Abstract: A skid plate assembly is provided for mounting to a vehicle front-end, proximate a vehicle bumper. The assembly includes a support frame that defines a bottom portion configured to extend forward from the vehicle and a front portion connected to the bottom portion and configured to extend upwardly from the bottom portion and a cross at least a portion of the vehicle front end. A skid plate defines a bottom portion extending along the support frame bottom portion, and a front portion extending upwardly to the support frame front portion. The skid plate extends about at least a portion of the support frame front portion to define a skid plate upper surface. A skid plate cover is detachably engaged to the skid plate and extends along the skid plate bottom portion and the skid plate front portion. Mounting brackets are provided to engage the skid plate to the vehicle.

Abstract: An energy absorbing structure includes a vehicle body frame member, a bumper member, an energy absorbing member and a connecting member. The vehicle body frame member is disposed along a longitudinal direction of a vehicle body. The bumper member is provided on an end portion of the vehicle body. The energy absorbing member is formed from fiber-reinforced resin and is provided between the vehicle body frame member and the bumper member. The vehicle body frame member and the bumper member are connected by the connecting member. The energy absorbing member is formed from fiber-reinforced resin, and the connecting member is formed from a non-brittle material. The connecting member has at least a portion that covers the outer surface of the energy absorbing member and that is closely arranged to the outer surface of the energy absorbing member.

Abstract: A guard for a vehicle includes a support tube. A pivoting step includes a pivot tube portion movable about the support tube between a stowed position and a deployed position and a step portion. A spring member is disposed between the support tube and pivot tube biasing the pivot tube toward one of the stowed position and deployed position.

Abstract: A fender assembly having a non-metallic fender panel configured in a curved manner generally prevents material from accumulating on surfaces thereof, reduces weight of the vehicle, and provides a necessary level of protection from flying rocks and other debris that the wheels of a truck may generate. A non-metallic material is used to form the fender panel, which has a desired level of strength, durability, pliability and coefficient of friction. By carefully selecting this material, the fabrication and installation of the fender assembly is further simplified, thus providing additional efficiency. When applied to a cement mixer truck, the curved fender assembly is particularly beneficial as it provides the necessary level of protection, while also discouraging a build-up of concrete on any surface since the non-metallic material will not generally allow concrete to adhere to the surface.

Abstract: A bumper assembly is provided for a vehicle having a frame. The bumper assembly includes a winch cradle defining a cradle mounting aperture corresponding to a first frame aperture of the frame. A bumper member is configured to at least partially surround the winch cradle and extend laterally from the winch cradle across a portion of the vehicle. The bumper member defines a bumper mounting aperture corresponding to a second frame aperture. The winch cradle is configured to couple to the vehicle frame independent of the bumper member and the bumper member is configured to couple to the vehicle frame independent of the winch cradle.

Abstract: A lighted vehicle part includes a vehicle step pad attachable to a vehicle. The step pad has a stepping surface configured to permit a user to step on the stepping surface when loading objects into a vehicle on which the step pad is attached. A downturned lip extends downwardly from the stepping surface. A light source is mounted to the step pad in such a way that the light source can emit light from the lip.

Abstract: Crash detection in a road vehicle includes determining an impact location. Acceleration and yaw rate are measured, and occurrence of an impact is detected by comparing a total acceleration to an impact threshold. An impact angle is determined according to an arctangent of a ratio of lateral and longitudinal accelerations. A center-of-gravity to impact distance is determined according to vehicle mass, moment of inertia, acceleration, and yaw rate. When the yaw rate is less than a yaw threshold and the impact angle is within a predetermined range of an integer multiple of 90°, then the impact location is determined in response to a projection of the impact distance selected according to signs of the accelerations. Otherwise, the impact location is determined in response to a projection of the impact distance selected according to signs of the accelerations and a sign of the yaw rate.

