Abstract: A vehicle damping control apparatus is basically provided with a braking/accelerating torque generating component, a corrective torque calculating component, a corrective torque command value output component and a priority level setting component. The braking/accelerating torque generating component is configured to generate braking/accelerating torque in a wheel. The corrective torque calculating component is configured to calculate a corrective torque to suppress vehicle pitching vibration and vehicle bouncing vibration. The corrective torque command value output component is configured to output a corrective torque command value to the braking/accelerating torque generating component based on the corrective torque. The priority level setting component is configured to set a priority level for calculating the corrective torque command value such that vehicle bouncing vibration is suppressed with priority over vehicle pitching vibration.

Abstract: Methods and systems are provided for assessing understeer for a vehicle having at least one rear wheel and at least one front wheel. Rear wheel speeds are measured from the rear wheels, and front wheel speeds are measured for the front wheels. A determination is made as to the understeer of the vehicle using a comparison of the front wheel speeds and the rear wheel speeds.

Abstract: In a vehicle equipped for regenerative and non-regenerative braking, regenerative braking only is applied to predetermined wheels in response to braking demand when the driver attempts to slow the vehicle at a first rate (<D1 ft/sec2), no wheel locking on any braking wheel as indicated by an anti-lock braking system controller and speed exceeds a minimum threshold. If braking is applied in a turn, appropriate amount of non-drive wheel service/foundation brake torque to maintain vehicle stability is applied. The appropriate amount of foundation braking to be applied is determined by the amount of vehicle yaw, steering wheel input and vehicle speed by using a look-up table. As braking demand increases foundation/service braking is added, first to any wheels not providing for regenerative braking and later to wheels having regenerative braking.

Abstract: An occupant protection system is provided. The occupant protection system includes a sensor for detecting an impact at a time of collision, a determination device for determining the collision based on a detection signal of the sensor, and a an occupant state detection device for detecting whether an occupant's posture is maintainable. When the occupant's posture is maintainable after a primary-collision, the determination device determines a secondary-collision by comparing the detection signal of the sensor with a first threshold. When the occupant's posture is not maintainable after the primary collision, the determination device determines the secondary-collision by comparing the detection signal of the sensor with a second threshold smaller than the first threshold.

Abstract: A method for protecting a vehicle occupant in a vehicle seat of a vehicle that includes at least one protection element arranged on the vehicle seat and that can be triggered in order to protect the vehicle occupant located on the vehicle seat is triggered in the event of an impending collision or in the event of a collision. A momentum (motion impulse) is exerted on the vehicle occupant or at least one body section of the vehicle occupant when the protection element is triggered. Due to the momentum the vehicle occupant or at least one body section of the vehicle occupant is moved away from a collision section of the vehicle that is colliding or will collide with the object. The intensity of the momentum is varied in relation to a determined accident severity and/or a determined accident type.

Abstract: Apparatus for moving an automotive vehicle seat along a track includes a motor, a first sensor sensing rotation of the motor, and a second sensor detecting presence of the seat at a reference position along the track. A controller determines a seat position based upon signals from the first sensor and calibrates the determined seat position based upon a signal from the second sensor indicating that the seat is at the reference position. This allows any error that as accumulated in the seat position as determined by the first sensor to be eliminated each time the seat reaches the known reference position.

Abstract: The invention provides an effective technique for appropriately restraining a vehicle occupant at the time of a side collision of a vehicle. An occupant restraint system mounted to a vehicle comprises a camera, a side impact sensor, an acceleration sensor, an ECU, and an airbag module. The ECU changes a threshold value setting for collision velocity at the time of a side collision of the vehicle according to whether or not a colliding object involved in the side collision of the vehicle is a pole-like object, and controls the airbag module based on the set threshold value.

Abstract: A method and an apparatus for determining a center of gravity of a motor vehicle are described. In said method and apparatus, for at least one wheel of the motor vehicle, two different drive force values representing a drive force are determined. In addition, longitudinal acceleration values associated with the determined drive force values, and wheel slip values associated with the determined drive force values, are determined. As a function of the drive force values, the associated longitudinal acceleration values and the associated wheel slip values that are determined, coordinates of the center of gravity of the vehicle are determined.

Abstract: A method for stabilizing a two-wheeled motor vehicle includes determining a current pitch angle of the motor vehicle, and limiting the pitch angle to a specified boundary pitch angle by an intervention using an intervention component of the motor vehicle causing the longitudinal acceleration of the motor vehicle to be influenced.

