Abstract: A method of detecting a defeat device includes: determining turbo operation when a turbocharger of a vehicle is operated; determining flow rate of the air to be applied to an intake manifold wherein it is determined whether which flow rate out of a first flow rate of the air passing through a throttle valve and a second flow rate of the air measured by a hot-film air mass flow (HFM) sensor is used as the flow rate of the intake manifold; determining whether pressure in the intake manifold is in a normal range based on the flow rate of the intake manifold; and determining that the defeat device is installed if it is determined that the pressure in the intake manifold is not in the normal range and storing information of the defeat device.

Abstract: Methods and apparatuses are provided, some apparatuses comprise: a location controller separate from a motorized transport unit, comprising: a transceiver configured to receive communications from the motorized transport unit; a control circuit; a memory storing computer instructions that when executed by the control circuit cause the control circuit to perform the steps of: obtain, from the communications, a unique light source identifier of a light source detected by the motorized transport unit, and relative distance information determined by the motorized transport unit through an optical measurement; process the at least one unique light source identifier and the relative distance information relative to a mapping of the shopping facility; and determine, in response to the processing, a location of the motorized transport unit within the shopping facility as a function of the at least one unique light source identifier and the relative distance information.

Abstract: Systems, apparatuses, and methods associated with a variable rate of turn trolling motor are provided. An example system includes a trolling motor assembly having a propulsion motor and a steering actuator, a navigation control device having a user input assembly and a processor. The processor may be configured to determine a rate of turn based on user activity detected by the user input assembly and generate a steering input signal. The steering input signal may be an electrical signal indicating a rate of turn. The processor may be further configured to direct the steering actuator, via the steering input signal, to rotate the propulsion motor at a desired rate of turn based on the rate of turn indicated in the steering input signal.

Abstract: An autonomous driving control system for a vehicle which is able to switch between manual driving and autonomous driving is provided with a driver condition sensor, acting part, and electronic control unit. The electronic control unit is provided with an autonomous driving control part, reliance calculating part for calculating an autonomous driving output reliance, vigilance calculating part for calculating a driver vigilance, and an action control part for controlling a strength of an action against a driver. In a region in which an operating point determined by the autonomous driving output reliance and driver vigilance can fall, a plurality of sub regions are defined by boundary lines extending so that the driver vigilance becomes higher as the autonomous driving output reliance becomes lower. The action control part controls the strength of the action against the driver to differ in accordance with the sub region in which the operating point falls.

Abstract: In a vehicle control apparatus, one or more control units, each configured to perform an arithmetic operation process in accordance with a program stored therein in advance to individually control an operating state of an activator mounted in a vehicle, are connected to a network communication path to form a vehicle network. The vehicle control apparatus includes an external communication unit and a monitoring unit. The external communication unit is connectable to or disconnectable from the network communication path and is configured to allow the vehicle to communicate externally. The monitoring unit is configured to determine a state of each of the one or more control units while the external communication unit is disconnected from the network communication path.

Abstract: An autonomous vehicle includes an autonomous driving system configured to produce a first brake control signal, and a contact sensor assembly mechanically coupled to an exterior surface of the autonomous vehicle. The contact sensor assembly is configured to produce a second brake control signal. A brake system is configured to control braking of the autonomous vehicle by prioritizing the second brake control signal over the first brake control signal.

Abstract: Driving support ECU determines that a driver is in an abnormal state when a state where a steering amount correlation value which changes when a steering wheel SW of a vehicle is operated does not change continues over more than or equal to an abnormality determination threshold time. When the driver is determined to be in the abnormal state, the ECU decelerates the vehicle, makes a hazard lamp blink and invalidates an acceleration request based on a change in an operation amount of an accelerator pedal. The ECU terminates decelerating of the vehicle and permits the acceleration override when a specific driving operation (an operation that the accelerator pedal changes from an operating state to a non-operating state and then again changes to the operating state within a predetermined threshold time) is determined to have occurred after the driver has been determined to be in the abnormal state.

Abstract: A system and method that analyzes root cause of congestion at specific road sections. A system and method that differentiates between travelers using different modes of transportation. A system and method that analyzes root cause of parking overload. A system and method that performs demographic analysis of people travelling at specific road sections. Certain embodiments of the above systems and methods use data derived from cellular networks. Certain embodiments of the above systems and methods teach real time analysis while others teach non real-time analysis.

Abstract: The technology relates to determining a future heading of an object. In order to do so, sensor data, including information identifying a bounding box representing an object in a vehicle's environment and locations of sensor data points corresponding to the object, may be received. Based on dimensions of the bounding box, an area corresponding to a wheel of the object may be identified. An orientation of the wheel may then be estimated based on the sensor data points having locations within the area. The estimation may then be used to determine a future heading of the object.

Abstract: Methods and systems are provided for diagnosing whether active engine mounts configured to isolate engine vibration from a cabin and chassis of a vehicle are functioning as desired. In one example, a method includes indicating degradation of an active engine mount by inducing degraded combustion events in a preselected engine cylinder, and operating the active engine mount in multiple modes, the indication responsive to an amount of vehicle chassis vibration during each of the modes. By monitoring chassis vibrations as a function of induced degraded combustion events, and further responsive to the active engine mounts being controlled to the multiple modes, it may be indicated as to whether the active engine mounts are functioning as desired.

