Abstract: Provided are a seat belt retractor and a seat belt device with which it is possible to improve energy absorption characteristics and a restraining property. The seat belt retractor includes a spool that performs winding of a webbing for restraining an occupant, a shaft inserted through an axial center of the spool, and a locking base connected to the shaft and capable of switching between a rotating state and a non-rotating state. The seat belt retractor further includes a load adjustment member disposed between the shaft and the locking base and that blocks or reduces load transmission in a case where a load equal to or greater than a threshold is applied to the shaft, and an energy absorption device disposed between the spool and the locking base and capable of changing an energy absorption amount according to a relative rotation speed between the spool and the locking base. The energy absorption device is connected in parallel with the load adjustment member.

Abstract: A webbing take-up device includes: a spool that takes up webbing worn by an occupant and is rotated in a pull-out direction due to the webbing being pulled out; a base lock that is provided capable of rotating integrally with the spool and is restricted from rotating in the pull-out direction of the spool in vehicle emergency; a pawl that is rotated together with the spool and that, by being displaced to an engaged position, engages with a winding ring and transmits rotation force of the spool to the winding ring; and a trigger ring that is provided capable of being displaced in a rotation circumferential direction of the spool with respect to the spool and includes a pawl-abut portion, abutting the pawl and displacing the pawl to the engaged position when the spool is rotated in the pull-out direction with respect to the lock section.

Abstract: A safety system for preventing a living body from being locked in a vehicle comprises a warning unit, a detection device and a limiting device. The detection device is disposed in a passenger's protection device which has to be used by a passenger when the vehicle is being driven. The detection device detects whether the passenger's protection device is in use or not to generate a corresponding detection signal. The warning unit turns on or turns off a warning device according to the detection signal and generates a corresponding control signal. The limiting device locks the vehicle key in the key slot or to release the vehicle key from the key slot according to the control signal after the vehicle has been parked.

Abstract: The components of the alarm system are fully enclosed within a portable housing and require no external power or data signal connections. An audible alarm signal is generated in response to the output to one or more sensors indicating a particular occurrence, if a proximity signal from a mobile transmitter located within a given range of the vehicle is not received, indicating that the driver has left the vehicle unattended and vulnerable to attack. When the vehicle is being driven by an authorized driver having the transmitter, the received proximity signal prevents the generation of the audible alarm resulting from sensor being triggered by vehicle movement during transit including irregular road surface conditions. A GPS unit transmits a signal indicating the state of the alarm and the location of the housing in response to the alarm signal.

Abstract: A vehicle-side device includes a vehicle-side control unit that controls transmission of a request signal and performs predetermined control when authentication is successful on the basis of an answer signal, a portable device includes a portable-device control unit that detects reception intensity information of the request signal transmitted from the vehicle-side device and transmits an answer signal based on the reception intensity, the vehicle-side control unit controls a vehicle-side transmission unit so that the vehicle-side transmission unit transmits the request signal including the determination signal having an intensity level different for each section, and the vehicle-side control unit or the portable-device control unit determines whether or not the request signal is a true signal on the basis of a fluctuation in the reception intensity in each section of the determination signal received by the portable device.

Abstract: A vehicle includes: a Low Frequency (LF) communication unit transmitting an authentication request signal to a smart key through an LF communication network; a Radio Frequency (RF) communication unit receiving an authentication response signal from the smart key through an RF communication network; and a controller measuring an authentication response time period based on a time at which the authentication request signal is transmitted and a time at which the authentication response signal is received and determining whether authentication with the smart key is successful based on the authentication response time period.

Abstract: The embodiments of the present disclosure provide vehicle control method and device, to overcome the problems that powerful evidences for dealing with the damaged vehicle cannot be obtained if the vehicle owner falls to hear alarm sound or cannot immediately return to the spot of vehicle in existing technology of parking security. The method includes: monitoring whether a warning apparatus of a vehicle is triggered to raise alarm after determining the vehicle is locked; and switching on a camera apparatus in the vehicle to capture multimedia data about surroundings of the vehicle when the warning apparatus is triggered to raise alarm. According to the embodiments of the disclosure, even if the vehicle owner falls to hear alarm sound or cannot immediately return to the spot of vehicle, powerful evidences for dealing with the damaged vehicle can be provided for the vehicle owner.

