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According to the present invention, current fitness indicators for a particular user are detected by a particular exercise machine monitoring device that monitors exercise performed by the particular user on a particular exercise machine. The current fitness indicators are transmitted in a particula

According to the present invention, current fitness indicators for a particular user are detected by a particular exercise machine monitoring device that monitors exercise performed by the particular user on a particular exercise machine. The current fitness indicators are transmitted in a particular transmittable data format to a universally accessible server system in accordance with a universal identifier associated with the particular user and stored at said universally accessible server system in accordance with the universal identifier as current fitness activity, such that real-time fitness activity for a user computed from fitness activity received from any of multiple diverse exercise machines over a period of time is monitored by a universally accessible server system according to a universal identifier for a particular user.

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According to the present invention, current fitness indicators for a particular user are detected by a particular exercise machine monitoring device that monitors exercise performed by the particular user on a particular exercise machine. The current fitness indicators are transmitted in a particula

According to the present invention, current fitness indicators for a particular user are detected by a particular exercise machine monitoring device that monitors exercise performed by the particular user on a particular exercise machine. The current fitness indicators are transmitted in a particular transmittable data format to a universally accessible server system in accordance with a universal identifier associated with the particular user and stored at said universally accessible server system in accordance with the universal identifier as current fitness activity, such that real-time fitness activity for a user computed from fitness activity received from any of multiple diverse exercise machines over a period of time is monitored by a universally accessible server system according to a universal identifier for a particular user. storage medium comprising: code for detecting operation of a first driver actuated element; code for detecting operation of a second driver actuated element; code for determining a parameter related to duration of operation of said second driver actuated element; code for detecting operation of a third driver actuated element, wherein said third driver actuated element is position of a transmission lever; and code for determining a desired vehicle condition based on said detected first driver actuated element, said detected third driver actuated element, and said parameter. 7. The article recited in claim 6 wherein said first element is pedal position. 8. The article recited in claim 6 wherein said second element is a brake actuator. 9. A method for controlling a powertrain of a vehicle, the method comprising: detecting operation of a first driver actuated element; detecting operation of a second driver actuated element; detecting operation of a third driver actuated element; determining a desired vehicle acceleration based on said detected first, second, and third driver actuated element; calculating an actual vehicle acceleration; and adjusting an output of the powertrain so that said actual vehicle acceleration approaches said desired vehicle acceleration. 10. The method recited in claim 9 wherein said first element is a drive pedal. 11. The method recited in claim 9 wherein said second element is a brake actuator. 12. The method recited in claim 9, wherein said third element is a gear selection lever. 13. The method recited in claim 9, wherein said second detected operation is duration of a brake actuator. ral and longitudinal movements of the vehicle, and whether the vehicle is in a dangerous zone or not, and the control device judges whether the driver's answering the call is dangerous or not based on a judgment using one of these vehicle conditions or an overall judgment using a combination of two or more vehicle conditions. 5. The in-vehicle communication device according to claim 1 further comprising a map information storing unit operable to store map information that specifies divided zones indicating whether the driver's answering the call is dangerous or not, wherein the control device uses, as the vehicle condition, whether a current location of the vehicle is in a dangerous zone specified by the map information or not. 6. The in-vehicle communication device according to claim 1 further comprising an in-vehicle information terminal device which is located in a vehicle, wherein the control device prepares the answer message by reading out vehicle information from the in-vehicle information terminal device. 7. The in-vehicle communication device according to claim 6, wherein the in-vehicle information terminal device is a car navigation device, and the control device uses, as vehicle information, (A) at least one of (i) a destination, (ii) a route to the destination, (iii) a current location, (iv) a distance to the destination and (v) an estimated arrival time to the destination, which are held by the car navigation device; or (B) a combination of the vehicle condition and at least one of (i) (ii) (iii) (iv) and (v). 8. The in-vehicle communication device according to claim 7, wherein the vehicle information includes information indicating the vehicle condition. 9. The in-vehicle communication device according to claim 1, wherein the control device sends the answer message in a form of an e-mail to the caller device. 10. The in-vehicle communication device according to claim 9, wherein the control device acquires an e-mail address of the caller from the telephone device, and sends the e-mail to the acquired e-mail address. 