Abstract: A system includes a helper piston that includes an axial sleeve that is integral with a guide bracket and that has a threaded exterior surface; a translationally fixed but rotational translation nut that has internal threads that complement those of the helper piston and that supports a gear connected to a drive motor; a plunger piston pushed by the helper piston and connected to a control rod; a trigger spring between the helper piston and the stop carried by the control rod for triggering brake assistance; a stop including a stop sleeve and a flange that is applied to the trigger spring, where the body of the control rod has a crimping area for securing the stop by crimping in an adjusted compression position.

Abstract: A hydraulic block of a slip regulation of a hydraulic vehicle power brake system that has a master brake cylinder bore and forms a master brake cylinder. In order to prevent a hard impact of a piston of the master brake cylinder against an end stop when the master brake cylinder is released, in particular when there is an abrupt release, for example when the foot slides off a foot brake pedal, a hydraulic return damper that is integrated in the piston is provided.

Abstract: A piston pump assembly for a hydraulic vehicle brake system having an electric motor and, coaxially to that, a planetary gear, a ball-screw drive and a piston-cylinder unit, in which a piston is connected in a rotatably and axially fixed manner to a spindle of the ball-screw drive and guiding the piston in a rotatably fixed manner in the cylinder, so that the spindle (20) is retained in a rotatably fixed manner. Also, the planetary gear is mounted in a pot-shaped planetary-gear housing that is disposed on a ball bearing which is used for a rotational mounting of a spindle nut on a cylinder of the piston-cylinder unit.

Abstract: An electric braking device includes: an electric motor for pressing a friction member against a rotary member that rotates integrally with a vehicle wheel; a lock mechanism for locking rotation of the electric motor and applying a parking brake in accordance with operation on a parking switch; and a control for driving the electric motor and the lock mechanism. The control increases the electricity amount sent to the electric motor when a pressing force is less than a preset lower value at the time the parking switch is switched from off to on, starts actuating the lock mechanism when the pressing force equals or exceeds the lower value, and, when the pressing force is greater than a preset upper value greater than or equal to the lower value, starts actuating the lock mechanism when the pressing force equals or exceeds the upper value.

Abstract: Methods and corresponding control devices for releasing an electric actuator in a reliable manner, such as an electric parking brake in particular, in a motor vehicle brake system. The aim of the invention is to provide an improved function and architecture which helps prevent the disadvantages of open-loop control systems when using a rationalized sensor system, thereby obviating closed-loop control systems. This is achieved by a release method and a corresponding electronic control unit which obtains an especially modulated change in the power requirement during the release process upon impacting the quasi-elastic release end stop of the electric actuating unit such that the change is fed back, the change being detected in order to be used as information for a power interruption or a termination of the power supply to the electric actuating unit.

Abstract: A novel, particularly rationally designed, modular parking brake actuator for an electric drum brake system. An axle A1 from the motor, including a screw gear pinion coupled in a rotationally fixed manner, and an axle A2 of the spindle arrangement, including a screw gear which is coupled in a rotationally fixed manner to the drive nut, define under a deflection of 90° a single wheel gearbox stage of the parking brake actuator.

Abstract: A method for operating an electric parking brake includes determining a fault relating to a first control unit which in a normal operating mode operates the electric parking brake. The method further includes operating a second control unit in an emergency operating mode as a function of the determined fault and determining a state for an operator control element of the parking brake using the second control unit and operating the parking brake as a first function of the determined state of the operator control element using the second control unit in the emergency operating mode.

Abstract: A brake-pressure control device for a motor-vehicle braking system, with an electric motor, the rotatory motion of which is transformed by a ball screw drive into a translatory motion of a piston in a working cylinder, in order to be able to build up a defined braking pressure in a wheel brake independently of actuation of a master brake cylinder. An aspect provides that the ball screw drive is provided with a friction slip coupling engaged over a profiled tube which is fixedly connected to a nut of the ball screw drive and to which the piston is fixed.

Abstract: A brake pressure control unit for a motor vehicle brake system, having an electric motor, the rotational movement of which is transformed by a ball screw drive into a translational movement of a piston, in order for it to be possible to build up a defined brake pressure in a wheel brake independently of the actuation of a brake master cylinder. The electric motor is received in a first housing and the piston is received in a second housing which is arranged diametrically with respect to the first housing, and a third housing with two diametrical end surfaces is arranged between the first and the second housing, on which end surfaces the first and the second housing are fixed.

