Abstract: This invention relates to a computer network for calculating and distributing the true braking coefficient of aircraft on runways and taxiways using a computer which obtains data from an aircraft, including in some preferable embodiments dynamic aircraft properties recorded on the aircraft's flight data management system. Environmental and aircraft parameters may also be used to calculate the braking friction coefficient. A computer and network are used to obtain data and to calculate the friction coefficient, and may be used to distribute the result. The network may utilize, at least in part, wireless local area networks to facilitate data transfer and distribution of the result. The computer for calculating the braking coefficient may be located on the aircraft.

Abstract: A computer network for calculating a value for the true braking coefficient of friction for an aircraft runway or taxiway using data from one or more aircraft's flight data recorders or flight data management systems, and reporting the calculated value information to individuals and agencies including air traffic control, airport operations and maintenance, and aircraft pilots and ground crews is described and claimed herein. The data may be obtained in real-time by either an onboard or an off-aircraft high-power computing system, calculating the aircraft's true braking coefficient of friction, and reporting the calculated information to the individuals and agencies.

Abstract: A method for avoiding reducing scoring of the brake disc or the brake drum of a vehicle driven under rainy conditions calculates a product of three parameters, and activates an automatic braking operation for the vehicle, regularly, whenever the product exceeds the pre-determined threshold level. The first parameter is a rain intensity based parameter, a measure of the current raining intensity. The second parameter is a brake-activation-free driving time parameter, representing the time elapsed since the braking system of the vehicle was activated last. The third parameter is a speed parameter, which represents a current speed of the vehicle. As the automatic braking operation is carried out, the particles of dust, water, snow and de-icing substances, adhered to the brake disc of the vehicle, and causing scoring of the brake disc, are quickly removed, thus, reducing disc scoring.

Abstract: This invention relates to a computer network for calculating the true aircraft cornering friction coefficient of an aircraft runway or taxiway using the data collected by and available in the aircraft Flight Data Recorder (FDR) or other flight data management system, for example, the Quick Access Recorder (QAR). The invention may optionally distribute to personnel in the ground operations of an airport and airline operations, including but not limited to aircraft pilots, airline operation officers and airline managers as well as airport operators, managers and maintenance crews, the most accurate and most recent information concerning the true aircraft cornering friction coefficient to aid in making better and more accurate safety and economical decisions.

Abstract: Embodiments of the invention provide methods and apparatus for reducing steering effort in a vehicle. In one embodiment, a method for installing a steering-assist system onto a vehicle having an electrically powered steering system is provided. The method includes placing a controller between a torque sensor and an electronic control unit (ECU) disposed on the vehicle, coupling a primary signal line from the torque sensor to be in electrical communication with the controller, and coupling a secondary signal line to the controller to be in electrical communication with the ECU, wherein, when movement is detected by the torque sensor, the torque sensor provides a primary signal to the controller and the controller provides a secondary signal to the ECU, the secondary signal being different than the primary signal.

Abstract: A device for estimating the state quantity of a skid motion of a vehicle is provided with an element which finds road surface reaction force model values of respective wheels and a skid motion state quantity model value using a vehicle model including a friction characteristic model between the wheels and the road surface, an element which finds the deviation between the lateral acceleration model value generated in a predetermined position of the vehicle by the resultant force of the road surface reaction force model values and the lateral acceleration detected value indicated by the output of an actual lateral acceleration detecting means, and an element which determines, as the estimated value of the skid motion state quantity, a value obtained by adding a value obtained by passing the deviation through a filter having a high-cut characteristic to the skid motion state quantity model value.

Abstract: The present invention relates to methods, computer software products, server and system for mapping road conditions, especially friction. In the method according to the invention the acceleration of the vehicle is measured by means of an acceleration sensor, the position of the vehicle is monitored by means of positioning means and the measured acceleration value is combined with the position data of the measurement location. The method compares whether the measured position-specific acceleration value exceeds the value on the server for the said area and in case the value is exceeded, a measured position-specific acceleration value is sent to the server.

