Abstract: A method of controlling wash equipment in an automated vehicle wash system having a conveyor includes, measuring one or more contours of a vehicle as the vehicle moves thorough an entry area of the automated vehicle wash system on the conveyor; tracking the distance a fixed point relative to the conveyor moves; associating the one or more contours of the vehicle with the position of the fixed point; determining, based on the one or more contours of the vehicle and the position of the fixed point, commands for operating the wash equipment; delivering the commands to the wash equipment; and operating the wash equipment in accordance with the commands.

Abstract: A failure detection and correction function which is able to detect a failure of an automatic braking system, and provide a corrected action. The failure detection and correction function is independent of the automatic braking function. The failure detection and correction function uses object coordinates and the speed of the vehicle to determine the collision risk, and then calculates a desired deceleration if there is imminent collision. The function uses desired deceleration to compare to a deceleration request from automatic braking function to determine if there is a failure. The failure detection and correction function takes corrected action to avoid the collision if the automatic braking function has failed.

Abstract: A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. A controller deceleration command input receives a deceleration command signal which is compared against predetermined threshold deceleration rate value or against a current deceleration value being executed by the combination vehicle and, based on a result of the comparisons, either the enhanced or the non-enhanced braking modes are implemented by the controller.

Abstract: A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. The enhanced braking mode strategy is used unless trailer capability information reported by one or more the trailers fails to match against expected trailer capability information.

Abstract: A braking system of a work machine includes a pressurized fluid supply, a base valve fluidly coupled to the supply, a proportional control valve fluidly coupled to the supply, and a fluid output configured to be fluidly coupled to a braking system of a trailer. A first fluid path is selectively fluidly coupling the supply to the fluid output via the base valve, and a second fluid path is selectively fluidly coupling the supply to the fluid output via the proportional control valve. The base valve includes a predefined fixed gain and the proportional control valve includes an adjustable ratio.

Abstract: A braking control system for an automotive vehicle having driven rear wheels which are coupled through a coupling arrangement to the front wheels of the vehicle so as to switch the vehicle between two-wheel drive mode and four-wheel drive mode, comprises an input for receiving a signal indicative of the nature of the terrain on which the vehicle is parked, wherein the nature of the terrain includes the incline of the terrain and one or more additional indicators of the nature of the terrain, and a processor configured to determine, depending on the signal, a braking force to be applied to the front wheels to brake the vehicle securely. The braking system comprises an output for providing a signal to the coupling arrangement to apply the determined braking force to the front wheels.

Abstract: A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. The enhanced braking mode strategy is used unless trailer capability information reported by one or more the trailers fails to match against expected trailer capability information.

Abstract: A braking system with function of anti-somersault, comprising: a hydraulic unit, a piston, a drive unit, a suspension travel sensor, and an ECU. During braking, according to a suspension travel signal generated by the suspension travel sensor, the ECU is able to determine whether a vehicle with short wheel base and high centre of gravity tends to be subject to forward somersault or not. Once confirmed, the ECU immediately sends a control signal to the drive unit, so as to drive the piston move towards a pressure releasing direction, such that fluid pressure on the downstream side of the hydraulic unit is blocked from changing. Moreover, further increase of the piston's displacement increases fluid volume in an oil chamber of the hydraulic unit so as to largely reduce the downstream fluid pressure. Consequently, braking force applied to the vehicle by the braking caliper decreases, and the forward somersault is prevented.

Abstract: According to one embodiment, for example, when it is determined that a certain condition has been satisfied while first antilock control is being executed, a controller of a brake control apparatus executes second antilock control by opening and closing a solenoid valve with a motor stopped so that brake fluid of the wheel cylinder is caused to flow into a reservoir, the second antilock control including a second pressure reduction mode, the second pressure reduction mode reducing a pressure of a wheel cylinder while substantially equilibrating the pressure of the wheel cylinder and a pressure of the reservoir at a certain pressure or larger, the certain pressure being larger than zero.

Abstract: A braking controller and method in a towing vehicle towing one or more towed vehicles as a combination vehicle provides brake control of the one or more towed vehicles based on a level of braking force applied to the towing vehicle. A non-enhanced braking mode applies a first level of braking force to the towed vehicles in a predetermined reduced proportion relative to the level of braking force applied to the towing vehicle, and an enhanced braking mode applies a second level of braking force to the towed vehicles greater than the first level of braking force. A controller deceleration command input receives a deceleration command signal which is compared against predetermined threshold deceleration rate value or against a current deceleration value being executed by the combination vehicle and, based on a result of the comparisons, either the enhanced or the non-enhanced braking modes are implemented by the controller.

