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 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: 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: 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: 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: 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.

Abstract: A motor vehicle system comprising a first electric parking brake actuation unit assigned to a first vehicle wheel, and a second electric parking brake actuation unit assigned to a second vehicle wheel. The system further comprises a first control unit which includes at least one first microprocessor and which is designed to control at least the first electric parking brake actuation unit and an anti-lock and/or vehicle stability control system. A second control unit of the system comprises at least one second microprocessor and is designed to control at least the second electric parking brake actuation unit and an electric braking power generator and/or an automatic transmission. In some variants, a separate parking brake control unit can be dispensed with as the braking brake control function is shared between control units that can be used for other purposes.

Abstract: A system and method for detecting seatbelt routing in a motor vehicle safety restraint system. The system includes a seatbelt buckle sensor, an occupant sensor, a seatbelt payout sensor, and a control module. The method includes sensing a presence of a seatbelt latchplate in the seatbelt buckle. Further, the method determines whether the seatbelt is buckled. Additionally, the method includes sensing a presence of occupant in a vehicle seat. Moreover, the method further includes determining whether the occupant is detected in the vehicle seat. The method senses a seatbelt payout length and compares the seatbelt payout length to a first seatbelt payout length threshold. Thereafter, the method determines seatbelt routing based on whether the seatbelt is buckled, an occupant is present, and a seatbelt payout length has exceeded the first seatbelt payout length threshold.

Abstract: A driver assistance system in a motor vehicle has a detection system for identifying events ahead that, on account of a currently valid speed limit being lifted, allow the current speed to be increased, and a functional unit for ascertaining an at least two-stage acceleration strategy for increasing the speed, wherein the first stage of the acceleration strategy can be implemented at most up to the location of the event ahead and the second stage of the acceleration strategy can be implemented at the earliest starting from the location of the event ahead. The implementation is started at a defined time and/or location before the event ahead is reached if the implementation of the acceleration strategy is permitted. In the first stage of the two-stage acceleration strategy, the acceleration profile to be implemented is ascertained and/or prompted depending on an identified defined acceleration behavior of a relevant target object travelling ahead.

Abstract: A driving support system installed on a vehicle includes: a roll back detection device configured to detect roll back of the vehicle; a stop-state detection device configured to detect stopping of the vehicle; a driving operation detection device configured to detect a driving operation performed by a driver of the vehicle; and a driving support control device configured to execute driving support control. The driving support control includes roll back suppression control that generates at least one of a driving force and a braking force to stop the vehicle when the roll back is detected. The driving support control device continues the roll back suppression control at least until the vehicle stops, even when the driving operation is performed during execution of the roll back suppression control.

Abstract: Various applications for use of mass estimations of a vehicle, including to control operation of the vehicle, sharing the mass estimation with other vehicles and/or a Network Operations Center (NOC), organizing vehicles operating in a platoon and/or partially controlling the operation of one or more vehicles operating in a platoon based on the relative mass estimations between the platooning vehicles. When vehicles are operating in a platoon, the relative mass between a lead and a following vehicle may be used to scale torque and/or brake commands generated by the lead vehicle and sent to the following vehicle.