Abstract: Provided is a vehicle seat (100) comprising: a seat cushion (101); a seat back (102) capable of being folded toward the seat cushion (101); a slide rail (110) movable in the front-back direction with the seat cushion (101) mounted thereon; a stationary rail (120) for guiding the slide rail (110); and a drive motor (160) for driving the slide rail (110) in the front-back direction along the stationary rail (120). The vehicle seat (100) is configured such that an integral sensor bracket (130) on which a magnetism sensor (141) and a limit switch (151) are mounted is affixed to the slide rail (120), and a magnetic body (142) which is detected by the magnetism sensor (141) and a detection plate (153) which activates the limit switch (151) are mounted to the stationary rail (120).

Abstract: A multiple pivot rollover protection structure includes a pair of primary pivot assemblies and a pair of shipping pivot assemblies. The primary pivot assemblies provide a plurality of different operating positions for the upper ROPS legs, and a generally vertical shipping configuration for the upper ROPS legs extending downwardly alongside and not behind a rear mounted engine. The shipping pivot assemblies provide a generally vertical operating position for each of the intermediate ROPS legs and a generally horizontal shipping configuration for each of the intermediate ROPS legs extending rearwardly alongside and not behind the rear mounted engine. A spring loaded plunger is engageable between each upper ROPS leg and intermediate ROPS leg. A latch may be provided between each of the upper ROPS legs and the intermediate ROPS legs to hold the spring loaded plunger in a disengaged position.

Abstract: An airbag door for a vehicle including: a suit case installed in an instrument panel; a door panel coupled to the suit case so as to cover an opening of the suit case; and a scrim member coupled to the door panel so as to support the door panel deployed from the suit case, and fixed to the suit case.

Abstract: A vehicle seat that includes: an inflator that is disposed at a seat front end portion, inside a seat portion of a seat cushion, and that generates gas by operating; a first bag portion that is disposed inside the seat portion, that internally houses the inflator, and that, by being supplied with gas from the inflator, is inflated in a longitudinal direction, which is a seat front-rear direction; and a second bag portion that is disposed inside the seat portion on a seat rear side of the first bag portion and communicates with the first bag portion, that has a longitudinal direction extending in a seat width direction, and that has a length in the seat width direction which is longer than that of the first bag portion.

Abstract: A curtain airbag device with which the position of a tether that pulls an end chamber during inflation and deployment thereof can be stabilized, thereby stabilizing the deployment behavior of the end chamber.

Abstract: An inflation assembly for use within a vehicle. The inflation assembly is configured to deliver gas from a pressure source to the one or more inflatable devices. The inflation assembly includes a fitting that engages with the pressure source and receives gas from the pressure source. The fitting includes outlet ports that are oriented to direct the gas away from the fitting and into hoses that lead to one or more inflatable devices. The outlet ports are configured to release gas in outward directions such that reactive forces that are applied to the fitting by the released gas are neutralized. This prevents the pressure source from moving and potentially injuring a person or damaging the vehicle.

Abstract: An airbag cover assembly of an airbag module has a molded housing cover and a thin leather or imitation outer cover. The molded housing cover is configured for attachment to the airbag module. The housing cover has an outer surface and an inner surface. The inner surface has a plurality of tear seams arranged to break along a predetermined path. The thin leather or imitation leather outer cover is glued or otherwise affixed directly onto the outer surface of the housing cover. The leather or imitation leather outer cover has a generally uniform thickness devoid of tear seams. The thin leather or imitation outer cover has a thickness of less than 1.0 mm, preferably 0.6 mm. The outer cover is constructed from three separate pieces stitched together with threads longitudinally along a curved arc.

Abstract: An airbag includes a bag body and an inlet port section of inflation gas. As a gas receivable region, the bag body includes a front main inflatable region, a rear main inflatable region, a feed path that feeds the inflation gas from the inlet port section to the front and rear main inflatable regions, and a sub inflatable region that absorbs the gas from the front main inflatable region when a pressure of the front main inflatable region soars. A front partitioning region partitions the front main inflatable region from the sub inflatable region. The front partitioning region is disposed in front of a front end of an upper partitioning region in an island-like fashion remote from other uninflatable region so as to provide, at the rear of and there beneath, one each communication passage that provides gas communication between the front main inflatable region and the sub inflatable region.

