Abstract: Methods and systems for decision making in an autonomous vehicle (AV) are described. A vehicle control system may include a control unit, a perception unit, and a behavioral planning unit. The behavioral planning unit may include an intent estimator that receives a first set of perception information from the perception unit. The behavioral planning unit may include a motion predictor that receives the first set of perception information from the perception unit. The behavioral planning unit may include a function approximator that receives a second set of perception information from the perception unit. The second set of perception information is smaller than the first set of perception information. The function approximator determines a prediction, and the control unit uses the prediction to control an operation of the AV.

Abstract: Disclosed herein are methods and systems for efficient optimal control with dynamic modeling for an autonomous vehicle (AV). The method may include acquiring vehicle status information for the AV, determining a longitudinal velocity of the AV, determining a driving style factor, wherein the driving style factor is dependent on at least road scenarios, obtaining an optimal control factor from a look-up table (LUT) using the determined longitudinal velocity and the determined driving style factor and providing an updated control command (such as a steering command) based on the obtained optimal control factor. The driving style factor may be determined from at least vehicle status, desired trajectory, current linear velocity and like parameters and ranges between a gentle driving mode and an aggressive driving mode.

Abstract: Disclosed are an emergency brake control method, device, ECU and vehicle. The method includes: when receiving a first trigger signal indicating that a vehicle enters a driving accompanying mode, activating the driving accompanying mode; and in the driving accompanying mode, when receiving an emergency brake command, controlling an Electronic Stability Program ESP to decelerate the vehicle at a preset deceleration in the driving accompanying mode, and sending a fuel cut-off request signal to an Engine Management System EMS to cut off a torque output of an engine.

Abstract: A method and device for identifying a stereoscopic object, and a vehicle and a storage medium are described. They are used for solving the problem that a monocular camera cannot determine whether an object to be identified is a stereoscopic object. The method is applied to a vehicle, and the method comprises: during driving, photographing an object to be identified by means of a monocular camera on the vehicle, so as to obtain a plurality of images (S11); determining, according to the plurality of images, an imaging change rule of the object to be identified that is projected onto an imaging plane of the monocular camera, wherein the imaging changes along with a change in the distance between the object to be identified and the vehicle (S12); and if the imaging change rule matches a quadratic curve, determining that the object to be identified is a stereoscopic object (S13).

Abstract: Disclosed are a hybrid vehicle torque adjusting method and device. The method includes: acquiring a requested torque of a front-axle engine and a requested torque of a rear-axle motor, determining a first compensation torque according to the filtered requested torque of the front-axle engine and an actual output torque of a front-axle transmission, and determining a target torque of the rear-axle motor according to the first compensation torque and the requested torque of the rear-axle motor. In the method, since a difference exists between the filtered requested torque of the front-axle engine and the actual output torque of the front-axle transmission during shifting of the front-axle transmission, after the difference is compensated by the rear-axle motor, a working condition that affects a dynamic performance of an entire vehicle can be eliminated, torques can be coordinated, and the dynamic performance of the entire vehicle can be improved.

Abstract: A valve mechanism includes a valve, a camshaft, a fixed support, an intermediate swing arm and a supporting base. The fixed support is provided with a connecting-portion via hole running from top to bottom, two oil passages are defined in a connecting portion, and each of the oil passages is connected with the connecting-portion via hole and a corresponding intermediate swing arm shaft hole. The supporting base defines first and second oil feeding passages therein, the first supporting-base oil feeding passage is communicated with the connecting-portion via hole, and an upper end of the second supporting-base oil feeding passage extends to a base-body camshaft supporting portion of the supporting base. An engine and a vehicle are also provided.

Abstract: Methods and system for compensating for vehicle system errors. A virtual camera is added to vehicle sensor configurations and a coordinate transformation process which attempts to match multiple 3D points associated with a landmark to a detected landmark. The virtual camera is associated with the detected landmark. The 3D world coordinate points may be transformed to a real 3D camera coordinate system and then to a virtual 3D camera coordinate system. The 3D points in real and virtual camera coordinate frames are projected onto the corresponding 2D image pixel coordinates, respectively. Inclusion of the virtual camera in the coordinate transformation process presents a 3D to 2D point corresponding problem which may be resolved using camera pose estimation algorithms. An offset compensation transformation matrix may be determined which accounts for errors contributed by mis-calibrated vehicle sensors or systems and applied to all data prior to use by the vehicle control systems.