Abstract: A computer network for calculating a value for the true braking coefficient of friction for an aircraft runway or taxiway using data from one or more aircraft's flight data recorders or flight data management systems, and reporting the calculated value information to individuals and agencies including air traffic control, airport operations and maintenance, and aircraft pilots and ground crews is described and claimed herein. The data may be obtained in real-time by either an onboard or an off-aircraft high-power computing system, calculating the aircraft's true braking coefficient of friction, and reporting the calculated information to the individuals and agencies.

Abstract: This invention relates to a computer network for calculating the true aircraft cornering friction coefficient of an aircraft runway or taxiway using the data collected by and available in the aircraft Flight Data Recorder (FDR) or other flight data management system, for example, the Quick Access Recorder (QAR). The invention may optionally distribute to personnel in the ground operations of an airport and airline operations, including but not limited to aircraft pilots, airline operation officers and airline managers as well as airport operators, managers and maintenance crews, the most accurate and most recent information concerning the true aircraft cornering friction coefficient to aid in making better and more accurate safety and economical decisions.

Abstract: In an integrated controller for a vehicle, a main control unit determines whether a road ahead is a split-? road based on captured images obtained by left and right CCD cameras, and, if so, increases a braking intervention distance correction gain for correcting braking intervention distances set by a collision prevention control unit. The collision prevention control unit performs collision prevention control at a brake timing earlier than usual using the braking intervention distances corrected by the correction gain. Furthermore, when the road ahead is determined to be a split-? road, the main control unit decreases a target torque correction gain for correcting a target torque set by an engine control unit to prevent the vehicle from becoming unstable as a result of a yaw moment acting on the vehicle generated by a generated driving force due to a difference in friction coefficient ? between left and right road surfaces.

Abstract: A vehicle controller includes a first abrupt deceleration determining unit (a rotation change rate determining unit, an ABS determining unit) configured to determine an abrupt deceleration state of a vehicle, and a second abrupt deceleration determining unit (a brake determining unit) having a required time for determining an abrupt deceleration shorter in comparison with that of the first abrupt deceleration determining unit, wherein any one of the first abrupt deceleration determining unit and the second abrupt deceleration determining unit is used for determining the abrupt deceleration of the vehicle 1 according to a vehicle speed of the vehicle or a road surface friction coefficient, and the second abrupt deceleration determining unit is used for determining the abrupt deceleration in a region where the vehicle speed or the road surface friction coefficient is lower than the first abrupt deceleration determining unit.

Abstract: The following are provided: an input device via which an operator inputs brake operations; a motor cylinder device that generates hydraulic brake pressure on the basis of electric signals based on said brake operations; and a VSA device that assists in stabilizing the behavior of the vehicle on the basis of the aforementioned hydraulic brake pressure generated by the motor cylinder device. Said input device, motor cylinder device, and VSA device are disposed, separated from each other, in an engine compartment partitioned off forwards of a dashboard.

Abstract: If it is determined that a brake pedal is pressed while an accelerator pedal is pressed, accelerator position limit control for bringing an accelerator position for engine control to a limit value corresponding to vehicle speed is performed, thereby securing safety at the time when both of the accelerator pedal and the brake pedal are pressed. If it is determined that the accelerator pedal is pressed after the brake pedal is pressed, the accelerator position limit control is prohibited, thereby responding to driver's intention to accelerate. If it is determined that the pressing of the brake pedal is cancelled during execution of the accelerator position limit control, accelerator position recovery control for returning the accelerator position for the engine control to an actual accelerator position is performed, thereby recovering normal running corresponding to the driver's intention to accelerate.

Abstract: This invention relates to a computer network for calculating and distributing the true braking coefficient of aircraft on runways and taxiways using a computer which obtains data from an aircraft, including in some preferable embodiments dynamic aircraft properties recorded on the aircraft's flight data management system. Environmental and aircraft parameters may also be used to calculate the braking friction coefficient. A computer and network are used to obtain data and to calculate the friction coefficient, and may be used to distribute the result. The network may utilize, at least in part, wireless local area networks to facilitate data transfer and distribution of the result. The computer for calculating the braking coefficient may be located on the aircraft.

Abstract: A method for determining the driving resistance of a vehicle by taking into account a value for the vehicle mass is described. Before beginning to drive, the vehicle mass and driving resistance coefficients are estimated with an estimation method by taking into account sensor signals, and an initial value for the driving resistance is calculated from the vehicle mass and the driving resistance coefficients. A corrected value for the driving resistance and the vehicle mass is calculated while driving, based on measured driving-related values, which are measured in chronological succession.

