in the driving torque of the wheel at which slippage occurred.

Abstract: A method for calibrating a detector of a damping assembly in a vehicle. The damping assembly comprises a damper for connecting a transmission shaft of a transmission system of the vehicle to a driving shaft, the method comprising the step of applying different torques at the damping assembly by generating losses at different working conditions of the transmission system, so that the damper can be compared to a damper of a reference vehicle for each of the different working conditions.

Abstract: A brake system may have a drag reduction function of effectively attenuating drag by controlling the position of a pressurizing piston in a pressurizing cylinder through a motor to supply a fluid in a hydraulic line to the reserve tank such that negative pressure is created to forcibly withdraw the piston in a caliper, and a method of controlling the same. The brake system may include a pressurizing cylinder connected to a reserve tank to store a fluid, a motor to move a pressurizing piston forward, and a braking control unit to receive state information about the vehicle to determine whether the vehicle is braking or traveling, execute, when the vehicle is traveling, a negative pressure creation mode of driving the motor to move the pressurizing piston forward to create a negative pressure, and execute, when creation of the negative pressure is completed, a negative pressure maintaining mode.

Abstract: The invention relates to a device for injecting a fluid (2), in particular into the exhaust-gas section of an internal combustion engine, having a reservoir (4) for storing the fluid (2) to be injected; an injection and metering module (10); a pump (8) which is configured for conveying fluid (2) during operation out of the reservoir (4) to the injection and metering module (10); and a return line (16) which makes an outflow of fluid (2) out of the injection and metering module (10) possible, wherein a switchable throttling valve (14) which is suitable for pumping fluid out of the injection and metering module (10) is arranged in the return line (16).

Abstract: Methods and systems are described for monitoring a determined wheel speed of a wheel. A three wheel speed values—each indicative of a measured wheel speed of a different wheel—are each received from a different wheel speed sensor. An estimated wheel speed value for a fourth wheel is determined based on at least one of the three wheel speed values. A calculated wheel speed value is determined based on information received from a vehicle system. A fault condition is detected based on deviations between the estimated wheel speed value for the fourth wheel and the calculated wheel speed value for the fourth wheel.

Abstract: A method for steering assistance of a motor vehicle driver of a motor vehicle in dangerous situations. The vehicle is equipped with a mechanism which influences its steering device and a vehicle environment detection mechanism. A trajectory calculation unit calculates driving cases of all drivable and stable movement trajectories on the basis of the data of the vehicle environment detection mechanism. A mechanism detects and evaluates a current steering wheel actuation with regard to the presence of a dangerous situation, wherein, when a dangerous situation is detected, the movement trajectory from the currently determined driving case is determined which corresponds to the driving maneuver that is indicated by the associated current steering wheel actuation, and the driver is assisted, by way of the mechanism which influences the steering device, in continuing the driving maneuver as a function of the determined movement trajectory.

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: A method of controlling a brake system of a vehicle. The method may include determining whether an environmental brake pad wear condition is detected that may be indicative of wear of a friction material of a brake pad assembly due to an environmental contaminant.

Abstract: A method and system relates to improving powertrain responsiveness in a vehicle while maintaining fuel economy by inhibiting entry into, or exiting, energy-saving modes when oncoming traffic is detected. In one example, the energy-saving mode is inhibited in response to an indication of an oncoming vehicle of concern. In a second example, the energy-saving mode is selectively maintained in response to an indication of an absence of oncoming traffic.

Abstract: A hybrid drive device in which an input shaft is connected to an engine, an output shaft is connected to wheels, and a wheel drive motor is connected between the input shaft and the output shaft. In the hybrid device, a friction engagement element that is provided between the input shaft and the output shaft and of which transfer torque is controllable. A control device controls the friction engagement element. The control device reduces the transfer torque of the friction engagement element during engine starting in a predetermined low temperature environment or during travel on a bad road, compared to the transfer torque of the friction engagement element in an engaged state.