11. The in-vehicle communication device according to claim 9 further comprising an address book storing unit operable to store in advance an address book in which a telephone number and a corresponding e-mail address are registered, wherein the control device specifies an e-mail address of the caller device by referring to the address book stored in the address book storing unit based on a telephone number of the caller, and sends the e-mail to the e-mail address of the caller. 12. The in-vehicle communication device according to claim 9, wherein the control device judges that the driver's answering the call is dangerous when the vehicle condition detected by the in-vehicle sensor goes beyond a predetermined threshold value. 13. The in-vehicle communication device according to claim 12, wherein the threshold value is variable. 14. The in-vehicle communication device according to claim 9, wherein the vehicle condition includes at least one of a speed, an acceleration, a steering wheel angle, an operational condition of a parking brake, vertical, lateral and longitudinal movements of a vehicle and whether the vehicle is in a dangerous zone or not, and the control device judges whether the driver's answering the call is dangerous or not based on a judgment using one of these vehicle conditions or an overall judgment using a combination of two or more vehicle conditions. 15. The in-vehicle communication device according to claim 9 further comprising a map information storing unit operable to store map information that specifies divided zones indicating whether the driver's answering the call is dangerous or not, wherein the control device uses, as the vehicle condition, whether a current location of the vehicle is in a dangerous zone specified by the map information or not. 16. The in-vehicle communication device according to claim 9 further com prising an in-vehicle information terminal device which is located in a vehicle, wherein the control device prepares the answer message by reading out the vehicle information from the in-vehicle information terminal device. 17. The in-vehicle communication device according to claim 16, wherein the in-vehicle information terminal device is a car navigation device, and the control device uses, as vehicle information, (A) at least one of (i) a destination, (ii) a route to the destination, (iii) a current location, (iv) a distance to the destination and (v) an estimated arrival time to the destination, which are held by the car navigation device; or (B) a combination of the vehicle condition and at least one of (i) (ii) (iii) (iv) and (v). 18. The in-vehicle communication device according to claim 17, wherein the vehicle information includes information indicating the vehicle condition. 19. The in-vehicle communication device according to claim 1, wherein the communication interface is a wireless communication interface. 20. The in-vehicle communication device according to claim 19, wherein the communication interface is Bluetooth. 21. The in-vehicle communication device according to claim 1, wherein the communication interface is a 16-conductor cable communication interface. 22. A communication control method for a hands-free device that automatically answers a caller device that sends a call when a telephone device located in a vehicle receives the call, the communication control method including: a detecting step for detecting a vehicle condition; and a control step for controlling the telephone device via the communication interface, wherein in the control step, the vehicle condition which is detected in the detecting step is acquired, whether a driver's answering the call is dangerous or not is judged based on the acquired vehicle condition when the call to the telephone device is detected, an answer message including vehicle information that depends upon a running condition of the vehicle at the time when the driver's answering the call is judged to be dangerous is prepared, and the prepared answer message is sent to the caller device. 23. The communication control method according to claim 22, wherein in the control step, the driver's answering the call is judged to be dangerous when the vehicle condition detected in the detecting step goes beyond a predetermined threshold value. 24. The communication control method according to claim 22, wherein the hands-free device further comprises an in-vehicle information terminal device which is located in a vehicle, and in the control step, the answer message is prepared by reading out the vehicle information from the in-vehicle information terminal device. 25. The communication control method according to claim 22, wherein in the control step, the answer message is sent to the caller device in a form of an e-mail. 26. A program for controlling communication for a hands-free device that automatically answers a caller device that sends a call when a telephone device located in a vehicle receives the call, the program including: a detecting step for detecting a vehicle condition; and a control step for controlling the telephone device via the communication interface, wherein in the control step, the vehicle condition which is detected in the detecting step is acquired, whether the driver's answering the call is dangerous or not is judged based on the acquired vehicle condition when the call to the telephone device is detected, an answer message including vehicle information that depends upon a running condition of the vehicle at the time when the driver's answering the call is judged to be dangerous is prepared, and the prepared answer message is sent to the caller device. ected in parallel, via information communication means; said plurality of said devices having at least one operational state-monitoring function which transmits information on an operational state of each device to said the central processing unit; wherein a total controlled-variable necessary for said system is attained by substantially equally allocating said total control variable to said respective devices based on operational states determined from results of monitoring performed by said their operational state-monitoring functions, and a performance margin which is defined as a difference between a permissible power-output value and a current power-output value for each device; so that it is possible to implement said allocating of said total control variable to each device while monitoring and reflecting said performance margin of each device. 