Abstract: A vehicle control apparatus includes an accelerator-manipulated-amount detecting section configured to detect a manipulated amount of accelerator; a braking-force generating section configured to generate a braking force of the vehicle; a driving-force generating section configured to generate a driving force of the vehicle; a control unit including a vehicle-body speed calculating section configured to calculate an actual vehicle-body speed. The control unit is configured to perform a normal control mode which generates a driving force corresponding to the accelerator manipulated amount, and to perform a speed control mode which calculates a target vehicle-body speed based on the accelerator manipulated amount and which controls the braking-force generating section and the driving-force generating section so as to bring the actual vehicle-body speed closer to the target vehicle-body speed.

Abstract: A method for controlling braking of a vehicle calculates a driver request braking deceleration and a current frictional coefficient of a road surface to obtain a vehicle deceleration corresponding to the coefficient of the road surface. A maximum deceleration at which a wheel lock does not occur upon braking only by a driving wheel is calculated when the driver deceleration is equal to or smaller than the coefficient by comparing the driver deceleration and the vehicle deceleration. A braking force is determined by distributing a regenerative braking force of the driving wheel and a frictional braking force of a driven wheel according to the coefficient when the maximum deceleration is smaller than the driver deceleration by comparing the maximum deceleration and the driver deceleration. A driving motor and a frictional braking device are controlled to generate the determined regenerative braking force and frictional braking force.

Abstract: In an accelerator pedal effort control apparatus which increases a pedal effort of an accelerator pedal 2 when an accelerator opening angle is larger than a predetermined accelerator opening angle threshold value, in a case where a steering angle of a steering wheel when a vehicle driver starts to increase an opening angle of accelerator pedal 2 is small, a pedal effort increment is a reference pedal effort increment (?F) and, in a case where the steering angle is large, is a relatively small pedal effort increment (?F??). Thus, when the vehicle turns right or left from a stopped state, pedal effort increment (?F??) is set to relatively be small so that a smooth acceleration becomes possible.

Abstract: In a vehicle control, a future travel locus of a vehicle is computed by using an evaluation function, and travel road surface information regarding a travel road surface on which the vehicle travels is stored. According to the travel road surface information stored, a convergence criterion for the evaluation function is variably set.

Abstract: In a method for setting a wheel torque in a vehicle, a setpoint value for a slip-adhesion coefficient gradient for one wheel of one vehicle axle is ascertained, and the wheel torque is set in such a way that the actual value of the gradient is approximated to the setpoint value.

Abstract: This invention relates to a computer network for calculating and distributing the true braking coefficient of aircraft on runways and taxiways using, in part, the aircraft itself, by utilizing dynamic aircraft properties recorded on and obtained from the aircraft's flight data management system. Environmental and aircraft parameters may also be used to calculate the braking friction coefficient. A computer and network are used to obtain data and to calculate the friction coefficient, and may be used to distribute the result. The network may utilize, at least in part, wireless local area networks to facilitate data transfer and distribution of the result. The computer for calculating the braking coefficient may be located on the aircraft.

Abstract: A method for controlling and/or regulating an automatic transmission of a vehicle, depending on the driving route slope in which a winding mountain pass road detection is carried out, depending upon a topography of the driving route, in such a way that a time for either setting or resetting winding mountain pass road detection is determined.

Abstract: A method and apparatus for the estimation of maximum friction between a vehicular tire and a road surface via driving dynamics measurements and at least one sensor measuring the road surface, comprising measuring road surface properties via a sensor; measuring the state of motion of a vehicle and a tire and concluding therefrom a momentary maximum friction coefficient when the tire is subjected to a sufficient friction force; storing a maximum friction estimate concluded from the above-mentioned measurements, along with measuring results regarding road surface properties measured at the moment of measurement; when the tire is not subjected to a friction force sufficient for measuring maximum friction, using, as a maximum friction estimate, the previously measured maximum friction estimate, such that an applied selection criterion for the maximum friction estimate is the newness as up-to-date as possible of the measuring result and a consistency of the road surface measuring result.

