Abstract: A propulsion system for a device includes an electric motor configured to generate torque to propel the device. A position sensor is adapted to determine a rotor position of the electric motor. The system includes a controller having instructions recorded for determining the rotor position when a sensor fault condition is detected. The controller is adapted to selectively command injection of a voltage signal in a direct magnetic axis in a synchronous reference frame when a motor speed of the electric motor is below a predefined motor speed threshold and the sensor fault condition is detected. The rotor position is estimated based in part on a motor current response to the voltage signal. The voltage signal is defined by an alternating periodic shape having respective constant segments in each of a plurality of control periods, the respective constant segments being discontinuous between the control periods.

Abstract: A system for detecting wear in an encoder used to sense a wheel speed in a vehicle comprises a sensor configured to sense the wheel speed of the vehicle by sensing a magnetic material on the encoder coupled to a wheel of the vehicle. A noise detection module includes a plurality of noise detectors configured to detect noise in a wheel speed signal generated by the sensor. An estimation module is configured to estimate a state of health of the encoder based on the noise detected in the wheel speed signal and to generate an alert in response to the state of health indicating that an amount of wear on the encoder is greater than a predetermined threshold. A filter is configured to filter the noise in the wheel speed signal and to output a filtered wheel speed signal to a control system controlling stability of the vehicle.

Abstract: A variable type flex brake system includes: a driving control unit that receives interior or exterior information of a vehicle, provides an autonomous driving control mode or a normal driving control mode, calculates a required braking force in the autonomous driving and normal driving control modes, and generates a braking force signal corresponding to the required braking force; a first selection unit selecting a braking slope corresponding to a speed belonging to any one of low-speed, medium-speed, and high-speed sections to generate a first braking map; a second selection unit selecting a braking slope corresponding to a speed belonging to remaining speed sections that are not selected in the first selection unit, to generate a second braking map; and a braking control unit generating a braking-hydraulic-pressure signal based on the first or second braking map in response to the required braking force signal.

Abstract: A method for proposing a driving speed for a driver at the steering wheel of a vehicle comprises the following steps: estimating the maximum available grip potential at a given instant between a tyre of the vehicle and the roadway on a predetermined upcoming route; determining, among a set of predetermined driving styles, secure styles for which the grip requirement on the predetermined route remains lower than the grip potential; selecting, among said secure styles, a secure comfortable style according to a driver profile; and determining, according to said secure comfortable style and to a location of the vehicle, a basic proposed driving speed on an upcoming section of route.

Abstract: A control device connected to an inertial sensor having temperature characteristics, the control device including a memory for storing temperature compensation information, and update history information, an update determination circuit for determining the necessity of a temperature compensation information update based on a signal that is based on an output signal of a temperature sensor and the update history information, a rest determination circuit for determining whether the inertial sensor is at rest, and an updating circuit for updating the temperature compensation information based on the determination of the update determination circuit, the determination of the rest determination circuit, a signal based on an output signal of the inertial sensor, and the signal based on the output signal of the temperature sensor.

Abstract: A method for controlling a braking operation applied to a wheel of a wheel assembly includes receiving a command signal in proportion to an amount of braking requested at an input device; outputting a control signal in proportion to the command signal; receiving a wheel speed signal indicative of a speed of the wheel; calculating an adjustment signal in proportion to the wheel speed signal; providing a modified control signal to a brake actuator based on the control signal and the adjustment signal; and continually resetting a reset schedule based on the wheel speed signal.

Abstract: A method for operating a driver assistance system for motor vehicles, which each include multiple wheels in contact with a roadway, at least one of the motor vehicles ascertaining at least one instantaneous friction coefficient between at least one of the wheels and the roadway with the aid of at least one friction coefficient model, and at least one driver assistance unit of the respective motor vehicle being set or calibrated as a function of the ascertained friction coefficient. It is provided that the ascertained friction coefficient is transmitted to a central database, and that the database provides the ascertained friction coefficient to the other motor vehicles.