Abstract: The present invention extends to methods, systems, and computer program products for assisting drivers with roadway lane changes. In general, aspects of the invention are used in motorized vehicles to guide a driver to a more efficiently operating lane of a multi-lane roadway. A lane recommendation can be based on sensed and/or communicated aspects of surrounding vehicles (e.g., speed, acceleration, etc.). Lane recommendations can be communicated to a driver with audio and/or visual cues. In one aspect, images of surrounding roadway are augmented with additional data to highlight lanes, lane change locations, other vehicles, etc. Lane recommendations can be revised in (essentially) real-time in response to changing conditions in a roadway environment (e.g., a vehicle in a neighboring lane has changed speed).

Abstract: In one embodiment, a speed limit application associates speed limits with road segments based on a road graph. In operation, the speed limit application selects a source road segment that meets a target road segment at an intersection based on the road graph. The source road segment is associated with a speed limit. Subsequently, the speed limit application determines a confidence value associated with extrapolating the first speed limit to the target road segment based on the first road graph. The speed limit application then determines that the confidence value indicates that a confidence in the extrapolation satisfies a minimum confidence requirement. Consequently, the speed limit application generates an attribute that associates the first speed limit with the target road segment. Finally, the speed limit application causes a navigation-related operation to be performed based on the attribute.

Abstract: An area denial system may be operationally placed with communication latency compensation. The area denial system may include a plurality of munitions, one or more sensor devices, and a command and control unit, networked together and having a command and control latency for communication between the command and control unit and the remainder of the area denial system. Latency compensation may include determining a first target position, determining a first predicted position area for the target using the command and control latency and the first target position, receiving an authorization to arm one or more of the munitions, determining a second target position, and determining that the second target position is outside a threshold distance from a first authorized munition of the one or more authorized munitions, and in response, de-authorizing the first authorized munition.

Abstract: A method for controlling gear shifting of a hybrid electric vehicle, which is configured for reducing gear-shifting time, minimizing loss by a drive system, improving fuel efficiency and enhancing drivability and which enables a driver to feel a change in acceleration when the driver manipulates the accelerator pedal during power-on upshift active control operation may include speed control of the driving source of the vehicle based on a change rate of a transmission input speed and feedforward control of the clutch of the engagement element in the transmission, to which a driver requested torque is reflected, which are performed at the same time during power-on upshift active control operation, facilitating the driver to feel a change in acceleration which is produced by his or her driving manipulation.

Abstract: Systems and methods for Unmanned Aerial Vehicle (UAV) network switchover and emergency procedures, implemented by a UAV includes communicating to an Air Traffic Control (ATC) system via a primary wireless network; receiving and storing emergency instructions from the ATC system; detecting communication disruption on the primary wireless network to the ATC system; responsive to the detecting, switching to a backup wireless network to reestablish communication to the ATC system; and, responsive to failing to reestablish communication to the ATC system via the backup wireless network, implementing the emergency instructions.

Abstract: An electronic control unit of a control device for a hybrid vehicle sets any of a hybrid traveling mode, a single motor drive electric traveling mode, and a dual motor drive electric traveling mode. The electronic control unit prohibits setting of the dual motor drive electric traveling mode when a pinion temperature is higher than an upper limit temperature, and sets the hybrid traveling mode. The electronic control unit releases the prohibition of the dual motor drive electric traveling mode when the pinion temperature is decreased to or below a release temperature lower than the upper limit temperature in a state where setting of the dual motor drive electric traveling mode is prohibited. The electronic control unit restricts output of the first motor in the dual motor drive electric traveling mode when the pinion temperature is higher than the upper limit temperature.

Abstract: A work vehicle management system includes a memory, first circuitry, second circuitry, third circuitry, and fourth circuitry. The memory is to store at least one halt record with respect to a halt status at a timing when a work vehicle is halted while traveling along a travel route in a work field. The first circuitry is configured to record the at least one halt record in the memory. The second circuitry is configured to extract the at least one halt record from the memory to display in a display the at least one halt record from which a resuming basis record is to be selected. The third circuitry is configured to generate resuming information based on the resuming basis record. The fourth circuitry is configured to control the work vehicle based on the resuming information to resume from the halt status.

Abstract: A method and system for automatically aligning an industrial truck in a warehouse, comprising the steps of determining a relative position of an operator with respect to an industrial truck by a positioning unit of the industrial truck, aligning the industrial truck in first predetermined side orientation with respect to a first object located on the left side of the industrial truck in the drive direction of the industrial truck when the relative position of the operator lies on the left side of the industrial truck, and aligning the industrial truck in a second predetermined side orientation with respect to a second object located on the right side of the industrial truck in the drive direction of the industrial truck when the relative position of the operator lies on the right side of the industrial truck.

Abstract: Apparatuses, components and methods are provided herein useful to provide assistance to customers and/or workers in a shopping facility. In some embodiments, a shopping facility personal assistance system comprises: a plurality of motorized transport units located in and configured to move through a shopping facility space; a plurality of user interface units, each corresponding to a respective motorized transport unit during use of the respective motorized transport unit; and a central computer system having a network interface such that the central computer system wirelessly communicates with one or both of the plurality of motorized transport units and the plurality of user interface units, wherein the central computer system is configured to control movement of the plurality of motorized transport units through the shopping facility space based at least on inputs from the plurality of user interface units.

Abstract: A vehicle combination comprising a tractor vehicle and a trailer vehicle, each vehicle including wheels on different sides of the vehicle and wheel brakes associated with the wheels. A method for controlling the vehicle combination includes determining a yaw rate difference between a yaw rate of the tractor vehicle and a yaw rate of the trailer vehicle; determining, on the basis of the yaw rate difference, that an orientation of one of the vehicles deviates from an intended travel direction of the vehicle combination; and activating a wheel brake of the vehicle on only one side of the vehicle in order to counter the orientation deviation of the vehicle relative to the intended travel direction.