Abstract: Front bumper assemblies for vehicles are disclosed. The front bumper assemblies may include a bumper reinforcement with a plurality of pedestrian energy absorbers positioned adjacent to a front face of the bumper reinforcement. The plurality of pedestrian energy absorbers are arrayed along a width direction of the bumper reinforcement. A plurality of bumper cover supports are positioned at least one of atop or adjacent the bumper reinforcement and may be attached to the bumper reinforcement. Each of the plurality of bumper cover supports is offset from the forward contact surfaces of the pedestrian energy absorbers in a front impact direction. Each of the plurality of bumper cover supports is more compliant in a front impact direction than in a vertical direction. As a result, a bumper cover of the front bumper assembly is more compliant in a front impact direction while being more rigid in the vertical direction.

Abstract: A bumper assembly includes a bumper upper member that is reinforced in a vehicle vertical direction against a bumper energy absorber structure. The bumper upper member includes a vertical rigidity flange that extends outwardly toward the bumper energy absorber that limits movement of the bumper upper member in response to a downward vertical force, which can improve static subjective rigidity, while maintaining pedestrian performance.

Abstract: Grille assemblies, vehicles including grille assemblies, and methods of concealing one or more components of a vehicle are disclosed herein. A grille assembly may include an inner frame defining a central opening therethrough. The inner frame may include a lower portion having a concealment flange. The concealment flange may extend from the inner frame toward an engine compartment portion of the vehicle at a depth. The concealment flange may extend such that it obscures one or more vehicle components positioned adjacent to the central opening when viewed from a location outside the engine compartment through the grille assembly.

Abstract: In a method for activating a personal protection device for a motorcycle, which personal protection device has at least one airbag that is capable of being deployed in a region facing away from a driver of the motorcycle, in front of a front fork and/or in front of a front windshield and/or in front of a front headlight of the motorcycle, a collision signal is read in that represents a collision or an impending collision of the motorcycle, and subsequently an activation signal is provided, using the collision signal, in order to activate the personal protection device and deploy the at least one airbag.

Abstract: A vehicle safety system having an external safety system for protecting a pedestrian, and a device for activating the external safety system the device being connected to a pre-crash sensor system (10, 11) and an in-crash sensor system (16). The device is arranged to perform an object classification of a first signal from the pre-crash sensor system and to determine a threshold (T1, T2) for the in-crash sensor system as a function of the object classification.

Abstract: A method for sensing occupancy status within an automotive vehicle uses a radar sensor system, the radar sensor system comprising an antenna system, at least one sensor (10) and processing circuitry (18). The method comprises illuminating, using the antenna system, at least one occupiable position within the vehicle with continuous wave (CW signals), the CW signals being frequency modulated in time. At least one sensor signal (a) reflected as a result of the CW signals, is received using at least one sensor (10) the at least one sensor (10) defining a plurality of receive channels (1 . . . i), each channel having a different frequency (f1 . . . fi). Processing circuitry (18) is operable for applying, for each receive channel (1 . . .

Abstract: An instrument panel and energy absorbing system for a vehicle includes an instrument panel reinforcement extending from a passenger side to a driver side of a vehicle. At least one bracket is secured to the instrument panel reinforcement. A one piece instrument panel includes an open bin structure formed thereon. An opening is formed in the instrument panel and receives a glove box structure. A trim panel is connected to the instrument panel about the opening and open bin structure. When an impact force is applied to the glove box, the glove box travels along a path from an unengaged position to an engaged position wherein the trim panel contacts the at least one bracket to absorb at least a portion of the impact force, when the glove box is in the engaged position.

Abstract: A number of variations may include a product comprising an airbag cushion constructed and arranged to provide an occupant with at least one of head, shoulder, or torso coverage, wherein the airbag cushion comprises an upper chamber and a lower chamber, and wherein the lower chamber is constructed and arranged to overlap at least a portion of a center console in a vehicle when the airbag cushion is in a deployed condition.