Abstract: Disclosed are an emergency brake control method, device, ECU and vehicle. The method includes: when receiving a first trigger signal indicating that a vehicle enters a driving accompanying mode, activating the driving accompanying mode; and in the driving accompanying mode, when receiving an emergency brake command, controlling an Electronic Stability Program ESP to decelerate the vehicle at a preset deceleration in the driving accompanying mode, and sending a fuel cut-off request signal to an Engine Management System EMS to cut off a torque output of an engine.

Abstract: A localization system uses an auction-based cooperative localization method to determine local pose estimations or local pose state corrections. The auction-based cooperative localization method is triggered by receipt of relative position measurements by a member of a cooperative and is cooperatively processed by a bid winning member of the cooperative, where the cooperative refers to a collection of autonomous vehicles and passengers with location/position determinable devices that are in communication with each other for the purposes of sharing localization data, position data and the like. The bid winning member determines local pose estimations or local pose state corrections for itself and provides local pose estimations or local pose state corrections to the other members of the cooperative.

Abstract: A localization system uses an auction-based cooperative localization method to determine local pose estimations or local pose state corrections. The auction-based cooperative localization method is triggered by receipt of relative position measurements by a member of a cooperative and is cooperatively processed by a bid winning member of the cooperative, where the cooperative refers to a collection of autonomous vehicles and passengers with location/position determinable devices that are in communication with each other for the purposes of sharing localization data, position data and the like. The bid winning member determines local pose estimations or local pose state corrections for itself and provides local pose estimations or local pose state corrections to the other members of the cooperative.

Abstract: Embodiments of the present disclosure provide a method for authorizing a virtual key, a server, and a non-transitory computer-readable storage medium. The method, implemented in a server, includes: receiving an authorization command sent from a first mobile terminal; after the identity information of the first mobile terminal passes verification, integrating the plurality of authorization function codes to generate a code set, and sending the code set to a second mobile terminal of a user to be authorized through the first mobile terminal; receiving identity information of the second mobile terminal and the code set sent from the second mobile terminal; and after the identity information of the second mobile terminal passes verification, generating virtual keys of the plurality of functions of the vehicle corresponding to the plurality of authorization function codes, and sending the virtual keys to the second mobile terminal.

Abstract: A valve mechanism includes a valve, a camshaft, a fixed support, an intermediate swing arm and a supporting base. The fixed support is provided with a connecting-portion via hole running from top to bottom, two oil passages are defined in a connecting portion, and each of the oil passages is connected with the connecting-portion via hole and a corresponding intermediate swing arm shaft hole. The supporting base defines first and second oil feeding passages therein, the first supporting-base oil feeding passage is communicated with the connecting-portion via hole, and an upper end of the second supporting-base oil feeding passage extends to a base-body camshaft supporting portion of the supporting base. An engine and a vehicle are also provided.

Abstract: Methods and apparatus are described for motion planning of a vehicle. A motion planner uses previous motion graph data included in a motion graph tree and a look-up table (LUT) to generate candidate trajectory(ies). The motion graph tree is updated with motion graph data associated with the candidate trajectory(ies) upon a terminate condition. A trajectory from the candidate trajectory(ies) is selected and a controller is updated with the trajectory to control the vehicle. A path planner uses previous configuration graph data in a configuration graph tree to generate candidate path(s). The configuration graph tree is updated with configuration graph data associated with the candidate path(s) upon a terminate conditions. A path is selected from the candidate path(s). A velocity planner algorithm determines a velocity from the path. A LUT is used to assist in the velocity determination. A controller is updated with the path and velocity to control the vehicle.

