Abstract: An information processing apparatus according to this disclosure is an information processing apparatus applied to a traffic mode where a plurality of users including a first user and a second user ride in an identical vehicle and travel, and the second user gets off the identical vehicle earlier than the first user does, including a controller configured to execute: acquiring destination points of the first user and the second user; and setting a combination between the first user and the second user allowed to ride in the identical vehicle so that the destination point of the second user does not belong to a destination area that is a predetermined area including the destination point of the first user.

Abstract: A vehicle control device disclosed in the present disclosure includes: a first control unit configured to control a speed of the vehicle in accordance with the route distance and the set speed until the detection unit determines that the vehicle has passed through the ETC toll gate, while the vehicle is performing the constant-speed traveling by the cruise control unit; a vehicle frontward detecting unit configured to detect road information about a road frontward of the vehicle; and a second control unit configured to change control content in the cruise control unit on the basis of a detection result from the vehicle frontward detecting unit, when the detection unit determines that the vehicle has passed through the ETC toll gate, while the vehicle is performing the constant-speed traveling by the cruise control unit.

Abstract: An on-demand transport facilitation system can receive transport requests from requesting users throughout a given region, and select autonomous vehicles (AVs) and human driver to service the transport requests. The AV can operate on a mapped and labeled autonomy grid within the given region. For a given transport request, the transport system can determine an optimal pick-up location along the autonomy grid based on the current location of the requesting user and a current location of a selected AV, and transmit data indicating walking directions from the current location of the requesting user to the optimal pick-up location. The transport system may then coordinate the rendezvous by monitoring progress made by the requesting user and AV to the optimal pick-up location, and controlling the pace of the AV.

Abstract: Methods, apparatus, systems and articles of manufacture are disclosed for field operations based on historical field operation data. An example apparatus disclosed herein includes a guidance line generator to generate a guidance line for operation of a vehicle during a second operation on a field, the guidance line based on (1) a field map generated from location data collected during a first operation in the field, the field map including a plurality of crop rows and (2) an implement of the vehicle, the implement to perform the second operation on the field. The example apparatus further includes a drive commander to cause the vehicle to traverse the field along the guidance line, and an implement commander to cause the implement to perform the second operation as the vehicle traverses the field along the guidance line.

Abstract: A vehicle control device includes a recognizer configured to recognize a surrounding situation of a host vehicle and a driving controller configured to control acceleration/deceleration and steering of the host vehicle on the basis of a recognition result of the recognizer, wherein the driving controller determines a target speed of the host vehicle by reflecting a first target speed based on a relationship between a first vehicle that travels in front of the host vehicle in a first lane and the host vehicle and a second target speed based on a relationship between a second vehicle that travels in front of a target position to which the host vehicle makes a lane change in a second lane and the host vehicle in a prescribed ratio according to progress of the lane change when the lane change from the first lane to the second lane is made.

Abstract: A control system dictates operational settings of a rail vehicle system based a transitory second speed limit that is no faster than a current first speed limit and which is issued for a determined segment of the track for a determined time period. The control system obtains a current time, determines whether the transitory second speed limit has started, is in effect, or has expired based on the current time relative to the determined time period, and, in response to such determination, performs one or more of (a) generate a prompt to indicate that the determined time period has expired, (b) operate the rail vehicle system at the first speed limit, and/or (c) modify the operational settings of the rail vehicle system to exceed the second speed limit in the determined segment but not exceed the first speed limit for the determined segment.

Abstract: A system and method are described for controlling operation of host vehicle headlights. The system includes a communication unit to receive a vehicle-to-x communication including data indicative of a characteristic of a second vehicle. The system also includes a controller to determine that a high-beam is generated by the host vehicle headlights, determine a state of the second vehicle based on the second vehicle characteristic data, determine a state of the host vehicle based on data indicative of a characteristic of the host vehicle, determine that a pre-defined condition exists involving the host vehicle and second vehicle based on the second vehicle state and the host vehicle state, and, in response to the determination that the high-beam is generated and the pre-defined condition exists, generate a headlight control signal that effectuates an automatic change of the host vehicle headlights from a high-beam to a low-beam operating state.

Abstract: A lane centering system for use in a vehicle driving in a lane on a road includes a camera and a controller. Based on processing by a processor of image data captured by the camera, the controller determines position of a left lane delimiter on the road on a left side of the vehicle and position of a right lane delimiter on the road on a right side of the vehicle. The controller is operable to determine a target path for the vehicle based on processing of image data captured by the camera. The determined target path maintains the longitudinal centerline of the vehicle centered between the left lane delimiter and the right lane delimiter. The lane centering system may be enabled responsive to the vehicle speed exceeding a threshold speed, and may be disabled during a braking event of a collision mitigation system of the vehicle.

Abstract: Methods and systems provide for technology to identify a trigger event. In response to the trigger event, the technology executes a triangulation process that includes a transmission and reception of triangulation signals between the plurality of ECUs to identify current positions of the plurality of ECUs. A first current position among the current positions is associated with a first ECU among the plurality of ECUs. The technology conducts an identification that the first current position is different from a first recorded position of the first ECU. In response to the identification that the first current position is different from the first recorded position, the technology identifies an adjustment factor based on the first current position. The technology calibrates one or more of the plurality of ECUs based on the adjustment factor to adjust control of at least one system of a plurality of systems of the vehicle.

