Abstract: The techniques and systems herein enable estimated-acceleration determination for AEB. Specifically, for a potential collision, a determination is made as to whether the target of the potential collision is likely to be stopped prior to the potential collision (e.g., due to its own braking). One of a plurality of estimated-acceleration functions is then selected based on whether the target is likely to be stopped prior to the potential collision. Using the selected estimated-acceleration function, an estimated acceleration to avoid the potential collision is calculated. By selecting different estimated-acceleration functions based on whether targets are likely to be stopped prior to potential collisions, more-accurate estimated accelerations may be generated, thus enabling better collision avoidance and/or avoiding unnecessarily strong braking.

Abstract: A method for outputting recommendations for energy efficient operation of a vehicle having at least two modes of operation, from which an operating mode is respectively selected by a drive controller, depending on the occurrence of specified triggers, for operating the vehicle. A change of operating mode caused by the trigger is determined. A frequency of the change of operating mode is incremented at every determination of the change of operating mode caused by the trigger. The frequency is analyzed by comparing the frequency of the change of operating mode a predetermined value. A message is generated on a case-by-case basis. The message is output via at least one output comprised by the vehicle.

Abstract: A method for operating a brake system of a vehicle. A precontrol value for a brake pressure of the brake system is set by using an admission pressure value representing a admission pressure in the brake system and a processing specification representing a braking dynamics of the vehicle.

Abstract: A method for automatically braking a commercial vehicle includes: providing a plurality of ultrasonic radars on a front vehicle body of a target commercial vehicle, the ultrasonic radars being configured to detect a region before the target commercial vehicle in a gapless manner, an active speed range being set for each ultrasonic radar; acquiring a current speed of the target commercial vehicle in real time and calculating a safe distance for each ultrasonic radar in accordance with the current speed; and detecting whether there is an obstacle within the safe distance in real time, and when there is the obstacle within the safe distance, transmitting a decelerating or braking instruction to an execution system of the target commercial vehicle.

Abstract: Techniques and systems are described that enable automatic emergency braking (AEB) using a time-to-collision (TTC) threshold that is based on target acceleration. The TTC may be a combination of a first TTC sub-threshold and a second TTC sub-threshold. The first TTC threshold may be based on a vehicle velocity of a host vehicle and a relative velocity between the host vehicle and a target object. The second TTC sub-threshold may be based on a target acceleration of the target object and a distance between the host vehicle and the target object. By utilizing the target acceleration in the TTC threshold determination, the techniques and systems described herein enable AEB to work as planned to prevent a collision between a vehicle and a target, in a wider variety of environments and situations.

Abstract: A method for controlling a comfort component of a vehicle is presented. The method includes determining that the vehicle has arrived at a destination. The method also includes determining that the comfort component is activated. The method further includes deactivating the comfort component in response to determining that the comfort component is activated and the vehicle has arrived at the destination.

Abstract: Embodiments of the present disclosure relate generally to generating and utilizing three-dimensional terrain maps for vehicular control. Other embodiments may be described and/or claimed.

Abstract: According to one example there is provided a method comprising selecting a first location from a set of locations and analysing, by a processor, data collected from a first vehicle located within a first distance of the first location. A first value representative of a first performance parameter of the first vehicle is generated. A second value representative of a second performance parameter of the first vehicle is generated. At least one of the first and second values is compared with a first threshold and, when one of the first and second values is greater than the first threshold, a safety alert is issued greater than (in some examples, less than).

Abstract: A vehicle system includes: a reprogramming slave device that is an electronic control unit (hereinafter, referred to as ECU) to be a target of updating an update file of a program stored among a plurality of the ECUs; a reprogramming master device that transmits the update file to the reprogramming slave device in response to a request from a terminal operable by a vehicle user to control updating of the program stored in the reprogramming slave device; and a determination unit that determines traveling propriety of a vehicle when the update file is rewritten in the reprogramming slave device. The vehicle device functions as the reprogramming master device, and includes: an obtaining unit that obtains the traveling propriety determined by the determination unit; and a notification command unit that commands a notification medium to notify information of the traveling propriety obtained by the obtaining unit.

Abstract: Systems and methods are described to provide navigational guidance to persons within crowded and unfamiliar environments such as aircraft cabins, stadiums, and theaters. An “activation arrangement” may be created to dynamically activate various lighting devices, personal electronic devices, and/or other devices to usher the person from a current location to a destination, such as a seat, entranceway, or lavatory. These techniques may be customized based upon existing conditions within the environment and/or based upon user-personalized settings to improve the comfort of persons in these environments.

Abstract: Embodiments provide a vehicle computer coupled to a vehicle. The vehicle computer may be configured to compute (e.g., generate) a first (e.g., regular, main) trajectory and a second (e.g., fail-safe, minimal risk maneuver) trajectory for the vehicle. Embodiments may provide a fault detection interval during which the second trajectory may be activated due to missing updated trajectory input. Embodiments may also provide a recovery detection interval during which an updated regular trajectory may be generated and followed instead of the fail-safe trajectory if a valid trajectory update is received. Accordingly, embodiments allow for an early activation of a fail-safe trajectory compared to conventional systems, while also allowing the system to recover (e.g., revert back to a modified version of the first trajectory) if a valid trajectory update is received during a recovery detection interval.