Abstract: A brake cylinder maintaining system that combines a brake cylinder maintaining check valve and a quick service limiting valve into a single unit to have lower hysteresis, and thus more precise BCM regulation pressure and a smaller pressure offset. The check valve and quick service valve are coupled to provide a single system having multiple valve seats for selective communication between quick service pressure and brake cylinder pressure on one hand, and between a brake cylinder maintaining pressure and brake cylinder pressure on the other hand.

Abstract: A valve control device includes a correction unit that corrects hysteresis in output of a control valve according to an increasing/reducing direction of a control output value; a detection unit configured to detect an actual output value to the control valve corresponding to the control output value; and a forbidding unit configured to forbid correction by the correction unit, until a difference between the control output value and the actual output value becomes within a predetermined range, after the increasing/reducing direction of the control output value is switched.

Abstract: Disclosed is reservoir assembly for a brake system. The reservoir assembly for a brake system storing brake oil to supply the brake oil to a master cylinder, the reservoir assembly comprising: a first reservoir tank coupled to the master cylinder and having a first connection port at an upper portion; a second reservoir tank provided to be spaced apart from the top portion of the first reservoir tank at a predetermined interval and having an oil inlet at one side and a second connection port at the other side; and a connection member connecting the first connection port with the second connection port to transfer the brake oil from the second reservoir tank to the first reservoir tank.

Abstract: The present disclosure relates to a double-lip seal of a pneumatic spring brake chamber for a vehicle, the double-lip seal has sealing performance between an inner circumferential surface of a through-hole of an adaptor housing and an outer circumferential surface of an actuator rod to prevent degradation in sealing performance of the lip seal, thereby maintaining constant sealing performance and preventing fluid leakage.

Abstract: A brake monitoring and adjustment control system includes an electromechanical brake actuator controller (EBAC) and at least one sensor operatively connected to the EBAC. The sensor is configured to sense a characteristic of a brake and provide a feedback signal to the EBAC. The system includes a switch for turning power to the sensor on and off to reduce the duration with voltage applied to the sensor. Reducing the duration in which voltage is applied to the sensor reduces power consumption and assists with mitigating electro-migration growth.

Abstract: Example vehicle restraint systems and related methods are disclosed. An example vehicle restraint system includes a wheel chock having an inclined tire-engaging surface, where the wheel chock is movable to an installed position at which the wheel chock is to engage the freight transporter. The vehicle restraint system includes a take-up reel and a retractable elongate member to be at least partially wrapped around the take-up reel. The retractable elongate member to extend between the wheel chock and a platform structure.

Abstract: A method for operating an electric parking brake includes feeding a timing sequence of changes in current to terminals of an interface for an operator control element for the parking brake. The method further includes performing at least one current measurement at at least one terminal of the interface during the feeding of one of the changes in current. The method further includes determining a driver's request as a function of the at least one current measurement. The method further includes operating the electric parking brake as a function of the determined driver's request.

Abstract: A longitudinal driver assistance system in a motor vehicle includes a capture system configured to detect upcoming relevant events which require adaptation of a predefined maximum permissible top speed, and a functional unit which, upon detecting an upcoming relevant event, is configured to determine, based on a location of the upcoming relevant event, a first location or first time, the reaching of which causes the functional unit to output a notification to a driver of the vehicle relating to an automatic adaptation of the maximum permissible top speed. The functional unit is also configured to determine a second location or time to be reached after the first location or first time, respectively, the reaching of which causes the functional unit to intervene in a longitudinal guidance of the motor vehicle in a direction of a new maximum permissible top speed at the location of the upcoming relevant event if there is no driver-initiated refusal of the automatic adaptation of the maximum permissible top speed.

Abstract: An electric vehicle drive system includes an electric motor, first and second planetary gear sets, including sun gear, carrier and ring gear members, first and second output shafts, and a housing. The members of the first planetary gear set are connected with the electric motor, the first output shaft, and a member of the second planetary gear set. The members of the second planetary gear set are connected with the first planetary gear set, the housing, and the second output shaft. The first planetary gear set provides differential reduction and the second planetary gear set provides reversal and reduction. Optional clutches can provide the function of a limited slip differential and distribute torque preferentially to one output shaft or the other.

