A vehicle with deployable pliable fairing skirts and a controller for controlling deployment of the skirts are provided. The pliable fairing skirts are deployable over openings of wheel wells for the vehicle to provide additional streamlining for the vehicle. The pliable fairing skirts are stowable when the brakes of the vehicle may benefit from additional cooling airflow. The skirts are also stowable when environmental conditions may result in damage to the skirts or when steerable wheels of the vehicle would protrude from the opening.

A sensor element includes a base portion, a drive arm that extends from the base portion or a portion which is connected to the base portion, and a detection arm that extends from the base portion. The drive arm includes a drive arm portion that extends from the base portion or a portion which is connected to the base portion, and a drive weight portion that is provided on a front end side with respect to the drive arm portion and has a larger width than the drive arm portion. When a length of the drive weight portion in an extending direction of the drive arm is referred to as DHL and a width of the drive weight portion in a direction orthogonal to the extending direction in a planar view is referred to as DHW, a relationship of 1.5DHL/DHW is satisfied.

Provided is a display device to be provided in a vehicle, the display device including: a state acquisition unit configured to acquire a state of the vehicle; a conversion unit configured to convert a voice spoken in an online conference, in which an occupant of the vehicle participates, into text; and a display controller configured to display the text converted by the conversion unit on a display unit, wherein the display controller being configured to make display modes of the text converted by the conversion unit different from each other depending on the state of the vehicle acquired by the state acquisition unit.

A sensor arrangement for position determination of a rail vehicle includes at least two sensors that can be attached to the rail vehicle. Each of the sensors is configured to ascertain a position speed and to be disposed on the rail vehicle at different positions transverse to the direction of travel. At least one processing apparatus which is connected to the sensors is configured to process the position speeds ascertained by the sensors. An apparatus for position determination of a rail vehicle, a rail vehicle, and a method for position determination for a rail vehicle are also provided.

A system for regulating speed of a vehicle along a road surface, the system including: at least one controller; at least one throttle sensor in communication with the at least one controller; at least one brake sensor in communication with the at least one controller; at least one gear sensor in communication with the at least one controller; at least one speed sensor in communication with the at least one controller; at least one motor in communication with the at least one controller; and at least one energy source in communication with the at least one controller and the at least one motor; wherein the at least one controller further includes a proportional integral and derivative controller; and at least one retardive braking system in communication with the at least one controller and controlled by the proportional integral and derivative controller.

A device and a method for controlling vehicle speed in a vehicle equipped with brake cruise control when the vehicle is travelling downhill are provided. The method involves driving a vehicle downhill with the brake set speed set to a first brake set speed; detecting a current vehicle speed; automatically applying a brake torque using at least an auxiliary brake to maintain the first brake set speed; and detecting a manual application of a vehicle service brake, in order to decrease vehicle speed. If a control unit detects that the driver is applying the service brake, then the control unit is automatically arranged to set the brake set speed to a second brake set speed that is lower than the first brake set speed; and to apply a brake torque using at least the auxiliary brake if a detected current vehicle speed exceeds the second brake set speed.

Vehicles, systems, and methods for determining a distance travelled are provided. In an exemplary embodiment, a vehicle includes an electric motor with a motor rotor shaft. A motor resolver is positioned adjacent to the motor rotor shaft, where the motor resolver is configured to determine a motor position of the electric motor based on revolutions of the motor rotor shaft. A controller is in communication with the motor resolver, where the controller is configured to determine a distance travelled from a change in the electric motor position.

A vehicle position detecting device includes an ECU that acquires a wheel speed of a wheel of a vehicle corresponding to rotation of the wheel, detects a skid of the wheel, calculates, when the skid is not detected, a vehicle body speed corresponding to the speed of a vehicle body of the vehicle based on the wheel speed, and corrects, in response to detection of the skid, the wheel speed based on correction information and calculates the vehicle body speed based on the corrected wheel speed. The ECU further calculates the position of the vehicle based on the vehicle body speed depending on the presence of the skid.

A lane departure avoidance system disables start of steering control or terminate running steering control upon determination that a value of a at least one selected variation, which is selected from a first variation, a second variation, a third variation, and a fourth variation, is equal to or more than a corresponding threshold. The first variation is a variation of a lateral position of an own vehicle relative to lane marking lines recognized by a recognition unit, and the second variation is a variation of a yaw angle of the own vehicle relative to the recognized lane marking lines. The third variation is a variation of a curvature of the recognized lane marking lines, and the fourth variation is a variation of a pitch angle of the own vehicle.

A driving support apparatus estimates an expected route of an own vehicle, calculates an effective length of the expected route, and alerts a driver of the own vehicle when it is determined that there exists an object which crosses a part within the effective length within a predetermined time. A formula of a circle with a radius of an estimated turning radius is used for an expected route formula expressing the expected route. Once it is determined that the own vehicle is trying to start turning left or right, the driving support apparatus calculates a turning angle of the own vehicle, and calculates the effective length of the expected route using a value based on a product of the estimated turning radius and a remaining turning angle which is an angle obtained by subtracting the turning angle from a predetermined angle.