Sentences with phrase «vehicle yaw rate»

The SH - AWD ® ECU also monitors steering angle, lateral g - forces, vehicle yaw rate and electromagnetic clutch engagement for the right and left rear axle shafts.

As a consequence, the activation of the stability control system reduces vehicle velocity, making the intervention practical for enhancing vehicle safety in critical transient conditions, identified when the offset between the reference value of vehicle yaw rate and the actual value of vehicle yaw rate exceeds assigned thresholds.

VSA continually monitors vehicle speed, throttle position, individual wheel speeds, steering angle and vehicle yaw rate.

The AWD ECU also monitors steering angle, steering angle rate of change, lateral G - forces, vehicle yaw rate and hydraulic clutch pressure for the right and left rear axle shafts.

The SH - AWD ® ECU also monitors steering angle, lateral G - forces, vehicle yaw rate and electromagnetic clutch engagement for the right and left rear axle shafts.

By monitoring vehicle speed, wheel speed, gear position, steering angle, lateral G forces and vehicle yaw rate, torque can be increased to the outside rear wheel in corners to help reduce understeer and enhance the car's cornering feel.

Not exact matches

Depending on the steering angle and steering speed, accelerator pedal position, yaw rate and vehicle speed, PTV Plus optimizes steering response and precision by selectively applying brake pressure to the left or right rear wheel.

Sensors monitor vehicle speed, wheel rotation, gear position, steering angle, lateral g forces and yaw rate to determine how much torque should be shifted to the outside rear wheel in corners.

The control unit takes into account a wide variety of inputs including individual wheel speeds, cornering yaw rates, longitudinal and lateral acceleration, vehicle speed, gear and clutch engagement, brake pressure, accelerator position and the settings of the hill descent and Terrain Response ™ systems.

A sophisticated driving mode control module continually monitors driving style utilizing yaw rate, lateral and longitudinal acceleration, steering wheel, throttle and vehicle speed.

That's why the BMW 3 Series Coupe comes standard in the U.S. with xenon adaptive headlights which «steer» the headlights themselves and operate at all speeds in response to steering angle, vehicle speed and yaw rate.

Each clutch is actuated mechanically by an electric servo motor, which acts on the basis of inputs from the same sensors that feed their information into the DSC system: vehicle speed, throttle position, wheel rotational speed, steering angle and yaw rate.

VDIM constantly calculates vehicle motion based on signals from a yaw rate and deceleration sensor, speed sensor and steering sensor.

Sensors at the wheels and around the vehicle analyze individual wheel speed, steering angle, lateral G - force and yaw rate.

Because of the increase in structural rigidity, the «R» mode enables the vehicle to achieve the same yaw rate with reduced steering angle for a crisper, more communicative steering response, while the «Comfort» suspension setting produces less vertical G - loading in testing when compared to the «Normal» suspension setting.

During normal driving, the GT - R behaves like a rear - drive vehicle, with the torque split set at 0:100, but it can be automatically diverted up to 50:50 depending on speed, lateral acceleration, steering angle, tire slip, road surface and yaw rate.

The Adaptive Headlight function incorporated in the optional xenon headlights adjusts the illumination depending on the vehicle's speed, steering angle and yaw rate.

AYC (Active Yaw Control) is the system that controls the driving and braking forces between the left and right wheels by judging accurately both driver operation and vehicle behavior based on information from steering angle, yaw rate, driving torque, braking pressure and wheel speYaw Control) is the system that controls the driving and braking forces between the left and right wheels by judging accurately both driver operation and vehicle behavior based on information from steering angle, yaw rate, driving torque, braking pressure and wheel speyaw rate, driving torque, braking pressure and wheel speed.

The LFA is equipped with Lexus's Vehicle Dynamic Integrated Management (VDIM) system, which co-ordinates the smooth operation of the ABS, vehicle stability and traction control systems as the vehicle approaches its performance limits, based on critical data on brake operation, yaw and roll rates, individual wheel speed and longitudinal, lateral and vertical acceleVehicle Dynamic Integrated Management (VDIM) system, which co-ordinates the smooth operation of the ABS, vehicle stability and traction control systems as the vehicle approaches its performance limits, based on critical data on brake operation, yaw and roll rates, individual wheel speed and longitudinal, lateral and vertical accelevehicle stability and traction control systems as the vehicle approaches its performance limits, based on critical data on brake operation, yaw and roll rates, individual wheel speed and longitudinal, lateral and vertical accelevehicle approaches its performance limits, based on critical data on brake operation, yaw and roll rates, individual wheel speed and longitudinal, lateral and vertical acceleration.

The PCS computer helps determine whether a frontal collision is unavoidable using information from the radar sensor, vehicle speed, steering angle and yaw - rate inputs.

The control unit takes into account a wide variety of inputs including individual wheel speeds, cornering yaw rates, longitudinal and lateral acceleration, vehicle speed, gear and clutch engagement, brake pressure, accelerator position and the settings of the hill descent and Terrain ResponseTM systems.

These are switched on automatically: depending on the steering angle, yaw rate and vehicle speed, the active light function pivots the headlamps sideways by up to 15 degrees almost instantaneously, thereby greatly enhancing illumination of the road.

During normal driving, the GT - R behaves like a rear - drive vehicle, with the torque split set at 0:100, but it can be adjusted up to 50:50 depending on speed, lateral acceleration, steering angle, tire slip, road surface and yaw rate.

Because of the increase in structural rigidity, the «R» mode now enables the vehicle to achieve the same yaw rate with reduced steering angle for a crisper, more communicative steering response, while the «Comfort» suspension setting produces less vertical G - loading in testing when compared to the «Normal» suspension setting.

The system continually monitors vehicle speed, throttle position, individual wheel speeds, steering angle, lateral G - force and yaw rate.

Development and demonstration of yaw rate and sideslip angle control algorithms based on the combination of front / rear and left / right torque vectoring to improve overall vehicle dynamic performance.