Abstract: A wiper blade assembly is provided with an adhering member for clearing a glass surface, and a channel rail configured to retain the adhering member. The wiper further includes an elongate elastic member disposed above the channel rail having at least one slot formed therethrough, and configured to receive a protrusion extending vertically from the channel rail through the at least one slot. A symmetrical wind spoiler is disposed about the elastic member, and an integral channel rail fixing unit is embedded within the wind spoiler. The channel fixing unit defines channel rail support portions, vertical extensions extending from each of the channel rail support portions, and a connecting portion extending from each of the vertical extensions, wherein the channel rail support portions engage the protrusion and define a thickness greater than a thickness of the connecting portion.

Abstract: A heated wiper assembly has a frame for attachment to a windshield wiper arm of a vehicle and a resilient wiper body on the frame. A cover is mounted to the frame along opposing side edges and includes an apex which is raised relative to the side edges of the cover member to define at least one ramped and air deflecting surface and a hollow passage along the cover. A heating element received in the wiper body includes electrical leads extending through the hollow passage in the cover. A controller of the heating element is supported externally of the cover member. The conductive wires of the heating element are received within a common injection molded sheath. A wiring adapter is mounted in place of a fuse within a vehicle fuse box and includes circuits for ready connection of the heating element to a power source of the vehicle.

Abstract: A kit for connecting a wiper blade and multiple types of wiper arms, the kit including a container and a set of connectors located within an interior of the container. The set of connectors includes a first connector having a structure to receive and be connected to at least two different wiper arms that are part of a first class of wiper arms. The set of connectors includes a second connector having a structure to receive and be connected to at least two different wiper arms that are part of a second class of wiper arms. The set of connectors includes a third connector having a structure to receive and be connected to at least two different wiper arms that are part of a third class of wiper arms, wherein the first class, the second class and the third class are different from one another.

Abstract: A windscreen wiper device of the flat blade type includes an elastic, elongated carrier element, as well as an elongated wiper blade of a flexible material and a connecting device for an oscillating arm with the interposition of a joint part. The said joint part is detachably connected to said connecting device by engaging protrusions provided with co-axial through holes of said connecting device in recesses provided in said joint part. An upper surface of said joint part comprises a central recess arranged to accommodate a free end of a rod-shaped oscillating arm of a first type; a L-shaped shoulder near a free end of an oscillating arm of a second type comprising a transverse pivot pin, wherein said coaxial through holes are arranged to receive said pivot pin.

Abstract: There is provided a system and method of cleaning surfaces of an interior cabin space of a contamination comprising a microbial and viral load. The method includes the steps of sealing the interior cabin space and placing water, and a solid or gel pack, into a container and generating a vortex the container by rotating an impeller. The agitation causes the solid or gel pack to release a gaseous cleaning agent. An air-borne spray exiting from the container spreads throughout the interior cabin space to coat the surfaces to be cleaned within the interior cabin space. The cabin is maintained closed for an effective time period while the coating from the air-borne spray dwells on the surfaces to eliminate or substantially reduce the load of the contamination.

Abstract: A unmanned aerial vehicle (UAV) base station for automated battery pack exchange and methods for manufacturing and using the same. The UAV base station includes a battery-exchange system disposed within a housing having a top-plate. The housing contains a battery array having a plurality of UAV battery packs and a mechanical mechanism for automatically removing an expended battery pack from a UAV that lands on the top-plate and replacing the expended battery pack with a charged battery pack. Thereby, the UAV base station system advantageously enables extended and autonomous operation of the UAV without the need for user intervention for exchanging UAV battery packs.