2. A railway vehicle operation-control system according to claim 1, further including at least one vehicle position-detector, and at least one memory which is connected to said information communication means, and in which, for a predetermined route; a total controlled-variable necessary for said system, and a standard allocated controlled-variable pattern for said respective devices, are stored at each position detected by said vehicle position-detector, for said railway vehicle; wherein said standard allocated controlled-variable pattern is adjusted based on an monitored actual performance margin of each device. 3. A railway vehicle operation-control system according to claim 2, wherein said total controlled-variable necessary for said system is allocated to said respective devices so that said substantially equally allocated performance margins of said respective drive device change in a predetermined dispersion range. 4. A railway vehicle operation-control system according to claim 1, wherein a standard allocate controlled-variable pattern for a running interval from the detected current position to the next stop position is read out from said memory; said standard allocate controlled-variable pattern is adjusted in advance by considering the present running environment and assumed changes of said performance margins of said respective devices; and a controlled-variable of each device is controlled to achieve the objective of running for said interval while adjusting said adjusted allocated controlled-variable pattern of said respective devices. 5. A railway vehicle operation-control system according to claim 4, wherein said total controlled-variable necessary for said system is allocated to said respective devices so that said substantially equally allocated performance margins of said respective drive device change in a predetermined dispersion range. 6. A railway vehicle operation-control system according to claim 1, wherein said total controlled-variable necessary for said system is allocated to said respective devices so that said substantially equally allocated performance margins of said respective drive device change in a predetermined dispersion range. 7. A railway vehicle operation-control system according to claim 1, wherein one of items to be monitored at said devices is the temperature. 8. A railway vehicle operation-control system according to claim 1, wherein one of items to be monitored at said devices is an idle running state of each wheel. 9. A railway vehicle operation-control system according to claim 1, wherein at least one of said drive device is a power conversion apparatus. 10. A railway vehicle operation-control system according to claim 1, wherein, if an anomalous device is detected said devices, the allocated controlled variable of said anomalous device is reduced, or is disconnected from this control system, and an controlled-variable which said anomalous device is reduced or has charge of, is distributed to the rest devices other than said anomalous device so that changes in said performance margins of said rest devices are in a predeterm ined dispersion range, and current values of said operational states of said respective device do not exceed their predetermined permissible levels. 11. A railway vehicle operation-control system according to claim 1, wherein current operational states and performance margins of said respective devices are continuously displayed and monitored in the block at an operation control room. 12. A railway vehicle including at least one central processing unit connected to a plurality of drive devices, which are connected in parallel, via information communication means, said plurality of said drive devices having at least one operational state-monitoring function which transmits information on an operational state of each device to said the central processing unit; wherein said total controlled-variable necessary for said railway vehicle is substantially equal allocated to said respective drive devices so that said substantially equally allocated performance margins of said respective drive device change in a predetermined dispersion range. 13. A railway vehicle according to claim 12, further including at least one vehicle position-detector, and at least one memory which is connected to said information communication means, and in which, for a predetermined route, a total controlled-variable necessary for said railway vehicle, and a standard allocated controlled-variable pattern for said respective drive devices, are stored at each position detected by said vehicle position-detector, for said vehicle; wherein said standard allocated controlled-variable pattern is adjusted based on an monitored actual performance margin of each drove device. 14. A railway vehicle according to claim 13, wherein said total controlled-variable necessary for said railway vehicle is allocated to said respective drive devices so that changes in said performance margins of said respective drive device are in a predetermined dispersion range, and a current value of a monitored operational state of each drive device does not exceed a predetermined permissible level. 15. A railway vehicle according to claim 12, wherein a standard allocate controlled-variable pattern for a running interval from the detected current position to the next stop position is read out from said memory; said standard allocate controlled-variable pattern is adjusted in advance by considering the present running environment and assumed changes of a performance margin; and a controlled-variable of each drive device is controlled to achieve the objective of running for said interval by using this adjusted allocated controlled-variable pattern. 