Abstract: A vehicle comprising a seat defining a driver seat portion and a passenger seat portion, an electronic stability system, adapted to receive inputs from a load sensor, a wheel rotation sensor and a lateral acceleration sensor, the electronic stability system adapted to provide outputs to at least one of the brake system for braking the vehicle, and the engine control unit to change the power output transmitted to the wheels by the engine, the electronic stability system using a first calibration to determine the outputs when the load sensor is in a non-loaded state and a second calibration to determine the outputs when the load sensor is in a loaded state.

Abstract: A vehicle control system includes a portable terminal and a control mechanism mounted on a vehicle. The portable terminal includes a control unit, a first display screen, a first touch screen, a triggering module, and a first communication module. The control mechanism includes a control module, a second communication module, a second touch screen, a second display screen, and a reaction module. When the reaction module is triggered by the triggering module, the control module starts the vehicle and turns on the second display screen and the second touch screen. When the triggering module is removed from the reaction module, the control unit turns on the first display screen and the first touch screen, and controls the first communication module to establish a wireless connection with the second communication module. The control module turns off the second touch screen and the second display screen, and shuts down the vehicle.

Abstract: A regeneration control device for vehicle including a generator for generating power by being driven by an engine and configured to convert kinetic energy of a vehicle into electrical energy by the generator includes a generated voltage control unit configured to variably control a generated voltage of the generator, a road traffic environment detection unit configured to detect a road traffic environment, a recommended deceleration calculation unit configured to calculate a recommended deceleration during coasting depending on the road traffic environment, and a regeneration control unit configured to convert the kinetic energy of the vehicle into the electrical energy by increasing the generated voltage of the generator as the recommended deceleration increases.

Abstract: An object of the present invention is to cover a drop in turning responsiveness of a vehicle to a driver's steering operation caused by a limit on the operating speed of a steerable wheel turning unit by a turn assist yaw moment independent of turn lateral forces of steerable wheels to thereby prevent the drop in turning responsiveness of the vehicle when the operating speed of the steerable wheel turning unit is limited. A vehicle travel control device comprises a steerable wheel turning unit capable of turning steerable wheels to steer independently of steering of a driver and a braking unit as a turn assist yaw moment generating means capable of generating a turn assist yaw moment independently of turn lateral forces of the steerable wheels.

Abstract: A transmission control device includes a load increase rate computation portion and a transmission control portion. The load increase rate computation portion is configured to compute an increase rate of a load acting on the work vehicle. The transmission control portion is configured to shift a high-speed gear down to a low-speed gear with producing a lock-up state in which a lock-up clutch is engaged when the load increase rate is less than a load increase rate threshold in shifting the high-speed gear down to the low-speed gear, and producing a torque converter state in which the lock-up clutch is disengaged when the load increase rate is equal to or greater than the load increase rate threshold in shifting the high-speed gear down to the low-speed gear.

Abstract: A vehicle monitoring system for turning off an idling engine comprises a vehicle speed sensor configured to detect a lack of motion, or “stationary status” of a vehicle and emit a parameter correlated to the motion status of the vehicle, a transmission status detector configured to detect a transmission status of the vehicle, an alerting device capable of warning other drivers of a stationary status of the vehicle and a control device. The control device is coupled to the vehicle speed sensor, the transmission status detector and the alerting device, wherein the vehicle speed sensor and the transmission status detector send a signal to the control device and the control device operates in a manner dependent on the motion status of the vehicle and the transmission status of the vehicle.

Abstract: A vehicle executing a turn will most likely be slowed down before the turn and when a driver activates a turn signal to indicate the turn, a vehicle internal controller uses this information to engage regenerative braking for energy recapture while slowing down the vehicle for the pending turn. Since the turn signal is usually activated very early in the turn event, and turns are an ongoing, frequent part of driving, a greater overall vehicle efficiency can be realized without special effort from the driver. Implementation is relatively simple for the manufacturer and adds no cost since the controllers and sensors are already installed on nearly all roadworthy vehicles. Fuel mileage and vehicle driving ranges are improved on a large scale and brake system wear is reduced.

