Abstract: To prevent the occupants of a vehicle from feeling uneasy by offset, provided is a control device configured to control the travel of the vehicle so that a lateral position of the vehicle is maintained a target lateral position. The control device comprising a longitudinal control unit configured to execute, when detect a front object in an adjacent area and an approaching vehicle in an adjacent lane, controlling a longitudinal acceleration or a longitudinal deceleration of the vehicle, so that a first timing and a second timing is different from each other, and a lateral control unit configured to control a lateral speed of the vehicle so that the lateral direction position of the vehicle at the first timing is laterally separated from the front object and the lateral direction position of the vehicle at the second timing is laterally separated from the approaching vehicle.

Abstract: An autonomous-driving hydraulic steering modification control system disclosed by this application includes a steering wheel, a hydraulic steering mechanism and a turning wheel, the hydraulic steering mechanism is connected with the steering wheel and the turning wheel respectively, the steering wheel is connected with the hydraulic steering mechanism through a first rotating shaft and a second rotating shaft, one end of the first rotating shaft is connected with the steering wheel, the other end of the first rotating shaft is connected with one end of the second rotating shaft through a steering connector, the other end of the second rotating shaft is connected with the hydraulic steering mechanism, and a steering motor is arranged on the second rotating shaft and is configured to drive the hydraulic steering mechanism to rotate so as to make the turning wheel rotate.

Abstract: A vehicular control system includes a vehicle dynamics sensor disposed at a vehicle and capturing vehicle dynamics data representative of a state of motion of the vehicle. The vehicular control system, when the vehicle is at a first location on a road the vehicle is traveling along, determines the state of motion of the vehicle via processing of vehicle dynamics data captured by the vehicle dynamics sensor. The vehicular control system, after the vehicle has traveled along the road from the first location to a second location, predicts a second location of the vehicle based on the state of motion of the vehicle at the first location. The vehicular control system determines a sensitivity of the state of motion of the vehicle to change and corrects the predicted second location of the vehicle based at least in part on a global positioning system of the vehicle.

Abstract: A vehicle control device executes a lateral position control to control. In the lateral position control a lateral position of a vehicle in a travel area is controlled to maintain a predetermined target lateral position. An electronic control device of the vehicle control device controls, in the lateral position control, a controlled variable that is able to control the lateral position of the vehicle so as to match a target controlled variable acquired so that the lateral position maintains the target lateral position, controls the target controlled variable to be smaller than when the vehicle is traveling on a motorway, when the vehicle is traveling on a local road other than the motorway, and executes the lateral position control even when the vehicle is traveling on the local road.

Abstract: The driver assistance device according to the present disclosure performs avoidance steering control for controlling the steering mechanism of the host vehicle so that the host vehicle avoids the target when the target object exists in front of the host vehicle. When the occupant inputs a steering torque equal to or higher than a threshold value to the steering mechanism during execution of the avoidance steering control, the driver assistance device cancels the avoidance steering control. Then, in accordance with the frequency of cancellation of the avoidance steering control, the driver assistance device changes the avoidance amount by the avoidance steering control.

Abstract: A system receives, from a plurality of connected vehicles, respective GPS data indicating an absolute location of a respective connected vehicle and on-board sensor data indicating locations of nearby vehicles and objects relative to the respective connected vehicle. The system processes the data to create a shared-world model that includes at least the locations of the plurality of connected vehicles and the nearby vehicles and objects. Some implementations of the shared-world model further include the speeds and trajectories of each of the plurality of connected vehicles and the nearby vehicles and objects. The system transmits a representation of the shared-world model to one or more of the plurality of connected vehicles, which may utilize the shared-world model to provide advanced warnings for drivers or to provide improved path planning for autonomous vehicles.

