Abstract: A front vehicle body reinforcing structure and an assembly method may include a front side member formed to extend along a length direction of a vehicle and respectively disposed at right and left sides along a width direction of the vehicle, a front fender apron member formed to extend along the length direction of the vehicle, disposed at the right and left sides along the width direction of the vehicle outside the front side member, and including a front tip end positioned at the front along the length direction of the vehicle, and a reinforcement member connecting the front tip end of the front fender apron member and the front side member to be reinforced.

Abstract: A vehicle bumper structure including: bumper reinforcement at a rear of a bumper cover; an absorber in front of the bumper reinforcement; and a pedestrian collision detection sensor including a pressure tube between the bumper reinforcement and the absorber, wherein a position of a width direction outer end of the bumper reinforcement is set between a first normal line and a second normal line, where a front-rear reference line passes through a width direction outer end of a front hood or apron upper member and extends along a front-rear direction, the first normal line passes through an intersection point between the front-rear reference line and the bumper cover and extends along the direction of a normal line with respect to the width direction outer end of the bumper reinforcement, and the second normal line is offset by 100 mm to a width direction inner side of the first normal line.

Abstract: A spider web clearing device including an inverted U-shaped clamp having a right side, a left side, a top side, a continuous exterior surface, a continuous interior surface, a lining continuously disposed on the interior surface, and an adjustment knob selectively threadably engageable within an aperture medially disposed through the clamp right side from the exterior surface to the lining. A vertically disposed flexible base unit has a top end and a bottom end, with the bottom end medially mounted to the top side of the clamp. An inverted and elongated triangular attachment has a horizontally disposed linear top edge and a bottom apex. The bottom apex is attached to the top end of the base unit. The clamp is removably attachable to a front rack of an all-terrain vehicle, and the adjustment knob is selectively securable to the front rack of an all-terrain vehicle.

Abstract: An implementation determines crash severity quantifier values based on crash sensor samples and determining an air bag firing based at least on the crash severity quantifier values.

Abstract: The invention relates to a safety system for a motor vehicle (1), comprising a sensor (2) for predicting an imminent collision, which sensor is coupled to an evaluating unit (3), a control device (10) for triggering a first device (7, 9) at a defined first time before the predicted collision, which first device causes a rearward displacement of at least one vehicle occupant (4), wherein the control device (10) is designed to trigger a second device (8) at a defined second time before the predicted collision which follows the first time, which second device applies a counter force to the at least one vehicle occupant (4).

Abstract: Latch systems having latch devices for releasably engaging anchors are disclosed herein. A latch system configured in accordance with one embodiment of the disclosure includes a latch device having an anchor aperture configured to receive a head portion of an anchor. The latch device includes a first engagement member operably coupled to an actuator. The first engagement member can restrain the head portion between the anchor aperture and a second engagement member, and the second engagement member can urge the head portion against the first engagement member. In operation, a user can move the actuator from a first position to a second actuator position to move the first engagement member away from the head portion and release the latch device from the anchor.

Abstract: The rollover prevention system includes a motor having a drive shaft, a gear assembly positioned in communicating relation with the motor, an assembly box for housing the gear assembly, and an electronic control system for controlling the rollover prevention system. The gear assembly includes a drive gear positioned in communicating relation with a reduction gear, the reduction gear positioned on the drive shaft of the motor, a drive pin attached to the drive shaft of the motor, the drive pin having a gear, as well as a rotatable wheel positioned in communicating relation with the gear positioned on the drive pin, and an eccentric disc positioned within the rotatable wheel. The rotatable wheel includes an attachment member positioned on the exterior surface of the rotatable wheel, the attachment member being attached to a driver's seat of a vehicle.

Abstract: A side airbag assembly for protecting an occupant of a vehicle seat. The assembly includes an inflatable cushion, wherein the cushion is stored in a compact arrangement. An inflator is provided for supplying inflation gas for the cushion. The inflator and cushion are secured in position by a mounting bracket connected to a frame of the vehicle seat. A cover for covering a back surface of the vehicle seat is included and the cover includes a rear facing surface and a first side facing surface. The cover is connected to the mounting bracket.