Abstract: The invention provides a method of protecting a vehicle occupant (14) during a side impact which includes a side airbag (10) comprising an inflatable thorax section (16) and an inflatable arm lift section (18). Inflation of the arm lift section (18) results in lifting of the arm (24) of the occupant (14). Furthermore an airbag (10) comprising an inflatable thorax section (16) and an inflatable arm lift section (18) is described.

Abstract: In a vehicle side airbag device, when inflator operates, gas is supplied to left and right chambers of rear bag portion, and gas is supplied from communication opening through between a left and right side partitioning portions directly into a front bag portion. When inflation and expansion of the chambers are completed, the left and ride side partitioning portions are pushed against one another by internal pressures of the chambers, and the communication opening is closed-off. A valley, that is recessed toward a vehicle rear side, is formed at a front surface of the rear bag portion. At a time when the rear bag portion interferes with a vehicle occupant who is at an improper position, this valley is expanded due to the left and right chambers moving apart from one another in a vehicle left-right direction.

Abstract: An airbag apparatus includes a first airbag (10) that deploys rearward from a position in front of an occupant (D) upon an oblique collision and a second airbag (20) that deploys so as to cover a cabin side wall upon an oblique collision. The second airbag (20) includes a wraparound portion (23) which deploys so as to protrude towards the inside of the cabin at a position further on the front side from an outer edge portion (10a) that is a portion, opposing the cabin side wall, of a peripheral edge of the deployed first airbag (10) to restrict the outer edge portion (10a) from being displaced forward.

Abstract: The present disclosure provides filtration devices for use in automotive airbag applications and related methods. For example, a filtration device for use in automotive airbags can be provided that includes a body comprising at least one of a reticulated metal foam or a reticulated ceramic foam. In some embodiments, the body can have between about 35 pores per square inch and about 65 pores per square inch through which air passes that is generated upon activating a pyrotechnic charge in an air bag inflation mechanism. In some embodiments, the body can include interconnected struts that define pores within the body through which gas passes that is generated upon activating a pyrotechnic charge in an air bag inflation mechanism.

Abstract: The present invention provides a gas generator including an ignition device provided at one end of a cylindrical housing and a diffuser portion having a gas discharge port and provided at the other end of the housing, molded articles of a gas generating agent and a molded article of a pressure increasing agent charged into a combustion chamber inside the cylindrical housing, the molded articles of a gas generating agent charged into a charging space remained except for a charging portion for the molded article of a pressure increasing agent inside the combustion chamber such that the molded articles of a gas generating agent are in contact with the ignition device and a total volume of the molded articles of a gas generating agent is less than a volume of the charging space, the molded article of a pressure increasing agent charged in contact with the molded articles of a gas generating agent at a position axially distant from the ignition device, a combustion temperature of the molded articles of a gas ge

Abstract: An improved high-pressure gas cylinder is provided, which includes a container and a plug. The container has an air passage which communicates an interior of the container with an exterior of the container. The plug includes a body and a sealing sheet, wherein the body is fixed in the air passage. The body has a hole which communicates with the interior of the container, and the sealing sheet covers the hole. The body and the sealing sheet are integral. Whereby, the plug is able to tightly seal the container to reduce the possibility of wasting gas; additionally, the manufacturing process would be less complicated and efficient with the simplified plug.

Abstract: The present invention provides a gas generator, including: a housing with a gas discharge port; an igniter assembly and a gas generating agent in the housing; and a metallic cup of constant inner diameter covering the igniter to define a charging chamber. The igniter assembly includes a main body, including an ignition portion and a electro-conductive pin integrated with a metallic collar by a resin. The metallic collar has a fixing portion inserted into a hole in a bottom surface of the housing and a remaining portion projecting inward from the bottom surface of the housing, and a guide portion. An inner circumferential wall surface of the metallic cup and an outer circumferential wall surface of the fixing portion are press-fitted, and an annular gap is formed between the inner circumferential wall of the metallic cup member and an outer circumferential wall surface of the guide portion.