Abstract: The invention provides a system (10) for a motor vehicle (100) that receives drive demand information (161S) indicative of an amount of drive demanded of a powertrain (129) of the vehicle (100), and controls an amount of drive torque applied by the powertrain (129) to one or more road wheels (111, 112, 114, 115) in dependence on the drive demand information (116S). The system also receives gradient information (11GS) relating to the driving surface and vehicle speed information (Sv). The control system, in dependence on the gradient and speed information, automatically causes a braking system (12d) to apply brake force to one or more of the wheels (111, 112, 114, 115) to prevent vehicle rollback, and adjusts the amount of brake force applied in dependence on the drive demand information (161S) to cause the amount of brake force applied to increase progressively as the amount of drive demand decreases.

Abstract: Methods, systems, and apparatus, including computer programs encoded on a computer storage medium, for identifying high-priority agents in the vicinity of a vehicle. In one aspect, a method comprises processing an input that characterizes a trajectory of the vehicle in an environment using an importance scoring model to generate an output that defines a respective importance score for each of a plurality of agents in the environment in the vicinity of the vehicle. The importance score for an agent characterizes an estimated impact of the agent on planning decisions generated by a planning system of the vehicle which plans a future trajectory of the vehicle. The high-priority agents are identified as a proper subset of the plurality of agents with the highest importance scores.

Abstract: Methods and systems for navigating a vehicle. The system includes an input/output device of the vehicle configured to receive a destination from a user of the vehicle. The system also includes a transceiver of the vehicle configured to receive traffic data and traffic light timing data of traffic lights between a current location of the vehicle and the destination. The system also includes an electronic control unit (ECU) of the vehicle configured to determine one or more routes from the current location to the destination based on the traffic data and the traffic light timing data.

Abstract: A number of illustrative variations may include a method of communication between a driver and an autonomous steering system.

Abstract: A driving lane keeping control system includes a number of vehicles and a server. Each vehicle is configured to transmit wheel position information to the server. The server is configured to receive the wheel position information from each vehicle, to match the wheel position information with a detailed map to generate a moving trajectory of each vehicle, to analyze the generated moving trajectory of each vehicle to select an optimum moving trajectory, to generate virtual lane information based on the selected optimum moving trajectory, and to transmit the generated virtual lane information to at least one of the vehicles to enable the at least one vehicle to correct a driving position based on the virtual lane information.

Abstract: A driving assistance control device outputs a driving assistance command value to a steering control device as information indicating a target course that is generated on the basis of the detection result of a vehicle-mounted sensor. The driving assistance command value is output as a torque component or an angle component depending on the design of the driving assistance control device. In response, processing in which a driving assistance command value input from the exterior of the steering control device is used as input for angle control processing or input for torque control processing within an assist command value calculation unit is performed by a microcomputer as assistance command value input processing by an assistance command value input processing unit.

Abstract: An Anti-lock Braking System and control method are disclosed. The control method is performed after a control module intervenes a vehicle's braking system and comprises: receiving a wheel speed signal of a wheel and a vehicle acceleration signal; computing a tire-slip feedback value according to the wheel speed signal of the wheels and the vehicle acceleration signal; generating a feedback control voltage according to a tire-slip difference between a tire-slip target value and the tire-slip feedback value; generating a tire-slip compensation value by performing a differential compensation to the tire-slip feedback value; obtaining a feedforward voltage according to the tire-slip compensation value via a look-up table approach; generating a braking control voltage by adding the feedback control voltage to the feedforward voltage; and outputting the braking control voltage to a proportioning-valve brake, such that the proportioning-valve brake adjusts a braking pressure according to the braking control voltage.

Abstract: Systems, methods, and non-transitory computer-readable media can determine sensor data collected by a fleet of vehicles while navigating a geographic region, the sensor data including sensor readings generated at least in part by a surface interaction between one or more tires of each of the fleet of vehicles and a road surface of the geographic region. A sensor map representing the geographic region can be determined. The map can segment the geographic region into a grid of cells. Instances of the collected sensor data can be associated with cells in the grid of cells. A corresponding fingerprint can be determined for one or more cells in the grid of cells based at least in part on a plurality of instances of sensor data associated with the cell.

Abstract: A braking control system includes obstacle detection means for detecting an obstacle ahead of a vehicle, first collision determination means for determining whether the vehicle would collide with the obstacle ahead of the vehicle, following vehicle detection means for detecting a following vehicle traveling behind the vehicle, information acquisition means for acquiring a maximum deceleration set in the following vehicle, second collision determination means for determining whether the following vehicle would collide with the vehicle based on the maximum deceleration, and braking control means for controlling braking means of the vehicle so that an absolute value of a deceleration of the vehicle does not exceed an absolute value of the maximum deceleration of the following vehicle when the first collision determination means determines that the vehicle would collide with the obstacle and the second collision determination means determines that the following vehicle would collide with the vehicle.