Abstract: An airbag device includes: a case configured to receive an airbag that is folded, configured to enable the airbag under inflation to protrude from an upper opening, and including a bottom wall portion and a side wall portion that rises in a substantially tubular shape from a peripheral edge of the bottom wall portion; and a coupling member surrounding the case and coupled to the case by a fixing member, wherein: the case is formed to retain a rising shape of the side wall portion from the bottom wall portion by performing a bending process on a sheet metal material; and the joining piece portion and the joined portion include through-holes, and are coupled to each other and are coupled to the coupling member using the fixing member penetrating through-holes in a state in which the joining piece portion and the joined portion are superimposed on each other.

Abstract: A method of rolling or folding an airbag to a thin tight tube, includes stretching the airbag during the rolling or folding in length direction.

Abstract: A gas generator for an airbag includes a first gas reserve with a first orifice, a first mechanism arranged for opening the first gas reserve, and a diffusion chamber arranged for diffusing the discharge gases. The generator additionally includes a mixing chamber comprising at least one first communication surface with the diffusion chamber. The gas generator further including a second mechanism comprising a second actuator and a mobile obturator between a first obstruction position, in which it obstructs a second communication surface with a diffusion chamber and a second passage position, in which the second communication surface is free.

Abstract: A cold gas generator for a vehicle includes a container for storing gas, and an outlet opening closed by a closure element. The apparatus for operating the cold gas generator has a first terminal for a first connecting line for providing a first operating voltage potential, and a second terminal for a second connecting line for providing a second operating voltage potential. The apparatus also has an electrical coil to actuate, in response to a coil current, a closure device for controlling a gas flow through the outlet opening, the coil being connected between the first terminal and the second terminal. The apparatus also has a firing device to open the closure element in response to a firing current, the firing device being connected between the first terminal and the second terminal.

Abstract: An energy absorber according to various embodiments can include a structure having a predetermined cross-sectional profile. A hollow profile is formed within the structure. The pre-determined cross-sectional profile of the structure is configured based on a deceleration-time profile that includes a first period and a second period. The first period is defined by a substantially sharp and linear increase in magnitude of the deceleration of an impact until a maximum deceleration value is achieved. The second period is defined by a rapid decrease in the magnitude of the deceleration.

Abstract: A buckle device includes a buckle body that retains a tongue through which a webbing worn across an occupant is inserted; a fixing plate that is fixed to a vehicle seat and that includes a coupling webbing insertion hole; and a coupling webbing that is formed in a belt shape and that couples the buckle body and the fixing plate together. The buckle device further includes a boot that covers the coupling webbing. Moreover, the boot is provided with an engagement protrusion portion that engages with the coupling webbing insertion hole so as to suppress rattling of the boot against the fixing plate.

Abstract: In a buckle device, wire ropes and a coiled cord run through the inside of a tubular buckle guide. Here, a partition wall is provided inside the buckle guide, and the inside of the buckle guide is partitioned by the partition wall into a wire rope side and a coiled cord side. Due to this, the coiled cord can be prevented from contacting the wire ropes inside the buckle guide.

Abstract: The present invention provides a winder used for a force limiting safety belt, comprising: a winder frame, a reel and a torsion bar. wherein, the winder frame comprises two opposite sidewalls, the corresponding positions of the two sidewalls having circular openings provided, the circular openings having internal toothed segments; the reel comprising a spindle through hole provided along the central axis of the spindle, two detachable end covers provided respectively on the two ends of the spindle, the end covers having external teeth provided along the periphery of the end covers; the torsion bar is divided into two segments in axial direction which are connected to each other by adjoining ends; in a free state, the reel is able to rotate and float provided within the winder frame, two end covers being provided in the circular through opening on the two sidewalls of the winder frame.

