Abstract: The present technology relates to an intelligent road infrastructure system and, more particularly, to systems and methods for a heterogeneous connected automated vehicle highway (CAVH) network in which the road network has various RSU and TCU/TCC coverages and functionalities. The heterogeneous CAVH network facilitates control and operations for vehicles of various automation level and other road users by implementing various levels of coordinated control among CAVH system entities and providing individual road users with detailed customized information and time-sensitive control instructions, and operations and maintenance services.

Abstract: Provided herein is technology relating to automated driving and particularly, but not exclusively, to a mobile intelligent road infrastructure technology configured to serve automated driving systems by providing, supplementing, and/or enhancing autonomous driving functions for connected automated vehicles under common and unusual driving scenarios.

Abstract: The technology provided herein relates to a roadside infrastructure sensing system for Intelligent Road Infrastructure Systems (IRIS) and, in particular, to devices, systems, and methods for data fusion and communication that provide proactive sensing support to connected and automated vehicle highway (CAVH) systems.

Abstract: The invention provides systems and methods for an Intelligent Road Infrastructure System (IRIS), which facilitates vehicle operations and control for connected automated vehicle highway (CAVH) systems. IRIS systems and methods provide vehicles with individually customized information and real-time control instructions for vehicle driving tasks such as car following, lane changing, and route guidance. IRIS systems and methods also manage transportation operations and management services for both freeways and urban arterials. The IRIS manages one or more of the following function categories: sensing, transportation behavior prediction and management, planning and decision making, and vehicle control. IRIS is supported by real-time wired and/or wireless communication, power supply networks, and cyber safety and security services.

Abstract: Provided herein is technology relating to automated driving and particularly, but not exclusively, to a system configured to provide full vehicle operations and control for connected and automated vehicles (CAV) and, more particularly, to a system configured to manage and/or control CAV by sending individual vehicles with detailed and time-sensitive control instructions for lateral and longitudinal movement of vehicles, including vehicle following, lane changing, route guidance, and related information.

Abstract: In an embodiment, a method includes: depositing a protective layer on a source/drain region and a gate mask, the gate mask disposed on a gate structure, the gate structure disposed on a channel region of a substrate, the channel region adjoining the source/drain region; etching an opening through the protective layer, the opening exposing the source/drain region; depositing a metal in the opening and on the protective layer; annealing the metal to form a metal-semiconductor alloy region on the source/drain region; and removing residue of the metal from the opening with a cleaning process, the protective layer covering the gate mask during the cleaning process.

Abstract: Provided herein is technology relating to automated driving and particularly, but not exclusively, to an intelligent information conversion system and related methods for providing collaborative automatic driving to intelligent transportation systems, vehicle networking systems, collaborative management control systems, vehicle-road collaborative systems, automated driving systems, and the like.

Abstract: This application provides a motor control unit, an electric drive system, a powertrain. A first terminal of a power transmission interface of the motor control unit is connected to a first input terminal of an inverter circuit by using a first direct current switch, and a second terminal of the power transmission interface is connected to a first terminal of a switch circuit. The switch circuit includes three switch branches, where first terminals of the three switch branches are connected to the first terminal of the switch circuit, second terminals of the three switch branches are respectively connected to one-phase output terminals of the inverter circuit, and each switch branch includes a controllable switch. The input terminal of the inverter circuit is connected to a power battery pack by using a second direct current switch. Using the motor control unit reduces a volume and hardware costs, and improves applicability.

Abstract: This application provides a charging system and an electric vehicle. The charging system includes a motor control unit (MCU) and a first inductor. A first bridge arm in the MCU and the first inductor constitute a voltage conversion circuit. When a power supply voltage is less than a minimum charging voltage of a power battery, the MCU may perform boost conversion on the power supply voltage by using the voltage conversion circuit, and output the power supply voltage obtained after boost conversion to the power battery as a first output voltage, where the first output voltage is not less than the minimum charging voltage. In this application, space occupied by the charging system and costs of the charging system can be reduced while the charging system is used to perform boost conversion on the power supply voltage.

Abstract: An on-board distributed power supply system is coupled to an on-board distributed drive system. The on-board distributed drive system includes at least two power trains, and the on-board distributed power supply system includes at least two low-voltage battery pack groups. Each low-voltage battery pack group of the at least two low-voltage battery pack groups includes at least one low-voltage battery pack. Each low-voltage battery pack of the at least one low-voltage battery pack includes a plurality of battery cells. Each low-voltage battery pack group of the at least two low-voltage battery pack groups is correspondingly electrically connected to at least one of the power trains in the on-board distributed drive system, and is configured to provide electric energy for each power train of the at least two power trains in the on-board distributed drive system.