Abstract: A driving supporter is configured to perform support of driving such that an own vehicle drives within a lane. The driving supporter includes: a support inhibitor configured to inhibit the support of the driving when an absolute value of a steering operation value representing a magnitude of a steering operation performed by a driver is greater than an inhibition threshold value. The support inhibitor includes: a road-surface-unevenness obtainer configured to obtain a degree of unevenness of a road surface on which the own vehicle is running; and a road-surface-unevenness-dependent threshold-value determiner configured to determine the inhibition threshold value to a larger value when the degree of the unevenness of the road surface which is obtained by the road-surface-unevenness obtainer is large than when the degree of the unevenness of the road surface which is obtained by the road-surface-unevenness obtainer is small.

Abstract: A method for controlling the driving of at least one drive axle on a trailer of a traction vehicle-trailer combination includes determining a target drive power for the drive axle of the trailer as a function of a distribution of contact forces on the trailer or on the traction vehicle, or as a function of a traction drive power for the traction vehicle. The method further includes providing drive control signals for controlling an electrical drive for the drive axle of the trailer. The drive control signals are derived from the determined target drive power.

Abstract: A vehicle brake control device generates rear wheel braking torque by an electric motor by pressing a friction member against a rotating member rotating together with the rear wheel, reduces rear wheel braking torque by controlling the electric motor based on a target energization amount calculated from a slip state quantity of the rear wheel, and rapidly stops electric motor rotation motion based on an adjusted target energization amount calculated from the target energization amount and a slip state quantity of a front wheel.

Abstract: A method for determining the conditions of an underlying surface during unbraked or braked travel of a vehicle by a wheel-specific characteristic variable which is derived from a change over time in the wheel speed detected at at least one vehicle wheel. According to invention there is provision that a) a jolt signal is formed by double differentiation of the wheel speed, b) in order to form the characteristic variable the difference between the absolute value of the jolt signal and a tolerance value is summed or integrated over time, and c) the condition of the underlying surface is determined by comparing the characteristic variable with an oscillation signal threshold value.

Abstract: To determine a vehicle treatment facility for treating a damaged vehicle after a crash, several treatment facilities within a predetermined distance of the damaged vehicle may be categorized by treatment complexity level. Treatment facilities within the same treatment complexity level category as the damaged vehicle may be ranked based on several treatment facility evaluation characteristics such as repair duration data, quality rating, availability, price schedule, location data, or a quality rating for one or more suppliers used by the treatment facility. A treatment facility may then be selected for treating the damaged vehicle based on the rankings.

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: Provided is a wheel speed sensor interface. The wheel speed sensor interface includes: a speed pulse detection circuit configured to receive a plurality of sensor signals including wheel speed information of a vehicle, detect a plurality of speed pulses on the basis of the plurality of the received sensor signals, and transmit the plurality of the detected speed pulses to an external device; and a comparison speed detection circuit configured to generate a plurality of counting values by counting each of the detected speed pulses, generate comparison speed information by multiplexing the plurality of the generated counting values through a time division method, and transmit the generated comparison speed information to the external device.

Abstract: A method of controlling a three-wheeled vehicle comprises: determining a state of a load sensor associated with a portion of vehicle; selecting a first start mass when the load sensor is in a non-loaded state; selecting a second start mass when the load sensor is in a loaded state; determining at least one vehicle parameter during operation of the vehicle; determining a calculated mass based at least in part on the at least one vehicle parameter; determining an effective mass based at least in part on the calculated mass and a selected one of the first and second start masses; defining an output of an electronic stability system of the vehicle based at least in part on the effective mass; and controlling a stability of the vehicle using the output of the electronic stability system.

Abstract: In a brake control method of a power wheelchair, the power wheelchair includes an electronic gradienter, a brake sensor, a brake apparatus, and a brake controller. The electronic gradienter detects stability data of the power wheelchair to obtain a gradient angle and a gradient direction of the power wheelchair. When the gradient angle does not exceed a safety angle range, the brake controller controls the brake apparatus to brake the power wheelchair, and the brake sensor detects braking data of the power wheelchair. The method calculates a braking strength value for braking each wheel of the power wheelchair according to the gradient angle and the gradient direction of the power wheelchair when the brake operation on the power wheelchair is improper. The brake controller adjusts the brake apparatus to brake the power wheelchair according to the braking strength value of each of the wheels.

