Abstract: A traveling safety device for a vehicle of the present invention includes a brake device, a brake operation detecting device, a storage device, a present vehicle position detecting device, a vehicle state detecting device, a road shape recognizing device, a proper vehicle state setting device, a comparing device, a brake assist control device, a brake assist control device. The brake assist control device calculates an initial brake assist pressure based on a comparison result of the comparing device, and changes a brake assist pressure in proportion to the brake operation of the driver when a change in the brake operation by the driver has been detected after start of brake assist control based on the initial brake assist pressure.

Abstract: An exemplary embodiment includes a method of operating a drivetrain. The drivetrain includes a PTO and a transmission having multiple speed ratios. The PTO includes a PTO output member and a PTO input member. The method includes monitoring a speed value representative of a rotational speed of a PTO component, comparing the speed value to a preselected PTO overspeed value, reducing the rotational speed of the PTO component, and overriding a manual command to increase the rotational speed of the PTO component above the preselected PTO overspeed value.

Abstract: A motion control system is applied to a vehicle, which has front wheel side suspensions with an anti-dive geometry and rear wheel side suspensions with an anti-lift geometry. A degree of an anti-lift effect of the anti-lift geometry is larger than a degree of an anti-dive effect of the anti-dive geometry. Normally, a controller controls a hydraulic unit such that a brake force distribution between front wheels and rear wheels during a braking-period is adjusted to a basic distribution. In contrast, in a state where abrupt application of brakes is started, the controller controls the hydraulic unit such that the brake force distribution is adjusted to a first distribution, at which a brake force respectively applied to the rear wheels is larger than that of the basic distribution only for a predetermined short time period upon starting of the application of the brakes.

Abstract: In a section overspeed regulating method of determining whether a vehicle overspeeds on the basis of whether an average speed of the vehicle in a regulation section exceeds a speed limit, the section overspeed warning apparatus and system determine whether the current speed of the vehicle traveling on a regulation section exceeds the speed limit, and warn a driver. Whether the speed of the vehicle traveling on the regulation section exceeds the speed limit of the section is determined depending on a travel distance from a starting position of the regulation section to a current position of the vehicle, a travel time taken for the vehicle to travel by the travel distance, and a remaining distance from the current position of the vehicle to an end position of the regulation section. If it is determined that the current position of the vehicle will exceed the speed limit of the section, overspeed warning messages are output in the form of text, voice, or warning sound.

Abstract: A deceleration control apparatus and method for controlling deceleration of a vehicle where a controller is operable to set a target vehicular speed calculated based on a turning condition of the vehicle and a lateral acceleration limitation value. The controller is also operable to apply deceleration to the vehicle based on the actual vehicular speed and the target vehicular speed and to correct the deceleration used when the vehicle is traveling along a detected curve. Correcting the deceleration can be done by, for example, correcting the lateral acceleration limitation value.

Abstract: A vehicle drive control device includes an initially determined request acceleration calculation means for calculating an initially determined request acceleration, an automatic drive control means for receiving the initially determined request acceleration and applying a predetermined torque to each wheel, a torque calculation means for calculating an allowable torque not causing a slip at each wheel when the allowable torque is applied thereto, on the basis of a vertical load applied to thereto and a friction coefficient of a road surface, a limit acceleration calculation means for calculating a limit acceleration acting on the vehicle in a case where the calculated allowable torque is applied to each wheel, and a request acceleration determination means for obtaining a request acceleration on the basis of the limit acceleration and the initially determined request acceleration, and for outputting the request acceleration, replacing the initially determined request acceleration, to the automatic drive contr

Abstract: A method of monitoring a pressure (P) of a tire of a motor vehicle involves measuring a pressure (P) of the tire and comparing the measured pressure with at least one reference value (PrM, Prm, Pr). The reference value (PrM, Prm, Pr) varies in accordance with a temporal law that depends on at least one of the following parameters: a temporal benchmark, a speech of the vehicle, a temperature of the tire, and a parameter that is based on at least one of the previous three parameters. The reference value (PrM, Prm, Pr) varies between first and second extreme values.