Abstract: The invention relates to a vehicle unit in a vehicle, including at least one multimedia control unit and at least one safety control unit for controlling multimedia and safety functions, wherein the vehicle unit is provided as a switching unit between the multimedia control unit and the safety control unit, and wherein the switching unit processes the data received from the multimedia control unit and makes the data available to the safety control unit. The switching unit also transmits data received from the safety control unit to the multimedia control unit. Furthermore, the switching unit has a safety level which is higher than that of the multimedia control unit and lower than that the safety control unit.

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: A vehicle having a dynamics control system, the vehicle comprising: a first set comprising multiple adjustable sub-systems that affect the performance of the vehicle's powertrain; a second set comprising multiple adjustable sub-systems that affect the vehicle's handling; a dynamics user interface including a first input device and a second input device; and a dynamics controller coupled to the user interface and configured to adjust the operation of the sub-systems of the first set in dependence on the first input device and to adjust the operation of the sub-systems of the second set in dependence on the second input device.

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: A brake system for a vehicle has a first and a second brake control device, four wheel actuator devices, and a first and a second signal line, the first signal line connecting the first brake control device to two of the four wheel actuator devices and the second signal line connecting the second brake control device to the two other wheel actuator devices, each of the four wheel actuator devices in the active state being additionally designed to detect whether a specified number of brake control devices and/or wheel actuator devices are in the inactive state, in which case a specified braking torque is exerted on the wheel of the vehicle associated with the brake control device.

Abstract: A vehicle speed estimator includes a unit that selects a minimum rotation speed among rotation speeds of wheels detected by a rotation speed detector and calculates a reference wheel speed of a construction vehicle at every predetermined time. The unit includes: a variable filter processor that performs a low-pass filter processing to the minimum rotation speed, the variable filter processor having a variable time constant; and a time constant changer that changes the time constant of the variable filter processor in accordance with travel conditions of the construction vehicle.

Abstract: An input apparatus includes: a display plate having a plurality of display sections; an electrostatic touch panel provided at a lower face of the display plate; an operation body on which the display plate and the electrostatic touch panel are placed; a plurality of light-emitting elements for illuminating the plurality of display sections of the display plate from a lower side of the display plate through the electrostatic touch panel; and a control section that is electrically connected to the electrostatic touch panel and the plurality of light-emitting elements, and that controls light emission of the plurality of light-emitting elements in accordance with touch operation to the electrostatic touch panel.

Abstract: A light bar and/or a siren controlled by a control head via control signals on power lines connected to the control head, the light bar and/or the siren. Isolated power line communication (PLC) modules between the light bar, the siren and the control head transmit the control signals over the power lines.

Abstract: A method and system for measuring pressure in a pressure regulation unit of a motor vehicle braking system, without using pressure sensors and having a motor pump unit with an electric motor and a hydraulic pump. The steps include producing a relative motor characteristic diagram for a series of the units. The diagram includes the data of motor-rotational-speed-dependent parameters, intensity of the motor actuation, and parameters relating to the level of the motor load. Further steps include; determining individual motor characteristic variables, determining a current rotational-speed-dependent parameter of an individual motor during the operation of the pump, and calculating a pressure which is characteristic of the braking system, by means of the diagram parameter of the individual motor and the value of the current motor actuation which determines the intensity of the motor actuation, wherein the individual motor characteristic variables are taken into account.

Abstract: A collision avoidance system in a host vehicle that employs combined automatic braking and steering. The collision avoidance system defines thresholds that identify a time to collision with a target vehicle by the host vehicle that are based on the speed of the host vehicle, the acceleration of the host vehicle, the speed of the target vehicle, the acceleration of the target vehicle, the distance to the target vehicle from the host vehicle and a coefficient of friction of the roadway. The collision avoidance system provides full automatic collision avoidance braking if the time to collision is less than one threshold and the lane adjacent to the host vehicle is not clear. The collision avoidance system provides both automatic steering and braking of the host vehicle if the time to collision is less than another threshold and the lane adjacent to the host vehicle is clear.