Abstract: A seat belt device includes a belt reel around which webbing is wound, a winding spring that rotationally biases the belt reel in a winding direction, a motor that is configured to transmit a driving force to the belt reel, a clutch that is interposed between the motor and the belt reel, and which performs connection/disconnection of the motor and the belt reel, a webbing speed detection unit that detects the winding speed of the webbing, a fastened/released state detection unit that detects a fastened state and a released state of the webbing, a basic winding control unit that drives the motor in the winding direction in a rotating manner and puts the clutch into a connected state, and a speed increase correction unit that increases the speed of the motor with respect to the speed of the motor obtained by the control of the basic winding control unit.

Abstract: When disassembling after a gas being supplied into a tube member, the gas in the tube member is discharged before the tube member and a moving member become separable. In a webbing take-up device, a cover plate cannot be removed from a frame and thereafter a cylinder and a piston inside the cylinder cannot be separated before covering of a fixing screw with a covering section of a plate being released by removing a screw from an exhaust port of the cylinder and by removing the plate from the cylinder. Thus, after a high-pressure gas being supplied into the cylinder, the high-pressure gas inside the cylinder can surely be discharged by removing the plate from the cylinder and the exhaust port is opened by the screw before the cylinder and the piston being separated.

Abstract: According to an electronic key device capable of wirelessly controlling a lock system and transmitting control authentication of a lock system, a system therefor, and a method therefor, which are presented in the present invention, an operation of the lock system is controlled by communicating with the lock system, and an electronic key can be simply transmitted and rented, at a long distance through a communication network, by communicating with another electronic key device and granting operation control authority of the lock system to the other electronic key device.

Abstract: A local area security system interfaces with one or more vehicles to provide enhanced security. The vehicles have vehicle sensors which may further help determine a presence of potential threat within a vicinity of the local area security system. The multiple vehicle network may communicate with each other to expand the vicinity of the local area security system, share equipment, computing resources, and information in the determination of the presence of the potential threat. The battery powered vehicle may employ various methods to conserve battery power while coupled to the local area security system.

Abstract: A windscreen wiper device, particularly for automobiles, comprising an elastic, elongated carrier element, as well as an elongated wiper blade (7) of a flexible material, which can be placed in abutment with a windscreen to be wiped, which wiper blade (7) is of the flat blade type and includes at least one groove (19), in which groove (19) a longitudinal strip (20) of the carrier element is disposed, and wherein said windscreen wiper device comprises a connecting device (1) for detachably connecting said wiper blade (7) to an oscillating arm near one end thereof around a pivot axis, wherein said connecting device (1) is fixated to said flexible material of said wiper blade (7) by deformation of said connecting device (1) in order to block any lateral movement between said longitudinal strip (20) and said wiper blade (7) at the location of their interconnection and between said connecting device (1) and said wiper blade (7) at the location of their interconnection.

Abstract: A windscreen wiper device (1) of the flat blade type includes an elastic, elongated carrier element, as well as an elongated wiper blade (2) of a flexible material, which can be placed in abutment with a windscreen to be wiped, which wiper blade (2) includes at least one longitudinal groove (3) on its longitudinal sides, in which groove (3) a longitudinal strip (4) of the carrier element is disposed, which windscreen wiper device comprises a connecting device (7) for an oscillating arm (8). A wall of the groove (3) facing towards the strip (4) and/or a longitudinal side of the strip (4) facing towards the wall is/are provided with a noise dampening profile along at least a part of its/their length.

Abstract: The invention relates to a wiper blade adapter, in particular for a motor vehicle wiper device, comprising a coupling unit (10) which comprises at least one first coupling element (12) and a second coupling element (14) which are provided for coupling at least two different types of wiper arm adapters (100, 110, 120, 130), and housing means (62) which are provided for delimiting at least one part of one of the coupling elements (12). According to the invention, said housing means (62) and the coupling element (12) are embodied such that they form one piece.