Abstract: An electric passenger transport vehicle according an embodiment may include: a vehicle body including a floor, a first seat base, a second seat base provided on a rear side of the first seat base; a first seat including a first seat bottom attached to an upper surface of the first seat base; and a second seat including a second seat bottom attached to an upper surface of the second seat base. The second seat bottom is supported by the vehicle body such that the second seat bottom is movable between a first position in which a bottom surface of the second seat bottom is positioned above an upper surface of the second seat base and faces downward and a second position in which the bottom surface of the second seat bottom is positioned in front or back of the upper surface of the second seat base and faces upward.

Abstract: Disclosed here are systems for detachable airframe components including detachable nose cones, propeller assemblies and motors. In some example embodiments, the assemblies include a nose cone with a connection receiver, a motor assembly with a rotatable section, where the rotatable section includes torque arms configured to secure with the nose cone connection receiver, and a propeller assembly, configured to connect to the nose cone.

Abstract: Disclosed is a corner module apparatus for a vehicle. The apparatus includes processors configured to obtain driving state information and driving environment information of the vehicle, and a controller configured to calculate information on a distance up to a target point based on the driving state information and the driving environment information obtained by the processors. The target point is a target of a movement of the vehicle. The controller is configured to calculate a target curvature based on the calculated information on the distance. The calculated target curvature is a curvature of a target trajectory up to the target point. The controller is configured to calculate a target steering angle of each of four wheels of the vehicle based on the calculated target curvature, and independently control steering of each of the four wheels based on the calculated target steering angle.

Abstract: A travel assistance device includes a traveling boundary acquisition unit configured to acquire lane information around a subject vehicle, a surrounding object acquisition unit configured to acquire surrounding object information, an obstacle determination unit configured to determine whether an obstacle hindering travel of the subject vehicle is present, an avoidance determination unit configured to determine whether the subject vehicle is allowed to avoid the obstacle by a steering control, and a blind spot determination unit configured to determine whether a blind spot is present on an oncoming lane opposed to a travel direction. An avoidance section setting unit is configured to set an avoidance end position of an avoidance section to execute an avoidance control. A vehicle control unit is configured to generate a travel route for the subject vehicle to travel from an avoidance start position to the avoidance end position of the avoidance section.

Abstract: A method for controlling axle load distribution of a heavy-duty vehicle during a maneuver, wherein the heavy-duty vehicle comprises a number of wheel axles and one or more motion support devices arranged to adjust a relative axle load of one or more wheel axles of the number of wheel axles, the method comprising obtaining a vehicle model and a tire model, wherein the vehicle model and the tire model are jointly configured to predict a tire scrubbing force in dependence of a vehicle state comprising a relative axle load distribution during the maneuver, determining a nominal tire scrubbing force for a current relative axle load distribution, determining an improved relative axle load distribution maneuver associated with a reduced tire scrubbing force compared to the nominal tire scrubbing force, and controlling the one or more motion support devices to provide the improved relative axle load distribution during the maneuver.

Abstract: Engine order cancellation (EOC) systems generate feed forward noise signals based on the engine or other rotating shaft RPM and use those signals and adaptively configured W-filters to reduce the in-cabin SPL by radiating anti-noise through speakers. An EOC system may include a drive mode detector for detecting different vehicle drive modes based on an analysis of signals indicative of current vehicle operating conditions. Upon detection, the EOC system may adaptively adjust various tuning parameters for the EOC algorithm based on the current vehicle drive mode. The EOC system may also selectively target different sets of engine orders for noise cancellation according to the current vehicle drive mode based on which engine orders are dominant during that drive mode.

Abstract: The driving support ECU calculates a first avoidance path for avoiding collision between the host vehicle and the continuous structure only by automatic braking, a second avoidance path for avoiding collision between the host vehicle and the continuous structure by forward automatic steering, and a third avoidance path for avoiding collision between the host vehicle and the continuous structure by reverse automatic steering when it is determined that there is a possibility that the host vehicle collides with an end portion of the continuous structure. The driving support ECU selects, as the final collision avoidance path, an avoidance path in which the collision avoidance operation (any of the automatic braking, the forward automatic steering, and the reverse automatic steering) is started at the latest among the avoidance paths.