Abstract: The reservoir tank includes a reservoir body which reserves a fluid in an inner portion thereof formed to be in a hollow box shape. The reservoir body includes a port extending outward, a reservoir chamber which reserves the fluid and a port chamber which volume is smaller than that of the reservoir chamber and is in fluid communication with the port and a first communication passage positioned at a portion lower than a changeable liquid surface of the fluid reserved in the reservoir chamber in a vertical direction and provided at the first partition portion to allow the fluid communication between the reservoir chamber and the port chamber and wherein the port chamber and the port are kept being a state in which they are filled with the fluid supplied from the reservoir chamber via the first communication passage.

Abstract: A method for adjusting brake pressures of a motor vehicle includes actuating, by a control unit, while taking into account determined dynamic state variables of wheels that are to be braked, a pressure control valve with an inlet valve for ventilating and with an outlet valve for venting the brake pressure line that is controlled by the pressure control valve. The control times of the outlet valve are determined depending on control of the inlet valve.

Abstract: The present invention discloses a motor-magnetostrictive actuator hybrid brake-by-wire system. The system includes a motor, a transmission mechanism, a magnetostrictive-driving piston mechanism and a floating-caliper disc mechanism. The transmission mechanism includes a planetary gear set and a screw set, and is driven by the motor. The linear motion of the sleeve is achieved by the planetary gear set and screw set. The sleeve pushes forward the piston head of the magnetostrictive-driving piston mechanism and the piston head pushes forward the brake pad back plate of the floating-caliper disc mechanism to clamp the brake disc, which accomplishes braking.

Abstract: The present invention relates to a brake force transmission unit (3) for a brake system of a vehicle. The invention proposes to use a screw roller (20) and a screw spindle (30) which meshes with the screw roller (20) within the force flow of the brake force transmission unit (3). The use of a screw roller (20) in particular leads to an improved force transfer, a compact design and/or a long life cycle of the brake force transmission unit (3).

Abstract: An airline couple that provide consumers a way to keep air lines connected while driving. The first airline couple includes a first airline connector extending forward, an airline clip including a planar rectangular tab that includes a pair of apertures disposed on the planar rectangular tab and a second airline connector extending back towards the airline clip, the airline clip is wrapped around the first airline connector and the second airline connector. The airline couple includes a piece of putty wrapped around each end of a first airline connector and a second airline connector, the piece of putty hardens between each end of the first airline connector and the second airline connector securing each end of the first airline connector and the second airline connector.

Abstract: The present invention discloses a spring clutch comprising a coil assembly, a rotor assembly and a pulley assembly. The coil assembly comprises a coil housing, an encapsulated coil and a shell, the encapsulated coil is in the coil housing. The rotor assembly comprises a shaft, a rotor and a sleeve, the sleeve is on the shaft, the shaft is in the rotor, the shaft is in the coil housing. The pulley assembly comprises an armature, leaf springs, a brake plate and a pulley, one side of the leaf spring is pressed with armature and the another side is pressed with pulley, the brake plate is outside of the armature and covered some area of the armature, the pulley is on the sleeve. The brake plate has magnet pieces inside. A spring clutch in accordance with the present invention the brake plate has magnet pieces inside to make the armature has magnetic force to catch up with the brake plate to enable the clutch has strong friction force to reduce the stop time.

Abstract: Systems and methods for detecting operation of a braking system of a vehicle. A system for detecting operation of a braking system of a vehicle comprises a microphone, and an electronic controller, configured to receive an audio signal from the microphone, wherein the audio signal is comprised of a sound caused by contact between at least one tire of the vehicle and a driving surface, generate a noise characteristic from the audio signal, compare the generated noise characteristic to a known noise characteristic, and generate a notification based upon the comparison of the generated noise characteristic to the known noise characteristic.

Abstract: The present invention relates to a method and an apparatus for determining brake wear at a vehicle. According to the present invention, the brake wear estimation includes determining, for each of one or more time periods during which a brake of the vehicle is actuated, a speed of the vehicle at a start time of the respective time period and a speed change parameter indicative of a change of speed of the vehicle during the respective time period; and determining, for each of the one or more time periods, a respective brake wear parameter indicative of brake wear at one or more brakes of the vehicle during the respective time period based on the speed of the vehicle at the start time of the respective time period, the speed change parameter indicative of the change of speed of the vehicle during the respective time period, and the mass or weight of the vehicle.