Abstract: In automatic following control in a travel control unit of a driving support apparatus, a prerequisite inter-vehicle distance to a front vehicle is set, a time to reaching this requisite inter-vehicle distance is set as a control target time, an estimated position of the front vehicle after the control target time elapses is computed, an acceleration from a present vehicle speed that will bring to a preset target inter-vehicle distance the inter-vehicle distance to the front vehicle at an own vehicle speed as of when the control target time elapses is computed as a target acceleration on the basis of the present inter-vehicle distance to the front vehicle and the estimated position of the front vehicle after the control target time elapses, and automatic braking control and automatic acceleration control are carried out to follow the front vehicle.

Abstract: A communication system for a vehicle includes a vehicle speed sensor configured to emit a periodic function with a parameter correlated to the speed of the vehicle, an acceleration monitoring system, a braking system engagement detector to detect a braking status of the vehicle, an alerting device capable of signaling other drivers of a deceleration condition of the vehicle, and a control device. The acceleration monitoring system is configured to compute the acceleration of the vehicle from variations in the parameter of the periodic function of the vehicle speed sensor and to output a deceleration status of the vehicle. The control device is coupled to the acceleration monitoring system, the braking system engagement detector, and the alerting device, wherein the acceleration monitoring system sends signals to the control device and the control device operates the alerting device in a manner dependent on the deceleration status of the vehicle.

Abstract: During a starting operation or a low-speed drive of a vehicle on a slope, the drive control of the invention sets a gradient-corresponding rotation speed N? as a rotation speed of an engine to output a required driving force against a longitudinal vehicle gradient ?fr (step S110), and sequentially sets a low-?-road correction rotation speed Nlow upon identification of a low-?-road drive condition, a vehicle speed difference-compensating rotation speed Nv based on a vehicle speed V, and a brake-based correction rotation speed Nb based on a brake pressure Pb (steps S120 through S250). The drive control sets a target engine rotation speed Ne* based on these settings (step S260) and subsequently sets a target throttle opening THtag (step S270). The operation of the engine is controlled with the greater between the target throttle opening THtag and a required throttle opening THreq corresponding to an accelerator opening Acc (step S290).

Abstract: The invention relates to a method of managing the braking of an aircraft while taxiing on an airport, the method comprising, on the basis of characteristics for a sequence of movements of the aircraft along at least one given path to be followed by the aircraft on the airport, the step of deducing information concerning the braking to be performed so that the aircraft does indeed travel in application of said sequence of movements.

Abstract: According to the present invention, when a target braking/driving force and a vehicle target yaw moment required to a vehicle cannot be achieved through a control of a braking/driving forces of wheels, in a rectangular coordinate of the braking/driving force and the yaw moment, a polygon indicating the maximum range of the braking/driving force and the yaw moment attainable by the braking/driving forces of the wheels, and an ellipse that crosses each side of the polygon and has a major axis and a minor axis aligning with the coordinate axis of the rectangular coordinate are set, for example.

Abstract: A deceleration control apparatus and method for a vehicle applies a deceleration, which is equal to or smaller than a guard value, to the vehicle based on a vehicle running environment parameter. The deceleration control apparatus determines the manner in which a driver performs an operation for decelerating the vehicle, and changes the guard value based on the manner in which the driver performs the operation for decelerating the vehicle. The manner in which the driver performs the operation for decelerating the vehicle may be determined based on at least one of the time at which the driver performs the operation for decelerating the vehicle, the time period during which the driver operates the brake, and the deceleration achieved by the brake operation.

Abstract: A brake control device is provided to a wheel equipped with a tire, which has a function of applying a brake force to the wheel to put a brake thereon while adjusting the brake force. In the device, an acceleration sensor outputs acceleration data in a radial direction of the rotating tire, a predetermined detection range is set with respect to the acceleration data, a threshold value is set with respect to a corresponding part of the acceleration data falling within the detection range, the corresponding part of the acceleration data falling within the detection range is specified. Values of the specified acceleration data are compared with the threshold value, and a control signal for causing a braking device to adjust the brake force thereof is output in a case where some values of the acceleration data are larger than the threshold value.