Abstract: The invention concerns an assembly (1) for producing a motor vehicle windscreen wiping system (3), including an end fitting (5) of a wiper arm (7) adapted to move a wiper (9), a hydraulic and/or electrical connector (11) for feeding a liquid to the wiper and/or for heating the liquid, said end fitting (5) being configured to accept an adapter (13) allowing rotation between said arm (7) and the wiper (9), said end fitting (5) internally accepting said connector (11), said end fitting (5) being configured to engage said hydraulic and/or electrical connector (11), in an oriented manner relative to the end fitting (5), in a so-called service position, allowing the disconnection and/or the connection of the connector (11) on the arm (7).

Abstract: A wheel brush assembly for use of the wheelchair that includes: a housing; a spring within the housing, where the spring extends from a first end of the housing; a brush that abuts one side of the spring at a first end of the brush; a plurality of bristles on a second end of the brush that extends out of an opening of the housing; and a magnet that enables the attachment of the housing onto a wheel brake. The plurality of bristles come in contact with a wheel of the wheelchair during operation, wherein the spring urges the plurality of bristles into contact with the wheel. Preferably, the plurality of bristles disengages with the wheel upon application of the brake.

Abstract: A thermal management system and methods for use are disclosed. The thermal management system comprises a shield portion and a dissipation portion. The shield portion may comprise a hot side skin, a conduction layer, an insulation layer, and a cool side skin. The dissipation portion may comprise a fin array. Heat absorbed by the shield portion is partially or fully conducted to the dissipation portion for transfer to the ambient environment. The thermal management system may be employed as an aircraft wheel heat shield, an automotive brake heat shield, a gas turbine heat shield, an electronic heat sink, and in various other applications where heat shielding and/or heat transfer are desirable.

Abstract: A pedal simulator of the present invention is disclosed. According to an aspect of the present invention, the pedal simulator, which is connected with a master cylinder and receives pedal pressure of the driver and configured to provide a sense of a pedal for a driver, includes: a simulation chamber having one end connected with the master cylinder and the other end provided in the simulator block closed by a damping housing, and configured to store oil; a check valve pressurized by the piston, provided in the simulation chamber to be slideable, and slid; an orifice formed in the simulator block and allowing a flow of oil in the simulation chamber by the sliding check valve; and an accumulator configured to store the oil discharged through the orifice.

Abstract: The present invention relates to a brake control system for a motor vehicle having front and rear axles. The brake control system includes a controller operable in response to a braking request signal. The controller is configured to control a front axle braking system for applying a front axle braking force and a rear axle braking system for applying a rear axle braking force. The controller is configured to increase the front axle braking force to supplement the rear axle braking force when an operational parameter relating to the rear axle braking system is greater than or equal to a pre-defined threshold. The invention also relates to a method of controlling the braking of a motor vehicle.

Abstract: A control device for a vehicle brake system, having a control device/arrangement by which a closing signal is outputtable to an isolation valve via which a first brake circuit is hydraulically connected to a main brake cylinder, and at least one first control signal is outputtable to at least one first hydraulic component, so that a first actual brake pressure in the first brake circuit can be varied, an existing functional impairment of the at least one first hydraulic component and/or of at least one further brake system component being determinable, or a warning signal being receivable, and, if warranted, a closing signal being outputtable to a changeover valve of a second brake circuit, and, after or simultaneously with an outputting of the closing signal to the changeover valve, an opening signal being outputtable to the isolation valve. Also described is a related method for operating the vehicle brake system.

Abstract: A monitoring device for, and a method for examining a functional capability of, at least one subunit of a hydraulic braking system includes: ascertaining at least one pressure variable of a pressure prevailing in the hydraulic braking system, and comparing the ascertained pressure variable to a predefined comparative value range, at least if the ascertained pressure variable deviates from the predefined comparative value range, a pressure change variable with respect to a time change of the pressure variable being ascertained and the ascertained pressure change variable being compared to a predefined minimum change variable, and the functional capability being established in consideration of the comparison of the pressure variable to the predefined comparative value range, and, at least if the ascertained pressure variable deviates from the predefined comparative value range, in consideration of the comparison of the pressure change variable to the predefined minimum change variable.