Abstract: A system an method for controlling a hybrid vehicle having a transmission coupled to vehicle wheels, an internal combustion engine, a planetary gearset coupled to the engine and to a differential output shaft to drive the vehicle wheels, a traction motor coupled through gearing to the differential output shaft and the planetary gearset, a generator coupled to the planetary gearset and electrically coupled to the fraction motor, a traction battery coupled to the generator and the traction motor, and at least one controller in communication with the engine, the traction motor, and the generator include limiting engine speed in response to a wheel slip event to an engine speed limit based on motor speed and generator speed to prevent the generator speed from exceeding a corresponding threshold when the wheel slip event terminates.

Abstract: An engine includes an injector, an ignition plug, a supercharger, an electronic throttle device, and an EGR apparatus. An EGR passage has an inlet connected to an exhaust passage downstream of a turbine and an outlet connected to the intake passage upstream from a compressor. A fresh-air introduction passage is arranged to introduce fresh air to a surge tank downstream from the electronic throttle device and a fresh-air control valve is provided to regulate a fresh air amount. When an ECU determines that the engine is under deceleration and under fuel supply, the ECU closes the electronic throttle device to a predetermined opening degree to scavenge EGR gas flowing from the EGR passage and remaining in the intake passage, opens a fresh-air control valve to a predetermined opening degree, and causes the ignition plug to retard an ignition timing.

Abstract: A transfer device capable of performing switching between a two-wheel drive mode or a standby four-wheel drive mode and a full-time four-wheel drive mode is provided with: a center differential which comprises a differential mechanism including one side gear coupled to rear wheels and the other side gear capable of transmitting power to a spline piece coupled to front wheels, and a differential case coupled to an engine; a switching sleeve which is movable between a first position at which the differential case and a hub are engaged and a second position at which the hub and the spline piece are engaged; and a control clutch which engages and disengages a rear wheel output shaft coupled to the one side gear and the spline piece.

Abstract: In a triggering method for activating a lateral velocity estimating system for occupant protection devices, one or more vehicle-dynamics variables are sensed and evaluated. Based on the sensed vehicle-dynamics variables an oversteer and understeer detection procedure and a road condition detection procedure are performed, which are evaluated for activation of the lateral velocity estimating system.

Abstract: An anti-nose down torque control system and method for a vehicle is provided that prevents a nose down phenomenon where, during braking of a vehicle, front parts of the vehicle rotates forward. The method includes braking, by a controller, the vehicle being driven by a motor and applying the anti-nose down torque in a forward direction to the motor in response to a deceleration and a vehicle speed in a last braking stage. In addition, the controller is configured to decrease a braking deceleration and reduce a nose down phenomenon by the anti-nose down torque.

Abstract: A vehicle attitude control system includes a control unit that calculates a front wheel control amount and a rear wheel control amount on the basis of a front-side slip angle at a front axle of front wheels and a rear-side slip angle at a rear axle of rear wheels, and that controls the front wheels on the basis of the front wheel control amount and controls the rear wheels on the basis of the rear wheel control amount at the same time.

Abstract: [OBJECT] To provide a device which is held by vacuum on a wall surface or a window surface of glass of a building, and which is moved along the surface, thereby performing the cleaning operation. [SOLVING MEANS] In three clinging units which are arranged in a row, each of the clinging units includes clinging unit putting forward/backward means for putting the clinging unit in and out in a direction intersecting with the surface. The clinging units adjacent to each other are coupled by transverse expansion and contraction means via the clinging unit putting forward/backward means, so as to constitute a row clinging unit group. In three row clinging unit groups which are arranged in the longitudinal direction, the row clinging unit groups adjacent to each other are coupled by lengthwise expansion and contraction means via the clinging unit putting forward/backward means. Each of the clinging units can be selectively set in one of three states, i.e.

