Abstract: Provided is a system and method that can control a merge of an autonomous vehicle when other vehicles are present on the road. In one example, the method may include iteratively estimating a series of values associated with one or more vehicles in an adjacent lane with respect to an ego vehicle, identifying a trend associated with the one or more vehicles from the iteratively estimated series of values, determining merge intentions of the one or more vehicles with respect to the ego vehicle based on the identified trend over time, verifying the merge intentions against a simulated change in the trend, selecting a merge position of the ego vehicle with respect to the one or more vehicles within the lane based on the verified merge intentions, and executing an instruction to cause the ego vehicle to perform a merge operation based on the selected merge position.

Abstract: An apparatus for controlling a lane change of a vehicle includes: a sensor to sense an external vehicle, an input device to receive a lane change command from a driver of the vehicle, and a control circuit to be electrically connected with the sensor and the input device. The control circuit may receive the lane change command using the input device, calculate a minimum operation speed for lane change control, and determine whether to accelerate the vehicle based on a distance between a preceding vehicle which is traveling on the same lane as the vehicle and the vehicle, when a driving speed of the vehicle is lower than the minimum operation speed when receiving the lane change command.

Abstract: A driver authentication and safety system and method for monitoring and controlling vehicle usage by high-risk drivers. A centralized database comprising a software application can be accessed by an authorized user via a data communications network utilizing a remote computer in order to configure a desired operating profile that matches requirements of the high-risk driver. The operating profile can be loaded to a driver identification and data logging device in conjunction with the remote computer. A master control unit receives a unique identification code from the data logging device to authenticate the high-risk driver and to operate the vehicle within the desired operating profile. A slave control unit receives commands from the master control unit and generates a real time alarm signal if the driver violates the preprogrammed operating profile unique to the driver.

Abstract: This vehicle control system comprises: a driving control section 1 that performs switching between autonomous driving and manual driving of a vehicle V; a seat 10 that can be changed to forms which are different during autonomous driving and during manual driving; and a seat control unit 2 that controls the operation of the seat 10 when changing the forms. If the seat 10 is in the form adopted during autonomous driving, the driving control unit 1 can perform control so that the switching from autonomous driving to manual driving of the vehicle V is not performed. Thus, it is possible to improve safety when switching from autonomous driving to manual driving.

Abstract: A control system for a vehicle comprising a plurality of vehicle corner modules (VCMs) comprises a network of VCM-controllers. Each VCM comprises at least two subsystems selected from a drive subsystem, a steering subsystem, and a braking subsystem. Each VCM-controller is onboard and installed within a different respective VCM, and is operatively linked to each one of the at least two subsystems of its respective VCM to receive sensor data and to regulate operation in response to incoming signals received from outside its VCM. The control system provides a no-fault operating mode defined by the absence of a control-system fault. A VCM-controller of a first VCM is programmed to control, when operating in the no-fault operating mode, at least one subsystem in a second VCM.

Abstract: A position identification assembly for a steering column is provided. The assembly may include a mount bracket, a steering column, a sensor, and a controller. The mount bracket may define an opening to the cavity. The steering column may be mounted to the mount bracket for translation at least partially in to and out of the cavity and the steering column may define one or more physical features therealong. The sensor may be secured to the mount bracket to detect the physical features. Each of the one or more physical features may be arranged upon the steering column such that the sensor detects the one or more physical features when the steering column translates between positions and may send a signal to the controller reflecting the same. The controller is programmed to identify a steering column position based on the received signal.

Abstract: A device for controlling wheel slip of a vehicle includes: a displacement sensor for measuring a suspension displacement of drive wheels; and a controller configured to control braking of the drive wheels in consideration of the suspension displacement of the drive wheels when slip occurs on the drive wheels. The device may control braking of a slip-occurred wheel in consideration of a displacement of a suspension corresponding to the slip-occurred wheel of the vehicle.

Abstract: A light detection and ranging (LIDAR) controller is disclosed. The LIDAR controller may receive cycle segment information identifying a cycle segment of an operation of a machine. The LIDAR controller may determine, based on the cycle segment information, a scan area within a field of view of the LIDAR sensor. The LIDAR controller may cause the LIDAR sensor to capture, with an increased point density relative to a non-scan area within the field of view, LIDAR data associated with the scan area. The LIDAR controller may process the LIDAR data to determine, using the increased point density, a status associated with the operation. The LIDAR controller may perform an action associated with indicating the status associated with the operation.

Abstract: The present application generally relates to a method and apparatus for obtaining incident related data in a motor vehicle. In particular, the system is operative to determine a vehicle to vehicle contract event or near contact event, transmit a request for data, such as video, numeric, and telemetry data, from proximate actors via V2X communications channel, or to request the data be transmitted to a network storage location.

Abstract: An apparatus for determining ride comfort of a passenger using brain wave signals includes an analyzer configured to determine first ride comfort information of a passenger based on information on a seating posture of the passenger in a mobility, a sensor configured to collect brain wave signals of the passenger in the mobility for a predetermined time, and a controller configured to control the mobility, wherein the analyzer is configured to determine second ride comfort information obtained by correcting the first ride comfort information, by analyzing the collected brain wave signals based on the first ride comfort information, and wherein the controller is configured to control the mobility based on the determined second ride comfort information.