Abstract: There is provided a passenger seat air bag having a portion which is unfolded to a side toward a center side of a vehicle in which a pressure difference in the portion is suppressed. A passenger seat air bag includes a front unfolding portion which is unfolded in front of the passenger seat, and a side unfolding portion which is in communication with the front unfolding portion and which is unfolded to side, of the passenger seat, nearer to a center of the vehicle. A horizontal tether is provided in the side unfolding portion in an arrangement which is approximately horizontal during unfolding. When unfolding gas is injected from the front to the air bag, because the horizontal tether does not block flow of the unfolding gas, pressure us the side unfolding portion is made uniform.

Abstract: Provided is an air bag base cloth constituted by a composite material obtained by coating fabric made of synthetic fibers with a synthetic resin. The average value of the 100% modulus in the warp direction of the fabric texture included in the composite material and the 100% modulus in the weft direction of the fabric texture included in the composite material is 50 N/cm or less. The 100% elongation recovery rate is 95% or more. The 100% elongation load air permeability is 0.1 L/cm2·min or less both before and after thermal treatment at 100° C.

Abstract: The present invention provides a gas generator, including: an ignition device being disposed at a first end of a cylindrical housing main body portion, a diffuser portion being provided with a gas discharge port and closing a second end thereof which is axially opposite to the first end; a combustion chamber being present in an internal space of the cylindrical housing main body portion; a cup-shaped member partitioning the combustion chamber and the diffuser portion, a bottom surface and an opening of the cup-shaped member being located on the side of the first end and the second end of the cylindrical housing main body portion respectively, and a first gap being formed between the circumferential wall of the cup-shaped member and an inner wall surface of the cylindrical housing main body portion; a cylindrical filter being disposed in a space surrounded by the cup-shaped member and the diffuser portion, and a first end surface of the cylindrical filter being abutted against the bottom surface of the cup-sha

Abstract: A gas generator includes, an ignition device chamber arranged on a first end side of a cylindrical housing and closed by an ignition device including an igniter, a diffuser including a gas discharge port and closing a second end side of the cylindrical housing opposite to the first end in an axial direction, a compressed gas containing chamber disposed between the diffuser and the ignition device chamber and containing therein a compressed gas as a gas source, a first rupturable plate disposed closing off the ignition device chamber and the compressed gas containing chamber from one another, and a second rupturable plate disposed closing off the compressed gas containing chamber and the diffuser from one another, a cup-shaped deflector disposed on a side of the second rupturable plate where the compressed gas containing chamber is disposed, the cup-shaped deflector including a gas passage in a peripheral surface section thereof and a fragile section on at least one of a bottom surface section thereof and the

Abstract: Airbag cushion assemblies for aspirating ambient air to enhance inflation. Some embodiments may comprise an inflation module comprising an inflator and a plurality of inflation nozzles fluidly coupled with the inflator and configured to deliver inflation gas from the inflator into an airbag cushion. A housing coupled to the airbag cushion may comprise an aspiration inlet configured to allow for receipt of ambient air into the airbag cushion during inflation of the airbag cushion. The plurality of inflation nozzles may be configured to, upon actuation of the inflator, draw ambient air into the airbag cushion along with the inflation gas from the inflator. In some embodiments, a valve assembly may be positioned below the inflation nozzles and may be configured to automatically open upon actuation of the inflator and to automatically close during or following inflation of the airbag cushion.

Abstract: A vehicle locking boot includes a horizontal support arm and a first vertical support arm extending from the horizontal support arm. The first vertical support arm includes a front engagement protrusion extending therefrom. A receiving sleeve extends from the horizontal support arm at a base of the first vertical support arm. A horizontal extension portion is coupled to the horizontal support arm. A second vertical support arm extends from the horizontal extension portion along a direction orthogonal to the upper surface of the horizontal support arm. The second vertical support arm includes a rear engagement protrusion extending therefrom. The front engagement protrusion faces the rear engagement protrusion. A keypad is disposed on the first engagement portion. The keypad is configured to lock and unlock the horizontal extension portion. A lug nut blocking plate is coupled to the first vertical support arm above the first engagement protrusion.