Abstract: An airbag device for installing in a bonnet of a vehicle to manage energy transferred during an impact with a pedestrian. In one aspect, the airbag device comprises a housing containing an airbag and a deployable cover panel, wherein the cover panel includes an outer member coupled to a carrier member, wherein the carrier member is coupled to the airbag housing and configured to separate from the airbag housing upon inflation of the airbag. In another aspect, the airbag device comprises an airbag housing and a cover panel, the cover panel being separable from and tethered to the housing so as to limit displacement of the cover from the housing.

Abstract: A method of packaging an air-bag includes providing an air-bag having a base. A first part of the air-bag is folded at least partly towards the base of the air-bag and additionally folded such that the first part of the air-bag incorporates at least one Z-fold. The first part of the air-bag and a second part of the air-bag are at least partly rolled towards the base of the air-bag to package the air-bag.

Abstract: A supplemental restraint system (100) that can be worn by a passenger and that can be attached to a conventional seat belt having at least a shoulder belt section and a lap belt section. The supplemental restraint system (100) primarily includes a body component (120) and a strap component (140). The body component (120) is provided with two first belt holders (126) on its front body member (122), each of which is positioned near the shoulder portion of the body component (120). Two second belt holders (128) are provided on an end portion (122a) of the front body member (122) extending to the lap area of the passenger. The first and second belt holders (126, 128) are configured to securely hold in place the shoulder and lap belt 120 sections, respectively, of the conventional seat belt.

Abstract: A belt retractor for a safety belt, having a belt reel for winding or unwinding the safety belt, and a belt force limiting installation which comprises a first and second torsion bar for limiting belt force. The belt retractor has a free-wheeling transmission Which operates depending on the rotation angle and which after activation of the belt force limiting installation initially leaves the second torsion bar so as to be inactive, while the first torsion bar for limiting belt force is already being twisted, and the free-wheeling transmission activates the second torsion bar as soon as the free-wheeling transmission has been rotated about a predefined maximum free-wheeling rotation angle.

Abstract: A thick film polymer membrane switch can be positioned within a seat belt buckle. The switch can detect if the seat belt buckle is fastened or unfastened. In one approach, an apparatus includes a housing having a cavity, an insertion member moveable within the cavity, a connector positioned within the cavity, and a switch positioned within the cavity, wherein movement of the insertion member causes the connector to connect or disconnect from the switch. In some approaches, the switch includes a first conductive element formed adjacent a first layer of flexible film, and a second conductive element formed adjacent a second layer of flexible film, wherein the first and second layers of flexible film are separated by a gap.

Abstract: A method for preventing a relay attack of a smart key system for a vehicle according to the present invention accurately calculates a current spaced distance between an SMK unit and a fob key by using an RSSI included in a response signal and a current voltage level in a process of decoding the response signal when the fob key carried by a user receives a signal applied from the SMK unit installed in a vehicle and then transmits the response signal having at least two kinds of information to the SMK unit, and detects a challenge signal applied from the SMK unit installed in the vehicle and a noise signal included in the response signal, thereby enabling an operation of the vehicle only in a state where the carrier of the fob key secures a predetermined visual distance from the vehicle, and more definitely preventing a third party from breaking into the vehicle through RF bi-directional authentication.

Abstract: A wheel cover system includes a wheel that may be coupled to a vehicle The wheel has an exposed lateral surface and an outer edge. A tire has a front side and the front side has an opening extending therethrough. The tire is coupled to the wheel such that a bounding edge of the opening abuts the outer edge of the wheel leaving the exposed lateral surface exposed. A panel is provided that is comprised of a rigid and fluid impermeable material. A plurality of hooks is each coupled to the panel. The hooks engage the wheel to retain the panel on the wheel. The panel prevents a cleaner from contacting the exposed lateral surface when the cleaner is applied to the front side of the tire.

Abstract: An undercarriage vehicle washer comprising a Z-shaped body, where the Z-shaped body extends between a handle and an undercarriage portion each connected with a pair of elbow joints; a fitting attached to the handle, where the fitting connects the Z-shaped body to a water hose; a sprayer coupled to an end of the undercarriage portion, where the sprayer directs an upward stream toward an undercarriage of a vehicle; a pair of wheels attached to the sprayer.