Abstract: A control apparatus for a vehicle, comprising a control unit having: a resultant acceleration information calculating section (100c) configured to calculate a resultant acceleration which is a synthesis of two direction accelerations acted upon the vehicle; a resultant jerk calculating section (100c2) configured to calculate a resultant jerk of at least one of change rates of the two directional accelerations with respect to time and a change rate of the resultant acceleration with respect to time; and a rollover tendency determining section (100e) configured to determine a tendency of rollover of the vehicle using at least one of the calculated resultant acceleration and the calculated resultant jerk.

Abstract: The method for controlling a safety system (102-108) of a vehicle (10) determines a reference velocity from a first front wheel sensor (20A) and a second front wheel speed signal from a second front wheel sensor (20B). An axle speed sensor (20C) may be used to determine an axle speed signal. A first rear speed signal and a second rear speed signal are determined from the reference velocity, a slip effect and a yaw signal. The yaw signal may be determined from a yaw rate sensor (28). Safety system (102-108) may be controlled in response to the first rear wheel speed signal and the second rear wheel speed signal.

Abstract: A rear wheel drive force difference setting gain is multiplied by a basic left-right rear wheel drive force difference steady-state control computation value for achieving a vehicle turning behavior steadily requested by a driver in order to calculate a final left-right rear wheel drive force difference steady-state control amount. The final left-right rear wheel drive force difference steady-state control amount is added to a left-right rear wheel drive force difference transient control amount to obtain left-right rear wheel rear wheel drive force difference. This difference is multiplied by feedback control coefficient to obtain a final rear wheel drive force difference. During an initial stage of turning in which a lateral acceleration is smaller than a turn initial stage determining value, the rear wheel drive force difference setting gain is set to A, which is larger than 1 and increases as the lateral acceleration decreases.

Abstract: Vehicle with an occupant safety system includes an occupant safety system designed to reduce injury to an occupant during an accident involving the vehicle and a processor coupled to the safety system and that receives at least one inertial property of the vehicle and information about a portion of a road ahead of the vehicle in its travel direction. If the processor determines, based on the at least one inertial property and the information, that the vehicle is unlikely to safely travel that portion of the road, the processor initiates action to ensure safe travel of the vehicle or safety of the occupant. The inertial property of the vehicle may be provided by an inertial measurement unit (IMU) that measures acceleration in three orthogonal directions and angular velocity about three orthogonal axes, all at a substantially common location. The occupant safety system may include one or more inflatable airbags.

Abstract: An impact sensor calibration tool, wherein an impact sensor is installed on a vehicle and in wireless communication with a processor, which analyzes data reported by the impact sensor. Specifically, the impact sensor of the present invention continuously measures two dimensional acceleration of a vehicle. Changes in vehicle acceleration create impulse data and the impact sensor reports this data to a processor. The processor performs statistical calculations on the data to identify the vehicle's normal use operation and from this, develops an impact threshold wherein impulses exceeding this threshold are identified as impacts. The impacts may be further characterized as real impacts and stored in memory for subsequent analysis.

Abstract: A zero turning radius vehicle is disclosed having a power transmission operatively and independently engaged to each one of at least two driven wheels, and including at least one caster, supporting a portion of said vehicle weight, rotatably connected to the vehicle whereby the caster is operatively biased while the vehicle is operating at a side angle such that the caster neutralizes the gravitational force that would tend to drive the vehicle downward when traversing a slope.

Abstract: A pressure sensor, which detects a pressure in a space close to an inner side of an exterior member of a vehicle, and an occupant protecting device, which protects an occupant inside a vehicle are provided. An electronic control unit determines an occurrence of collision in the case where the pressure and a change per unit time of the pressure each satisfy a collision condition, and then makes the occupant protecting device operate. At this time, the collision condition is set to restrict the determination indicative of an occurrence of collision unless the change per unit time of the pressure is larger with lowering the pressure.

Abstract: A movable body according to the present invention detects an operation state including attitude information of the movable body by using an operation state detector, generates a drive velocity command based on the detected attitude information and an attitude information command to be input, generates a torque command of the drive device based on the generated drive velocity command and a drive velocity detected by a drive velocity detector, and drives the drive device in accordance with the torque command generated by a velocity controller, to thereby move. In the movable body, the velocity controller performs velocity control so that the drive velocity detected by the drive velocity detector follows the drive velocity command generated by an attitude controller, and the attitude controller performs attitude control so that the attitude information detected by the operation state detector follows the attitude information command to be input.