Abstract: Systems and methods are provided for detecting an object and causing a vehicle to brake based on the detection. In one implementation, an object detecting and braking system for a vehicle includes at least one image capture device configured to acquire a plurality of images of an area including an object in front of the vehicle. The system includes at least one processing device programmed to perform a first image analysis to determine a first estimated time-to-collision of the vehicle with the object, and to perform a second image analysis to determine a second estimated time-to-collision of the vehicle with the object. The processing device is also programmed to calculate a difference between the first estimated time-to-collision and the second estimated time-to-collision, to determine that the difference does not exceed a predetermined threshold, and to cause the vehicle to brake based on the determination that the difference does not exceed the predetermined threshold.

Abstract: The present invention relates to flying scooter comprising a base made of fibreglass, 20 fans with 20 motors connected to a power system with components comprising capacitors, batteries, photovoltaic solar cells, an oxygen generator, a regulator, electronic sensors, and electronic chips. The scooter has a circular front part that includes a display that gives operational levels of the components, and the base has a cavity for the passenger's legs, and a rubber strap for securing the passenger. Manual controls are provided as well as a grip for the controls. The controls are connected to the sensors and electronic chips wirelessly.

Abstract: A method for operating a hybrid electric vehicle including determining a period of time and a speed of crankshaft rotation inducing lubricant delivery to a lubricated component in an internal combustion engine of a vehicle based on an ambient temperature and when a period of combustion inactivity exceeds a threshold and a state of charge of an electrical storage device is above a limit and attached to an external power source, rotating the crankshaft for the duration and speed using an electric machine.

Abstract: There is provided a vehicle behavior control device capable of improving responsivity of a vehicle behavior and a linear feeling with respect to a steering wheel operation without causing a driver to experience a strong feeling of intervention of the control and, at the same time, capable of controlling behavior of a vehicle in such a manner as to also improve stability of the vehicle attitude and riding comfort. In a vehicle behavior control device applied to a vehicle having steerable front road wheels, the vehicle behavior control device includes a PCM which acquires a steering speed of the vehicle, and generates a deceleration jerk which is a rearward jerk in a longitudinal direction of the vehicle when the steering speed becomes equal to or greater than a given threshold TS1 which is greater than zero.

Abstract: A control device includes an electronic control unit configured to selectively execute traveling in a first traveling mode and traveling in a second traveling mode, the first traveling mode being a traveling mode in which in a state where one engagement device is controlled so as to be engaged, a differential state is controlled by a first rotating machine to transmit torque of an engine, and the second traveling mode being a traveling mode in which in a state where the other engagement device is controlled so as to be engaged, a differential state is controlled to transmit torque of the engine, and perform switching to traveling in the second traveling mode in a case where a vehicle speed is equal to or higher than a predetermined vehicle speed when engine stop control that stops the engine is executed during traveling in the first traveling mode.

Abstract: A control apparatus for a vehicular power transmitting system includes a power transmission switching portion configured to selectively establish a first drive mode by placing one of the first and second coupling elements in an engaged state, a second drive mode by placing the other of the first and second coupling elements in an engaged state, or a third drive mode by placing both of the first and second coupling elements in the engaged states. The power transmission switching portion switches the vehicular power transmitting system between the first and second drive modes through the third drive mode, where a predetermined condition is not satisfied, and switches the vehicular power transmitting system between the first and second drive modes with concurrent engaging and releasing actions of the first and second coupling elements, where the predetermined condition is satisfied.

Abstract: A control apparatus for a power transmitting system of a vehicle includes a drive mode control portion for selectively establishing one of first and second engine-braking drive modes in which a braking torque of the engine is applied to the vehicle. The first engine-braking drive mode is established in an engaged state of the first coupling device, while the second engine-braking drive mode is established in an engaged state of the second coupling device. The drive mode control portion switches the power transmitting system between the first and second engine-braking drive modes, such that the engine speed is held constant in the process of switching between the first and second engine-braking drive modes.