Abstract: Provided are a compact, highly reliable electric parking brake driving device and an electric parking brake device. This electric parking brake driving device transmits a driving force generated by an electric motor to a parking brake actuator via a speed reduction mechanism, and makes the wheels generate a braking force. A gear body of the electric parking brake driving device is formed by joining a lower body and an upper body. A bracket member is fixed to the lower body, and the electric motor is positioned in the radial direction by engaging with the bracket member. A rubber disk is placed between the lower end surface of the electric motor and the bottom surface of the lower body, and the rubber disk impels the electric motor toward the bracket member in the direction of the rotation axis.

Abstract: Provided is a vehicle braking force controller that can realize both improvement of passengers' riding comfort and feeling, and quick responsiveness, and that is excellent in stability against noise. The vehicle braking force controller provides a braking force command value in response to a stroke amount of a brake pedal operated by a driver, to a braking device which provides braking force to wheels. A stroke amount detection unit which detects a stroke amount inputted to the brake pedal is provided. A path-corresponding braking force command value changing unit is provided which changes the relationship between the stroke amount and the braking force command value determined based on the stroke amount, in response to an increase-decrease path that the stroke amount inputted from the brake pedal is following.

Abstract: A powered hand brake for locomotive brakes that latches a brake chain into a locked position after the brake cylinder has applied the locomotive brakes. A computer controlled brake system may be interconnected to the brake cylinder and the latch and programmed to set the latch into the latched position when the brake cylinder has moved the locomotive brake into the applied position. An actuator is coupled to the brake chain to take up slack in the brake chain as the brake chain moves between the first and second positions. The actuator can comprise a motor or a tensioning cylinder that takes up slack in the brake chain after the brakes have been applied. Alternatively, the actuator may comprise a linkage connecting the brake chain to the locomotive brake so that the slack in the brake chain is taken up as the brakes are applied.

Abstract: A slope-descending speed control device 10 for a vehicle configured to control a vehicle deceleration so that an actual vehicle speed conforms to a target vehicle speed in accordance with a target deceleration Gxbt of a PID feedback control executed in accordance with a difference between a target vehicle speed Vxt and an actual vehicle speed Vx. In a situation where an actual vehicle speed is higher than a target vehicle speed, with a component in a hill-descending direction of gravitational acceleration of the vehicle at a time point when a condition for starting a slope-descending speed control is satisfied being a reference gravitational acceleration Gxd0, when a difference between a component Gxd in a hill-descending direction of gravitational acceleration and the reference gravitational acceleration Gxd0 is between upper and lower reference values, a target deceleration Gxbti of the integral term is not integrated to restrain its increase.

Abstract: A vehicle braking control device includes: an indicated-value-setting unit for setting an indicated current value, which relates to a differential pressure valve provided to a channel between a master cylinder and a wheel cylinder, to a value corresponding to a required differential pressure; and a depressurization-starting differential pressure acquisition unit for acquiring, as a depressurization-starting differential pressure, the differential pressure at the point in time when a pressurizing state for increasing the differential pressure caused by the differential pressure valve transitions to a depressurizing state for reducing the differential pressure caused by the differential pressure valve. The area between the depressurization-starting differential pressure and a boundary differential pressure is set as a depressurization-starting differential pressure area.

Abstract: A method for regulating motor vehicle electrohydraulic brake systems having a pressure supply apparatus actuated by a control unit and hydraulically connected to wheel brakes via a pressure regulating valve. The pressure supply apparatus includes a cylinder-piston assembly operated by an electromechanical actuator. A set point pressure value is determined for each wheel brake. The cylinder-piston assembly is actuated to a predetermined pilot pressure in the hydraulic pressure chamber. A pilot pressure actual value and an actuator speed actual value are obtained. A pilot pressure set point value, the pilot pressure set point value and the pilot pressure actual value are fed as input variables to a regulator which outputs an actuator speed set point value. The actuator speed and actual set point values are fed as inputs to the speed regulator. The actuator speed set point value is modified as a function of the number of brakes.