Abstract: A control system for a self-propelled patient-support apparatus includes a controller that utilizes a power drive speed control algorithm to control the power output to a motor of a drive mechanism for driving the patient-support apparatus across a floor. The control algorithm normalizes a force input by a user on a user input device, the force indicative of a desired drive speed. The algorithm varies the responsiveness of the output to the drive mechanism based on the current operating conditions of the drive mechanism.

Abstract: A brake controller function to optimally brake a wheel of a vehicle in motion, such as an aircraft. The brake pressure control self regulates by means of applying brake pressure in accordance with vehicle acceleration information and the change in acceleration over time in the horizontal plane. Vehicle acceleration and information about its change enable a brake pressure control function to determine the brake pressure associated with maximum obtainable retardation for a vehicle at that given point in time. By continuously monitoring acceleration change and detecting retardation pinnacles, the culmination and turning points of retardation, with their associated brake pressure, maximum braking ability is assured at any given time. By applying acceleration data in real time as a controls reference in a brake logic control function to increase or reduce brake pressure, such a brake control function will assure a brake pressure perfectly fit with net of all the forces that a vehicle is subjected to.

Abstract: A method of controlling a vehicle that includes determining a dynamic normal load for the vehicle wheel, modifying the requested torque signal from a traction control system in response to the dynamic normal load to form a modified requested torque and controlling the engine in response to the modified requested torque. The controlling may be performed using the ratio of the dynamic normal load and the steady state normal load to form the modified requested torque.

Abstract: Certain exemplary embodiments comprise a method, which can comprise automatically setting a service brake of a mining haulage vehicle. The service brake can be set responsive to a determination that a wheel comprising a wheel motor is rotating at a rotational speed that is above a predetermined rotational speed. In certain exemplary embodiments, the service brake can be automatically released.

Abstract: The invention relates to a driving assistance method which is intended for use on a slope. According to the invention, the vehicle comprises an accelerometer which can measure a longitudinal acceleration of the vehicle as measured longitudinal acceleration.

Abstract: A method for classifying a road surface condition by estimating the maximum tire/road surface coefficient of friction and actively inducing acceleration or deceleration. In one embodiment, the induced acceleration/deceleration is provided by applying torque to the driven wheels of the vehicle. The speeds of the driven and non-driven wheels are measured. The tire/road surface coefficient of friction and the driven wheel slip ratio are calculated from the wheel speeds. The tire/road surface coefficient of friction and the wheel slip ratio are used to determine the slope of the wheel slip/coefficient of friction curve, which is used to classify the road surface condition.

Abstract: To accurately detect a zero gravity offset in an acceleration sensor. As an embodiment of the present invention, in the case where position information can be obtained from a GPS processing section, a velocity detecting unit performs an operation according to Expression (15), using real detected acceleration ?Gr that was actually obtained from the acceleration sensor, vehicle acceleration ?P based on the position information, distance Dm, an amount of height change Dh based on pressure PR, and gravity acceleration g. Therefore, offset acceleration ?o can be accurately calculated, and an acceleration detection signal can be converted into detected acceleration ?G with high accuracy, based on a zero gravity offset value Vzgo by that the above offset acceleration ?o was converted.

Abstract: A deceleration control apparatus for a vehicle including a controller that performs deceleration control based on a first target deceleration set based on a distance to a starting point of an upcoming curve, when the deceleration control for the curve is started at a position distant from the starting point of the curve; and that performs the deceleration control based on a second target deceleration set based on a lateral acceleration that is estimated to be detected when the vehicle passes the starting point of the curve, when the deceleration control for the curve is started at a position close to the starting point of the curve. With this apparatus, it is possible to perform the deceleration control that provides drive assist according to the intention of the driver and that enhances driving convenience for the driver.

Abstract: A scene recognition device detects the state of the environment around a vehicle. Risk is determined based on the detected state of the environment. Based on the detected state of the environment and/or the determined risk, an actuator coupled to an accelerator selects one out of different reaction force characteristics of varying of reaction force with different positions of the accelerator. Based on the detected state of the environment and/or the determined risk, an engine output modifier modifies an engine output characteristic of varying of engine output with different positions of the accelerator.