Abstract: This application provides a charging system and an electric vehicle. The charging system mainly includes an MCU and a motor. N bridge arms in the MCU and N motor windings in the motor are multiplexed to constitute a voltage conversion circuit. When a power supply voltage is less than a minimum charging voltage of a power battery, the MCU may perform boost conversion on the power supply voltage by using the voltage conversion circuit, and output the power supply voltage obtained after boost conversion to the power battery as a first output voltage, where the first output voltage is not less than the minimum charging voltage. In this application, space occupied by the charging system and costs of the charging system can be reduced while the charging system is used to perform boost conversion on the power supply voltage.

Abstract: The technology relates to a systematic intelligent system (SIS) configured to share data and allocate computing resources among automated driving systems (ADS), e.g., using unified data specifications and interfaces. The SIS comprises systematic intelligent units (STU) that serve components of ADS, including vehicle intelligent units (VIU) and roadside intelligent units (RIU), and is configured to perform methods to serve an entire trip.

Abstract: Technologies relating to system and method of real-time video overlaying or superimposing display from multiple mutually synchronous cameras. are disclosed. An example method of real-time video overlaying includes the steps of: synchronizing frame rates of a depth data, a face meta data, and a video data of a first camera video output captured by a first camera; determining a first depth between a user face and the first camera; using a cutoff depth to determine a user body contour; generating a binary mask of the user body contour based on the first depth and the cutoff depth; smoothing an edge of the binary mask; merging the binary mask with the first camera video output and generating a merged first camera video output; and overlaying the merged first camera video output onto a second camera video output.

Abstract: An example system includes: a landmark detection engine to detect landmark positions of landmarks in images based on facial detection; an optical flow landmark engine to determine the landmark positions in the images based on optical flow of the landmarks between the images; a landmark difference engine to determine, for a landmark in a given image: a distance between a detected landmark position and an optical flow landmark position of the landmark; and a weighted landmark determination engine to determine, for a first and second image, a position for the landmark in the second image based on: a respective detected landmark position and a respective optical flow position of the landmark in the second image; and respective distances, determined with the landmark difference engine, between a first detected landmark position of the landmark in the first image and respective optical flow landmark positions for the first and second images.

Abstract: Provided herein is technology relating to automated driving and, more particularly, to an automated driving system comprising a Connected Automated Vehicle Subsystem that interacts in real-time with a Connected Automated Highway Subsystem to provide coordinated sensing; coordinated prediction and decision-making; and coordinated control for transportation management and operations and control of connected automated vehicles.

Abstract: Provided herein is technology relating to intelligent transportation systems and automated vehicles and particularly, but not exclusively, to function allocation systems and methods for a connected automated vehicle highway system that provides transportation management and operations and vehicle control for connected and automated vehicles.

Abstract: An implantable spacer for placement between adjacent spinous processes in a spinal motion segment is provided. The spacer includes a body defining a longitudinal axis and passageway. A first arm and a second arm are connected to the body. Each arm has a pair of extensions and a saddle defining a U-shaped configuration for seating a spinous process therein. Each arm has a proximal earning surface and is capable of rotation with respect to the body. An actuator assembly is disposed inside the passageway and connected to the body. When advanced, a threaded shaft of the actuator assembly contacts the earning surfaces of arms to rotate them from an undeployed configuration to a deployed configuration. In the deployed configuration, the distracted adjacent spinous processes are seated in the U-shaped portion of the arms.

Abstract: A dust collector includes a housing, a passage structure and a dust collecting region. The passage structure is disposed in the housing, and configured to accelerate an airflow containing dust particles and separate the dust particles from the airflow. The dust collecting region is connected to the passage structure, and is configured to collect at least part of the dust particles of the airflow.

Abstract: The disclosure relates to a tape laying apparatus configured to lay prepreg tape to mould surface. The tape laying apparatus includes a tape supply spool, a compaction head, a cutting tool and at least one travel distance adjustment component. The tape supply spool is configured for the prepreg tape to be wound thereon. The compaction head is configured for delivering the prepreg tape to the mould surface from the tape supply spool. The cutting tool is movable along a cutting path. The cutting tool is configured to cut the prepreg tape passing through the cutting path. The at least one travel distance adjustment component is movably located between the cutting path and the compaction head and configured to push the prepreg tape passing through the cutting path so as to increase or decrease a travel distance of the prepreg tape from the cutting path to the compaction head.

Abstract: An implantable spacer for placement between adjacent spinous processes in a spinal motion segment is provided. The spacer includes a body defining a longitudinal axis and passageway. A first arm and a second arm are connected to the body. Each arm has a pair of extensions and a saddle defining a U-shaped configuration for seating a spinous process therein. Each arm has a proximal caming surface and is capable of rotation with respect to the body. An actuator assembly is disposed inside the passageway and connected to the body. When advanced, a threaded shaft of the actuator assembly contacts the caming surfaces of arms to rotate them from an undeployed configuration to a deployed configuration. In the deployed configuration, the distracted adjacent spinous processes are seated in the U-shaped portion of the arms.