Abstract: A vehicle control device corrects the amount of brake control according to the degree of stall prevention requests such that the brake control amount is matched to a travel state. For example, when the vehicle body speed is low, the vehicle body is often traveling a road surface that is difficult to travel, and the degree of stall prevention requests is small. In such cases, the vehicle control device exhibits LSD effects and increases ground-covering properties by executing vehicle wheel slip control based on stronger brake control, while increasing safety properties by better enabling generation of deceleration. Then, as the vehicle body speed increases, because it is conceivable that the vehicle body is leaving a place that is difficult to travel and the degree of stall prevention requests is high, the vehicle control device executes switching such that brake control is lowered.

Abstract: Vibrations of a hydraulic pressure in an upstream portion due to operations of a slip control device during anti-lock control are transmitted to a control pressure chamber via a pressurizing piston of a master cylinder and a control piston of a regulator. During anti-lock control, in contrast, a pressure-increase linear valve and a pressure-reduction linear valve are opened, allowing change in volume of the control pressure chamber, resulting in reduction in stiffness. This reduction suppresses vibrations of a hydraulic pressure in the control pressure chamber, resulting in suppression of vibrations of a hydraulic pressure in a front pressure chamber. As a result, it is possible to reduce the lowering in control accuracy for a hydraulic pressure in a brake cylinder in anti-lock control using the hydraulic pressure in the front pressure chamber, which can well avoid a long braking distance.

Abstract: A hydrodynamic retarder device for installation in a driveline to a vehicle, wherein the retarder device comprises: a blade-equipped stator which, together with a blade-equipped rotor, forms a blade system with a workspace for receipt of an aqueous working medium, and a retarder circuit connected to the workspace to control the inflow of a working medium to the workspace, wherein the retarder circuit is installed to be connected to the vehicle's ordinary cooling water circuit. The retarder circuit comprises valve elements to shut off the flow of working medium to the workspace, and a negative pressure generator is connected in the retarder circuit, which is installed to reduce the pressure in the workspace to or below the vapor pressure for the working medium, so that the workspace is thus evacuated of the liquid working medium. The invention also pertains to a method and a vehicle.

Abstract: An object is to provide a master cylinder that ensures the responsivity during brake actuation, improves a release delay during brake release, ensures the responsivity during automatic braking, and quickly releases the residual pressure in the hydraulic chamber.

Abstract: In a master cylinder, a piston seal provided in a circumferential groove includes an annular base section, an inner circumferential lip section protruding from an inner circumferential side of the base section to come into sliding contact with an outer circumferential surfaced of a piston, an outer circumferential lip section protruding from an outer circumferential side of the base section to abut the circumferential groove, and an intermediate protrusion section protruding from a portion between the inner circumferential lip section and the outer circumferential lip section of the base section to a position further forward than the outer circumferential lip section. At least one inner circumferential side groove extending in an axial direction and opened at a front end side of the intermediate protrusion section is formed in a surface of the inner circumferential lip section side of the intermediate protrusion section.

Abstract: The present invention relates to a device and a method for braking, and a vehicle comprising the same. The present invention has an effect of easily releasing a braking force of a parking brake by switching between a first state, in which first and second lines of a service brake are connected and first and second lines of the parking brake are connected, and a second state, in which the first line of the service brake and the second line of the parking brake are connected.

Abstract: A method for controlling a brake booster in a hydraulic brake system, in which the smallest partial pressure target value of at least three partial pressure target values is ascertained, and is then defined as the target pressure value and is then set using a brake booster.