Abstract: A system includes a host-transceiver, a radar-sensor, and a controller. The host-transceiver is installed in a host-vehicle and detects a signal from a mobile-transceiver. The radar-sensor detecting movement of one or more body parts of a person proximate to the host-vehicle. The controller is in communication with the host-transceiver and the radar-sensor. The controller activates the radar-sensor in accordance with a determination that the mobile-transceiver is within a distance-threshold of the host-vehicle. The controller provides access to the host-vehicle in accordance with a determination that the movement of the one or more body parts corresponds to one or more predetermined gestures.

Abstract: A remote control device for a vehicle includes a vibration sensor sensing vibration of the remote control device; a communication unit performing communication with the vehicle; and a controller changing an operation mode of the remote control device based on a first signal received from the vehicle via the communication unit.

Abstract: A washing device for on-board camera includes a spout port, a tank, and a controller. The spout nozzle is directed to the lens surface of a camera installed on a vehicle, and spouts a washing liquid and compressed air. The tank communicates with the spout port, and reserves the washing liquid and compressed air under pressurized condition. The controller controls the washing liquid and compressed air reserved in the tank so as to spout through the spout port.

Abstract: An autonomous emergency braking apparatus may include: a front sensor configured to sense object information by searching for a control target ahead of a vehicle; a compensation condition sensor configured to sense a vehicle state and a surrounding environment, in order to estimate the road state and the driving environment of the vehicle; a brake controller configured to generate a braking force to brake the vehicle; a warning controller configured to notify an operation state when the vehicle is braked; and a controller configured to calculate a braking force and braking point, adjust the road state estimated from the vehicle state sensed through the compensation condition sensor and the braking force and the braking point which are calculated according to the surrounding environment, output a braking command to the brake, and notify the operation state through the warning controller according to the braking command.

Abstract: Disclosed are an autonomous emergency braking system and a method of controlling the same, wherein at least one track corresponding to the target is formed using the received radar signal, it is determined whether the tracks are generated by another vehicle, and it is determined whether the tracks determined to be generated by the other vehicle are generated by an overhead structure. Accordingly, it is possible to prevent the overhead structure from being mistaken for a vehicle and thus to prevent a malfunction of the system and improve reliability.

Abstract: A piece of electrical equipment for connecting both to at least one electromechanical braking actuator and also to at least one electromechanical drive actuator, the piece of electrical equipment (13a) comprising a housing (30), means for fastening the housing to the undercarriage, and inside the housing: a processor unit (32) arranged to generate a braking motor control signal and a drive motor control signal; a power supply unit (37) arranged to generate an equipment power supply voltage, a braking power supply voltage, and a drive power supply voltage; a power converter unit (40) arranged to generate a braking control voltage and a drive control voltage; and a distribution unit arranged to distribute the braking control voltage to the electromechanical braking actuator and the drive control voltage to the electromechanical drive actuator.

Abstract: A vehicular control apparatus includes: a drive power control unit that controls drive power from a drive unit that drives drive wheels of a vehicle; a brake switch (a brake action detection unit) that detects a brake action performed on a brake unit, the brake action including decelerating and stopping the vehicle; a wheelspin detection unit that detects spinning of the drive wheels; a time measurement unit that, when the drive wheels being stopped start to rotate, measures time elapsed since the start of the rotation; and a control unit that enables the wheelspin detection unit to perform detection after a preset detection disabled period elapses since the time measurement unit has started measuring the time.