Abstract: A system for a vehicle is disclosed. The system may include an accumulator, a pump, and a controller. The controller may be configured to, responsive to braking of the vehicle, close a line pressure regulator to isolate the accumulator and pump from a transmission pressure line demand, and operate the pump to charge the accumulator without satisfying any of the demand, and responsive to a tip-in event, open the line pressure regulator and operate the accumulator and pump to satisfy the demand.

Abstract: A control method for a vehicle which is executable by at least one information processing device including a communication unit, includes: collecting vehicle information from the vehicle in a range of a communication data amount or a communication frequency that is allowed in communication with the vehicle, based on information about the communication data amount or the communication frequency; and calculating an accuracy of control of the vehicle based on an information amount of the collected vehicle information; and producing a control command based on the calculated accuracy.

Abstract: The disclosure is directed at a method and apparatus for an active convertor dolly for use in a tractor-trailer configuration. In one embodiment, the apparatus includes a system to connect a tractor to a trailer. The apparatus further includes a charge generating system for translating the mechanical motions or actions of the dolly into electricity or electrical energy so that this energy can be used to charge a battery or to power other functionality for either the dolly or the tractor-trailer. The active dolly may also operate to assist in shunting the tractor-trailer.

Abstract: A vehicle traveling control device includes: a deceleration correction determination unit, a lane detection evaluation unit, a control gain setting unit, and a deceleration control unit. The deceleration correction determination unit acquires information on a curve ahead of a host vehicle and determines on a basis of the curve information whether host vehicle speed deceleration correction is necessary during entry to the curve. The lane detection evaluation unit evaluates a road surface situation of a road prior to the curve entry by a state of detection of a lane ahead of the curve in a case where the deceleration correction is determined necessary. The control gain setting unit sets a control gain of the deceleration correction on a basis of an evaluation value of the lane detection state. The deceleration control unit performs host vehicle speed deceleration control during the curve entry on the basis of the control gain.

Abstract: The invention relates to a method for autonomously parking a motor vehicle (1), in which the motor vehicle (1) is positioned in a start position (5), wherein the start position (5) is associated with a parking area (7) with a plurality of parking spaces (6), by means of a parking control device (4), one of the parking spaces (6) is selected for parking for the motor vehicle (1) and a trajectory (12) for autonomously moving the motor vehicle (1) from the start position (5) to the selected parking space (6) is determined, wherein interior data describing an interior (16) of the motor vehicle (1) is received by means of the parking control device (4), and it is examined based on the received interior data if a living entity is in the interior (16) of the motor vehicle (1), and the moving of the motor vehicle (1) along the determined trajectory (12) remains undone if the living entity is in the interior (16).

Abstract: A parking assistance system for a vehicle includes: an object detection apparatus; at least one processor; and a computer-readable medium having stored thereon instructions that, when executed by the at least one processor, cause the at least one processor to perform operations that include: generating, through the object detection apparatus, information regarding an object located outside the vehicle; determining, based on the information regarding the object located outside the vehicle, that a parking space available outside the vehicle is a diagonal parking space; and generating a diagonal parking path for the vehicle to enter the parking space available outside the vehicle.

Abstract: An ECU 10 mounted on a controlled vehicle is configured to carry out a control for; detecting an object vehicle 3, determining a speed distribution area 40 which defines a distribution of an allowable upper limit of a relative speed of the controlled vehicle 1 with respect to the object vehicle, and executing an avoidance control (S14) for restricting the relative speed of the controlled vehicle 1 with respect to the object vehicle from exceeding the allowable upper limit in the speed distribution area 40. The speed distribution area 40 is determined such that the same allowable upper limit extends from an area on one side of the object vehicle 3 in a lateral direction through an area between the controlled vehicle 1 and the object vehicle 3 to an area on the other side of the controlled vehicle 1 in a lateral direction.

Abstract: ECU 10 is configured to detect an object external to the vehicle 1, and determine a speed distribution area 40 for defining a distribution of an allowable upper limit of a relative speed of the vehicle 1 with respect to the object in a travelling direction, in a range from a lateral area to rearward and forward areas of the object in the travelling direction. The speed distribution area is determined such that the allowable upper limit is made lower as a lateral distance and a longitudinal distance from the object become smaller. When objects (8A, 8B) are detected, respective ones of the speed distribution areas (40A, 40B) for respective ones of the objects are set, the relative speed for each of objects is calculated, and an avoidance control is executed for restricting the relative speed from exceeding the allowable upper limits.