Abstract: A control unit for brake-slip-controlled operation of the brake device in a state in which braking torque is transferred from the rear to the front wheels by the coupling arrangement, at least one rotational speed sensor in a drive train of the vehicle for inputting into the control unit rotational speed signals representing the rotational behavior of the coupled front wheels and rear wheels, at least one acceleration sensor for inputting into the control unit acceleration signals representing the vehicle longitudinal acceleration, and/or a vehicle GPS device for inputting into the control unit position signals representing positions of the vehicle, the control unit determining at least one first variable, which is characteristic of a vehicle reference speed and/or a vehicle reference acceleration, based on the acceleration and/or position signals, and so as to determine a second variable, which is characteristic of the rotational behavior of the coupled front and rear wheels, based on the rotational speed si

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: Disclosed is an antilock braking system for trailers equipped with electric brakes. A control module captures wheel speed data, analyzes it, and determines if wheel slip is occurring. Braking signal to the trailer wheels is reduced using pulse width modulation techniques to reduce the braking force as necessary to eliminate wheel slip. A particular system uses a central microprocessor, two hall-effect speed sensors, and three solid state relays for isolation and control. The ABS works in conjunction with an existing trailer brake controller installed in the tow vehicle.

Abstract: A vehicle braking force control apparatus includes a controller that performs a front-rear braking force distribution control in which the braking forces applied to the left and right rear wheels are controlled individually so that a wheel speed of each of the rear wheels is equal to a target wheel speed of the rear wheel, which is set based on a predetermined relationship between the wheel speed of the front wheel and the target rear wheel speed of the rear wheel, and that corrects the target wheel speed of at least one of the left and right rear wheels, based on a parameter related to a change rate of load shift amount in a vehicle transverse direction, so that the target wheel speed of the rear wheel on a ground contact load increase side is less than the target wheel speed of the rear wheel on a ground contact load decrease side.

Abstract: A brake ECU acquires the vehicle load (WW) (step S142), and sets a higher start-time criterion value (KT2) when the load (WW) is heavy than when the load (WW) is light (step S144). The brake ECU initiates auxiliary control when the period since the deceleration of the vehicle exceeded a first deceleration determination value is less than or equal to the start-time criterion value (KT2) and the G sensor value exceeds a second deceleration determination value.

Abstract: One embodiment provides a vehicle brake hydraulic controller including a wheel speed acquiring section; a wheel deceleration calculator; a vehicle velocity calculator; and a locking tendency determination section. The vehicle velocity calculator calculates a vehicle deceleration based on a temporary vehicle deceleration corresponding to an acceleration sensor value and calculates a vehicle velocity based on the calculated vehicle deceleration. The vehicle velocity calculator calculates the temporary vehicle deceleration by offsetting a first correction amount to a deceleration side in relation to the acceleration sensor value. When a brake pedal operation amount by a driver is equal to or smaller than a first threshold and that an absolute value of the wheel deceleration is equal to or larger than an absolute value of a second threshold are met, the first correction amount is set to be smaller than when the conditions are not met.

Abstract: When the vehicle decelerates on the ascending slope, a required brake axle torque is calculated in accordance with vehicle deceleration, so that the swinging back is suppressed. At start timing after that, initial and final values of the required brake axle torque and a correction duration are determined. During the correction duration from the start timing, the required brake axle torque is decreased from the initial value to the final value. Then, based on change in a detected vehicular speed at or before a time which is a last moment of a period in which the detected vehicular speed detected based on detection signals of the wheel speed sensors are equal to or larger than a minimum detectable vehicular speed, a stop time at which an actual vehicle speed becomes zero is estimated, a period from the start time to the stop time is identified as the correction duration.

Abstract: A central control entity controls all actuators of a chassis control system of a motor vehicle. To select a combination of actuator operations best suited for influencing the handling of the motor vehicle, the effect of a change of settings of motor vehicle actuators on the handling is predicted by an observer device configured to receive at least one sensor signal from a sensor via a signal input and, depending on the sensor signal, to determine at least one estimated value for a slip resistance of the motor vehicle. The controller is configured by operating the controller in a test motor vehicle that has a sensor for a measured variable, for which the observer device determines an estimated value. The estimated values from the controller are then compared with corresponding measured values.

Abstract: A motion control device for a vehicle, including a braking means for applying a brake torque to a wheel of the vehicle and maintaining a traveling stability of the vehicle by controlling the braking means, the motion control device for the vehicle, includes a steering angular velocity obtaining means for obtaining a steering angular velocity of the vehicle, a yaw angular acceleration obtaining means for obtaining a yaw angular acceleration of the vehicle, and a control means for controlling the brake torque on the basis of the steering angular velocity and the yaw angular acceleration.