Abstract: According to a parking lock control computer, in a case where there is a switching request from a non-parking lock state of a parking lock mechanism to a parking lock state based on a driver's manual operation of a P switch or a vehicle power switch, the P switch or the vehicle power switch is operated in a state where a vehicle speed V exceeds a P lock permissible vehicle speed Vp, a parking lock operation is inhibited, and a parking lock rejection history is stored, switching to the parking lock state of the parking lock mechanism by a door opening operation is permitted.

Abstract: When a following vehicle approaches a host vehicle, a following vehicle warning unit that issues a warning to the following vehicle on the basis of the likelihood of a front end collision, calculated by a front end collision likelihood calculation unit and the likelihood of a rear end collision, calculated by a rear end collision likelihood calculation unit, issues a warning to the following vehicle before activating a brake apparatus of the host vehicle at a brake force determined by a braking processing determination unit that determines a brake force required to prevent a collision between the host vehicle and a frontward obstruction on the basis of the likelihood of a front end collision.

Abstract: A cruise control arrangement for a vehicle is provided with a cruise control brake function that is set to a brake cruise speed. The cruise control arrangement is adapted to activate at least one auxiliary brake when the vehicle speed reaches the set brake cruise speed, and at the same time to apply a service brake of the vehicle to keep the speed of the vehicle at the set brake cruise speed, and is further adapted to decrease the brake power of the service brake at the same time as the brake power of the at least one auxiliary brake increases, such that the speed of the vehicle is kept at the set brake cruise speed. The speed of the vehicle can be held at the set cruise speed when an auxiliary brake is activated, regardless of the activation time of the auxiliary brake. In this way, an overshoot in speed can be avoided during the activation time of the auxiliary brake.

Abstract: A braking system for a motor vehicle for actuating hydraulically actuatable wheel brakes comprises a first and a second electrically controllable pressure source for providing a brake pressure for actuating the wheel brakes. A first electric energy supply unit and a second electric energy supply unit that is independent of the first electric energy supply unit are provided. An electrically controllable pressure modulation device for setting brake pressures that are individual to each of the wheel brakes has at least one electrically actuatable inlet valve for each wheel brake. The first pressure source can be supplied with electric energy by the first energy supply unit, the second pressure source can be supplied with electric energy by the second energy supply unit, and the pressure modulation device can be supplied with electric energy by the first energy supply unit and by the second energy supply unit.

Abstract: A hydraulic motor vehicle brake system arrangement includes an inlet pressure port, a tank port, an outlet pressure port, a normally open valve which can be controlled in an analog fashion and is arranged between the inlet pressure port and the outlet pressure port, and a pump with a suction side and a pressure side. The suction side of the pump is connectable to the inlet pressure port and to the tank port. A first check valve, which opens in the direction of the suction side, is arranged in the connection between the suction side and the tank port.

Abstract: Disclosed herein are a pressure control apparatus and a pressure control method thereof. The pressure control apparatus includes an input unit configured to receive an input of a current pressure value of a brake apparatus detected by a detection apparatus when drive of the brake apparatus is prepared, a determination unit configured to determine whether the input current pressure value is a preset standard pressure value, and a control unit configured to receive the current pressure value, transfer a determination command to the determination unit, transfer a hydraulic adjustment command to the brake apparatus so that the current pressure value reaches the standard pressure value when the current pressure value is not the standard pressure value, and cause an on/off operation of the brake apparatus to be iterated a predetermined number of times for a predetermined time.

Abstract: A device for reciprocally actuating a vehicle brake pedal in first and second directions for the purpose of bleeding its brake lines. A cylinder includes a fluid displaceable and length adjustable shaft extending therefrom, a clamp extending from the cylinder and adapted to securing to a steering wheel associated with the vehicle. A bracket extends from a remote extending end of the shaft and is adapted to mount to the vehicle brake pedal. A pair of fluid lines extends to first and second locations along the cylinder and a pressurized fluid source is selectively communicated with one of the lines in order to alternately depress and retract the brake pedal.