Abstract: In some implementations, an autonomous or semi-autonomous vehicle is capable of using a collision prediction system to determine a confidence that any objects detected within a vicinity of the vehicle are on a trajectory that will collide with the vehicle. Laser obstacle points derived from recent sensor readings of one or more sensors of a vehicle are initially obtained. The laser obstacle points are projected into a pose coordinate system to generate an occupancy grid of a vicinity of the vehicle. A confidence that any objects represented by the laser obstacle points are on a trajectory that will collide with the vehicle is determined by applying a particle filter to the occupancy grid.

Abstract: A yaw angle return controller is configured to end first yaw angle return control at a predetermined time when a value which is calculated by adding yaw angle detected by a lane recognition device at a predetermined time and an estimated yaw angle change amount is the same as yaw angle at lane change start time under a state where the first yaw angle return control is being executed. The predetermined time comes after the first start time and before the first finish time. The estimated yaw angle change amount is calculated by multiplying the yaw rate detected by a yaw rate sensor at the predetermined time by a predetermined time period for foreseeing.

Abstract: The first yaw angle return control is started at a first start time when the first interruption condition is established. The actuator is controlled under the first yaw angle return control so that yaw angle at a first finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the first start time. The first finish time comes when a first control execution time passes from the first start time. The actuator is controlled under the second yaw angle return control so that yaw angle at a second finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the second start time. The second finish time comes when a second control execution time longer than the first control execution time passes from the second start time.

Abstract: A vehicle control system for use with a host vehicle configured for travel along a path is described. The vehicle control system includes a processor configured to access a host location and host speed of the host vehicle. The processor is also configured to detect a follower location and follower speed of a following vehicle behind the host vehicle on the path. A tailgating distance is calculated between the host vehicle and the following vehicle. The following vehicle is identified as a tailgating vehicle when the tailgating distance is less than or equal to a first warning distance or when the follower speed is greater than the host vehicle within a second warning distance. A tailgating protocol of the host vehicle is initiated for the tailgating vehicle based on a differential speed between the host speed and the follower speed.

Abstract: An automatic traveling control system includes a vehicle control device configured to control an automatic traveling of a vehicle on the basis of a road structure map stored in a storage device, a reception device configured to receive change information of the road structure map from an outside, and an update device configured to update the road structure map on the basis of the change information. In a case where the change information is information indicating a temporary change of a predetermined section included in the road structure map, the road structure map is not updated and the automatic traveling of the vehicle is limited in the predetermined section.

Abstract: Autonomous driving assistance systems, methods, and programs acquire a planned travel route along which a host vehicle plans to travel and acquire map information including lane information about a road that is included in the planned travel route. The systems, methods, and programs acquire, from outside the host vehicle, obstacle information that includes a location of an obstacle on the road and that has been acquired by another vehicle that travels along the planned travel route ahead of the host vehicle, and generate, as assistance information that is used to perform autonomous driving assistance in the host vehicle that travels along the planned travel route, a travel trajectory candidate for the host vehicle based on the obstacle information and the lane information about the planned travel route.

Abstract: A steering assist apparatus comprises a steering assist control means for performing a lane tracing assist control (LTA) and a lane changing assist control (LCA) and a non-holding determination means for determining whether or not a first non-holding condition that a non-holding duration time is more than or equal to a first time is satisfied and whether or not a second non-holding condition that the non-holding duration time is more than or equal to a second time shorter than the first time is satisfied. The steering assist control means raises a warning when the second non-holding condition becomes satisfied and stops the LTA when the first non-holding condition becomes satisfied while performing the LTA, and raises a Waring when the second non-holding condition becomes satisfied whereas continues the LCA until a completion condition of the LCA becomes satisfied regardless of the non-holding while performing the LCA.

Abstract: System, methods, and other embodiments described herein relate to operating a vehicle while in traffic. In one embodiment, a method includes, in response to detecting that a present level of the traffic proximate to the vehicle satisfies a traffic threshold, determining a control profile according to at least the present level of traffic. The control profile indicates at least an acceleration input and a target cruising speed for the vehicle that avoids braking to decelerate the vehicle while traveling in the traffic. The method includes controlling one or more vehicle systems of the vehicle according to the control profile to cause the vehicle to substantially maintain the target cruising speed while traveling in the traffic.