Abstract: Disclosed herein are methods and systems for motion planning in an autonomous vehicle (AV) that separate path planning and velocity planning and may use reference lines in combination with motion planners to determine paths. The method may include reference lines to project planning data into a S-L coordinate system. A motion planner algorithm uses the reference lines and previous path planning history to generate a path in the S-L coordinate system. A velocity is determined for the path. An AV controller is updated with the path and the velocity. Motion planning computations use a dynamic vehicle look-up table to determine possible vehicle motions based on an initial state and control input.

Abstract: Disclosed are a method and a device for determining the maximum gear ratio of a transmission. The method comprises: on the basis of universal characteristic data of an engine, determining corresponding minimum engine fuel consumption rates when a vehicle is travelling at multiple constant speeds, and engine rotation speeds corresponding to the minimum engine fuel consumption rates; for each of the minimum engine fuel consumption rates, determining a speed ratio corresponding to the minimum engine fuel consumption rate; obtaining a weighted average of the corresponding engine fuel consumption rates when the vehicle when travelling at the various constant speeds under each speed ratio; and determining the speed ratio, corresponding to the minimum from among the obtained weighted averages of the engine fuel consumption rates, to be the maximum gear ratio of a transmission. The method obtains the maximum gear ratio of the transmission based on the consideration of fuel economy.

Abstract: A valve mechanism includes a valve, a camshaft, an intermediate swing arm located between a cam and the valve, a lift regulating mechanism and a roller assembly. The cam drives the valve to move by means of the intermediate swing arm. The roller assembly is supported by the cam, an eccentric wheel of the lift regulating mechanism and an intermediate swing arm roller. A peripheral surface of the eccentric wheel includes a lift regulating section having a start point and an end point, a maximum lift point of the lift regulating section is located between the start point and the end point, and the lift regulating section is divided into a first section which is convex and a second section having at least a part thereof concave.

Abstract: A thigh support, a seat and a vehicle are provided. The thigh support includes a thigh-support fixing portion, a thigh-support moving portion, a thigh-support driving portion, and a thigh-support bracing portion disposed to the thigh-support fixing portion and located at a rear side of the thigh-support moving portion, in which the rear edge of the thigh-support moving portion is provided with a rear edge recessed portion recessed forwards, a front edge of the thigh-support bracing portion is formed with a front edge protruding portion protruding forwards, and the front edge protruding portion matches the rear edge recessed portion in shape. The seat and the vehicle have the above thigh support.

Abstract: Disclosed are a method and an apparatus for controlling vehicle travelling, and a vehicle, wherein the method for controlling vehicle travelling includes: detecting a plurality of travelling states of a vehicle, the plurality of travelling states including a plurality of travelling directions; respectively previewing the vehicle travelling along the plurality of travelling directions from an original position in a lane to obtain a plurality of previewing paths; fitting a plurality of turning paths of the vehicle travelling from the original position to a target path in the lane according to the plurality of previewing paths; using the plurality of turning paths to calculate change information of a steering wheel angle; and adjusting the travelling direction according to the change information of the steering wheel angle, so as to control the vehicle to travel from the original position to the target path along the turning path.

Abstract: A control method for a continuously variable valve lift mechanism includes: controlling a continuously variable valve lift mechanism to enter a limp mode when the continuously variable valve lift mechanism fails and disables an automatic valve lift changing function; driving and forcing the continuously variable valve lift mechanism to move to a maximum lift position; and triggering a self locking function to self lock the continuously variable valve lift mechanism at the maximum lift position when the continuously variable valve lift mechanism reaches the maximum lift position. A control system for a continuously variable valve lift mechanism, and a vehicle are also provided.

Abstract: Provided are a vehicle body and a vehicle. The vehicle body includes: a front longitudinal beam; a first bracket; an upper side beam having a front lower end connected to an outer end of the first bracket; a front floor longitudinal beam having a front end connected to a rear end of the front longitudinal beam and having a linear configuration; a rocker panel having a front end connected to the rear end of the front longitudinal beam; and a rear floor longitudinal beam connected to a rear end of the front floor longitudinal beam and a rear end of the rocker panel to make the front floor longitudinal beam, the rocker panel, and the rear floor longitudinal beam form a closed-loop force transmission structure.