Abstract: A brake system for motor vehicles controlled in a brake-by-wire operating mode by the vehicle driver and independently. A normally open simulator valve is used, and no isolating valves are required for decoupling the master brake cylinder pressure chambers from the wheel brakes. The simulation device is not connected to one of the pressure chambers of the master brake cylinder and is isolated hydraulically from the pressure chambers of the master brake cylinder, but is coupled directly to the movement of the first master brake cylinder piston. The first master brake cylinder piston is formed as a stepped piston with a circular face and an annular face, the circular face delimits the first pressure chamber and the annular face delimits the hydraulic chamber, wherein a pressure effect in the chamber corresponds to a force which acts on the first master brake cylinder piston against the actuation direction.

Abstract: The electric brake device includes a brake rotor, a brake pad, an electric motor (2), a linear motion mechanism, and a controller (9). The controller (9) includes: a motor angular velocity control section (40) to control an angular velocity of the electric motor (2); and a motor angular velocity limiting section (41) to limit the angular velocity of the electric motor through the motor angular velocity control section (40) such that an angular velocity ?b of the electric motor (2) in a no-load state and an angular velocity ?r of the electric motor (2) in a no-load state satisfy |?b|>|?r| in which the angular velocity ?b is controlled by the motor angular velocity control section (40) when a state shifts from a non-braking state to a braking state, and the angular velocity ?r is controlled by the motor angular velocity control section (40) when the state shifts from the braking state to the non-braking state.

Abstract: A method of controlling a brake system of a motor vehicle having a braking assistance function. The brake system including a master brake cylinder, activated with a brake pedal. A distance s between a valve piston connected to the brake pedal, and a transmission element, connected to a pressure piston of the master brake cylinder is sensed and the brake system is controlled as a function of the sensed distance s. Within the scope of this monitoring process, brake pedal release is detected even when the pressure-generating unit is activated. In addition, despite an active braking assistance function, consistent interplay occurs between activation by the driver and assistance-side activation of the brakes given satisfactory pedal feedback.

Abstract: A hybrid vehicle control device includes an engine, a motor/generator, an automatic transmission in which the gear ratio can be fixed by the driver's intention; and a drive wheel. The control device has an assist traveling mode and an engine generation traveling mode as hybrid modes in which the engine and the motor/generator are drive sources. The control device includes a rotational speed limit setting unit which sets a value that exceeds the upper rotational speed limit, at which the motor/generator can carry out a torque output, as the rotational speed limit of the engine motor rotational speed, and a rotational speed limit control unit for reducing the rotational speed limit to the rotational speed limit at which the motor/generator can carry out a torque output, when the engine motor rotational speed has reached the rotational speed limit and there is a torque output request of the motor/generator.

Abstract: A hybrid vehicle includes an engine coupled to a planetary gearset and an electric motor configured to provide motor torque directly to a torque transfer set. An overdrive clutch is configured to, when engaged, bypass at least a portion of engine torque to an overdrive shaft directly connected to the torque transfer set. This allows the engine to also provide torque directly to the torque transfer set along with the motor in an overdrive mode of operation. At least one controller is programmed to control the motor and/or the engine based on an estimated amount of torque transferred through the overdrive clutch.

Abstract: A hybrid vehicle includes at least one drive axle which can be driven by means of a drive device, which has an accumulator, an electric machine coupled to the accumulator in order to exchange electric energy and an internal combustion engine which, when activated, mechanically drives the electric machine to generate electric energy. The hybrid vehicle also includes a control unit which controls both the electric machine and the internal combustion engine.

Abstract: Charging/discharging control system for an electricity storage device includes motor/generator, electricity storage device, AC/DC conversion unit for performing AC/DC conversion processing between the AC power of motor/generator and the DC power of electricity storage device, and control device for controlling the charge and discharge of electricity storage device via AC/DC conversion unit. During charge control, in accordance with the charge state of electricity storage device, control device restricts the magnitude of the DC power that is obtained by converting the generation power generated by the regenerative braking of motor/generator at the deceleration and is supplied to electricity storage device.