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

Abstract: A motor vehicle, with a drive train comprising a drive assembly, a transmission and wheels (2). The drive train further including actuators (3, 4) for adjusting at least one of the tracking and/or the camber. Sensors (5), for determining the tracking and/or camber, are integrated in the motor vehicle, and a control unit (6) only operates the actuators (3, 4), to adjust the tracking and/or the camber, when the drive train is in a defined actual static condition.

Abstract: An electronic control unit is provided with a preparatory brake pressure controlling unit that, when steering operation in an opposite direction is detected after the steering operation of a steering wheel in one direction, applies a preparatory brake pressure to a wheel, which becomes an outer wheel in turning next along with the steering operation in the opposite direction, and the preparatory brake pressure controlling means is configured to inhibit application control of the preparatory brake pressure when returning operation of the steering wheel to a steering center is detected while the steering operations in the one direction and in the opposite direction are repeated.

Abstract: A data conversion system for a vehicle includes an interface gateway device that is configured to be communicatively coupled with a data acquisition module and a client module. The data acquisition module obtains a value of a data parameter related to operation of the vehicle and communicates the value to the interface gateway device in a first message provided in a first format. The interface gateway device is configured to convert the first format of the first message into a different, second format to form a second message and to communicate the second message to the client module. The client module uses the second message to perform a function for the vehicle.

Abstract: A system for classifying an occupant using a reduced quantity of force sensors. The system includes one or more force sensors, an electronic control unit (“ECU”), and a vehicle safety system. The force sensors are, for example, i-Bolt™ sensors, or other suitable force sensors or force sensing systems. The ECU includes, among other things, an occupant classification module and a safety monitoring module. The occupant classification module receives signals from the force sensors, determines one or more moments about a fixed point of a vehicle occupant control volume, and determines an occupant classification metric based on a mass of the control volume and a center of gravity of the control volume. The occupant classification module uses the occupant classification metric to classify an occupant into one of a plurality of occupant classifications. Based on the occupant classification, the safety monitoring module controls one or more vehicle safety systems.

Abstract: An electrical system of a vehicle includes at least one energy store, the vehicle having an internal combustion engine and electric machine mechanically coupled thereto, an actuatable accelerator pedal for predefining a torque to be output, an engine controller for injection of fuel, and an actuatable brake pedal, using which a controller is activated at least in a first partial range of its actuation, subject to first external operating conditions, so that recuperative power of the electric machine is generated at the same time that energy is fed into the electrical system. To increase the recuperation potential, the electric machine is switched to recuperative power by the controller in an operating phase in which a driver request is inferred due to actuations of the accelerator pedal, resulting in a braking power of the vehicle, the injection of the internal combustion engine being maintained due to second internal operating conditions.

Abstract: Provided is a vehicle motion stability control system that combines the VSA and RTC devices in a favorable manner, and is able to effectively control the behavior of the vehicle over an entire operating range including an extreme operating region and a normal operating region. An output of the RTC is transformed by a certain transfer function, and the front wheel steering angle ?f inputted to the actual vehicle model for the first control device (VSA) is modified according to the output of the transfer function. It means that the input front wheel steering angle is modified according to the thrust angle or toe angle of the RTC. Thereby, a harmonized control of the VSA and RTC is enabled, and such a harmonized combination can be effected without making changes to the structure of an existing VSA.

Abstract: A method for operating a vehicle display includes receiving from a user interface a request to modify a display screen of the vehicle display. In response to the received request to modify, the method can further include displaying a query on the display screen prompting an operator to choose a portion of the display screen that is to be modified. The method can further include receiving an input selection corresponding to a chosen portion of the display screen to be modified. The input selection can be received from the user interface into a control unit in communication with the vehicle display, which is in communication with the control unit. In response to the received input selection, the method can further include displaying an image on the chosen portion of the display screen in accordance with the received request to modify the display screen. A vehicle display system is also provided.