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 vehicle speed control device is provided. The device includes a steering device which steers left and right wheels, first and second electric motors which separately apply power to the left and right wheels, an operation amount acquisition unit which acquires an acceleration operation amount by the driver of the vehicle, a steering angle acquisition unit which acquires a steering angle which is a value between an inner wheel steering angle and an outer wheel steering angle; a vehicle speed acquisition unit configured to acquire an actual speed of the vehicle; and a control unit configured to control the first electric motor and the second electric motor on the basis of the acceleration operation amount, the actual speed, the steering angle, and a steering geometry indicating a geometric relationship between the steering angle and a turning center of the vehicle.

Abstract: A method of estimating soil conditions of a work surface during operation of a track-type tractor measures current operating conditions and current operating state to develop adjustments to a nominal pull-slip curve. The adjusted pull-slip curve is used to calculate optimum performance in terms of an input variable such as track speed. Two factors are developed to reflect soil conditions, coefficient of traction and a shear modulus adjustment that affect different portions of the nominal pull slip curve.

Abstract: According to a relaxation length compensation torque computation section 54 of a vehicle steering apparatus 100, a relaxation length compensation torque is computed based on (1) a front wheel actual steering angular velocity computed from a motor rotation angular velocity input by a front wheel actual steering angular velocity computation section 52, and based on (2) a transfer function that is (a) expressed using a difference between a road surface reaction torque model and a referential reaction torque model and that is (b) determined according to a vehicle velocity input by a vehicle velocity sensor 20. A power steering controller 58 adds the relaxation length compensation torque to an assistance torque, and controls an EPS motor 3 so as to generate the assistance torque to which the relaxation length compensation torque has been added. The relaxation length compensation torque is thereby computed with good precision, enabling high handling performance to be achieved.

Abstract: A target sideslip angle computing unit calculates a target sideslip angle used when a vehicle makes a turn, based on a steering angle and a vehicle speed. A target sideslip angle correcting unit corrects the target sideslip angle calculated by the target sideslip angle computing unit using a sideslip angle correction amount calculated based on at least one of a steering angular velocity, a depression amount of an accelerator pedal, a depression velocity of the accelerator pedal and a depression amount of a brake pedal. Vehicle attitude control is executed using the target sideslip angle corrected by the target sideslip angle correcting unit.

Abstract: A system an method for controlling a hybrid vehicle having a transmission coupled to vehicle wheels, an internal combustion engine, a planetary gearset coupled to the engine and to a differential output shaft to drive the vehicle wheels, a traction motor coupled through gearing to the differential output shaft and the planetary gearset, a generator coupled to the planetary gearset and electrically coupled to the fraction motor, a traction battery coupled to the generator and the traction motor, and at least one controller in communication with the engine, the traction motor, and the generator include limiting engine speed in response to a wheel slip event to an engine speed limit based on motor speed and generator speed to prevent the generator speed from exceeding a corresponding threshold when the wheel slip event terminates.

Abstract: A walking assistance moving vehicle includes a walking assistance moving vehicle main body with a pair of drive wheels, a drive wheel rotational speed sensor, a turning sensor, and a controller. The drive wheel rotational speed sensor senses drive wheel rotational speed of each of the drive wheels. The turning sensor directly senses at least one of a first lateral acceleration and a first turning angular velocity. The controller indirectly acquires at least one of a second lateral acceleration and a second turning angular velocity based on the drive wheel rotational speed sensed by the drive wheel rotational speed sensor. The controller performs a first control to decelerate or stop drive of the drive wheels based on a comparison of the first turning angular velocity and the second turning angular velocity or a comparison of the first lateral acceleration and the second lateral acceleration.

Abstract: Disclosed is an in-wheel system for a hybrid electric vehicle. The in-wheel system includes an engine that provides a rotational driving power to front wheels or rear wheels, at least one in-wheel motor that is driven by a battery, and is provided at each of the front wheels or each of the rear wheels so as to correspond to the wheels to which the driving power of the engine is transmitted to provide a rotational driving power to the same wheels as wheels driven by the engine, and a controller that controls the engine and the in-wheel motor to be driven.