Abstract: A computerized vehicle control system and device for limiting the functionality of a mobile asset (e.g., vehicle) capable of performing a plurality of mobile asset functions. The device includes an asset monitor, a mobile wireless transceiver, and a mobile asset processor. The asset monitor is in communication with a first mobile asset for collecting monitored data associated with the first mobile asset. The mobile wireless transceiver is adapted to interface with a management computer. The mobile asset processor is adapted to receive the monitored data from the asset monitor; determine that a first mobile asset function of the plurality of mobile asset functions should be limited; and limit operation of the first mobile asset function. The mobile asset control device can be adapted to override the functionality of the mobile asset, based on the navigation, relative location of the mobile asset, or business rules.

Abstract: The present invention discloses a dual-vision driving safety warning device and a method thereof. The device of the present invention comprises an image capture unit, an image processing unit, a vehicle status sensing unit, a warning judgment logic, and at least one warning unit. The image capture unit includes at least two image capture devices installed in a user's vehicle and capturing the images of the front traffic environment. The image processing unit processes the images and uses the vehicle status signals detected by the vehicle status sensing unit to calculate the distance between the user's vehicle and a front vehicle in the image. The warning judgment logic sends out a control signal when the user's vehicle deviates from a driving lane or approaches a front vehicle too much. The warning unit receives the control signal and sends out a warning signal, such as a sound or a flash, to remind the driver.

Abstract: A safety system for a motor vehicle includes a sensor suite detecting a lateral impact and a vehicle yaw, an occupant safety system, and a control module receiving signals from the sensor suite. The control module activates the occupant safety system if either: a) an impact magnitude detected by the sensor suite is greater than a first impact threshold and a vehicle yaw magnitude detected by the sensor suite is greater than a yaw threshold; or b) the impact magnitude is greater than a second impact threshold higher than the first impact threshold. The system may be operated to determine a longitudinal location of the impact on the vehicle by comparing a magnitude of the impact and a magnitude of the vehicle yaw. The occupant safety system may then be activated in a mode based upon the longitudinal location of the impact and/or appropriate for a spinning vehicle.

Abstract: An active bolster is integrated within a seat for a transportation vehicle by covering an inner inflatable bladder with an outer cushion layer to provide a seating support surface. Seating loads are borne on the support surface from the weight of an occupant by elastic deformation of the bladder. When a vehicle crash event is detected, at least a portion of the bladder is inflated to extend a seat surface to protect the occupant. Size and weight of the seat are reduced as a result of the bladder contributing significantly to the normal cushioning of the seat in everyday usage.

Abstract: A brake system for a vehicle includes brake cylinders operated by pressurized fluid for actuation of brakes by means of pressurized fluid on at least one first axle of the vehicle. The brakes on at least one other, second, axle can be actuated exclusively electromechanically in response to an electrical braking request signal. The pressure of the pressurized fluid can be modulated indirectly or directly and the electrical braking request signal can be generated indirectly or directly in response to actuation of a brake pedal of a brake pedal device. A service brake function is provided by means of hybrid use of the brakes on the first axle(s) together with the brakes on the second axle(s). The brake cylinders operated by pressurized fluid are pneumatically operated brake cylinders. The pressure modulated by the brake pedal device is a pneumatic pressure, and the pressurized fluid is compressed air.

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: An occupant protection device includes (i) an electronic control unit having a control board, (ii) a parallel connection bus having two lines, (iii) multiple satellite sensors connected to the parallel connection bus, (iv) a squib connected to the parallel connection bus, and (v) an accident prevention diode located close to the squib. The control board includes an interface and a processor. Each of the satellite sensors includes a distributed system interface which is located between the two lines. The parallel connection bus is supplied with a sensor drive voltage. The electronic control unit starts to operate at least one of the occupant protection portions based on a result of the collision determination by the control board.

Abstract: A determination apparatus is provided which is installed in a vehicle. A longitudinal acceleration calculation unit obtains acceleration applied in the longitudinal direction of the vehicle, removes an acceleration component corresponding to gravity from the acceleration, and regards the resultant value as longitudinal acceleration. A selection unit selects criteria data, when considering a first case where the absolute value of the longitudinal acceleration is a first value and a second case where the absolute value is a second value larger than the first value, so that a range of accelerator-opening variation by which occurrence of an erroneous application of the accelerator is determined or a range of accelerator-opening by which the occurrence is determined in the second case becomes larger than that in the first case. A determination unit determines the occurrence by applying the current variation in the accelerator-opening or the current accelerator-opening to the selected criteria data.