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

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

Abstract: An apparatus (10) for testing an aircraft pedal system (12) comprises a pedal actuation device (14) for actuating an aircraft pedal (12?, 12?), a force sensor (26) for sensing an actuation force applied to the aircraft pedal (12?, 12?) upon actuation of the aircraft pedal (12?, 12?) and for providing a signal indicative of the actuation force, a deflection sensing device (28, 30) for sensing an angular deflection of a device (12?, 12?; 13) deflected in response to the actuation of the aircraft pedal (12?, 12?), and a control unit (32) adapted to process the signals of the force sensor (26) and the deflection sensing device (28, 30) so as to generate an output indicating the angular deflection of the device (12?, 12?; 13) deflected in response to the actuation of the aircraft pedal (12?, 12?) in dependence on the actuation force applied to the aircraft pedal (12?, 12?).

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 control device of an inverted pendulum type vehicle capable of controlling fluctuation of a traveling velocity of a vehicle according to operating state of the vehicle. A traveling motion unit controlling element 50 of an inverted pendulum type vehicle 1 includes a first processing mode and a second processing mode. In the first processing mode, determines a manipulated variable for control so as to bring a tilt angle of a payload supporting part 3 and a traveling velocity of a representative point of the vehicle 1 closer to a desired value. In the second processing mode, the traveling motion unit controlling element 50 determines the manipulated variable for control while making a sensitivity to change of the manipulated variable for control with respect to a measured value of the traveling velocity of the representative point to be relatively lower than that in the first processing mode.

Abstract: A driving dynamics control system for vehicles. The control system including at least one driving dynamics controller that is fed setpoint specifications and driving state variables as input data. The control system also includes a plurality of actuators that can be controlled and/or regulated to modify the dynamics of the vehicle, such as steering, adjustable independently of the driver, on a front and/or rear axle of the vehicle, a chassis adjustable independently of the driver, a brake adjustable independently of the driver, and a drive train adjustable independently of the driver. The driving dynamics controller determines a central control specification from the setpoint specifications and the driving state variables and sends it to a distribution algorithm that distributes the control specification into manipulated variables for driving the actuators.

Abstract: A method for operating a driver assistance system of a vehicle combination is provided. The vehicle combination includes a tractor vehicle and at least one trailer, and the driver assistance system is designed to automatically actuate at least one element of the vehicle combination. The method comprises the following: At least a first parameter characterizing a potentially unstable driving condition of the trailer is detected. A determination is made as to whether an unstable driving condition of the trailer is imminent. If it is determined that an unstable driving condition of the trailer is imminent, a calculation is made of a position of the trailer and the at least one element is automatically actuated at a point in time when the trailer is positioned in the longitudinal direction of the tractor vehicle and directly in line behind the tractor vehicle.

Abstract: In a method of operating a motor vehicle, a trigger signal transmitted to at least one protection device for protecting a pedestrian in the event of an impending collision with the motor vehicle causes activation of the protection device to assume a functional position ready for protection. As the trigger signal is transmitted to the protection device, a control device activates a brake device of the motor vehicle to decelerate the motor vehicle.

Abstract: A hands-free system control method for a vehicle may include determining whether a variation in physical quantity may be sensed for a kick action of a user, and indicating that the kick action may be an invalid kick action, using a device that may be perceived by the user from the vehicle, when it may be determined that the sensed variation in the physical quantity may be invalid.

Abstract: A brake controller (10) transmits a signal indicative of a braking force to electric brakes (126, 128) of towed equipment, such as a trailer or towed vehicle (120). The brake controller (10) can include at least one characteristic sensor (32), such as an accelerometer, reactive to a braking force applied by the driver of the towing vehicle (110) or to changes in attitude or orientation of the towed equipment. A microprocessor (140) acts upon a signal from the at least one characteristic sensor (32) to determine output settings used to activate the towed equipment braking system for application of sufficient braking force for desired slowing of the towed equipment in concert with the towing vehicle (110). Activation of braking systems of the towed equipment includes the use of wireless signals. Additionally, the use of the right-side brake and the left-side brake for sway control is disclosed.