Abstract: A brake monitoring system and method determine one or more characteristics of a conduit in a first air brake system of a first vehicle system, compare the one or more characteristics of the first air brake system with one or more designated waveform signatures, and distinguish between communication of a brake application signal that is propagated along the vehicle system through the conduit as a decrease in pressure in the conduit and a change in the pressure in the conduit that is not representative of the communication of the brake application signal based on comparing the one or more characteristics with the one or more designated waveform signatures.

Abstract: A first heater heats a vehicle compartment by using cooling water of the internal combustion engine. A second heater heats the vehicle compartment by using electrical power supplied by the electrical storage device. The controller during driving of the internal combustion engine, when a temperature of the cooling water is equal to or higher than a reference temperature, controls the internal combustion engine to stop; when the second heater is operated during driving of the internal combustion engine, when a state quantity indicating a state of charge of the electrical storage device is equal to or higher than a threshold, controls the second heater such that an amount of heat generation of the second heater is higher than that generated when the state quantity is less than the threshold; and sets the reference temperature to be low as compared to when the state quantity is less than the threshold.

Abstract: Apparatuses, methods and systems for hybrid powertrain control are disclosed. Certain example embodiments control an internal combustion engine and a motor/generator of a hybrid electric powertrain. Example controls may determine a total output demanded of a powertrain based at least in part upon an operator input, a battery output target based upon a battery state of charge and independent of the operator input, and an engine output target based upon the total output demanded and the battery output target. Such example controls may further determine a constrained engine output target, a modified battery output target based upon the total output demanded and the constrained engine output target, and a constrained battery output target based upon the modified battery output target and a battery constraint. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and figures.

Abstract: Hybrid-electric and pure electric vehicles include a traction battery. During vehicle operation, impedance parameters of the traction battery may be estimated. To ensure accurate estimation results, certain persistent excitation criteria may be met. These conditions may not always be met, in which case active excitation of the traction battery power demand may be initiated. During periods of generally constant battery power demand in which a predetermined range of frequency component amplitudes of battery power demand is less than a predetermined magnitude, active excitation may be desired. A controller may cause at least one of the frequency component amplitudes to exceed the predetermined magnitude without affecting acceleration of the vehicle. Battery power demand may be affected by operation of an electric machine and an electrical load. An engine and a wheel brake may be operated to offset changes in battery power demand such that driver wheel output power is not affected.

Abstract: A hybrid vehicle includes a traction battery, an internal combustion engine, an electric machine configured to provide torque assistance to the engine, and a controller or a powertrain control system having a controller. The controller is programmed to respond to a percentage of state of charge (SOC) allocated for torque assistance. An allocation for torque assistance is a change in SOC of the battery attributed to a current flow to the electric machine for torque assistance. When the change in SOC attributed to the current flow is greater than a predetermined change, the controller will halt the current flow to the electric machine to cease torque assistance.

Abstract: A hybrid electrical vehicle and a method for controlling a hybrid electrical vehicle are provided. The vehicle includes: a transmission device (1) connected with wheels (2a and 2b) of the hybrid electrical vehicle; an engine (3) and a gearbox (4), wherein the engine (3) is connected with the transmission device (1) via the gearbox (4); an electric motor (5) and a gear reducer (6), wherein the electric motor (5) is connected with the transmission device (1) via the gear reducer (6); a power battery (7) configured to supply power to the electric motor (5); and a control module configured to start the engine (3) and the electric motor (5) according to a working mode selected by a user from a plurality of working modes, and to control the vehicle to switch between the plurality of working modes according to a driving state of the vehicle and/or a working state of the power battery.

