A vehicle control system includes an acquirer that acquires environmental information including information of a reference speed preset on a scheduled route on which an own-vehicle travels and a travel controller that performs speed control and steering control of the own-vehicle on the basis of the environmental information acquired by the acquirer. The travel controller performs the speed control with the reference speed as a target speed of the own-vehicle if a control index value regarding the steering control is equal to or less than an upper limit value when the own-vehicle travels on the scheduled route at the reference speed and performs the speed control with a speed at which the control index value regarding the steering control is equal to or less than the upper limit value as the target speed of the own-vehicle if the control index value exceeds the upper limit value.

A braking method is used for a vehicle that has at least one front wheel and at least one rear wheel. A hydraulically actuatable brake is provided at the front wheel and the rear wheel, and an automatic parking brake is provided at the rear wheel. The braking method enables an optimal brake pressure to be built up as rapidly as possible. In a first step of an initiation phase of the braking method, the front wheel is braked by the hydraulically actuatable brakes and the rear wheel is braked exclusively by the automatic parking brake.

A braking method is used for a vehicle that has at least one front wheel and at least one rear wheel. A hydraulically actuatable brake is provided at the front wheel and the rear wheel, and an automatic parking brake is provided at the rear wheel. The braking method enables an optimal brake pressure to be built up as rapidly as possible. In a first step of an initiation phase of the braking method, the front wheel is braked by the hydraulically actuatable brakes and the rear wheel is braked exclusively by the automatic parking brake.

One aspect of the present invention increases or reduces an amplitude or amplitudes of a steering angle sensor output signal and/or a motor rotational angle signal, and outputs a motor instruction signal based on a substitute signal for a torque sensor output signal that is calculated based on at least one of the steering angle sensor output signal and the motor rotational angle signal that is subjected to the adjustment of the amplitude thereof, and the other of the steering angle sensor output signal and the motor rotational angle signal, when an abnormality is detected in the torque sensor output signal.

A moving body (1) according to the invention includes: a drive unit (12); a control unit (exemplified by a drive control unit (11) and a speed instruction unit (10b)) that controls driving by the drive unit (12); an object recognition unit (13) that recognizes an object; and a determination unit (exemplified by a degree-of-risk determination unit (10a)) that, in accordance with a recognition result by the object recognition unit (13), determines a degree of risk of collision with the object. In a case where determination is made as being risky by the determination unit, the control unit performs control of reducing a target speed of the moving body (1), and returns the target speed of the moving body (1) to the original one, in a case where determination is made as being safe by the determination unit for a predetermined period in a state where the target speed has been reduced.

A braking-driving force control system is provided in which erroneous vehicle speed detection may be avoided even when a frictional braking power is generated during rotation of an output shaft coupled to an electric driving motor as driving source. When only regenerative braking force is being generated as braking force while the vehicle is traveling, the braking force and the driving force are controlled based on an output shaft side vehicle speed calculated from the rotational state of an output shaft of a driving source, and when the frictional braking power is being generated while the vehicle is traveling, the braking force and the driving force will be controlled based on a wheel side vehicle speed representing the vehicle speed calculated from the rotational state of the vehicle wheel.

A braking-driving force control system is provided in which erroneous vehicle speed detection may be avoided even when a frictional braking power is generated during rotation of an output shaft coupled to an electric driving motor as driving source. When only regenerative braking force is being generated as braking force while the vehicle is traveling, the braking force and the driving force are controlled based on an output shaft side vehicle speed calculated from the rotational state of an output shaft of a driving source, and when the frictional braking power is being generated while the vehicle is traveling, the braking force and the driving force will be controlled based on a wheel side vehicle speed representing the vehicle speed calculated from the rotational state of the vehicle wheel.

A locomotive is disclosed. The locomotive includes a car body, including an operator cabin, a power source, and an operator health monitor within the operator cabin, the operator health monitor configured to monitor at least one health condition associated with the operator and configured to generate an operator health signal associated with the at least one condition. The locomotive includes an operator warning system within the operator cabin, configured to present the operator with an operator warning in response to an operator warning signal, and an electronic controller. The electronic controller may be configured to determine an operator fatigue score based on, at least, the operator health signal, determine if the operator fatigue score exceeds a warning threshold, and transmit the operator warning signal to the operator warning system if the operator fatigue score exceeds the warning threshold.

A Hill Start Assist (HSA) system for an off-road type vehicle includes a brake system for producing a braking force sufficient to maintain the vehicle in a stopped condition, and a control unit in communication with the brake system for controlling a brake modulator of the brake system to maintain the braking force when a manual brake actuator of the brake system is in a released position. The HSA system is operable in a ready state where the brake modulator is in an open condition and the braking force is not maintained, an activated state and a hold state where the brake modulator is in a closed condition and the braking force is maintained. The HSA system is only in the ready state upon determination by the control unit that predetermined vehicle conditions are satisfied.

A control device that controls an internal combustion engine includes an electronic control unit configured to, during an operation other than a start-up of the internal combustion engine, cause the fuel injection valve to execute one or a plurality of fuel injections in each cycle such that a target fuel injection amount in one injection becomes equal to or greater than a predetermined minimum injection amount, and when the internal combustion engine is started up, in a case where startability of the internal combustion engine is insufficient, execute an excess split injection control for causing the fuel injection valve to execute more fuel injections than the maximum number of fuel injections per cycle while making the target fuel injection amount in one injection smaller than the minimum injection amount per cycle and maintaining a target total fuel injection amount per cycle.