Abstract: An object of the invention is to provide a traction control device capable of preventing a reduction in acceleration. A traction control device of the invention includes a braking mechanism controller that controls a braking mechanism.

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: A vehicle has a device for setting an open position of a tailgate, which can be pivoted upwards and, after an opening command to a first control unit, can be adjusted into a predefined open position via an adjusting device. The vehicle has a device for setting a predefined vehicle height, which device includes a second control unit for actuating an active wheel suspension system. Lowering of the vehicle height is performed at the same time as the opening of the tailgate, by way of a communications link between the first control unit and the second control unit and by way of corresponding programming of at least one of the two control units. The simultaneous opening of the tailgate and lowering of the vehicle height are prevented if a blocking command for this function is present in one of the two control units.

Abstract: A vehicle body speed estimating device. An attitude angle estimating mechanism estimates a roll angle and a pitch angle. A longitudinal speed computing mechanism computes longitudinal vehicle body speed. A vehicle body speed estimator estimates lateral vehicle body speed by using, as state amounts of vehicle motion, the longitudinal vehicle body speed and the lateral vehicle body speed, and on the basis of respective detected values of longitudinal acceleration, lateral acceleration and yaw angular velocity of vehicle motion, and respective estimated values of the roll angle and the pitch angle, and a product of a computed value of the longitudinal vehicle body speed and a value obtained from an absolute value of the detected value of the yaw angular velocity.

Abstract: An accessory system for a vehicle includes an accessory disposed at and behind a windshield of the vehicle and a control having digital circuitry and a microcontroller. The accessory includes a forward facing camera that views through the windshield. The microcontroller may control at least one of (i) the forward facing camera, (ii) an actuator of the vehicle, (iii) a garage door opener of the vehicle, (iv) an electro-optic rearview mirror assembly of the vehicle, (v) a digital sound processor of the vehicle, (vi) a display of the vehicle and (vii) lighting of the vehicle. The control is operable to at least one of send data to and receive data from at least one other accessory or system of the vehicle via a vehicle network of the vehicle.

Abstract: A method for checking a vibration damper of a motor vehicle in the installed state includes setting start values of the damping constant kA, the spring rate cA, and the body mass mA for a wheel of a motor vehicle; inducing a vertical vibration of the motor vehicle with the aid of a defined excitation sRreal; determining the theoretical body vibration excursion sAmodel; optically detecting the positions of the wheel and the body shell of the motor vehicle at a plurality of detection instants during the vibration; minimizing the error function formed from the deviations between the theoretical body vibration excursion sAmodel and the observed body vibration excursion sAreal at the detection instants, and determining the damping constant kA, the spring rate cA, and the body mass mA therefrom; and determining the damping measure ? of the vibration damper.

Abstract: A vehicle control system includes a deceleration adjusting unit capable of adjusting deceleration of a vehicle with opening adjustment of an intake passage to an internal combustion engine which is a driving power source to drive the vehicle, power generation load adjustment of a power generation device to generate electric power using power of the internal combustion engine, and transmission ratio adjustment of a transmission to shift gears of power from the internal combustion engine; and a vehicle control device configured to adjust the deceleration by prioritizing the opening adjustment or the power generation load adjustment over the transmission ratio adjustment, when adjusting the deceleration by controlling the deceleration adjusting unit in accordance with an operation amount of braking/driving request operation during fuel-cut toward the internal combustion engine.

Abstract: A method providing assistance with hill starts to a vehicle including a power plant connected to the driven wheels by a clutch and an automatic parking brake. The method generates an instruction to store in a memory a characteristic of a gradient which corresponds to a state in which it is estimated that the user and the vehicle are ready to pull away, on the basis of conditions that given physical parameters of the vehicle must satisfy.