Abstract: Disclosed is a method to determine a vehicle's lateral velocity during abnormal driving situations of a vehicle during controlled side-impact or rollover crash tests that involve the pulling of a vehicle sideways into an object. A high-resolution, low-range, lateral accelerometer is integrated to determine the lateral velocity. Furthermore, is a method to initiate the integration of the acceleration signal and a method to stop and reset the integration. The method recognizes special conditions associated with abnormal driving situations like controlled crash tests, and therefore will not be active during normal operating conditions. The method also includes a means to handle offset tolerances associated with accelerometers by finding the sensor's zero-g point while the vehicle is at rest.

Abstract: A method is described for controlling a vehicle having a pressure-medium-activated brake device which includes wheel brakes and brake circuits on each side, on only at least one rear axle, and having a drive engine which drives the rear wheels of the at least one rear axle, in which the rear wheels can be optionally or automatically coupled to or decoupled from front wheels of a front axle in order to transmit driving and/or braking power. Also described is a vehicle having a brake device which includes wheel brakes and brake circuits on each side on only at least one rear axle, and having a drive engine which drives the rear wheels of the at least one rear axle, in which the rear wheels can be optionally or automatically coupled to or decoupled from the front wheels of a front axle in order to transmit driving and/or braking power.

Abstract: Control to inhibit a slip of a wheel by controlling braking/driving force generated at the wheel is performed when a slip ratio of the wheel of a vehicle according to a running state of the vehicle becomes larger than a slip ratio threshold value set in advance or when a ratio between wheel acceleration of the wheel and a vehicle speed of the vehicle according to the running state of the vehicle becomes larger than a ratio threshold value. Therefore, it is possible to improve control accuracy when controlling a slip state of the wheel by decreasing an effect of operation by a driver and a road surface and the like, for example.

Abstract: A vehicle braking control device includes a braking force simultaneous control mode executing unit capable of executing a braking force simultaneous control mode for simultaneously controlling right/left wheels cylinders by a brake hydraulic pressure circuit according to slip ratios of right/left wheels, a braking force independent control mode executing unit capable of executing a braking force independent control mode for independently controlling the right/left wheels cylinders, and a switching controller capable of switching the braking force simultaneous control mode and the braking force independent control mode, wherein the switching controller switches to the braking force independent control mode at the time a slip ratio difference of the right/left rear wheels becomes equal to or less than a preset and predetermined value during switching from the braking force simultaneous control mode to the braking force independent control mode.

Abstract: A method for ascertaining the speed of a motor vehicle with the aid of wheel rotational speed sensors. To improve the calculation of the vehicle speeds on the basis of the wheel speeds, a first group of wheels of the motor vehicle is decelerated and a second group of wheels of the motor vehicle is simultaneously accelerated.

Abstract: When a rear wheel total drive force is smaller than a rear wheel drive force difference and the rear wheel drive force difference cannot be accomplished by dividing the rear wheel total drive force between the left and right rear wheels, an inside wheel target drive force is not set to 0 and an outside wheel target drive force is not set to. Instead, the inside wheel target drive force is set to a default drive force that is a minimum value required to prevent a three-wheel drive state from occurring, and the outside wheel target drive force is set a value equal to the sum of the default drive force and the rear wheel drive force difference, which is a value with which the rear wheel drive force difference can be achieved under the condition of the inside wheel target drive force being equal to the default drive force.

Abstract: A method of controlling the braking of a tractor-trailer combination (10) in which the tractor (11) includes a drive train having an engine and at least one ground-engaging member (14, 16) driveably connected thereto via an adjustable-ratio transmission; at least one ground-engaging member (14, 16) of the tractor includes at least one tractor brake; and at least one ground-engaging member (17) of the trailer (12) includes at least one further, trailer brake, comprises the steps of determining (i) the deceleration of the tractor-trailer combination (10) resulting from braking effort applied via the tractor brake and/or (ii) the deceleration of the tractor-trailer combination resulting from engine braking. The method also includes establishing from one or both the said, determined decelerations as a target value in a control system a braking effort of the trailer brake that approximates the braking of the tractor-trailer combination (10) to the braking of the tractor (11) when considered alone.