Abstract: A method is provided that includes determining a state of a vehicle ignition switch; determining a state of the vehicle, wherein the vehicle state including at least one of whether the vehicle is in a torque producing mode, whether the vehicle is moving, and whether the vehicle brake system is engaged; and, controlling the vacuum pump in response to the vehicle state and the ignition switch state.

Abstract: An automotive lane deviation prevention (LDP) apparatus includes a control unit detecting whether a host vehicle is in a specific state where the host vehicle is traveling on road-surface irregularities formed on or close to a lane marking line. The control unit actively decelerates the host vehicle when the host vehicle is in the specific state where the host vehicle is traveling on the road-surface irregularities.

Abstract: An integrated vehicle control system includes a first control system having a maximum authority to selectively operate a first vehicle sub-system and a second control system to selectively operate a second vehicle sub-system. A controller is adapted to monitor a first parameter associated with the first vehicle sub-system and a second parameter associated with the second vehicle sub-system. The controller is operable to control the first and second parameters by selectively invoking operation of the second control system when the first control system exceeds the maximum authority and the second parameter exceeds an upper threshold.

Abstract: When the absolute value of the steering angle equals or is greater than a prescribed angle, a vehicle motion control apparatus sets a control gear ratio so that when an estimated vehicle-body speed is equal to or greater than a prescribed value, the control gear ratio becomes a value equal to or greater than a certain value and which increases with estimated vehicle-body speed as the absolute value of the steering angle increases. When the estimated vehicle-body speed is less than the prescribed value, the control gear ratio becomes a value not greater than the certain value and which decreases with estimated vehicle-body speed as the absolute value of the steering angle increases. The apparatus then calculates a target yaw rate making use of the control gear ratio, and controls a braking force applied to each wheel so that the actual yaw rate coincides with the target yaw rate.

Abstract: The invention aims at providing a brake control device for a two-wheeled motor vehicle which can detect a hydraulic pressure of a wheel cylinder, determine release of a brake lever, and terminate an antilock brake system (ABS). The brake control device of the invention includes a brake lever 101, a master cylinder 103 connected to the brake lever, a wheel cylinder 115 to which the pressure of the master cylinder 103 is transmitted, a wheel speed sensor that detects the speed of the wheel, a pressure sensor 127 that detects the pressure of the wheel cylinder 115, a hydraulic unit 100 that is disposed between the master cylinder 103 and the wheel cylinder 115, and an ECU that actuates, on the basis of the wheel speed that the wheel speed sensor has detected, the hydraulic unit 100 at a time when there is a tendency for the wheel to lock.

Abstract: A deceleration warning device for reducing rear-end collisions in road traffic includes a sensor for detecting a longitudinal acceleration value, a control device receiving the longitudinal acceleration value, determining an acceleration limit value, and generating a warning signal if the longitudinal acceleration value exceeds the acceleration limit value, and a rear lighting display for displaying an alarm state when the control device emits a warning signal. Determination of the acceleration limit value is based upon a plurality of signals including an anti-lock braking system (ABS) signal and a brake pedal position signal. The control device is operable in one of three levels depending upon a detected quality of the signals.

Abstract: A rolling motion stability control apparatus restrains a roll increasing tendency of a vehicle, with each wheel of the vehicle being braked by a wheel brake device. A first braking force control device is provided for applying a first braking force to the wheel, when the vehicle is turned to one direction. A second braking force control device is provided for applying a second braking force to the wheel, when the vehicle is turned to the other direction. References for starting controls of the first and second braking force control devices are set to be of predetermined values, respectively. The reference for starting the control of the second braking force control device is modified to be smaller than a predetermined value, when the vehicle is turned to the one direction.