Abstract: A control apparatus is provided to control the stopping of a vehicle. The control apparatus comprises a speed detector that detects a speed of a vehicle, speed acquiring means, target setting means, and control means. The speed acquiring means acquires an actual speed of the vehicle from detected results of the speed detector. The target setting means sets a target acceleration of the vehicle depending on the actual speed when the vehicle is stopped automatically. The control means controls an actual acceleration of the vehicle at the target acceleration.

Abstract: In a braking/driving force control apparatus, a vehicle target braking/driving force and a vehicle target yaw moment through the control of braking/driving forces of wheels are calculated, and when the target braking/driving force and the target yaw moment cannot be achieved through the control of the braking/driving forces of the wheels, the vehicle target braking/driving force after the modification and the vehicle target yaw moment after the modification are calculated such that, within the range where the ratio of the vehicle target braking/driving force after the modification and the vehicle target yaw moment after the modification coincides with the ratio of the target braking/driving force and the target yaw moment, the vehicle braking/driving force and the vehicle yaw moment by the target braking/driving forces of the wheels take the greatest values.

Abstract: A vehicle is provided comprising: a main body; a plurality of wheels coupled to the main body; a traction motor associated with the main body and coupled to at least one of the wheels for driving the one wheel; control apparatus coupled to the traction motor and generating a motor drive signal to the traction motor; a first sensor for generating a velocity signal indicative of a velocity of the driven wheel; and a further sensor for sensing an acceleration of the main body and generating a vehicle acceleration signal. The control apparatus determining a measured velocity of the driven wheel from the first sensor speed signal, calculating a velocity of the vehicle using the vehicle acceleration signal and comparing the measured velocity of the driven wheel to the calculated velocity of the vehicle to determine wheel slip status.

Abstract: A system for performing posture control of a motorcycle is such that in outputting a synthesized output by adjusting a yaw direction output and a roll direction output outputted from a displacement detection sensor by an adjustment part respectively, a synthesized output in which the yaw direction output is larger than the roll direction output is outputted when a vehicle speed is low, and a synthesized output in which the roll direction output is larger than the yaw direction output is outputted when the vehicle speed is high. Accordingly, in either a case where the vehicle is traveling at a low speed or a case where the vehicle is traveling at a high speed, the displacement and the behavior of a motorcycle 10 can be detected with high accuracy thus eventually realizing a control of the posture of the motorcycle 10 with high accuracy.

Abstract: A method for making it possible to set the link between all the types of vehicles and roads with the rolling limits on the roadway is described. This setting can be established from the existing road data bases and from the characteristics of the known vehicles. This method is capable of determining the vehicle rolling limits. A device which can be fitted on any vehicle and capable of implementing the method according to the invention is also disclosed.

Abstract: A vehicle body drifting restraining device restraining a drifting of a vehicle body of a vehicle, the vehicle body drifting restraining device comprising: an activeness level determination unit determining an activeness level of a driver with respect to a movement of the vehicle in a longitudinal direction; and a vehicle body drifting restraining control permission/prohibition switch permitting or prohibiting a control restraining the drifting of the vehicle body, wherein the control restraining the drifting of the vehicle body is executed only when the activeness level determination unit determines that the activeness level is low.

Abstract: Systems and methods for computing the center of gravity of a vehicle. One method includes determining a first, second, and third acceleration of the vehicle along an x-axis, a y-axis, and a z-axis; determining a first, second, and third angular rate of the vehicle along the x-axis, the y-axis, and the z-axis; determining a total force acting on the vehicle; and determining an estimated mass of the vehicle. The method also includes computing a center of gravity of the vehicle based on the first acceleration, the second acceleration, the third acceleration, the first angular rate, the second angular rate, the third angular rate, the total force acting on the vehicle, and the estimated mass.

Abstract: This seat belt device of a vehicle includes a webbing, a belt reel, a motor, a clutch, detection unit, brake control unit and motor control unit. The motor control unit includes a waiting current control unit configured to conduct a current that can maintain the clutch to be in the connection state in the motor when the brake control unit outputs the operation signal and variable current control unit configured to proceed from current control performed by the waiting current control unit when a change in the movement state of the vehicle is detected by the detection unit during the current control performed by the waiting current control unit and adjusts the amount of conduction in the motor based on the movement state of the vehicle that is detected by the detection unit.

