A primary circuit and a secondary circuit each have a switching element, each operate as a power conversion circuit while the switching element is activated, and each operate as a rectifier circuit while the switching element is deactivated. While a generator provided at the primary side of a first power conversion device is stopped, a controller activates the switching element of the secondary circuit and deactivates the switching element of the primary circuit. Accordingly, the first power conversion device converts electric power input from the secondary side and supplies electric power for causing the generator to operate. While the generator is operated, the controller activates the switching element of the primary circuit and deactivates the switching element of the secondary circuit such that the first power conversion device converts electric power supplied from the generator and outputs the converted electric power to the secondary side.

A primary circuit and a secondary circuit each have a switching element, each operate as a power conversion circuit while the switching element is activated, and each operate as a rectifier circuit while the switching element is deactivated. While a generator provided at the primary side of a first power conversion device is stopped, a controller activates the switching element of the secondary circuit and deactivates the switching element of the primary circuit. Accordingly, the first power conversion device converts electric power input from the secondary side and supplies electric power for causing the generator to operate. While the generator is operated, the controller activates the switching element of the primary circuit and deactivates the switching element of the secondary circuit such that the first power conversion device converts electric power supplied from the generator and outputs the converted electric power to the secondary side.

A method is disclosed, comprising holding available, by at least a first apparatus, data associated with each road segment of at least one road segment, said data comprising (i) a representative of a first metric associated with spatial properties associated with the respective road segment; (ii) at least one representative of a second metric associated with at least one dynamic event associated with the respective road segment; and (iii) at least one representative of a third metric associated with a speed associated with the respective road segment, and wherein the method comprises, for at least one road segment of the at least one road segment, providing, by said at least one first apparatus, a safety data of the respective road segment at least partially based on the representative of the first metric, the at least one representative of the second metric and the at least one representative of the third metric associated with the respective road segment.

A method is disclosed, comprising holding available, by at least a first apparatus, data associated with each road segment of at least one road segment, said data comprising (i) a representative of a first metric associated with spatial properties associated with the respective road segment; (ii) at least one representative of a second metric associated with at least one dynamic event associated with the respective road segment; and (iii) at least one representative of a third metric associated with a speed associated with the respective road segment, and wherein the method comprises, for at least one road segment of the at least one road segment, providing, by said at least one first apparatus, a safety data of the respective road segment at least partially based on the representative of the first metric, the at least one representative of the second metric and the at least one representative of the third metric associated with the respective road segment.

A control section is configured to perform a high-degree abnormal state control in which the control section terminates a specified shifting step for shifting a vehicle to an operable state and shifts the vehicle to an operation inhibiting state when an operation checking section determines that the vehicle is in a predetermined high-degree abnormal state, and the control section is configured to perform a low-degree abnormal state control different from a normal state control without terminating the specified shifting step, when the operation checking section determines that the vehicle is in a predetermined low-degree abnormal state different from the predetermined high-degree abnormal state, and perform the normal state control, when the operation checking section determines that the vehicle has been restored from the predetermined low-degree abnormal state to a state in which the vehicle is operable normally.

A control section is configured to perform a high-degree abnormal state control in which the control section terminates a specified shifting step for shifting a vehicle to an operable state and shifts the vehicle to an operation inhibiting state when an operation checking section determines that the vehicle is in a predetermined high-degree abnormal state, and the control section is configured to perform a low-degree abnormal state control different from a normal state control without terminating the specified shifting step, when the operation checking section determines that the vehicle is in a predetermined low-degree abnormal state different from the predetermined high-degree abnormal state, and perform the normal state control, when the operation checking section determines that the vehicle has been restored from the predetermined low-degree abnormal state to a state in which the vehicle is operable normally.

A controller determines a load weight associated with a plurality of pneumatically independent circuits of a vehicle suspension system. The controller is adapted to receive a first electronic pressure signal, which is based on a first pneumatic signal representative of a first pneumatic pressure in a first of the plurality of pneumatically independent circuits, and receive a second electronic pressure signal, which is based on a second pneumatic signal representative of a second pneumatic pressure in a second of the plurality of pneumatically independent circuits. The controller is also adapted to determine the load weight based on the first electronic pressure signal and the second electronic pressure signal. The controller is also adapted to control an operation of a function of an associated vehicle based on the load weight.

A vehicle control apparatus comprises an engine, a starter, an accessory battery, and a high-voltage battery. The vehicle control apparatus is equipped with a DC-DC converter that is connected between the accessory battery and the high-voltage battery, a capacitor that is connected to a circuit on a side of the high-voltage battery, a high-voltage battery determination portion, and a startup control portion. The startup control portion executes power boost-startup control, whereby an output voltage of the accessory battery is boosted by the DC-DC converter, the capacitor is charged with necessary electrical energy for starting the engine by using an output voltage of the DC-DC converter, and the starter is driven to start the engine by using the electrical energy charged in the capacitor.

The present disclosure provides a vehicle, a start control method for the vehicle, and a start control system of the vehicle. The method includes: when a door of the vehicle is in an open state, determining a position of a key; when the key is in the vehicle, controlling a first high-voltage module group of the vehicle to perform power on; when the door of the vehicle is changed from the open state to a closed state, determining the position of the key and detecting a state of a brake pedal of the vehicle; and when the brake pedal of the vehicle is depressed and the key is in the vehicle, controlling, according to a start instruction, a second high-voltage module group of the vehicle to perform power on.

A vehicle interfaced smartphone control device for limiting phone distraction while driving includes a docking station, which selectively engages a smartphone of a driver of a vehicle so that the smartphone is operationally engaged to the docking station. The docking station is mountable to an interior element of the vehicle so that the smartphone is accessible to the driver. The docking station is operationally engageable an electronic control module of the vehicle. First and second programming code are selectively positionable on the electronic control module and the smartphone, respectively. The first programming code enables the electronic control module to operate the vehicle with at least one operational aspect of the vehicle being limited. The second programming code enables the smartphone, when operationally engaged to the docking station, to continuously signal the electronic control module to operate the vehicle without limiting any operational aspects of the vehicle.