Abstract: A vehicle control system obtains an index indicating a running condition of a vehicle on the basis of a vehicle parameter indicating a motion of the vehicle and then sets a running characteristic of the vehicle in accordance with the index. The vehicle control system includes a noise reduction unit that is configured to obtain the index on the basis of the vehicle parameter of which a fluctuating component that fluctuates because of a driver's driving operation or the influence of a running road surface.

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 pulse active steering control system and method for use in a motor vehicle for improving vehicle stability by reducing a likelihood for rollover and/or skidding sends pulses to the steerable wheels whenever a rollover coefficient and/or the difference between the estimated and actual yaw rate is outside a predetermined range. The pulses are asymmetrical in the form of a smooth curve with a gradually increasing rapid rising edge and a slower falling edge and provide steering input that, along with the driver steering input, returns the rollover coefficient and/or yaw rate to the predetermined range to reduce the likelihood of rollover and/or skidding.

Abstract: A vehicle has a drive unit driving wheels of a vehicle axle and braking the vehicle via a drive train in drag mode, an electronic control unit measuring actual wheel rotational speeds of the wheels, and a brake booster for reducing the actuating force at the brake pedal. A test unit is assigned to the electronic control unit and performs a plausibility check of the actual wheel rotational speeds in drag mode, wherein the test unit activates during the plausibility check the vehicle brake of one of the vehicle wheels and detects, from the rotational speed behavior of the wheel with a non-activated vehicle brake, whether the measured actual wheel rotational speeds correlate with the actual vehicle speed. A brake booster can be actuated by the test unit during the plausibility check in order to activate the vehicle brake.

Abstract: In an aspect of the invention there is provided a control method for a vehicle travelling on a surface, the vehicle having a vehicle powertrain for generating and delivering power to the vehicle wheels, the method including: measuring one or more parameters associated with motion of the vehicle on the surface; comparing the or each of the measured parameters with a predetermined threshold for said measured parameter that is indicative of a level at which wheel slip of the vehicle may occur; and in circumstances in which one or more of the measured parameters exceeds the predetermined threshold, controlling the torque applied by the powertrain to the vehicle wheels to prevent wheel slip.

Abstract: In a skid detecting apparatus for a vehicle having an engine and a CVT changing an output of the engine in speed to drive front wheels and rear wheels, it is configured to detect rotational speeds of one of the front and rear wheels, sequentially calculate accelerations (wheel accelerations var1, var2) of the one of the wheels based on the detected rotational speeds, calculate a ratio (var1/var2) between two accelerations of the same wheel calculated at different time points among the sequentially-calculated accelerations (S10), compare the ratio between the two accelerations with a predetermined value (S16) and determine that the one of the wheels has skidded or some or all of the wheels including the one have skidded when the calculated ratio between the two accelerations exceeds the predetermined value (S18).

Abstract: A device comprising a processor that detects an autonomously sensed change in a vehicle's operational state from an initial state characterized by a sensed vehicle speed equal to about 0; to an immediately succeeding vehicle state characterized by sensed vehicle speed being greater than about 0 and, verification from a reverse operating mode sensor that longitudinal vehicle speed is in a reverse direction; and presumptively signals the thusly detected change of vehicle operational state as an instance of reverse operation of the associated vehicle.

Abstract: Disclosed is a device and method of providing a driver with eco-driving information. More specifically, the disclosed method and device induces a driver to operate a vehicle in an eco-friendly manner by computing for and displaying to the driver a fuel efficiency oriented vehicle speed that maximizes the vehicle's driving distance based on the vehicle's current weight and electrical load.

Abstract: A hybrid vehicle and method of control are disclosed. An internal combustion engine and at least one traction motor are operated such that the combined output torque corresponds to one of a plurality of output torque functions, each output torque function having a distinct output torque at a maximum value of accelerator pedal position for an associated vehicle speed. The output torque function is selected based on a virtual gear number. The virtual gear number varies in response to driver activation of shift selectors or automatically in response to changes in vehicle speed.