Abstract: An electric vehicle is presented. The electric vehicle may include a front motor for driving a front wheel; a rear motor for driving a rear wheel; a target torque determiner for determining a target torque of the front motor and a target torque of the rear motor, based on at least a displacement amount of an accelerator operation member operated by a driver; and a motor controller for controlling the front motor and the rear motor to cause the front motor to output the target torque and the rear motor to output the target torque.

Abstract: A traction control device for a motorcycle eliminates a need for a waiting time for detecting an amount of change in a vehicle state and a subsequent prediction time, and can execute quick traction control. The traction control device includes an engine driving force control unit, for calculating a real slip ratio of the motorcycle, setting a target slip ratio according to a driving state of the motorcycle, and controlling a driving force of an engine so that the real slip ratio becomes the target slip ratio. The traction control device also includes a throttle grip opening degree sensor for detecting an opening degree of a throttle grip; and a bank angle sensor for detecting a bank angle of the motorcycle. The engine driving force control unit calculates the target slip ratio on a basis of the throttle opening degree and the bank angle of the motorcycle.

Abstract: A vehicle control system for a vehicle having an onboard diagnostics connector and a connector interface connected to the onboard connector includes at least one external controller adapted for unfastenable connection to the connector interface; and at least one operator control connected to said at least one external controller.

Abstract: A driving power source rotational speed control device is provided in a vehicle outputs power of a rotary driving power source via a continuously variable transmission as motive power, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. The control device includes: acceleration/deceleration state determination means determines whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means sets the change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested.

Abstract: In a vehicle control system that obtains an index based on a running condition of a vehicle and changes a running characteristic of the vehicle according to the index, includes index setting means for making a change in the index in response to a change in the running condition in a direction toward crisp running of the vehicle, faster than a change in the index in response to a change in the running condition in such a direction as to reduce crispness with which the vehicle is running.

Abstract: A railcar control apparatus comprises a synchronous slide/slip detector which determines that the axles are synchronously sliding/slipping if an absolute value of axle's speed difference is less than a synchronous slide/slip speed difference threshold and an absolute value of axle's acceleration is greater than a predetermined synchronous slide/slip acceleration threshold.

Abstract: This electromotive-vehicular motor control apparatus includes: a motor; a power drive unit; a torque control unit that controls an output torque of the motor; an electric current control unit; a number-of-revolutions detection unit; a target number-of-revolutions setting unit; a number-of-revolutions deviation calculation unit; and a removal unit that outputs a signal of a second number-of-revolutions deviation, in which the torque control unit controls the output torque based on the second number-of-revolutions deviation that has been output from the removal unit.

Abstract: If an actual lateral acceleration is equal to or greater than a target lateral acceleration Gth and at least one of a steering angle lateral acceleration Gys and a yaw-rate lateral acceleration Gyy is less than the target lateral acceleration Gth, the increase of the W/C pressure of the vehicle to be controlled is inhibited. Accordingly, it is possible to suppress the increase in the roll angle by actively generating the understeering to suppress rolling and to early suppress an increase in understeering if the increase in understeering is made to be unnecessary.

Abstract: Methods for controlling a vehicle are provided. The vehicle includes a pair of steerable front wheels and a pair of steerable rear wheels. A steering angle of at least one of the steerable rear wheels is detected. A feed-forward lateral acceleration value is determined based upon the detected steering angle and a scaling factor. Operation of the steerable front wheels and the steerable rear wheels is controlled in response to the feed-forward lateral acceleration value.

Abstract: A vehicle includes a friction clutch located between an engine and a driving wheel; a clutch actuator arranged to disengage and engage the friction clutch; a clutch actuator control section arranged and programmed to control the clutch actuator; a slip detection section arranged to detect a slip of the driving wheel; and an engine control section arranged and programmed to decrease an output of the engine when the slip of the driving wheel is detected by the slip detection section. When the friction clutch is in a half clutch state and the slip of the driving wheel is detected, the clutch actuator control section is arranged and programmed to control the clutch actuator so as to maintain a pushing force of the friction clutch at a fixed or substantially fixed level.