Abstract: A car having a rotatable wheel, the car being able to run by rotating the wheel, the car having a leg used by the car for walking, and an attitude stabilization section for stabilizing an attitude of the car.

Abstract: A control system in a vehicle including a front wheel which is a driven wheel and a rear wheel which is a drive wheel, the control system including: a control unit configured to control a driving power generated in a driving source according to a driving state of the vehicle; and a front wheel speed sensor configured to detect a rotational speed of the front wheel; the control unit including: a wheelie determiner configured to determine whether or not a predetermined wheelie starting condition is met, based on a value detected by the front wheel speed sensor; and a driving power controller configured to suppress the driving power if the wheelie determiner determines that the predetermined wheelie starting condition is met.

Abstract: In the event that the brake pedal and accelerator pedal are depressed simultaneously, powertrain output is decreased monotonically with brake pedal input. In a lower range of brake pedal input, the brakes are prevented from actuating or are allowed to actuate minimally. In a higher range of pedal input, the powertrain output continues to be decreased and the brakes are allowed to actuate. In yet another higher range of pedal input, the powertrain output is substantially decreased such that a minimal powertrain output is achieved. The powertrain may include an internal combustion engine and/or an electric motor. The brake pedal input is determined based on a sensor associated with the brake pedal, the brake booster, or the master cylinder.

Abstract: In a method for influencing the transverse dynamics of a vehicle, a transverse dynamics disturbance variable acting on the vehicle is detected by a disturbance variable determination device and a counter-yaw moment counteracting the transverse dynamics disturbance variable is produced. For this purpose, the dynamic transverse dynamics disturbance variable is detected by the disturbance variable determination device, and a first counter-yaw moment is produced to compensate at least partially for the dynamic transverse dynamics disturbance variable with the help of a first vehicle system. The first counter-yaw moment is reduced following the at least partial compensation, and with the help of the disturbance variable determination device, a check is made whether a stationary transverse dynamics disturbance variable exists. If so, a second counter-yaw moment is produced with the help of a second vehicle system to at least partially compensate for the stationary transverse dynamics disturbance variable.

Abstract: An automatic crash notification system may include a crash detection system configured to detect a crash of a vehicle, a wireless communication system configured to wirelessly transmit a message to and wirelessly receive a message from a remote location in conformance with the IEEE 802.16 standard, and a processing system configured to transmit notice of a crash over the wireless communication system to the remote location in conformance with the IEEE 802.16 standard in response to detection of the crash by the crash detection system. The wireless communication may be configured to wirelessly transmit a message to and wireless receive a message from the remote location using WiMAX. The automatic crash notification system may include a memory system containing a first prerecorded message that includes one or more words that mean that the remote location has received notice of a crash and a user communication system configured to deliver words to an occupant of the vehicle.

Abstract: A method and a control device for triggering passenger protection devices for a vehicle are provided, a rollover event causing the triggering of the passenger protection devices. The rollover event is detected as a function of kinematic and rotation variables, an adhesion, and a static stability factor. A state of rotation is ascertained via a rotation rate and a rotation angle. A state of adhesion is ascertained from a vehicle transverse acceleration and a vehicle vertical acceleration. The rollover event is detected via the state of adhesion and the state of rotation, the adhesion being much greater than the static stability factor.

Abstract: A connecting device arranged in a motor vehicle releasably connects a structural member of the vehicle to the vehicle chassis and includes a bolt joint system. The connecting device further includes a pyrotechnical charge and an igniter. The igniter detonates the pyrotechnical charge upon receipt of an ignition signal. The pyrotechnical charge is located near the bolt joint system such that, upon detonation, it destroys the connecting function of the bolt joint system and thereby releases the structural member from the chassis.

Abstract: An accelerator pedal device for a vehicle, performing a pedal reaction force control method. The accelerator pedal device is provided with an engine speed detection unit that detects the engine speed (Ne) and a reaction force control unit that controls, on the basis of the engine speed (Ne), a pedal reaction force (Fr) applied by a reaction force application unit. The reaction force control unit limits the reduction ratio of the pedal reaction force (Fr) when the reduction ratio of the engine speed (Ne) is greater than or equal to a predetermined value.