Abstract: A system for assisting in aligning a vehicle for hitching with a trailer includes a controller that receives scene data from a detection system and identifies the trailer within the area to the rear of the vehicle, derives a backing path to align a hitch ball mounted on the vehicle to a coupler of the trailer, and derives a steering control signal, a powertrain control signal, and a brake control signal to respectively control a vehicle steering system, a vehicle powertrain control system, and a vehicle brake system to maneuver the vehicle, including reversing along the backing path. The controller processes at least one of the steering control signal, powertrain control signal, and brake signal according to one of a distance to the coupler, derived from the scene data, or a vehicle speed, obtained from the vehicle speed sensor.

Abstract: The construction machine includes: an input interface which permits an input of a provisional target position of the attachment in a virtual space; a target position calculation part which calculates an actual target position that is a target position of the attachment in a real space from the provisional target position; an operational amount calculation part which calculates an operational amount required to make a current position of the attachment coincide with the actual target position of the attachment coincide with the actual target position with respect to at least one driven target selected from a lower traveling body, an upper slewing body, a working device, and the attachment; and a control part which controls an operation of one of the actuators for driving the driven target in accordance with the calculated target operational amount.

Abstract: The invention relates to a method for setting a driving speed of a motor vehicle on a route. A control device of the motor vehicle sets the driving speed depending on an operating position limited by two extreme positions of a pedal device of the motor vehicle, which may be operated by a driver, wherein the control device detects the operating position of the pedal device, and depending on the detected operating position, determines in at least one specified driving mode a target driving speed corresponding to the respective operating position, and the control device sets the driving speed corresponding to the respective target driving speed by means of a closed loop control as long as the respective operating position is detected. The setting in this case takes place independently of a current condition of the route. The invention also includes a motor vehicle.

Abstract: An electronic control device includes: an acquisition unit that acquires state information indicating at least one of a state of a movable body and a state of an external environment in which the movable body is moving, and a control instruction indicating at least one of a steering control instruction for steering the movable body and an acceleration control instruction for adjusting acceleration of the movable body; and a determining unit that determines whether the control instruction is a false control instruction based on the at least one state indicated by the state information acquired and control indicated by the control instruction acquired.

Abstract: An action to be performed by a vehicle in response to conflicting input signals can be determined. A sensor signal and an accelerator pedal signal can be received. The sensor signal can indicate a possible need to reduce a speed of the vehicle. The accelerator pedal signal can indicate that an accelerator pedal has been set to a position to increase the speed. An existence of first and second conditions can be determined. The first condition can be that a receipt of the accelerator pedal signal occurred concurrently with a receipt of the sensor signal. The second condition can be that a manner in which the accelerator pedal was set to the position is a better match to a brake pedal usage profile than to an accelerator pedal usage profile. In response to the existence of the first and the second conditions, a brake can be caused to be actuated.

Abstract: A method of controlling a heating element in thermal communication with a rear window of a vehicle comprises: with a vehicle being in an external environment and comprising a rear window and a heating element in thermal communication with the rear window, a controller in communication with the heating element, the controller including a Pre-established Predictive Activation Model setting forth rules governing activation of the heating element as a function of data relating to Certain Identifiable Conditions, and a user interface configured to allow the heating element to be manually activated or deactivated; collecting data relating to the Certain Identifiable Conditions; determining, by comparing the collected data to the rules of the Pre-established Predictive Activation Model, whether the collected data satisfies the rules of the Pre-established Predictive Activation Model so as to initially automatically activate the heating element; and automatically activating the heating element.

Abstract: Indications of static objects (e.g., lane segments, signs etc.) and dynamic objects (e.g., moving vehicles, pedestrians and the like) in the operation environment of a vehicle are obtained. A graph comprising a plurality of nodes and edges is generated. Individual ones of the nodes represent respective static and dynamic objects, and an edge between a first pair of nodes represents a relationship between the objects represented by the pair. The graph includes an indication of an uncertainty metric associated with the relationship. To generate the graph, a geometric analysis is performed, as a result of which an edge between a different pair of nodes is excluded from the graph. Using the graph, one or more operations of a task pertaining to vehicle movements is performed.

Abstract: An apparatus for controlling a lane change of a vehicle includes: a sensor to sense an external vehicle, an input device to receive a lane change command from a driver of the vehicle, and a control circuit to be electrically connected with the sensor and the input device. The control circuit may receive the lane change command using the input device, calculate a minimum operation speed for lane change control, and determine whether to accelerate the vehicle based on a distance between a preceding vehicle which is traveling on the same lane as the vehicle and the vehicle, when a driving speed of the vehicle is lower than the minimum operation speed when receiving the lane change command.

Abstract: Embodiments disclosed herein enable routine autonomous execution of at least some major phases of aerostat operation in response to commands from human or automated external operators, a built-in decision-making capacity, or both. Various embodiments combine one or more actively controlled tethers, aerodynamic aerostat control surfaces, mechanical assistive devices (e.g., jointed arms attached to a ground station), and/or active propulsors attached to the aerostat to govern aerostat behavior during launch, flight, and landing phases of operation. Some embodiments enable automatic autonomous performance of all phases of routine post-commissioning aerostat operation, including launch, flight, and landing, without any routine need for availability of a human crew.

Abstract: An aerial system includes a body, a lift mechanism coupled to the body, a processing system, and at least one camera. The aerial system also includes a first motor configured to rotate the at least one camera about a first axis and a second motor configured to rotate the at least one camera about a second axis. The processing system is configured to determine a direction of travel of the aerial system and to cause the first motor and the second motor to automatically orient the at least one camera about the first axis and the second axis such that the at least one camera automatically faces the direction of travel of the aerial system.