16. A railway vehicle according to claim 15, wherein said total controlled-variable necessary for said railway vehicle is allocated to said respective drive devices so that changes in said performance margins of said respective drive device are in a predetermined dispersion range, and a current value of a monitored operational state of each drive device does not exceed a predetermined permissible level. 17. A railway vehicle according to claim 12, wherein said total controlled-variable necessary for said railway vehicle is allocated to said respective drive devices so that changes in said performance margins of said respective drive device are in a predetermined dispersion range, and a current value of a monitored operational state of each drive device does not exceed a predetermined permissible level. 18. A railway vehicle according to claim 12, wherein one of items to be monitored at said drive devices is the temperature. 19. A railway vehicle according to claim 12, wherein one of items to be monitored at said drive devices is an idle running state of wheels. 20. A railway vehicle according to claim 12, wherein at least one of said drive device is a power conversion apparatus. 21. A railway vehicle according to claim 12, wherein, if an anomalous drive device is detected in said drive devices, the allocated controlled variable of said anoma lous device is reduced, or is disconnected from this railway vehicle, and an controlled-variable which said anomalous drive device is reduced or has charge of, is distributed to the other drive device so that changes in said performance margins of said rest drive devices are in a predetermined dispersion range, and said current operational states of said respective drive device do not exceed their predetermined permissible levels. 22. A railway vehicle operation-control system according to claim 12, wherein current operational states and performance margins of said respective drive devices are continuously displayed and monitored in the block at an operation control room. 23. A railway vehicle operation-control system according to claim 12, further a communication unit for transmitting current operational states and performance margins of said respective drive devices to an external running facility. rises calculating the difference between an acceleration sample obtained in the present sampling interval and an acceleration sample obtained in the preceding sampling interval, the calculated difference corresponding to changes in acceleration over said sampling intervals. 10. The method of claim 9 wherein the estimating of the inertia value for the vehicle further comprises determining whether the calculated changes in tractive effort and acceleration meet respective threshold values and polarities. 11. The method of claim 10 wherein the estimating of the inertia value of the vehicle comprises calculating the ratio of the changes in tractive effort over the changes in acceleration. 12. The method of claim 10 wherein the estimating of the inertia value for the vehicle further comprises storing a value of the estimated inertial value based upon whether the calculated changes in tractive effort and acceleration meet the respective threshold values and polarities. 13. The method of claim 12 wherein the estimating of the inertia value for the vehicle further comprises calculating an average of a predefined number of the stored inertial values. 14. The method of claim 13 further comprising calculating the difference in tractive effort accumulated over a preceding sampling interval and a value of present tractive effort command, and multiplying the calculated difference with the calculated average of vehicle inertia to generate an adjustment to each corresponding axel acceleration sample. 15. The method of claim 14 further comprising generating an adjustment to each corresponding axle speed sample based on the generated adjustment to the respective acceleration sample. 16. A method for determining inertial estimates of a vehicle during dynamic operation thereof, the method comprising: collecting a stream of samples over respective sampling intervals of at least one motion-indication parameter corresponding to a respective axle of the vehicle; and estimating an inertia value for the vehicle based on respective changes in tractive effort and acceleration over each sampling interval, wherein the estimating of the inertial value for the vehicle comprises accumulating a signal indicative of tractive effort over a present sampling interval and further comprises calculating the difference in accumulated tractive effort between the present sampling interval and the preceding sampling interval, the calculated difference corresponding to changes in tractive effort over said sampling intervals. 17. The method of claim 16 wherein the estimating of the inertia value for the vehicle further comprises calculating the difference between an acceleration sample obtained in the present sampling interval and an acceleration sample obtained in the preceding sampling interval, the calculated difference corresponding to changes in acceleration over said sampling intervals. 18. The method of claim 17 wherein the estimating of the inertia value for the vehicle further comprises determining whether the calculated changes in tractive effort and acceleration meet respective threshold values and polarities. 19. The method of claim 18 wherein the estimating of the inertia value of the vehicle comprises calculating the ratio of the changes in tractive effort over the changes in acceleration. 20. The method of claim 18 wherein the estimating of the inertia value for the vehicle further comprises storing a value of the estimated inertial value based upon whether the calculated changes in tractive effort and acceleration meet the respective threshold values and polarities. 21. The method of claim 20 wherein the estimating of the inertia value for the vehicle further comprises calculating an average of a predefined number of the stored inertial values. 22. A method for controlling torque applied to an axle of a vehicle while performing sampling of motion-indication parameters of said axle, the method comprising: collecting a stream of samples over respectiv