Abstract: Provided are embodiments of a suspension train comprising a shell body, wheels and a flow disturbing plate connected with the wheels, a suspension train operating system comprising a non-vacuum cover body and the suspension train traveling in the cover body in an ideal vacuum state at high speeds, and first and second propelling force sources converted from fluid resistance for multiplying propelling force of the train. A fluid channel communicating with the outside is formed between the upper surface of the flow disturbing plate with the lower surface being a concave-convex flow disturbing surface and the bottom of the shell body. The high-speed suspension train is completely driven by solar energy.

Abstract: A control system for a working machine that includes a power consumer (14) includes a prime mover (12), an energy storage unit (24) for storing energy, an auxiliary power unit (20) for generating power or consuming power, the auxiliary power unit (20) having a first connection (20a) coupled to the prime mover (12) and a second connection couplable to the energy storage unit (24). A controller (18) operatively coupled to the prime mover (12) and operatively couplable to the power consumer (14) is configured to estimate a required power of the power consumer (14), and to command the prime mover (14) to operate at an optimal operating point that produces the estimated required power.

Abstract: In a hybrid vehicle, in double-drive mode of an electric drive mode, in which the hybrid vehicle travels by using two motors, that is, a first motor and a second motor, in a state where execution of vibration damping control with the use of the second motor is being required, when it is possible to output a total torque, which is the sum of a second distribution torque and a vibration damping torque, from the second motor to a drive shaft, the vibration damping control with the use of the second motor is executed; whereas, when it is not possible to output the total torque from the second motor to the drive shaft, vibration damping control with the use of the first motor is executed.

Abstract: An exemplary adaptive drive control method includes receiving an input that characterizes a condition outside of an electrified vehicle, and using a powertrain mode controller to select an Auto-EV mode, EV-Later, or an EV-Now mode in response to the input.

Abstract: A transmission control method that improves fuel economy when gear shift and engine clutch release are to be simultaneously performed is provided. A parallel type hybrid electric vehicle having an engine clutch mounted between an electric motor and an engine includes a first controller that executes transmission gear shift during a first control period and a second controller that operates the engine clutch and generates an engine clutch release request. A third controller permits the engine clutch release request to release the engine clutch before the second control period upon determining that a time when the release request has been generated is within a third control period, which is a period before a second control period in which actual shift is generated within the first control period, and a remaining time until a time when the second control period is started is equal to or greater than a critical time.

Abstract: In a vehicle that includes an engine including a starter, an automatic transmission unit having an input shaft coupled to an output shaft of the engine via a first clutch, and a motor generator (hereinafter, referred to as “MG”) coupled to the input shaft of the automatic transmission unit via a second clutch, an electronic control unit starts up the engine with the use of the starter in a state where the MG is disconnected from the engine by releasing at least one of the first clutch or the second clutch when an IG-on operation has been made in an IG-off state (a state where the vehicle is stopped in a P range) and a power control unit that supplies electric power to the MG has a failure.

Abstract: Using an estimated electric angle calculated by an electric angle estimation unit, a PWM control unit controls an output of a motor generator (MG2) having an abnormality of a resolver. The electric angle estimation unit converts, into an estimated rotation angle speed, a rotation speed of MG2 estimated from rotation speeds of an engine and a normal motor generator mechanically coupled to MG2. The estimated electric angle is calculated by correcting a sum of the estimated electric angle in a previous control period and an estimated electric angle change amount between the previous control period and a present control period obtained from the estimated rotation angle speed, with a calculated and estimated electric angle error. The electric angle error is estimated from a control command for an inverter and an actual current value detected by a current sensor.