Abstract: A control method when a vehicle tire bursts, a vehicle control system, and a vehicle, the method including: obtaining the wheel information of the burst tire when the vehicle tire bursts; judging the deviation condition of the vehicle after the tire burst, and obtaining a driving intention of a driver; and calculating the driving torque and the braking torque of the wheels without burst tire according to the deviation condition and the driving intention of the driver, and controlling the wheels without burst tire according to the driving torque and the braking torque to correct the deviation condition of the vehicle, so that the vehicle remains normal driving within a preset distance.

Abstract: A vehicle control apparatus includes: a brake control portion which is configured, when a vehicle is stopped, to cause a braking apparatus to keep a stopped state in which the vehicle is held stopped independently of operation of a brake pedal of the vehicle; a driver-assistance control portion which is configured to start a driver assistance operation in response to a manual operation made by the operator, and which is configured, when the stopped state is kept by the brake control portion, to withhold start of the driver assistance operation; and a withhold cancel portion which is configured, when a returning operation of the brake pedal has been made by the operator, to cause the driver-assistance control portion to cancel withhold of the start of the driver assistance operation.

Abstract: A radar ECU 13 gives priorities based on predicted collision times TTC and priorities based on relative distances D to all moving objects (S13), and selects 4 (four) moving objects in ascending order of the predicted collision times TTC (S14). The radar ECU 13 selects 5 (five) in ascending order of the relative distances D among the moving objects other than the moving object selected at S14 (S15). The radar ECU 13 transmits object information on the moving objects selected at S13 and S14 to a driving support ECU 20 (S16). The driving support ECU 20 performs various driving support controls based on the transmitted object information.

Abstract: A vehicle control device includes a driving path calculator configured to calculate a driving path of a vehicle based on road attribute information including at least one piece of information from among road type information, obstacle information, and drivable road width information; an approaching vehicle detector configured to detect an approaching vehicle which moves in a direction opposite to a direction in which the vehicle drives, in the driving path while the vehicle drives along the driving path; a driving path change necessity determiner configured to determine a necessity of changing the driving path of the vehicle based on the road attribute information and an approaching vehicle's intention to change a path; and a vehicle movement controller configured to control a movement of the vehicle based on a result of determining the necessity of changing the driving path.

Abstract: An autonomous driving device may include: a sensor configured to sense a surrounding object of an own vehicle, a controller configured to generate an autonomous driving path of the own vehicle based on movement data of the surrounding object sensed by the sensor unit, and a surrounding object analyzer configured to receive the movement data of the surrounding object from the controller and stochastically analyze an expected movement trajectory of the surrounding object. The controller may generate the autonomous driving path based on the expected movement trajectory of the surrounding object that is stochastically analyzed by the surrounding object analyzing unit.

Abstract: A vehicle control device includes a first trajectory generating part that performs processing at a first period and that generates a first trajectory which is a future target trajectory for a host vehicle, a second trajectory generating part that generates a second trajectory which can start the host vehicle earlier compared to the first trajectory in a case the host vehicle is accelerated from a state in which the host vehicle is stopped or traveling at a low speed on the basis of an external environment, and a traveling controller that controls traveling of the host vehicle on the basis of the second trajectory generated by the second trajectory generating part.

Abstract: A method for operating a vehicle includes detecting an object state using a surroundings sensor system of the vehicle at a first point in time, detecting an object state using the surroundings sensor system at a later second point in time, and adapting an activation state of a semi-automated or fully-automated driving function of the vehicle based on the detected object states.

Abstract: A vehicle device is used for a vehicle and includes a data acquisition unit, a compensation unit, and an output unit. The data acquisition unit acquires data successively transmitted from outside a subject vehicle via communication. The compensation unit compensates a data loss resulting from unsuccessfully acquiring of data in the data acquisition unit by using data already acquired by the data acquisition unit and generates assistive data used for travel assistance of the subject vehicle. The compensation unit associates with the assistive data a compensation implementation value indicating an implementation of the compensation. The output unit outputs the assistive data associated with the compensation implementation value to a travel assistance device for performing the travel assistance when the compensation unit generates the assistive data by compensating the data loss. Accordingly, decrease of driver's reliability for travel assistance using data acquired through communication is restricted.

Abstract: There is provided a traveling control system. The traveling control system includes a first acquisition unit configured to acquire peripheral information of a self-vehicle, a second acquisition unit configured to acquire predetermined road information, a specifying unit configured to specify, based on the peripheral information acquired by the first acquisition unit, a width of a road on which the self-vehicle travels, and a control unit configured to perform traveling control based on a smaller one of a width of a road indicated by the road information acquired by the second acquisition unit and the width of the road specified by the specifying unit.