Abstract: A vehicle driving assist system is provided that calculates a risk potential indicative of a degree of convergence between the host vehicle and the preceding obstacle. A first driving assistance control system controls at least one of an actuation reaction force exerted by a driver-operated driving operation device and a braking/driving force exerted against the host vehicle based on the risk potential calculated. A second driving assistance control system controls the braking/driving force of the host vehicle such that a headway distance is maintained between the host vehicle and the obstacle. A transition detecting section detects a transition of operating states of the first and second driving assistance control systems. The control adjusting section adjusts the control executed by the first and second driving assistance control systems when a transition of operating state is detected.

Abstract: A control module may be configured to support wireless transmission and/or receipt of signals used to direct universal garage door openers and other appliance control systems. The control module may be operable to prevent certain garage door opener and/or application control requests in the event certain security measures are not met. The control module may be integrated into a smart junction box, body control module, and/or other module in the event the control module is adapted for use within a vehicle.

Abstract: A launch interval is determined for a vehicle based on the time that the operator takes to move a foot from the brake pedal to the accelerator pedal for launching the vehicle from a stopped condition. Such launch interval may be determined for multiple launches to determine to determine an average launch interval. During the launch interval, actions can be taken to prepare the engine and/or turbocharger to launch the vehicle once the operator has called for such a launch by depressing the accelerator pedal. The magnitude of the actions taken and/or the rate at taking such actions can be based on the launch interval, i.e., whether the operator tends to move rapidly or slowly from brake pedal to accelerator pedal. The vehicle may base the rate of the actions on the driving style of the particular driver currently driving the vehicle.

Abstract: A system and method for controlling power windows of a vehicle includes a receiver mounted on the vehicle for receiving an open window request signal wirelessly from a portable device, at least one exterior condition sensor mounted on the vehicle for detecting an adverse exterior condition relative to the vehicle, and a controller mounted on the vehicle for communicating with the receiver and the at least one exterior condition sensor. The controller commands opening of the one or more power windows when the receiver receives the open window request signal provided the at least one exterior condition sensor does not detect an adverse exterior condition relative to the vehicle.

Abstract: Methods and systems for distributing tasks among robotic devices are described. A server may receive from a first device, information associated with an assigned task of the first device. The server may determine whether the assigned task can be executed more efficiently with assistance from additional devices, and may further determine available devices that can assist in executing the assigned task. The determined available devices may be ranked according to an amount of usage of the devices over time, and a second device may be selected from the available devices based on the ranking. A subtask of the assigned task may then be determined from a plurality of subtasks of the assigned task based on capabilities of the selected second device. An instruction may then be sent to the second device, instructing the second device to execute the determined subtask.

Abstract: An apparatus for controlling rotational movement of a turret of a vehicle is provided. The apparatus includes a first communication port that is adapted to receive input signals from a first input device for controlling rotation of the turret. A second communication port is adapted to receive input signals from a second input device for controlling rotation of the turret. A controller generates control signals for operational control of the vehicle turret in response to receipt of an input signal from at least one of the first and second input devices.

Abstract: Process for determining at least one state of motion of a vehicle body (10) of a vehicle (1), which has at least one wheel (2) spring-mounted on the vehicle body (10) via a wheel suspension (6), wherein an inward deflection (zrel) of the wheel (2) is measured by means of a path or angle sensor (21), an inward deflection velocity (?rel) of the wheel (2) is determined by differentiating the inward deflection (zrel) of the wheel (2) over time, a vertical acceleration ({umlaut over (z)}wheel) of the wheel (2) is measured by means of an acceleration sensor (22), a vertical velocity (?wheel) of the wheel (2) is determined by integrating the vertical acceleration ({umlaut over (z)}wheel) of the wheel (2) over time, and a vertical velocity (?body) of the vehicle body (10) is calculated by forming a difference of the vertical velocity (?wheel) of wheel (2) and the inward deflection velocity (?rel) of wheel (2).