Abstract: A PCM (14) for controlling a behavior of a vehicle (1) having steerable front road wheels is configured to perform a control to reduce a driving force for the vehicle (1) according to a yaw rate-related quantity (e.g., steering speed) of the vehicle (1). Specifically, the PCM (14) is configured, after reducing the driving force in response to a change in the yaw rate-related quantity and according to the yaw rate-related quantity being changing, to increase the driving force so as to restore a value of the driving force before the reduction, and the PCM (14) is operable, when increasing the driving force so as to restore a value of the driving force before the reduction, to change a change rate during the increasing of the driving force, according to a magnitude of the yaw rate-related quantity thereduring.

Abstract: The vehicle behavior control device is designed to control a behavior of a vehicle having steerable front road wheels. The vehicle behavior control device comprises a PCM configured to perform control to reduce a torque for the vehicle according to a steering speed of the vehicle, and acquire an understeer-causing state of the vehicle which is a factor causing understeer, wherein the PCM is further configured to perform control to, after reducing the torque, increase the torque at a change rate decided based on the understeer-causing state of the vehicle acquired by the PCM.

Abstract: The vehicle behavior control device comprises a PCM configured to decide a target additional deceleration. The PCM is operable: to correct the target additional deceleration in such a manner that it is reduced by multiplying the target additional deceleration by a coefficient K1 set according to a vehicle speed, a coefficient K2 set according to a steering wheel angle, a coefficient K3 set according to an accelerator position and a coefficient K4 decided according to a required deceleration; when a value derived by multiplying the target additional deceleration by K1 and K2 is less than a threshold DT, to stop a torque reduction control; and, when the value derived by multiplying the target additional deceleration by K1 and K2 is equal to or greater than DT, and a value derived by multiplying the target additional deceleration by K3 and K4 is less than DT, to maintain the torque reduction control.

Abstract: The vehicle behavior control device is designed to control a behavior of a vehicle having steerable front road wheels. The vehicle behavior control device comprises a PCM configured to perform control to reduce a driving force for the vehicle according to a steering speed of the vehicle, wherein the PCM is operable to reduce a change rate during increasing of a reduction amount of the driving force according to the steering speed of the vehicle, to a smaller value, as a steering wheel angle of the vehicle becomes larger.

Abstract: The present disclosure provides an automatic parking system. The system comprises a data acquisition unit, a central processing unit and a vehicle control unit, wherein the data acquisition unit and the central processing unit are arranged in a parking lot, the vehicle control unit is arranged on a vehicle, and the central processing unit is respectively in communication connection with the data acquisition unit and the vehicle control unit. The data acquisition unit acquires environmental data around the vehicle, and sends the environmental data to the central processing unit; the vehicle control unit sends a parking request to the central processing unit and controls the vehicle according to received control instructions; and the central processing unit receives the parking request and the environmental data, generates the control instructions according to the environmental data and sends the control instructions to the vehicle control unit.

Abstract: The present disclosure provides an auto-parking system. The system includes a data acquiring unit, a center-processing unit, and a vehicle control unit, wherein the data acquiring unit and the center-processing unit may be provided in a parking lot, the vehicle control unit may be provided in the vehicle, the center-processing unit may be communicationally connected with the data acquiring unit in a wired way, and the center-processing unit may be communicationally connected with the vehicle control unit in a wireless way. The auto-parking system provided by the present disclosure may reduce the parking cost for the user of the vehicle, since it is necessary for each vehicle to only install a vehicle control unit.

Abstract: A parking assist apparatus includes a parking switch for instructing an execution or a release of a parking assist function, a sensor for searching a parking slot, and a controller for searching the parking slot using the sensor when the parking switch is turned on, entering a vehicle speed control mode to check an interface operation by a driver, controlling vehicle speed according to the interface operation, and performing a parking assist.