Abstract: In an inverted pendulum type vehicle having a traveling motion unit, when a component about an axis in a second direction and a component about an axis in a first direction from within a tilt error between an actual tilt angle and a desired tilt angle of the payload supporting part are defined as ?be_x_s and ?be_y_s, respectively, and when a component in the first direction and a component in the second direction from within a traveling velocity of a representative point of the vehicle in a stationary state in which ?be_x_s and ?be_y_s are retained constant are defined as Vb_x_stb and Vb_y_stb, respectively, a traveling motion of the traveling motion unit is controlled so that a ratio of a magnitude of Vb_x_stb with respect to a magnitude of ?be_x_s and a ratio of a magnitude of Vb_y_stb with respect to ?be_y_s becomes a ratio different from each other.

Abstract: A method of controlling a traction control system (30) includes continuously adapting a steady state driven wheel speed to reference wheel speed ratio, so that said traction control system can avoid unnecessary actuations (e.g., demanding torque reduction). The continuous adaptation methodology provides traction control robustness to vehicles equipped with a spare tire, or a different final drive such as in the use of aftermarket parts. The method includes a dual rate adaptation that allows both fast adaptation and fine tuning capabilities of the ratio. The method includes comparing the instant driven wheel speed to reference wheel speed ratio to the filtered driven wheel speed to reference wheel speed ratio, to obtain a ratio difference. When the difference is above a threshold, the first filter constant is selected and the first constant is applied to an adaptation filter, resulting in a first filtered and adapted ratio. The traction control system is controlled with the adapted ratio.

Abstract: A method and apparatus in a vehicular telemetry system and a remote data analysis system for detecting an event and switching a data acquisition mode. Checking a state of a data acquisition mode. If the state is in a filtered data state and if an indicator value is at or above a threshold value, then switch the data acquisition mode to an unfiltered data state and acquire unfiltered data. If the data acquisition mode is in an unfiltered data state and if the indicator value is below the threshold value, switch the data acquisition mode to a filtered data state and acquire filtered data.

Abstract: Disclosed herein are an apparatus and method of adjusting a clearance of an electronic brake, in which a clearance between a pad and a rotor is appropriately adjusted according to a vehicle traveling situation. If the entry condition of a clearance adjustment section during stoppage is satisfied, clearance adjustment is performed to move pads of an electronic brake away from a rotor by a rearward-movement adjustment distance during stoppage, enabling rapid braking-release so as not to prevent a driver from starting a vehicle due to brake failure. In addition, if the entry condition of a clearance adjustment section during traveling is satisfied, clearance adjustment is performed to move the pads forward or rearward according to a wheel slip value. The clearance adjustment during traveling is limited to the case of straight traveling, to prevent misjudgment due to wheel slip caused during cornering.

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: A motion control device for a vehicle includes a braking means for applying a brake torque to each of a plurality of wheels of the vehicle, an avoidance control means for calculating a first target quantity, used for an avoidance control for applying the brake torque to each wheel via the braking means in order to avoid an emergency state of the vehicle, a stabilization control means for determining a target wheel, to which the brake torque is applied, out of the wheels and calculating a second target quantity used for a stabilization control for applying the brake torque to the target wheel in order to ensure a vehicle stability, and a brake control means for controlling the brake torque applied to a non-target wheel based on the first target quantity and controlling the brake torque applied to the target wheel based on the first and second target quantities.

Abstract: Disclosed is a creep control system and method for a hybrid vehicle, which controls the driving of a motor according to the distance to a preceding vehicle in order to provide creep driving when the hybrid vehicle has come to a complete stop. In particular, driving information is detected and a determination is made as to whether the hybrid vehicle is in an idle stop and completely stationary state. Then when the hybrid vehicle is in the idle stop and completely stationary state, a determination is made as to whether a distance from a preceding vehicle is more than a predetermined distance. When the distance to the preceding vehicle is more than the predetermined distance, a motor is driven to perform creep driving.

Abstract: A system that stiffens the rear suspension of the three-wheeled vehicle in coordination with the operator turning the front wheel to prevent leaning in turns and thus improve handling, performance and safety. The suspension system is controlled by the suspension control computer that receives input from a variety of sensors including a sensor in the steering neck that measures the angular rotation as the handlebars are turned by the operator. Based on these inputs, using proprietary programming, the suspension control computer calculates the timing, degree and appropriate side rear shock absorbing unit to stiffen. Active suspension offers significant advantages over non-active independent rear suspension in that it minimizes adverse handling characteristics caused by suspension leaning in turns while still allowing the comfort and handling of an independent rear suspension, as opposed to a non-independent rear suspension which provides a poor quality ride.