Abstract: A system includes a processor for a first vehicle and a memory. The memory stores instructions executable by the processor to, upon determining audio fault of the first vehicle, identify a second vehicle for sound-sharing based on a sound output of the second vehicle, and form a platoon with the second vehicle based on the sound output.

Abstract: A driving system for a vehicle includes: a communication device; at least one processor; and a computer-readable medium coupled to the at least one processor having stored thereon instructions which, when executed by the at least one processor, causes the at least one processor to perform operations including: acquiring, through the communication device, driving control data from a first autonomous driving vehicle; determining a driving speed based on the acquired driving control data; and based on the driving speed, generating a control signal configured to track the first autonomous driving vehicle within a predetermined distance.

Abstract: The invention relates to a method for digging out a motor vehicle at a standstill, in which the driver predefines a startup direction for the motor vehicle with the aid of an operating element; in which a reciprocating motion of the motor vehicle is generated with the aid of chronologically consecutive drive force pulses which are independent of the driver and have a first intensity; in which the spatial amplitude of the reciprocating motion is ascertained and compared to a predefined threshold value; and when the spatial amplitude of the reciprocating motion of the motor vehicle exceeds the threshold value, a startup movement of the motor vehicle is subsequently generated in the predefined startup direction using at least one drive force pulse which is directed in the predefined startup direction and which has a second intensity, which is greater than the first intensity.

Abstract: In one aspect, a method for adjusting torque limits for a work vehicle may include controlling, with a computing device, an operation of an engine of the work vehicle such that a torque output of the engine is maintained at or below a baseline engine torque limit. The method may also include receiving, with the computing device, an input associated with a current hydraulic power requirement of a hydraulic system of the work vehicle, and adjusting, with the computing device, a torque limit for the engine from the baseline engine torque limit to an adjusted engine torque limit based on the current hydraulic power requirement of the hydraulic system. In addition, the method may include controlling, with the computing device, the operation of the engine such that the torque output of the engine is maintained at or below the adjusted engine torque limit.

Abstract: A vehicle control device (a control unit 100) includes a neutral control unit (100b), a brake hold control unit (100c), and a switching control unit (100d) configured to switch, when a predetermined switching condition is satisfied during execution of brake hold control by the brake hold control unit (100c), application of braking force to at least a drive wheel by execution of the brake hold control to application of the braking force to at least some vehicle wheels by an electric parking brake device. The neutral control unit (100b) stops execution of neutral control upon switching by the switching control unit (100d).

Abstract: Provided is a vehicle turning control device which prevents a target yaw rate from being unstable, even if a control gain is changed in accordance with the magnitude of a yaw rate deviation or a road surface frictional coefficient. This vehicle turning control device includes a target yaw rate correction (32). The correction (32) calculates a target yaw rate with respect to the control gain determined based on a vehicle traveling information, using at least one of a plurality of calculated target yaw rates. The control gain is determined such that, as a road surface frictional coefficient decreases or as a yaw rate deviation increases, a yaw response characteristic approaches a basic yaw response characteristic from an initial yaw response characteristic.

Abstract: In one embodiment, in response to a route from a source location to a target location, the route is analyzed to identify a list of one or more driving scenarios along the route that match one or more predetermined driving scenarios. The route is segmented into a list of route segments based on the driving scenarios. At least one of the route segments corresponds to one of the identified driving scenarios. A path is generated based on the route segments for driving an autonomous driving vehicle from the source location to the target location. The path includes a number of path segments corresponding to the route segments. At least one of the path segments of the path is determined based on a preconfigured path segment of a predetermined driving scenario associated with the path segment, without having to calculating the same at real time.

Abstract: A reception unit receives a command which is either a leftward lane change command or a rightward lane change command. A traveling control unit controls the lane change, based on the lane change command. A lighting control unit turns on a direction indicator. A command determination unit causes the traveling control unit to cancel control of both the leftward and rightward lane changes and causes the lighting control unit to turn off the direction indicator, in spite of the reception unit receiving a first lane change command to either leftward or rightward direction as a lane change, and the traveling control unit starting first lane change control, if a second lane change command, which is in a direction opposite to the first lane change, is received before part of the vehicle enters an adjacent lane which is adjacent to a traveling lane where the vehicle travels.