Abstract: A method for operating a vehicle brake system during a wheel slip condition. According to an exemplary embodiment, the method involves receiving a requested brake torque, monitoring wheel slip, and if no wheel slip is detected then operating the vehicle brake system according to the requested brake torque. If, however, wheel slip is detected then the method may operate the vehicle brake system according to a modified brake torque that is less than the requested brake torque.

Abstract: A method and apparatus for calculating a standardized value for the actual runway braking coefficient of friction of one or more arriving aircraft using data from each aircraft's flight data recorder or flight data management system, standardizing the calculated information to provide redundancy and to make it usable by subsequently arriving aircraft, and reporting the calculated standardized value information to individuals and agencies including air traffic control, airport operations and maintenance, and aircraft pilots and ground crews; and A method and apparatus for calculating the actual runway braking coefficient of friction of an aircraft using data from the aircraft's flight data recorder or flight data management system, transmitting the data in real-time to an off-aircraft high-power computing system, calculating off-aircraft the landing aircraft's actual runway braking coefficient of friction, and reporting the calculated information to individuals and agencies including air traffic control, airpo

Abstract: A driving assistance apparatus mounted to a vehicle is disclosed. The apparatus determines whether an amount of change in tire wheel speed of each tire wheel of the vehicle exceeds a threshold. The apparatus specifies a tire wheel crossing order, which is an order in which the tire wheels of the vehicle cross over a level difference between a road and a parking lot when the vehicle crosses over the level difference. The apparatus determines whether or not the vehicle has crossed over the level difference between the road and the parking lot, based on whether a threshold-exceeding order is identical to the specified tire wheel crossing order. The threshold-exceeding order is an order in which the amounts of change in the tire wheel speed of the respective tire wheels exceed the threshold.

Abstract: System and method for controlling vehicle operating characteristics. The method includes receiving, at a vehicle, global positioning system (GPS) data, and, based on the received GPS data, determining the vehicle's location. The method also identifies terrain map information associated with the vehicle's determined location and determines a terrain based on the terrain map information. The method then modifies one or more vehicle operating characteristics based on the determined terrain.

Abstract: A method and a device are described for scanning the surrounding environment of a vehicle. When the vehicle falls below a first boundary speed a timer is triggered whose state is incremented until the vehicle exceeds a boundary speed, a check of the unobstructed view of the scanning device being carried out upon expiration of the time period recorded by the state of the timer and in which the state of the counter is incremented.

Abstract: Disclosed herein is a gear selection method and device for an automatic transmission for a traction phase (Z2) after a coasting phase (S) of a motor vehicle. According to the method, in a traction phase (Z1) before the coasting phase (S), a sliding average value of the rotational speed level (n) and/or of the traction force level (Fx) is formed depending on the particular velocity (v) and particular gradient (ST) and is taken into consideration for defining at least one gear choice of the automatic transmission for the traction phase (Z2) after the particular coasting phase (S).

Abstract: An anti-skid control device or an automatic brake control device gradually increases a W/C pressure for a boost control valve for a front wheel FR or FL on a high-? surface, by repeating a cycle in which the differential pressure for the boost control valve at the high-? surface side is kept at the first differential pressure for a first period, and after that kept at the second differential pressure for a second period. Therefore, it is possible to suppress the individual variation in the capability for W/C pressure boosting, and accordingly to suppress the difference of the W/C pressures between the right front wheel and the left front wheel. Thus, it is possible to suppress the yaw torque applied to the vehicle and therefore to suppress the spin of the vehicle.

Abstract: The train braking device includes an air brake controller in which a plurality of friction coefficients corresponding to a brake command and a brake initial velocity are stored, an electropneumatic conversion valve that converts a pressure control signal transmitted from the air brake controller into a pneumatic signal, a relay valve that generates a predetermined brake cylinder pressure corresponding to the pneumatic signal, and a brake cylinder that controls brake shoes according to the brake cylinder pressure, wherein the air brake controller generates the pressure control signal based on the friction coefficients corresponding to the brake command and the brake initial velocity.