Abstract: A brake fluid pressure control device for a includes a wheel speed acquisition device that acquires a wheel speed, a slippage amount calculation device that calculates a wheel slippage amount, and a bad road determination device that determines whether a road surface of travel is a bad road. The bad road determination device determines whether the road surface of travel is a bad road using a bad road determination threshold value, and a value that relates to wheel behavior that is calculated based at least upon the wheel speed. The bad road determination threshold value is modified according to the wheel slippage amount. The present invention can appropriately set a bad road determination threshold value that is in accordance with a slippage amount, which corresponds to braking power, and can improve bad road determination precision without depending on variation in change of wheel speed.

Abstract: A brake fluid pressure control device for a vehicle includes a wheel speed acquisition device that acquires a wheel speed, an estimated vehicle body speed calculation device that calculates an estimated vehicle body speed on the basis of the wheel speed, and a bad road determination device that determines whether a road surface of travel is a bad road. The brake fluid pressure control device for a vehicle can provide hydraulic control of a brake fluid that is used in wheel brakes, and the bad road determination device determines whether the road surface of travel is a bad road on the basis of the deviation between the estimated vehicle body speed and the wheel speed. The present invention can detect phenomena particular to bad roads, and can more accurately perform bad road determination, and allows for the improvement of control such as ABS control.

Abstract: A pedal-force simulator device is described as having a housing in which an actuable pressure plunger is mounted in an axially displaceable manner, and having at least two coil springs, which are disposed parallel to one another between an end face of the pressure plunger and an axial stop of the housing. It is provided that at least one disk spring is interposed between the coil springs and the axial stop and/or between the coil springs and the pressure plunger in each case.

Abstract: An electronically pressure-controllable vehicle braking system and a method for controlling an electronically pressure-controllable vehicle braking system are described. Such vehicle braking systems may stabilize a vehicle, assist the actuation of the vehicle braking system, and/or enable a fully automated or semi-automated driving operation. For this purpose, the vehicle braking systems include a primary actuator system which sets or regulates different braking pressures at the wheel brakes and furthermore includes an electronically controllable secondary actuator system which protects the vehicle braking system against, inter alia, failure of the primary actuator system.

Abstract: A braking system for vehicles having at least one manual and/or automatic actuation device operatively connected to a processing and control unit to transmit thereto a request for a braking action by a user. The system may also have at least one first electro-hydraulic actuator device operatively connected to a first and second hydraulic supply circuit of a respective first and second braking device. The first electro-hydraulic actuator device may be actuated by the processing and control unit depending on the request for a braking action.

Abstract: A method for controlling engagement of a power take-off (PTO) clutch may include transmitting a PTO control command for initiating engagement of the PTO clutch, determining that an output speed for the PTO clutch has not increased within a predetermined time period following the transmission of the PTO control command, and determining an average engine pre-load for the work vehicle over a time period occurring prior to transmission of the PTO control command. Moreover, in response to determining that the output speed for the PTO clutch has not increased within the predetermined time period, the method may include transmitting a speed control command associated with increasing a requested engine speed for the work vehicle, determining an adaptive torque command for controlling the engagement of the PTO clutch as a function of the average engine-pre-load, and controlling the engagement of the PTO clutch based on the adaptive torque command.

Abstract: A torque limiting clutch that includes an input member and at least two output members is provided. The input member is configured to receive torque. Each output member is in operational communication with the input member to transfer torque between the input member and each output member. Each output member is configured to slip the operational communication with the input member when a torque above a set torque limit is encountered. Further wherein the slip of the operational communication between the input member and one output member of the at least two output members is independent of the operational communication between the input member and any other output member of the at least two output members.

Abstract: The delivery system includes a vehicle and a server. The vehicle includes a power storage device and a refrigerator. The server performs a delivery planning process for determining an expected delivery time. In the delivery planning process, the server is configured to transmit, to the vehicle, an inquiry as to reception of the delivery matter. When the vehicle receives the inquiry from the server, the vehicle is configured to set a receivable time period and transmit it to the server. When the vehicle sets the receivable time period, if the vehicle is in a state that the vehicle is able to receive power from the power supply facility, the vehicle is configured to set the receivable time period to be longer than the receivable time period set if the vehicle is not in the state that the vehicle is able to receive power from the power supply facility.

