A diaphragm valve (DV), includes: an elastomer-diaphragm (ED) in/on a valve-housing via a radially-outer-edge-bead and interacts with a DV-seat (DVS); a first-control-chamber (CC), delimited by a first-surface, facing away from the DVS, of the ED and loadable and relieved of load by a pressure-medium (PM), and when the first-CC is loaded, the ED is pushed against the DVS; a second-CC, delimited by a second-surface, facing away from the first-surface, of the ED and loadable and relieved of load and surrounds the DVS, and, when the second-CC is loaded by PM, the ED lifts off from the DVS and the second-CC is connected to a PM-flow-channel (FC), on which the DVS is formed at an end-side; and the PM-FC, DVS, ED are coaxial as to an axial-direction, and the smallest thickness of the ED's central-region, as to a radial-direction perpendicular to the axial-direction, is at least 30% of the PM-FC's inner-diameter.

A vehicle control system has a plurality of subsystem controllers including an engine management system 28, a transmission controller 30, a steering controller 48, a brakes controller 62 and a suspension controller 82. These subsystem controllers are each operable in a plurality of subsystem modes, and are all connected to a vehicle mode controller 98 which controls the modes of operation of each of the subsystem controllers so as to provide a number of driving modes for the vehicle. Each of the modes corresponds to a particular driving condition or set of driving conditions, and in each mode each of the functions is set to the function in mode most appropriate to those conditions.

This vehicle control device is provided with: a control unit for executing one-pedal control, that is, the control for accelerating a vehicle when a single pedal is depressed from a predetermined reference point of a pedal stroke, and for decelerating the vehicle when the pedal is released from the reference point; and a determination unit for determining whether or not a rate of change in a pedal operation amount when the pedal is released is equal to or greater than a first threshold value. The control unit performs control for increasing a braking force when the rate of change is equal to or greater than the first threshold value.

An off-road vehicle has two front wheels and two rear wheels, the rear wheels being connected to a spool gear driven by a motor. The vehicle also has a left front brake, a right front brake and a single rear brake. Speeds of left and right front wheels are respectively monitored by left and right front speed sensors. A single sensor monitors a common speed of left and right rear wheels. Two user actuated braking input devices, for example a hand lever and a foot lever, may be used independently or concurrently to provide a braking command. An anti-lock braking system may use speed measurements from the various speed sensors to control selective application of pressure on the left front brake, the right front brake and the rear brake.

In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other.

A road surface detection system, in one example the system includes a hydraulic unit of an anti-lock braking system, the hydraulic unit including a preload adjuster, and a plurality of pressure sensors configured to generate pressure sensor data. The system also includes a controller configured to receive the pressure sensor data from the plurality of pressure sensors, determine a target preload pressure level, compare the pressure sensor data with the target preload pressure level to calculate a pressure differential between the pressure sensor data and the target preload pressure level, determine a road surface based upon the calculated pressure differential, and regulate the preload adjuster to change the pressure within the hydraulic unit based upon the road surface.

In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other.

In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other.

A system in a vehicle, comprising one or more physiological sensors configured to obtain stress-load data indicating a stress load of an occupant of the vehicle, a controller in communication with the one or more physiological sensors, wherein the controller is configured to determine a stress load of the occupant utilizing at least the stress-load data and output an instruction to execute a vehicle driving-dynamics features when the stress load exceeds a threshold, wherein the vehicle driving-dynamics features includes adjusting an active suspension of the vehicle.

A diaphragm valve (DV), includes: an elastomer-diaphragm (ED) in/on a valve-housing via a radially-outer-edge-bead and interacts with a DV-seat (DVS); a first-control-chamber (CC), delimited by a first-surface, facing away from the DVS, of the ED and loadable and relieved of load by a pressure-medium (PM), and when the first-CC is loaded, the ED is pushed against the DVS; a second-CC, delimited by a second-surface, facing away from the first-surface, of the ED and loadable and relieved of load and surrounds the DVS, and, when the second-CC is loaded by PM, the ED lifts off from the DVS and the second-CC is connected to a PM-flow-channel (FC), on which the DVS is formed at an end-side; and the PM-FC, DVS, ED are coaxial as to an axial-direction, and the smallest thickness of the ED's central-region, as to a radial-direction perpendicular to the axial-direction, is at least 30% of the PM-FC's inner-diameter.