Abstract: A method for automatically adjusting a target ground speed of a machine includes receiving data from a sensor, at a work monitor unit of an electronic control module of the machine, analyzing the data received from the sensor on the work monitor unit, receiving the data from the work monitor unit at a target model unit of the electronic control module, calculating, at the target model unit based on the data, ground engagement data for the machine, receiving the ground engagement data for the machine at a work monitor library unit of the electronic control module, calculating, at the work monitor library unit, the target ground speed, and adjusting a speed of the machine to the target ground speed.

Abstract: A digital display type similar to a tachometer or fuel gauge for an automobile for numerically displaying the “optimal shift point.” The will serve several purposes. This will allow less wear and tear on the clutch, elongate the life of the clutch, prevent it from burning out as quickly it would reducing overall cost in the long run and providing a smoother, safer ride.

Abstract: The invention relates to a method for operating a drive device (1) of a motor vehicle, having an internal combustion engine (2), an electric machine (3), and a dual-clutch transmission (4). The dual-clutch transmission (4) has two clutches (K1, K2), by means of which the transmission can be connected to the internal combustion engine (2). At least the internal combustion engine (2) is actuated in a driving operation in order to generate a target drive torque, and the clutches (K1, K2) are actuated in opposite directions for a gear shift. During a gear shift, the electric machine (3) which is connected to the dual-clutch transmission (4) without a clutch is actuated such that the electric machine completely or partly generates the target torque at least temporarily.

Abstract: A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated fiction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a torque source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a torque source is modulated. A perceptible transmission output torque reduction during an upshift is avoided. Measured torque values are used during a torque phase of the upshift to correct an estimated oncoming friction element target torque so that transient torque disturbances at an oncoming clutch are avoided and torque transients at the output shaft are reduced.

Abstract: System, methods, and other embodiments described herein relate to identifying changes within a surrounding environment of a vehicle. In one embodiment, a method includes collecting, using at least one sensor of the vehicle, sensor data about the surrounding environment. The method includes analyzing the sensor data to identify features of the surrounding environment. The features are landmarks of the surrounding environment that are indicated within a map of the surrounding environment. The sensor data indicates at least measurements associated with the features as acquired by the at least one sensor. The method includes computing persistence likelihoods for the features according to a persistence model that characterizes at least prior observations of the features and relationships between the features. The persistence likelihoods indicate estimated persistences of the features to indicate whether the features likely still exist.

Abstract: A system includes a pattern recognizing module that identifies a pattern based on at least one of: (i) a movement of a driver of a vehicle, (ii) an object in front of the vehicle, (iii) a status of the vehicle, and (iv) an action of the vehicle. The pattern corresponds to a pattern response. A safety module compares the pattern response to a safe maneuver database. The pattern response is classified as safe in response to the pattern response matching at least one safe pattern response of the safe maneuver database. A pattern integration module integrates the pattern and the pattern response into a pattern database in response to the pattern response matching the at least one safe pattern response of the safe maneuver database. A vehicle control module performs the pattern response in response to the pattern recognizing module identifying the pattern.

Abstract: Autonomous driving assistance devices, methods and programs generate assistance information to be used in autonomous driving assistance that is executed in a vehicle. The devices, methods and programs set a target travel trajectory that is an aimed travel trajectory for a road on which the vehicle travels and set a control target point to a position that is located on the target travel trajectory and ahead of a trajectory generation start point in a direction in which the vehicle is traveling based on a type of autonomous driving assistance being executed in the vehicle. The devices, methods and programs generate a control trajectory to be followed by the vehicle by using a trajectory from the trajectory generation start point to the control target point.

Abstract: In a communication system, an in-vehicle relay device relays data between ECUs, which are each connected to a communication line in a vehicle, by communicating with each of the ECUs. Data received by a communication device from a server outside the vehicle is input to an out-of-vehicle relay device. Data to be transmitted by the communication device to the server is output to the communication device by the out-of-vehicle relay device. The out-of-vehicle relay device relays data between the server and the ECUs by passing data to and from the in-vehicle relay device. The out-of-vehicle relay device outputs, to the in-vehicle relay device, data input to the out-of-vehicle relay device, or associated data that is associated with data that was output. The in-vehicle relay device determines whether the relaying performed by the out-of-vehicle relay device is to be suspended, based on associated data output by the out-of-vehicle relay device.