Abstract: A vehicle control apparatus comprising a navigation system and a control unit, wherein the navigation system includes a map database, a position acquisition unit, a route determination unit, and an output unit configured to output road information on a plurality of locations from a position of the vehicle to a location at a predetermined distance ahead on the target route, wherein the control unit includes a buffer unit configured to store the road information as the road information on a first distance interval, and a controller unit configured to control the speed of the vehicle, wherein the output unit is configured to, in response to changing the target route, thin out the road information such that the number of data becomes less than that of the road information on the first distance interval, and wherein the buffer unit is configured to store the thinned-out road information.

Abstract: A vehicle control system includes an acquirer that acquires environmental information including information of a reference speed preset on a scheduled route on which an own-vehicle travels and a travel controller that performs speed control and steering control of the own-vehicle on the basis of the environmental information acquired by the acquirer. The travel controller performs the speed control with the reference speed as a target speed of the own-vehicle if a control index value regarding the steering control is equal to or less than an upper limit value when the own-vehicle travels on the scheduled route at the reference speed and performs the speed control with a speed at which the control index value regarding the steering control is equal to or less than the upper limit value as the target speed of the own-vehicle if the control index value exceeds the upper limit value.

Abstract: A vehicle controller (100) includes: a recognizer (121) configured to recognize surrounding conditions of a vehicle on the basis of an output from an onboard sensor; and a speed determiner (123A) configured to determine a target speed of the vehicle on the basis of a set speed based on a legal speed limit or a speed set by an occupant of the vehicle and recognition accuracy information indicating recognition accuracy in the recognizer and to determine the target speed of the vehicle to be lower than the set speed when the recognition accuracy indicated by the recognition accuracy information decreases.

Abstract: A vehicle controller includes: a recognizer (121,122) configured to recognize a distance to a stop position as a first distance on the basis of an image captured by an imaging unit that images the front of a vehicle; and a braking distance estimator (123B) configured to estimate a braking distance to the stop position on the basis of the first distance recognized by the recognizer at a predetermined time point and a second distance acquired on the basis of a speed of the vehicle and to adjust a degree of reflection of the second distance in the braking distance on the basis of the first distance recognized by the recognizer after the predetermined time point.

Abstract: A motorcycle includes an engine that generates a driving force during a normal traveling mode, and a vehicle driving motor that generates a driving force for moving a vehicle main body forward and backward during an auxiliary moving mode. A traveling speed of the vehicle main body is detected by a speed sensor, and the detected traveling speed is presented to the rider by a speedometer. A rotation speed of the vehicle driving motor or a rotation speed of a gear rotated by the vehicle driving motor is detected by a rotation speed sensor as a physical quantity that changes depending on a moving speed of the vehicle main body during the auxiliary moving mode. The vehicle driving motor is controlled based on the detected rotation speed such that the moving speed of the vehicle main body is close to or coincides with a target speed.

Abstract: Vehicles may be composed of a relatively few number of “modules” that are assembled together during a final assembly process. An example vehicle may include a body module, a first drive module coupled to a first end of the body module, and a second drive module coupled to a second end of the body module. One or both of the drive modules may include a pair of wheels, a battery, an electric drive motor, and/or a heating ventilation and air conditioning (HVAC) system. One or both of the drive modules may also include a crash structure to absorb impacts. If a component of a drive module fails or is damaged, the drive module can be quickly and easily replaced with a new drive module, minimizing vehicle down time.

Abstract: According to one embodiment, acceleration and deceleration profiles can be generated and applied dynamically when a condition exist necessitating a change in the velocity of an autonomously controlled vehicle. An acceleration or deceleration profile can be generated when conditions exist necessitating a change in velocity and according to a smoothing function and based on a set of control parameters such as a target velocity, a determined time to reach the target velocity, and a maximum rate of change for the velocity of the vehicle. The smoothing function can be non-linear and can produce a profile representing a curve having a lower rate of change in the velocity of the vehicle at a beginning and an end of the curve than in a middle of the curve. In this way, changes in velocity can be more gradual at a beginning and end of the change and more aggressive in the middle.

Abstract: A vehicle and method is provided. The vehicle includes systems and method for limiting the slip of the wheels. In an embodiment, the system holds the brakes based on an acceleration characteristic measured by a sensor. In another embodiment, the system includes a transmission controller that applies an adjustment to limit an amount of clutch slip as the clutch temperature to change in clutch performance to reduce wheel slip. In another embodiment, the system monitors wheel slip signal from a sensor and compares the wheel slip to a target slip value and controls clutch slip of the transmission clutch based to maintain engine output torque during acceleration. In another embodiment, in response to an anticipated vehicle launch event, a drive motor applies a first torque to the input shaft to adjust a gear lash of the differential unit.