Abstract: A hybrid vehicle includes a battery, a generating unit having an internal combustion engine and a generator which generates electric power by operating the internal combustion engine to supply the generated electric power to a motor or the battery, and the motor which is driven by the electric power supplied from at least one of the battery and the generating unit. A generation control apparatus for the hybrid vehicle evaluates the driving condition of the vehicle from viewpoints of the energy consumption at the motor, the NV performance of the vehicle and the generation efficiency of the generating unit and determines whether or not the operation of the generating unit is necessary based on an evaluation parameter of any one or more viewpoints.

Abstract: The invention relates to a controller (140) for a parallel hybrid electric vehicle having a powertrain comprising an engine (121), electric propulsion means (123B; 123C) powered by energy storage means (150), and electric generator means (123B; 123C) operable to be driven by the engine (121) to recharge the energy storage means.

Abstract: A hybrid vehicle control device is provided for controlling a drive system in a hybrid vehicle. The hybrid vehicle control device is provided with a hybrid control module that begins engagement of a clutch, and cranks a transverse engine using a motor/generator as a drive source, when a request is made to start an engine in an EV mode. The hybrid control module has a “normal start mode” and a “sound and vibration prioritizing startup mode” as engine startup modes. The “normal start mode” prioritizes drive force response performance. The “sound and vibration prioritizing startup mode” prioritizes sound and vibration reduction performance. If a drive range is selected and the vehicle is stopped when an engine startup request is made, then the “sound and vibration prioritizing startup mode” is selected, and the transverse engine is started.

Abstract: A motor vehicle comprising at least one driver assistance system (2) to pre-calculate future driving situations of the motor vehicle (1) for a specified time interval by evaluating ego data related to the motor vehicle (1) and environmental data related to the motor vehicle environment, wherein the motor vehicle (1) is controllable by a driver in a first operating mode of the driver assistance system (2), wherein the driver assistance system (2) is designed, upon fulfillment of one switchover condition dependent at least upon future driving situations, to be temporarily switched over into a second operating mode in which the motor vehicle (1) is autonomously controlled by the driver assistance system (2) without the possibility of intervention by the driver, wherein driving is continued in the second operating mode.

Abstract: Methods and systems for controlling a host vehicle to mitigate rear-end collisions. One method includes automatically maintaining the host vehicle at least a predetermined following distance from a front vehicle traveling ahead of the host vehicle. The method also includes detecting a rear vehicle traveling behind the host vehicle and determining when the rear vehicle poses a rear-end collision risk with the host vehicle. In addition, the method includes automatically, by a controller, increasing a speed of the host vehicle when the rear vehicle poses a rear-end collision risk with the host vehicle, and automatically reducing the predetermined following distance to decrease a distance between the host vehicle and the front vehicle and increase a distance between the host vehicle and the rear vehicle when the rear vehicle poses a rear-end collision risk with the host vehicle.

Abstract: A vehicle travel control apparatus includes a sensor (16) that obtains preceding vehicle information representing a status of a first preceding vehicle; a communication apparatus (18) that obtains preceding vehicle acceleration/deceleration information, which is generated in a second preceding vehicle, via communication with the second preceding vehicle; and a controller (10) that generates a first target value related to a target acceleration/deceleration value of a host vehicle based on the preceding vehicle information and a second target value related to the target acceleration/deceleration value of the host vehicle based on the preceding vehicle acceleration/deceleration information, and controls acceleration/deceleration of the host vehicle based on the generated first and second target values, wherein the controller (10) corrects the preceding vehicle acceleration/deceleration information according to an index value to generate the second target value, the index value representing an identity between t

Abstract: A vehicle travel control apparatus includes: a sensor that obtains preceding vehicle information representing a status of a preceding vehicle; a communication apparatus that obtains preceding vehicle acceleration/deceleration information, which is generated in the preceding vehicle, via communication with the preceding vehicle; and a controller that generates a first target value related to a target acceleration/deceleration value of a host vehicle based on the preceding vehicle information and a second target value related to the target acceleration/deceleration value of the host vehicle based on the preceding vehicle acceleration/deceleration information, and controls acceleration/deceleration of the host vehicle based on the generated first and second target values, wherein the controller corrects the preceding vehicle acceleration/deceleration information according to a travel scene to generate the second target value.