Abstract: The present invention provides a parking trajectory calculation apparatus and a parking trajectory calculation method capable of calculating a parking trajectory from an arbitrary parking start position. An aspect of the present invention recognizes a parking space for parking a subject vehicle in a preset limited area Area1, calculates a first parking trajectory from P1 to P0 for guiding the subject vehicle from the arbitrary parking start position to the parking space by causing the subject vehicle to first move backward, calculates a second parking trajectory from P2 to P0 by causing the subject vehicle to move backward after moving forward if the first parking trajectory from P1 to P0 cannot be calculated, and ends the calculation of the parking trajectory if the second parking trajectory from P2 to P0 cannot be calculated.

Abstract: A method includes continuously recording, by the autonomous driving safety or driver assistance system, at least one of vehicle-related data and vehicle surroundings-related data, continuously repeatedly deciding, based on the recorded data, whether a driving safety or driver assistance system process is to be autonomously initiated or carried out, and carrying out a checking process, during which sensor data and parameter settings that are necessary for the operation of the driving safety or driver assistance system are checked for the plausibility thereof. The checking process is carried out immediately following a start of travel of the motor vehicle. In a period of time between the start of travel of the motor vehicle and a start of operation of the driving safety or driver assistance system, an auxiliary process for an immediate and safe auxiliary mode of the driving safety or driver assistance system is used during a checking period.

Abstract: A vehicle running control apparatus is provided with: a first detector configured to detect an inter-vehicle distance, and a speed of a self-vehicle or a relative speed; a second detector configured to detect accelerator-off and brake-off; a first calculator configured to calculate an approaching degree; a second calculator configured to calculate target deceleration corresponding to an engine brake amount on the basis of the approaching degree if the accelerator-off and the brake-off are detected; a controller configured to change the engine brake amount in accordance with the target deceleration; and a regulator configured to regulate or restrict a number of changes from an increase side to a reduction side of the engine brake amount, and a number of changes from the reduction side to the increase side, to be less than or equal to a predetermined number of times.

Abstract: A vehicular control system includes a plurality of cameras that capture image data, at least one radar sensor that senses radar data and a control that processes image data captured by the cameras and sensed radar data. The control, responsive to processing of captured image data, detects lane markers and/or road edges and determines curvature of the road being traveled by the equipped vehicle. The control processes captured image data and sensed radar data to detect vehicles. The control, based on processing of captured image data and/or sensed radar data, detects another vehicle and determines distance from the equipped vehicle to the detected other vehicle. The control may, based at least in part on the detection of another vehicle and the determination of distance from the equipped vehicle to the detected other vehicle, determine whether it is safe for the equipped vehicle to execute a lane change maneuver.

Abstract: A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Abstract: Technologies for assisting vehicles with changing road conditions includes vehicle assistance data based on crowd-sourced road data received from a plurality of vehicles and/or infrastructure sensors. The crowd-sourced road data may be associated with a particular section of roadway and may be used to various characteristics of the roadway such as grade, surface, hazardous conditions, and so forth. The vehicle assistance data may be provided to an in-vehicle computing device to assist or facilitate traversal of the roadway.

Abstract: A system, method, and apparatus includes management of cruise speed in anticipation of upcoming terrain changes. A cruise speed controller can be structured to predict a change in speed of vehicle in light of an upcoming terrain feature, and lead a change in reference speed to which the cruise speed controller is regulating vehicle speed to accommodate the upcoming terrain feature. In one embodiment a physics based model of the vehicle is used to predict a speed change. If predicted speed change exceeds a threshold, the cruise speed controller will initiate a change in speed to either speed up for an upcoming uphill terrain feature, or slow down for an upcoming downhill feature. In one form the distance in advance of the terrain feature as well as the velocity change profile (acceleration or deceleration) are determined by computation of a regression formula.

Abstract: A system and method for controlling a transmission gear shift during a braking event in a vehicle having an electric motor and friction brakes both operable to brake the vehicle includes the step of reducing friction braking to increase wheel torque during the braking event. The braking event includes both friction braking and regenerative braking The reduction in friction braking to increase the wheel torque is based at least in part on a reduction in the wheel torque resulting from a change in gear ratio of a step-ratio transmission during the transmission gear shift.