Abstract: A vehicle and a method for controlling the same are provided to induce inertial driving of a driver by guiding the inertial driving of the vehicle and controlling an accelerator pedal so that a pedal effort is applied to the accelerator pedal. The vehicle includes a display configured to display an object guiding the inertial driving, and a controller configured to apply a pedal effort to an accelerator pedal when guiding the inertial driving to induce the inertial driving.

Abstract: A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured to execute vehicle attitude control for, upon satisfaction of a vehicle attitude control executing condition that the vehicle is traveling and a steering angle-related value is increasing, reducing the engine torque to thereby generate deceleration of the vehicle. The PCM (50) is configured, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to control the engine torque adjustment mechanism to restore the reduced engine torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a rate of change in the engine output torque being restored, such that it becomes larger as the number of times of combustion per unit time becomes smaller, and restores the engine torque according to the rate of change set in the above manner.

Abstract: A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism for adjusting an output torque of the engine; and a PCM (50) configured, upon satisfaction of a vehicle attitude control executing condition that the vehicle is traveling and a steering angle-related value is increasing, to control the engine torque adjustment mechanism to reduce the engine torque to thereby generate deceleration of the vehicle so as to control vehicle attitude. The PCM (50) is further configured to set a rate of change in the engine output torque being reduced, such that the rate of change becomes larger as the number of times of combustion per unit time in the engine (10) becomes smaller, and to control the engine torque adjustment mechanism to reduce the engine output torque according to the rate of change set by the torque reduction change rate-setting part.

Abstract: A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured, upon satisfaction of a condition that the vehicle is traveling and a steering angle-related value is increasing, to control the engine torque adjustment mechanism to reduce the engine torque to thereby execute a vehicle attitude control for generating deceleration of the vehicle, and, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to restore the reduced engine output torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a time period from the satisfaction of the terminating condition through until start of restoration of the engine torque, such that it becomes longer as the number of times of combustion per unit time becomes larger, and starts to restore the engine torque when the set time period has elapsed.

Abstract: A steering assist system includes: a first sensor; a second sensor; and an electronic control unit. The electronic control unit is configured to start a lane change assist control when another vehicle obstructing a lane change is detected; detect a progress status of the lane change; stop the lane change assist control, when the first sensor detects an approaching vehicle; execute a center return assist control when the lane change assist control is stopped in a former part of the lane change; and execute a collision avoidance assist control when the lane change assist control is stopped in a latter part of the lane change.

Abstract: Examples of techniques for classifying roughness of a road are disclosed. In one example implementation, a method includes performing a first temporal analysis based at least in part on a speed of each of a plurality of wheels of a vehicle. The method further includes performing a second temporal analysis based at least in part on a combined wheel speed of the plurality of wheels. The method further includes performing a frequency analysis based at least in part on the speed of each of the plurality of wheels of the vehicle. The method further includes classifying the roughness of the road based at least in part on the first temporal analysis, the second temporal analysis, and the frequency analysis.

Abstract: A driving monitoring system monitors a driver of a host vehicle by a vehicle control unit and a portable terminal which communicate with each other. The vehicle control unit controls the host vehicle. The portable terminal includes a display screen and a camera arranged to capture an image of an area opposing the display screen. The driver monitoring system determines whether the driver of the host vehicle looks at the display screen of the portable terminal during running of the host vehicle, based on an image captured by the camera; the driver monitoring system issues a warning in response to that the driver is determined to be looking at the display screen of the portable terminal.

Abstract: Aspects of the disclosure relate to using vehicle telematics data to assess parameters associated with vehicle operation. In some instances, a driving assessment system may include a first computing device associated with a user in a vehicle and a second computing located remotely from the first computing device. The first computing device may collect, by way of one or more of an accelerometer and global positioning system (GPS), vehicle operational data and vehicle locational information associated with the vehicle and corresponding to a trip of the vehicle and may transmit such information to the second computing device. The second computing device may identify actionable and second order actionable trip data from the vehicle operational data and vehicle locational information and may calculate a behavior score for the trip.