Abstract: A brake device is described for braking the wheels of a vehicle. The brake device includes at least one brake master cylinder, a brake booster, a wheel brake, a return pump, using which a hydraulic fluid may be pumped back from the wheel brake in the direction of brake master cylinder. A sensor system for detecting an abrupt negative change in the friction coefficient of the roadway is provided. An arrangement is provided according to which the boost of the brake booster is set to a smaller value if a braking maneuver has been detected on a roadway having an abrupt negative change in the friction coefficient than in the case of a braking maneuver on a roadway without an abrupt negative change in the friction coefficient.

Abstract: This invention relates to a computer network for calculating the true aircraft cornering friction coefficient of an aircraft runway or taxiway using the data collected by and available in the aircraft Flight Data Recorder (FDR) or other flight data management system, for example, the Quick Access Recorder (QAR). The invention may optionally distribute to personnel in the ground operations of an airport and airline operations, including but not limited to aircraft pilots, airline operation officers and airline managers as well as airport operators, managers and maintenance crews, the most accurate and most recent information concerning the true aircraft cornering friction coefficient to aid in making better and more accurate safety and economical decisions.

Abstract: This invention relates to a computer network for calculating and distributing the true braking coefficient of aircraft on runways and taxiways using, in part, the aircraft itself, by utilizing dynamic aircraft properties recorded on and obtained from the aircraft's flight data management system. Environmental and aircraft parameters may also be used to calculate the braking friction coefficient. A computer and network are used to obtain data and to calculate the friction coefficient, and may be used to distribute the result. The network may utilize, at least in part, wireless local area networks to facilitate data transfer and distribution of the result. The computer for calculating the braking coefficient may be located on the aircraft.

Abstract: A process is provided for limiting a torque or an amount characteristic thereof of a control loop used for stabilizing a vehicle. A coefficient of friction is detected according to the process. The coefficient of friction is estimated by way of vehicle-internal quantities. As a function of the coefficient of friction, a limit value is determined for the torque or the amount characteristic thereof. The torque or the amount characteristic thereof will subsequently be limited to the limit value.

Abstract: A method of estimating a tire-road friction coefficient includes determining when the slope of a tire characteristic curve relating a utilized longitudinal friction of a tire to longitudinal slip of the tire is linear and non-linear. When the slope of the tire characteristic curve is linear, then the tire-road friction coefficient is estimated by correlating the slope of the tire characteristic curve to the tire-road friction coefficient. When the slope of the tire characteristic curve is non-linear, indicating that the tire is near or at saturation, then the tire-road friction coefficient is estimated by calculating a current utilized longitudinal friction of the tire.

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

Abstract: A running pattern calculating apparatus and running pattern calculating method that stores road information; predicts a running state when the vehicle will travel on a road, based on the stored road information; divides the road into a plurality of sections based on the predicted running state and sets an evaluation function for each road section; and calculates a running pattern of the vehicle that will travel on the road, based on the evaluation function set for each road section.

Abstract: A device for determining a driving state of a two-axle motor vehicle, which driving state is formed from the driving situation of the motor vehicle and the state of the underlying surface, wherein output signals from vehicle on-board sensors are evaluated in order to determine the driving situation and wherein a routine for determining and/or estimating the friction value of the underlying surface is provided in order to determine the state of the underlying surface. Also disclosed is a method for operating a combined vehicle brake system, in particular for motor vehicles, having hydraulically actuable wheel brakes at a front axle and having electromechanically actuable wheel brakes at a rear axle, wherein the vehicle wheels assigned to the rear axle can be driven at least at times by an electric motor which can be operated as a generator for the recuperation of braking energy.

Abstract: In a method for determining the vehicle longitudinal velocity in a vehicle, a wheel longitudinal force is determined in an estimation equation as a function of the wheel speeds and the vehicle longitudinal velocity is ascertained as a function of the wheel longitudinal force.

Abstract: Systems and methods are provided that may he useful for testing braking systems for use in, for example, an aircraft. A system is disclosed that allows for built in testing. For example, a method if provided comprising sending, from a brake controller, a test command set to at least one of an electromechanical actuator (EMAC) and a brake servo valve (BSV) in response to a landing gear retraction, receiving, at the brake controller, feedback from the at least one of the EMAC and the BSV in response to the test command set, and comparing, at the brake controller, the feedback with a predetermined signature.