Abstract: A system for detecting an impairment of an operator of a vehicle includes an alcohol sensor, a camera, a start control, and a controller in electrical communication with the alcohol sensor, the camera, and the start control, the controller including a processor and a memory, the memory including instructions such that the processor is programmed to: determine that alcohol is detected using the alcohol sensor, disable the start control based on the detection of alcohol, perform a gaze nystagmus assessment of the operator using the camera, determine if the operator is impaired based on the gaze nystagmus assessment, and enable the start control when the operator is not impaired.

Abstract: A determination apparatus of a center of gravity position includes a vehicle on which a cargo is loadable, a self-location detector that acquires self-location data of the vehicle, a turning parameter generator that calculates a turning parameter based on the self-location data, a steering detector that detects a steering control value of the vehicle, a memory that stores reference data, a comparator that compares the turning parameter calculated by the turning parameter generator and the steering control value detected by the steering detector with the reference data, and a determiner that determines a center of gravity position of the vehicle or the cargo based on comparison results of the comparator.

Abstract: The driving assistance device controls lateral movement of the vehicle. The driving assistance device includes a steering operation actuator that steers the wheels, a detection device that detects the position of the driver's hand touching the steering wheel, and an electronic control unit that controls the lateral direction of the vehicle. In lateral control, the electronic control unit controls the steering operation actuator so that the vehicle laterally moves to the right when a hand touches the right portion of the steering wheel, and when the hand touches the left portion of the steering wheel. In this case, the steering operation actuator is controlled so that the vehicle laterally moves to the left.

Abstract: A traveling control apparatus that is to be applied to a first vehicle, and includes an obstacle detector, first and second street parking determination processors, first and second target lateral position determination processors, and a traveling control processor. The first and second street parking determination processors each perform, when the obstacle is detected, a determination as to whether the obstacle is a second vehicle that is street-parked. The first and second target lateral position determination processors each perform, when the obstacle is the second vehicle having a high possibility of being street-parked, a determination of corresponding one of first and second target lateral positions of the first vehicle at a time when the first vehicle passes the second vehicle. The traveling control processor executes the traveling control based on results of the determinations performed by the first and second target lateral position determination processors.

Abstract: An electronic suspension control apparatus of the invention is an apparatus that controls an electronic suspension having an electric motor, and under a predetermined operation condition, gradually decreases a thrust force command for the electronic suspension and performs short circuit control on the electric motor once the thrust force command falls to or below a predetermined value. The operation condition is either detection of a command giving a prior notice of stopping power supply to the electronic suspension, a short circuit command as a measure against a collision, detection of a predetermined decelerating vehicle speed, or detection, by a preview sensor, of a change in a road surface which is equal to or above a predetermined value.

Abstract: A system for controlling a vehicle using driving behavior involving automatic emergency braking (AEB) events. The system includes a plurality of sensors and an electronic processor. The system receives event data of an attribute of a driving behavior of a user related to handling an AEB event of a vehicle from the plurality of sensors. The system assigns a weighted value to the attribute based on a set of conditions for the attribute and the event data. The system determines an event score of the driving behavior related to the AEB event based on the weighted value of the attribute. The system determines a user driving behavior score based on the event score associated with one or more AEB events handled by the user. The system activates a vehicle countermeasure related to attributes responsive to determining the driving behavior score of the user is greater than a driving behavior threshold.

Abstract: The present disclosure provides a vehicle control device capable of improving safety of a vehicle. A vehicle control device according to the present disclosure includes a target speed calculation unit 126 that calculates a target speed of a vehicle. The target speed calculation unit 126 includes a first speed calculation unit 126a, a second speed calculation unit 126b, and a target speed setting unit 126f. The first speed calculation unit 126a calculates, by using a friction coefficient of a road surface and a route length of a target route to an outer edge of a sensing range of an external environment sensor of the vehicle, a first speed at which the vehicle can stop at a stop position before the outer edge. The second speed calculation unit 126b calculates, by using a curvature radius of the target route of the vehicle and the friction coefficient, a second speed at which the vehicle can follow the target route.