Abstract: Stabilizer control devices, methods, and programs obtain information indicating lateral acceleration operating on the vehicle and obtain information indicating a curve section existing in a traveling direction of the vehicle. The devices, methods, and programs control roll stiffness by a stabilizer mounted on the vehicle based on the obtained lateral acceleration information by setting a lateral acceleration threshold at a first value in the curve section and a second value in a section other than the curve section respectively, the first value being smaller than the second value. The devices, methods, and programs control the roll stiffness when the lateral acceleration is equal to or larger than the lateral acceleration.

Abstract: When a vehicle is stopped on a slope, a brake is operated to stop rotation of a drive wheel so that no torque is applied thereto, and the posture of the body is controlled by moving an active weight portion so that stabilized stop state of the vehicle can be achieved without consuming a large quantity of energy. The vehicle comprises the drive wheel attached rotatably to the body, the active weight portion attached movably to the body, and a vehicle controller for controlling the posture of the body by controlling at least one of the drive torque imparted to the drive wheel and the position of the active weight portion, wherein the vehicle controller controls the posture of the body by controlling only the position of the active weight portion when the vehicle is stopped on a slope.

Abstract: A vehicle which includes an accelerometer to detect its lateral acceleration while in operation, a motor, and an input device activated by the operator of the vehicle and suitable to actuate in a controllable mode the mechanical power delivered by the motor so as to adjust the speed of the vehicle. Further, there is a processor including algorithms to compare the lateral acceleration signal detected by the accelerometer with a preset value corresponding to a preset lateral acceleration.

Abstract: A method of activating a passenger safety arrangement of a vehicle, the method including reading in a roll rate of the vehicle and triggering the passenger safety arrangement when, at a first time, at least one roll rate value is present, which exhibits a positive sign and is larger than a roll rate positive threshold value and when, at a second time after the first time, at least one roll rate value is present, which exhibits a negative sign and is smaller than a roll rate negative threshold value.

Abstract: A vehicle rollover prevention safety driving system, comprising: at least an image sensor, used to fetch road images in front of said vehicle; an image processor, connected to said image sensor, and is used to identify a drive lane in road images, and calculate a drive lane curvature, an inclination angle of said road, and relative positions of said vehicle and a lane marking; a vehicle conditions sensing module, used to sense dynamic information of a vehicle turning angle, a vehicle inclination angle, and a vehicle speed; a microprocessor, connected to said image processor and said vehicle conditions sensing module, and it calculates a rollover prediction point and a rollover threshold speed, and it issues a corresponding warning signal or a control signal; and an accelerator and brake controller, connected to said microprocessor, and it controls deceleration of said vehicle according to said control signal.

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 method for controlling the side slip angle of a rear-wheel drive vehicle when turning; the control method provides for the steps of: detecting the position of an accelerator control which is displaced along a predetermined stroke; using a first initial part of the stroke of the accelerator control for directly controlling the generation of the drive torque so that the generated drive torque depends on the position of the accelerator control; and using a second final part of the stroke of the accelerator control to directly control a side slip angle of the vehicle when turning so that the side slip angle depends on the position of the accelerator control.

Abstract: An active material-enabled overhead protection system (24) for protecting the occupants of vehicles (20) with overhead glass (22), such as sunroofs or panoramic windshields, during rollover events. The system (24) includes a protective structure (26) and a deployment device (28). The protective structure (26) has a stowed condition in which it does not obstruct the overhead glass (22), and a deployed condition in which it is interposed between the overhead glass (22) and the heads of the occupants of the vehicle (20). The deployment device (28) moves the protective structure (26) from the stowed condition to the deployed condition. The deployment device (28) includes a trigger (30) operable to initiate movement of the protective structure (26), and the trigger (30) includes an active material which can change shape in response to an actuation signal, and the change in shape initiates deployment of the protective structure (26).

Abstract: A transporter for transporting a load over a surface. The transporter includes a support platform for supporting the load. The support platform is characterized by a fore-aft axis, a lateral axis, and an orientation with respect to the surface, the orientation referred to as an attitude. At least one ground-contacting element is flexibly coupled to the support platform in such a manner that the attitude of the support platform is capable of variation. One or more ground-contacting elements are driven by a motorized drive arrangement. A sensor module generates a signal characterizing the attitude of the support platform. Based on the attitude, a controller commands the motorized drive arrangement.