Abstract: The present disclosure provides a shift control method for a hybrid vehicle with a DCT that includes: a shifting state-determining step in which a controller determines whether an inertia phase of power-off down-shift is entered; a motor torque-adjusting step that request to reduce regenerative braking torque of a motor as much as a predetermined requested reduction amount, when the controller determines that the inertia phase has been entered in the shifting state-determining step; and a clutch torque-reducing step that ends the motor torque-adjusting step and reduces torque of an engagement clutch, when the requested reduction amount of the regenerative braking torque of the motor is less than zero while the controller performs the motor torque-adjusting step.

Abstract: A drive control system for a front- and rear-wheel drive vehicle is provided. The drive control system is installed on the front- and rear-wheel drive vehicle, which is a two-wheeler equipped with a front wheel and a rear wheel both serving as driving wheels, one of which is a steered wheel. When the vehicle is banking, the drive control system performs control of decreasing target driving torque of the steered wheel according to an amount of accelerator operation during acceleration operation of a driver compared to when the vehicle is running upright.

Abstract: The present disclosure provides a method for vehicle data processing and a vehicle terminal, thereby solving the problem of the prior art that a driving vehicle cannot obtain the road condition ahead in time. The method includes: taking image data of road condition ahead via a camera when it is detected that a current road condition meets a share condition; obtaining current geographic position information as road condition position information via positioning; generating a corresponding driving data share packet by taking the image data of road condition and the road condition position information as road condition data; and sending the driving data share packet to a vehicle temporary network as a broadcast message for sharing the driving data share packet with peripheral devices. The driving data share packet is sent to vehicles in the vehicle temporary network, so that a driving vehicle may obtain the road condition information ahead in time.

Abstract: A method, a device, and a computer program defining a plurality of ambient conditions, associating a set of measurable ambient values for each of the ambient conditions, providing rules for computing a user attention requirement value based on the measurable ambient values, measuring one or more of the ambient conditions, and computing user attention requirement including the measured ambient values, using the rules.

Abstract: A tire tracking system and method for tracking travel mileage experienced by a vehicle tire includes multiple tire-based sensors affixed to the tire generating identified tire-specific operating condition measurements. The tire-specific operating condition measurements include tire temperature, tire air inflation pressure, a tire wear state measurement and a tire load measurement. A rolling radius estimation model generates a tire rolling radius estimation compensated by the tire-specific operating condition measurements and a vehicle speed estimator generates a vehicle speed estimation based on the compensated tire rolling radius.

Abstract: A contact determination processing apparatus includes a contact sensor disposed in a steering wheel of and inside a vehicle. The contact sensor has an output that depends on a contact or non-contact state between the steering wheel and an occupant in the vehicle. The apparatus further includes a contact determination ECU that detects the contact state when the output of the contact sensor is greater than or equal to a predetermined threshold, and detects the non-contact state when the output is less than the predetermined threshold. In addition, the apparatus includes a temperature detection module that detects the ambient temperature of the steering wheel. The contact determination ECU includes a threshold changing section that changes the threshold based on a detection result of the temperature detection module.

Abstract: A method and corresponding device are provided for setting configurable parameters of a system, for example a vehicle. The method is used to establish a user-specific value of a system parameter of the system. The method determines a user profile of a user. The user profile includes user-specific values of one or more user parameters which describe one or more properties of the user of the system. The method prepares a mapping function which maps different values of the one or more user parameters of the user profile onto different values of the system parameters. The method determines the user-specific value of the system parameter for the user, on the basis of the user profile of the user and on the basis of the mapping function.

Abstract: A vehicle control method using an advanced driver assistance system (ADAS) is provided. The method includes detecting whether a vehicle travels on a road having regulation information of a passing lane and determining whether a specific lane having driving restriction information is present while the vehicle travels on the road. Whether the vehicle travels in the passing lane is detecting and a warning is output to a driver based on a peripheral state of the vehicle when the vehicle travels in the passing lane.