Abstract: A vehicle includes an engine, a motor, a rotary electric machine, a battery, and an ECU. The ECU is configured to control the rotary electric machine to generate electric power when the engine is started during the motor traveling mode and provide a cranking torque to the engine, the electric power generated by the rotary electric machine increasing as a vehicle speed increases, and determine whether or not to start the engine based on a comparison between a sum of electric power and a value corresponding to electric power acceptable by the battery. The sum of electric power is a sum of first electric power actually input into and output from the battery during the motor traveling mode and second electric power predicted to be generated by the rotary electric machine while the cranking torque is provided to the engine.

Abstract: A hybrid vehicle includes a power transmission unit configured to switch a power transmission path between an engine, a first MG, and a second MG. The control device is configured such that, during execution of regenerative braking using at least one of the first MG and the second MG while the engine is stopped, when a state amount indicating a state related to a battery has reached a determination threshold, the control device executes a standby operation in which the state of the power transmission unit is brought from a current state closer to a state that enables an engine brake operation in which the engine in a fuel-cut state is rotated using an external force to generate a loss.

Abstract: An electronic control unit is mounted on a vehicle including an internal combustion engine and electric motors, each of which is connected to a driving shaft to be capable of transmitting power. The electronic control unit is configured to compute compensation torque reducing a pulsation component of engine torque of the internal combustion engine and command a value in which required torque of the electric motor is combined with the computed compensation torque to the electric motor as a torque command value of the electric motor. The electronic control unit is configured to correct the torque command value so that the value opposite in sign to an average torque command value is not commanded to the electric motor when the average torque command value is smaller than an amplitude of the torque command value.

Abstract: A control system for hybrid vehicles that ensures high motor power while limiting damage on a planetary gear unit is provided. In a planetary gear unit, a sun gear is connected to a first motor, a ring gear is connected to a second motor, and a carrier is connected to an engine. An operating mode of the hybrid vehicle can be selected from a hybrid mode, a single-motor mode, and a dual-motor mode. The control system is configured to shift the operating mode to the hybrid mode if an estimated temperature of the pinion gear is higher than a threshold temperature, and to the single-motor mode if the estimated temperature of the pinion gear is lower than a threshold temperature.

Abstract: A vehicle is provided with a powertrain including a battery-powered electric motor, an internal combustion engine, a transmission, and a powertrain controller. The controller is programmed to permit an upshift of a transmission gear ratio while a powertrain torque demand is less than a forecasted available powertrain torque sustainable over a predetermined upcoming duration of time. The controller is also programmed to inhibit an upshift while the torque demand exceeds the forecasted available powertrain torque to reduce successive gear shifts. The controller may be further programmed to, in response to battery a state of charge being less than a threshold, reduce the forecasted available powertrain torque by an amount sufficient to provide a recharge to a battery. The controller may be further still programmed to reduce the forecasted available powertrain torque by an amount sufficient to restart the engine while the powertrain is operating in an engine-off traction mode.

Abstract: A drive train of a motor vehicle, with a hybrid drive having an internal combustion engine, and an electric machine, and an automated auxiliary range transmission, wherein the automated auxiliary range transmission has at least one main transmission and an auxiliary range unit mounted downstream of the main transmission, in particular as a range group, wherein an input shaft of the automated auxiliary range transmission is connected to the internal combustion engine of the hybrid drive via a controllable starter clutch, and an axle shaft of the automated auxiliary range transmission is connected to an axle drive, wherein the electric machine of the hybrid drive can be coupled to the force flux or torque flux of the drive train between the main transmission and the auxiliary range unit and/or between the auxiliary range unit and the axle drive.

Abstract: Even when a motor fails in an EV travel mode in which a clutch is disengaged, an amount of hydraulic oil that is supplied to the clutch can be secured by reducing a transmission leaked amount. Accordingly, the clutch can be engaged, and an oil pump can be driven by power of an engine. Thus, an evacuation travel by the engine is allowed when the motor fails in the EV travel mode.