Abstract: A turning behavior control device for vehicle has a left and right wheel driving force adjustment mechanism for adjusting a difference in driving force between right and left, a braking force adjustment mechanism for adjusting a difference in braking force between the wheels, an auxiliary steering mechanism for adjusting a steering angle of the wheels, a vehicle velocity sensor, a steering wheel sensor, and a yaw rate sensor for detecting the behavior of a vehicle, and a control unit for controlling the foregoing mechanisms based on the vehicle velocity, the steering angle, and the yaw rate detected by the sensors. The control unit operates the front wheel auxiliary steering mechanism before operating at least one of the left and right wheel driving force adjustment mechanism and the braking force adjustment mechanism.

Abstract: Hydraulic brake system for a land vehicle comprising a control unit ECU that is devised such that it supplies control signals ECU for controlling automatic braking operations of the brake system, a master cylinder, which has an output side, for generating brake pressure under the control of a driver, a first brake circuit I comprising a first controllable pump, which has an output side, for generating brake pressure in the first brake circuit I under the control of the control unit ECU, and a first valve arrangement having an input side, which is fluidically connected to the output side of the master cylinder, and an output side, which is fluidically connected to the output side of the first pump, wherein the first valve arrangement has an open operating state, in which the input side and the output side of the first valve arrangement are fluidically connected, and a closed operating state, in which the fluid connection between the input side and the output side of the first valve arrangement is interrupted,

Abstract: In an automatic braking force control apparatus for a vehicle employing a deceleration feedback control system and an anti-skid control system executing, irrespective of a desired braking force for deceleration feedback control, an anti-skid cycle for preventing a wheel lock-up condition, the feedback control system calculates a desired braking force as a sum of a proportional-control signal component proportional to an error signal corresponding to a deviation from a desired deceleration, and an integral-control signal component corresponding to the integral of the error signal. The feedback control system memorizes the desired braking force, calculated just before an anti-skid cycle start time, as a memorized value, and initializes the desired braking force of an anti-skid cycle termination time to a predetermined value substantially corresponding to the memorized value for preventing a change in the desired deceleration occurring during the anti-skid cycle from being reflected in a feedback control signal.

Abstract: A creep drive control device according to the invention sets a target creep vehicle speed when a driver has neither one of an acceleration intention or a stop maintenance intention. An engine output is increased (or decreased) by a vehicle speed increase processing (or a vehicle speed decrease processing), or a braking force is decreased (or increased), and an actual vehicle speed is controlled so as to be equal to the target creep vehicle speed or a value in the proximity thereof. The target creep vehicle speed, and respective engine output and braking force increase amounts and decrease amounts are corrected and set in accordance with driving conditions, road surface conditions and driver operations.

Abstract: A method and a motor vehicle applying that method for preventing an uncontrolled rollback of a motor vehicle is suggested, said method comprising means for influencing the torque transmission by a drive train. In case a rollback action is detected, namely a movement in opposite direction as the predetermined direction of movement, the transmission of torque is influenced such that a torque is transmitted via the drive train acting against the rollback direction and the torque does not exceed a defined maximum value. The control allows a controlled rollback by making the intervention by the system to be perceived little disturbing, but at the same time in particular in case of strong incline of the road does not render the driver non-informed about the actual incline.

Abstract: A drive control device is provided with a determining section and a voltage increasing section. The determining section determines if the actual acceleration is deficient in comparison with the acceleration requested by the driver or if the generator output is deficient in comparison with the acceleration requested by the driver. The voltage increasing section increases the voltage supplied to the electric generator from a vehicle mounted electric power source when the determining section determines that the actual acceleration or the generator output is deficient. As a result, the generator output deficiency is eliminated and the required motor torque is produced, thereby enabling the vehicle to start into motion appropriately in accordance with the acceleration requested by the driver.

Abstract: A communication system for a vehicle includes a vehicle speed sensor configured to emit a periodic function with a parameter correlated to the speed of the vehicle, an acceleration monitoring system, a braking system engagement detector to detect a braking status of the vehicle, an alerting device capable of signaling other drivers of a deceleration condition of the vehicle, and a control device. The acceleration monitoring system is configured to compute the acceleration of the vehicle from variations in the parameter of the periodic function of the vehicle speed sensor and to output a deceleration status of the vehicle. The control device is coupled to the acceleration monitoring system, the braking system engagement detector, and the alerting device, wherein the acceleration monitoring system sends signals to the control device and the control device operates the alerting device in a manner dependent on the deceleration status of the vehicle.