Abstract: In one example, a first vehicle traveling on a road is provided. The vehicle comprises a communication device coupled in the first vehicle configured to receive information transmitted by a second vehicle traveling on the road, the information identifying road surface conditions experience by the second vehicle; and a controller configured to adjust a vehicle operating parameter of the first vehicle in response to receiving the transmitted information from the second vehicle.

Abstract: A method for detecting the course of a traffic lane, including the following steps: measuring structures of the traffic lane; evaluating the homogeneity of the measurements; and determining the course of the traffic lane on the basis of the evaluated homogeneity.

Abstract: In a method for determining a roadway state (STATE) of a roadway on which a vehicle (10) is travelling which has at least one wheel (14) and an acceleration sensor (24) which is assigned to the wheel (14), in order to determine a vertical component of an acceleration of the wheel (14), a characteristic value which is representative of the roadway state (STATE) is determined as a function of a measured signal (AC_VERT) of the acceleration sensor (18).

Abstract: One embodiment provides a vehicle brake hydraulic controller including: an antilock braking controlling module configured to perform an antilock braking control in which a brake hydraulic pressure applied to wheel brakes is reduced under the condition that a slip-related amount has reached a pressure reduction threshold value; and a turning judging module configured to judge whether a vehicle is turning based on a steering angle, wherein, when the antilock braking control is performed and in the case that the turning judging module judges that the vehicle is turning, the antilock braking controlling module performs a turning pressure reduction control so as to: change the pressure reduction threshold values to be more easily reached by the slip-related amount than at the time of straight running; and change the pressure reduction amounts to be larger than that at the time of straight running.

Abstract: A vehicle motion control device is provided. The vehicle motion control device includes a steering angle deviation calculating unit which calculates a steering angle deviation of the vehicle, a frictional coefficient calculating unit which calculates each of road surface frictional coefficients for a traveling road surface of four wheels; and a pressure increasing and reducing controlling unit which performs a split control including applying a pressure increasing limitation of a pressure increasing control in an anti-skid control to a front wheel at a side of the traveling road surface having higher road surface frictional coefficient between the right and left wheels based on an absolute value of the steering angle deviation such that a pressure increasing gradient in the pressure increasing control is smaller as the absolute value is larger.

Abstract: This invention relates to a method and apparatus for the calculation of aircraft braking friction and other relating landing parameters, including but not limited to aircraft braking action, aircraft takeoff distance, aircraft landing distance, runway surface conditions and runway surface friction based on the data collected by and available in the aircraft Flight Data Recorder (FDR) or other flight data management system, for example, the Quick Access Recorder (QAR), to provide all involved personnel in the ground operations of an airport and airline operations, including but not limited to aircraft pilots, airline operation officers and airline managers as well as airport operators, managers and maintenance crews, with the most accurate and most recent information on the true aircraft landing performance parameters to help better and more accurate safety and economical decision making.

Abstract: A system, method and computer program product is provided for detecting if a vehicle has spun. A normal force and a lateral force of each of a front and rear axle of a vehicle is estimated. A coefficient of friction representative of a surface is estimated. Lateral momenta of the front and rear axles based on the coefficient of friction and the normal and lateral forces is calculated. Whether a surplus momentum is present, is determined. If the surplus momentum is present, a yaw rate of the vehicle is integrated respect to time to obtain a vehicle rotation estimation.

Abstract: In an electric parking brake control apparatus for controlling an electric actuator for driving parking brakes, a dynamically estimated road surface inclination is estimated based on a running state of a vehicle while the vehicle is running, and a statically estimated road surface inclination is estimated based on an acceleration acting on the vehicle after the vehicle is stopped. In the event that the statically estimated road surface inclination is larger than the dynamically estimated road surface inclination after the vehicle is stopped, a braking force of the parking brakes is increased to be larger than a braking force that is set based on the dynamically estimated road surface inclination.

Abstract: In a method for influencing the traction force during shifting operations of a manual transmission in vehicles having at least two drive axles, the drive system of the first axle is activated in such a way that the interruptions in traction force occurring at the second axle during shifting operations of the manual transmission are at least partially compensated for.