Abstract: Methods, devices and apparatuses pertaining to stability control of a bicycle. A method may involve a control system associated with a bicycle monitoring one or more parameters related to a movement of the bicycle. The method may also involve the control system detecting an impending occurrence of an event based on the monitoring. The method may further involve the control system adjusting one or more operations related to the movement of the bicycle, including braking of the bicycle, to prevent the occurrence of the event.

Abstract: A driving path planning apparatus for an autonomous vehicle includes a driving information obtainer to obtain crossroad information, current velocity, and velocity setting of the vehicle. A global path planner plans a base frame, and an environment recognizer recognizes obstacle on a path and lane information of the vehicle. The apparatus also includes a velocity profile generator to generate a velocity profile for the vehicle, using current velocity and velocity setting, a candidate path planner to plan candidate paths for the vehicle, using velocity profile and base frame, and a path selector to check whether or not the candidate paths have collision risks and select one candidate path of the candidate paths as a driving path for the autonomous vehicle.

Abstract: An in-vehicle control device includes a first sensor that acquires obstacle information in a first detection range, a second sensor that acquires obstacle information in a second detection range, the second detection range is nearer to a host vehicle than the first detection range, and a processor configured to perform predetermined control for preventing collision with an obstacle or for reducing damage at collision time based on the obstacle information received from the first sensor and the second sensor and, when the obstacle is not detected by the first sensor and the second sensor after starting the predetermined control based on the obstacle information received from the first sensor, uses positional relation information to determine whether the predetermined control is to be continued wherein the positional relation information indicates a height-direction positional relation between a predetermined part of the obstacle and the first detection range or the second detection range.

Abstract: Information identifying one or more conditions associated with a vehicle is collected. This information may include first data associated with the vehicle, second data associated with a driver of the vehicle, and third data associated with an environment around the vehicle. The information may be collected from a vehicle sensor, a telematics unit, a user device associated with the driver or a passenger, or a remote server. A likelihood of a collision involving the vehicle, a likelihood of avoiding the collision, and a risk associated with the collision may be determined based on the collected data. An appropriate response may be selected based on the likelihood of the collision, the likelihood of avoiding the collision, and the risk associated with the collision.

Abstract: An object of the invention is to provide, in a vehicle driving assistance system that provides assistance to avoid a collision between a host vehicle and a three-dimensional object causing an obstruction, a technique for avoiding assistance in which the host vehicle is guided to a region where the presence of a three-dimensional object is unclear. To achieve this object, according to the invention, a grid map, by which an avoidance region in which a three-dimensional object exists, an unclear region in which the existence of a three-dimensional object is unclear, and a safe region in which no three-dimensional objects exist can be distinguished, is created. When the avoidance region exists on the advancement path of the host vehicle, a route that can avoid the avoidance region and passes through the unclear region for a distance not exceeding a threshold is specified, whereupon a steering angle is controlled to cause the host vehicle to travel along the specified route.

Abstract: A driver assistance system for a motor vehicle has a controller within a speed and/or distance regulator, which controller is used for the regulation of the acceleration of the motor vehicle according to a setpoint acceleration. The driver assistance system also includes an input coupling unit for coupling an additional acceleration that can be predefined by the driver of the motor vehicle into the system.

Abstract: A computer-implemented method, system, and/or computer program product automatically provide spatial separation between self-driving vehicles (SDVs) operating in an autonomous mode and vehicles being operating in a manual mode on a roadway. A first SDV operating on the roadway is operating in autonomous mode. A second vehicle may be operating in the autonomous mode or a manual mode, in which a driver is controlling the second vehicle. Processor(s) issue spatial separation instructions to the first SDV, which direct SDV control mechanisms controller on the first SDV to direct a set of SDV vehicular physical control mechanisms on the first SDV to provide a predetermined amount of spatial separation between the first SDV and the second vehicle, based on whether the second vehicle is being operated in the manual mode or in the autonomous mode.