Abstract: For monitoring of a measuring device (1), located in a wheeled vehicle, the measuring device (1) is configured so as to measure three linear accelerations (in unit 3) of the wheeled vehicle, which extend perpendicular to each other, respectively, as well as three rotational speeds (in unit 4) and one respective rotational movement or a component of a rotational movement about an axis of the wheeled vehicle, the three axes running perpendicular to each other, respectively. At least components of an orientation of the wheeled vehicle in a vehicle-external coordinate system are determined (in unit 7) from the three rotational speeds, and at least one of the measured linear accelerations is monitored (in unit 9) using at least the components of the orientation and a comparative variable (from unit 8).

Abstract: Maintenance process and device for a radionavigation installation of an aircraft. The maintenance device (1) comprises a first means of recording (7) for recording on a first recording medium (8) first events relating to data external to the aircraft, received by said radionavigation installation (2), a second means of recording (10) for recording on a second recording medium (11) second events relating to malfunctions occurring on board the aircraft, and means (13) for making it possible to analyze said first and second events recorded on said first and second recording media (8, 11), so as to determine whether said radionavigation installation (2) should or should not be disassembled.

Abstract: When a driver returns a brake pedal on a climbing road, brakes of front wheels to which power is output from an engine with brakes of rear wheels being held are released (S140), and a throttle opening TH is gradually increased so that a rotation speed of the engine reaches a target rotation speed Ne* according to a road gradient ? (S180). When an outputtable torque Tem that can be output to the front wheels and the rear wheels becomes larger than a target torque Td* according to the road gradient ?, the brakes of the rear wheels are released (S240) to start a vehicle. This allows a smooth start of the vehicle on the climbing road. On the other hand, when a slip of the front wheels is determined before the outputtable torque Tem reaches the target torque Td*, the brakes of the front wheels are returned to the original state, climbing road start control is prohibited (S260 and S270), and a stopping state is held. This properly addresses the problem when the vehicle cannot smoothly start.

Abstract: A speed control system is for a vehicle having an engine including a carburetor with a throttle plate moveable between a minimum open position and a maximum open position. The speed control system includes a ground speed limiter mechanism operatively coupled with the throttle plate and configured to displace the plate toward the minimum position as ground speed of the vehicle approaches a predetermined maximum value. An engine speed limiter mechanism is operatively coupled with the throttle plate and is configured to displace the plate toward the minimum position as a speed of the engine approaches a predetermined maximum value. Preferably, a control linkage is connected with the throttle plate and is moveable between a first configuration, at which the throttle plate is disposed at the minimum position, and a second configuration at which the throttle plate is disposed at the maximum position, the two limiter mechanisms displacing the linkage.

Abstract: A method of controlling a braking force applied to at least one wheel supporting a tire that includes steps of issuing a braking command (100), commanding an amount of tire stretch based on the braking command (102), estimating an amount of tire stretch for the tire based at least in part on wheel speed (104), and controlling the braking force applied to the wheel so that the estimated amount of tire stretch approaches the commanded amount of tire stretch (106). Also, a system (10) for controlling braking based on a determination of tire stretch that includes a tire stretch command generator (12) generating a tire stretch command based on a braking command, a reference velocity estimator (46) producing a first signal indicative of a velocity, a tire stretch estimator (30) producing a second signal indicative of an amount of tire stretch, and a brake force command generator (18) generating a brake force command based on the braking command, the first signal and the second signal.

Abstract: An apparatus for controlling brakes, includes a first brake circuit for supplying brake fluid, pressure-increased by a booster, to a wheel-brake cylinder, a first control valve disposed in the first brake circuit for establishing and blocking fluid communication between a master cylinder and the wheel-brake cylinder, a second brake circuit arranged in parallel with the first brake circuit for supplying brake fluid, pressure-increased by a fluid-pressure source, to the wheel-brake cylinder, and a second control valve disposed in the second brake circuit for establishing and blocking fluid communication between the fluid-pressure source and the wheel-brake cylinder. Also provided is a control unit, which is configured to selectively control the first and second control valves when building-up wheel-cylinder pressure, and further configured to build-up the wheel-cylinder pressure by operating the fluid-pressure source when at least the second control valve is controlled to a valve-open position.