Abstract: This disclosure describes an unmanned aerial vehicle (“UAV”) configured to autonomously deliver items of inventory to various destinations. The UAV may receive inventory information and a destination location and autonomously retrieve the inventory from a location within a materials handling facility, compute a route from the materials handling facility to a destination and travel to the destination to deliver the inventory.

Abstract: An apparatus and a method for preventing a vehicle from falling into a sinkhole are provided. The apparatus prevents the vehicle from being unnecessarily stopped by determining whether to stop the vehicle based on a size of the sinkhole while preventing the vehicle from falling into the sinkhole on a road. The apparatus includes a sensor that is mounted on the vehicle to measure a distance to a ground and a controller that determines a size of the sinkhole based on the distance to the ground and determines whether to stop the vehicle while preventing the vehicle from falling into the sinkhole on a road.

Abstract: A vehicle localization method and a vehicle localization apparatus are disclosed. The vehicle localization method includes estimating an initial position of a vehicle based on data sensed by a position sensor, determining a driving lane of the vehicle based on a front-view image captured from the vehicle, correcting the initial position of the vehicle based on the driving lane, and determining a position of the vehicle in the driving lane based on geometry information of a lane boundary in the front-view image.

Abstract: The present invention provides a vehicle control device in which it is possible to modify the travel trajectory of a vehicle in response to the presence of an obstruction in the vehicle perimeter. In the present invention, the vehicle control device 1 recognizes the surroundings of the vehicle, detects a first branching point in a first route that is preset on a road, and in cases in which a prescribed condition is met by the presence of an obstruction detected from the recognized surroundings when the vehicle is to move along a travel trajectory that is based on at least one second route from among a plurality of second routes that branch from the first branching point, generates a virtual route which branches from the first route at a second branching point differing from the first branching point toward the selected second route, and modifies the travel trajectory on the basis of the generated virtual route.

Abstract: The disclosure includes embodiments for modifying the acceleration of an ego vehicle based on wireless vehicle data included in a wireless message. A method includes receiving the wireless message that includes wireless vehicle data that describes one or more physical properties of a downstream vehicle. The wireless vehicle data indicates a presence of a traffic obstruction. The method includes determining a modification for an acceleration of the ego vehicle based on the wireless vehicle data and the indication of the traffic obstruction. The method includes modifying the acceleration of the ego vehicle based on wireless vehicle data compliant with the DSRC standard. The modified acceleration causes the ego vehicle to travel at a velocity consistent with a preceding vehicle and the downstream vehicle so that the ego vehicle does not collide with the preceding vehicle or the other downstream vehicle, which are in the same lane as the ego vehicle.

Abstract: A method for providing a driver of a vehicle towing a trailer with reversing information, comprising the steps of: capturing image data of a region behind the trailer; measuring an angle between the vehicle and the trailer; generating auxiliary data 5 comprising reversing aid information at least in part in accordance with the angle; generating display data in accordance with the image data and the auxiliary data; and presenting the display data on a display.

Abstract: Disclosed are systems, methods, and non-transitory computer-readable media for automated fleet tracking. A route management system enables fleet managers to define and assign routes for vehicles in a fleet, as well as set route tracking configurations for customized tracking of the vehicles. For example, the route tracking configuration may include customizations to the scheduled start and/or end time of a route, a threshold for determining that a vehicle has arrived and/or departed from a scheduled stop, and the like.

Abstract: Techniques are discussed for controlling a vehicle, such as an autonomous vehicle, to navigate a junction in an environment. In some cases, the techniques can be used to navigate a turn at the junction or traverse through the junction. Operations include the vehicle detecting a stop signal and preparing the vehicle to stop at a location associated with the junction. The vehicle can determine a time to execute a maneuver and a visibility distance that a sensor can observe in the environment. A speed of the vehicle to execute the maneuver can be determined based on the time to execute the maneuver and the visibility distance.

Abstract: Herein provided are methods and systems for setting an acceleration schedule for engine start of a gas turbine engine. A rotational acceleration measurement of the engine is obtained after the engine is energized in response to a start request. The rotational acceleration measurement of the engine is compared to a threshold value within an acceleration band having a maximum threshold and a minimum threshold. An acceleration schedule is determined based on a position of the rotational acceleration measurement of the engine in the acceleration band relative to the threshold value.

Abstract: A diagnosis device includes a learning information acquisition unit configured to acquire a learning value of a first device mounted in at least one first vehicle present in a predetermined range from a second vehicle, a learning unit configured to calculate a learning value of a second device mounted in the second vehicle using the learning value of the first device, and a diagnosis unit configured to diagnose an operation state of the second device by comparing a detection value of the second device with the learning value of the second device.

Abstract: The invention concerns an adaptive speed controller for a motor vehicle, with a stop-and-go system for an automatic or driver-confirmed restart following a standstill of the motor vehicle because of a vehicle ahead coming to a standstill and starting again, wherein if the motor vehicle comes to a standstill the stop-and-go system then enters a dynamic standstill state (t0 to t1) from which an automatic dynamic restart is possible, and wherein a preset period of time after the motor vehicle has come to a standstill and remains therein, the stop-and-go system enters a confirmation standstill state (>t4) from which an automatic restart is only possible after a driver's confirmation.