Abstract: When a brake force control arrangement senses starting of application of a swingback inducing force on a vehicle body through an application start timing sensing arrangement, the brake force control arrangement reduces a brake force. Then, when the brake force control arrangement senses ending of the application of the swingback inducing force on the vehicle body through an application end timing sensing arrangement, the brake force control arrangement increases the brake force.

Abstract: To reliably control and prevent rear wheel lifting caused by an abrupt brake operation. An amount of change in vehicle body deceleration is computed on the basis of detection signals of wheel velocity sensors 45 and 46 (S102), it is determined whether or not that computed value exceeds a predetermined value K1 (S104), and when it is determined that the computed value exceeds the predetermined value K1, then it is determined that there is the potential for rear wheel lifting, reduction of a pressure increase gradient of wheel cylinder pressure is performed (S106) until the amount of change in vehicle body deceleration falls below the predetermined value K1, and lifting of the rear wheel is reliably controlled.

Abstract: A road surface condition detection system capable of quickly and accurately detecting road surface conditions during vehicle running, an active suspension system and an anti-lock brake system using the road surface condition detection system, and a sensor unit for the road surface condition detection system are provided. A sensor unit, provided on a rotor of a rotation mechanism section of a wheel, has an acceleration sensor for detecting an acceleration occurring in the rotational direction of the wheel as the wheel rotates. A signal of the detected acceleration is received by a monitor device, the received signal is compared to a variation pattern of an acceleration signal for each road surface condition, the pattern being previously stored in a storage section to identify a road surface condition, and information of the identified condition is output. Drive control of the active suspension system and the anti-lock brake system is made based on the information of the road surface conditions.

Abstract: A deceleration control apparatus and method for a vehicle, which performs deceleration control on the vehicle by an operation of a brake system which applies a braking force to the vehicle and a shift operation which shifts a transmission of the vehicle into a relatively low speed or speed ratio, performs the shift operation and the operation of the brake system such that a target deceleration set based on a curvature or curvature radius of a curve in a road ahead of the vehicle, a distance to the curve, and a vehicle speed, acts on the vehicle. As a result, a desired deceleration according to the distance to the curve is able to be applied to the vehicle.

Abstract: A method for controlling driving on a hill of an all-wheel drive vehicle, wherein vehicle acceleration is determined and the gravitational acceleration is measured. To improve the accuracy of the determination of the vehicle reference speed in all-wheel drive vehicles, the method comprises the following steps: determining the acceleration at the secondary axle (Tc4wdHaAcc) from one or both of the two wheel speeds, determining the deviation (Slope) between the acceleration at the secondary axle (Tc4wdHaAcc) and the measured acceleration (LoSenAcc), filtering the determined deviation (SlopFilt) with a time constant (T1Slope), comparing the deviation (Slope) with the filtered deviation (SlopFilt), determining driving situations representing the conditions ‘traction slip control is active’ or ‘traction slip control is not active’, and determining the slope in dependence on the comparison result and the driving situation.

Abstract: If a driver of a vehicle has slowed-down the vehicle, a deceleration controller does not apply deceleration to the vehicle within a specified time after the driver has finished slowing-down of the vehicle. The deceleration controller is a device that automatically decelerates the vehicle if a distance between the vehicle and another vehicle running in front of the vehicle is less than a specific distance to avoid collision of the two vehicles.

Abstract: One of the two accelerator sensors 165a and 165b is detected faulty by analyzing variation patterns outputted by the two sensors even when the outputs of two sensors remain within their respective normal output ranges. An accelerator control input is determined using the output of the fault-free sensor if a faulty sensor is detected. The fault detector detects the faulty sensor by analyzing variation patterns of outputs of the first and second accelerator sensors when the outputs of the first and second accelerator sensors remain within respective normal output ranges thereof.