Abstract: A hybrid electric vehicle and method of controlling a drive mode therefore is disclosed. The method includes dividing a drive route into a plurality of intervals and operating a per-interval drive load for each of a plurality of the intervals, determining a reference drive load becoming a reference of change into a second drive mode from a first drive mode according to fluctuation of a charge state of a battery using the operated per-interval drive load, and setting an interval corresponding to the reference drive load among a plurality of the intervals as a first drive mode drive interval or a drive interval having the first drive mode and the second drive mode coexist therein. The setting is performed by considering a speed of the interval corresponding to the reference drive load and a speed of a next interval on the drive route.

Abstract: A vehicle control system, a vehicle control method, and a computer readable storage medium capable of controlling a charging ratio in accordance with a user's characteristics are provided. A vehicle control system includes: a power generator including an internal combustion engine is configured to output power and a power generator is configured to generate electric power using the power output by the internal combustion engine; an information acquirer is configured to acquire identification information for identifying a user; and a controller is configured to adjust a period in which the power generator is operated or an electric power per unit time generated by the power generator in accordance with the identification information acquired by the information acquirer.

Abstract: A hybrid electric vehicle having one or more controllers, at least two axles independently driven by respective electric machines (EMs) that are each coupled to a separate battery, and a combustion engine (CE) coupled to one of the axles. At least one of the controller(s) are configured to deliver power to one of the axles in a single axle drive mode, and in response to a torque demand signal (TDS) exceeding a single axle power limit, to deliver power to another axle, and/or all axles. The controller(s) are further configured to respond to the TDS exceeding a multiple axle power limit, and to deliver additional CE power to the coupled axle. In response to a braking signal, the controller(s) may also adjust at least one of the EMs to capture mechanical braking energy from a respective axle, and generate negative torque to charge one or more of the separate batteries.

Abstract: A method for controlling a hybrid vehicle is disclosed. The method comprises calculating, for a low-emission area on the vehicle's current travel, a first energy to travel the low-emission area in a first driving mode, determining whether the hybrid vehicle is capable of traveling the low-emission area in the first driving mode using current energy of a vehicle battery, and when it is determined that the hybrid vehicle is incapable of traveling the low-emission area in the first driving mode using current energy of the vehicle batter, initiating a battery charging operation before the vehicle enters the emission-restricted area.

Abstract: A hybrid vehicle in which a running mode can be appropriately shifted without making a driver feel uncomfortable or feel a sense of slowness. A hybrid vehicle includes an engine, a first motor, a second motor, and a clutch that selectively transmits power between the engine and drive wheels. A controller shifts a running mode to the parallel hybrid vehicle mode in a case of accelerating the hybrid vehicle in the electric vehicle mode, if the drive force is greater than a maximum drive force generatable in the electric vehicle mode, and also greater than a required additional drive force as a variable corresponding to a running resistance against the hybrid vehicle running on a predetermined running road at a predetermined vehicle speed by a predetermined drive force that is set in advance based on the vehicle speed and the drive force.

Abstract: A method for controlling a mild hybrid vehicle is provided. The methods includes: controlling, by a controller, a fuel system for supplying fuel to an engine to be changed to a system that simultaneously uses a gasoline direct injection fuel system and a multi-point injection fuel system based on a number of rotation of the engine and a load of the engine. The method further comprises operating, by the controller, a starter-generator so that torque of the engine operated by the gasoline direct injection fuel system and the multi-point injection fuel system becomes a demand torque of a driver of the mild hybrid vehicle when the demand torque of the driver is greater than a threshold value after the fuel system is changed to the system that simultaneously uses the gasoline direct injection fuel system and the multi-point injection fuel system.

Abstract: Disclosed are a hybrid electric vehicle, which is capable of controlling engine starting in consideration of entry into a specific area, and method of controlling the same. A method of controlling engine starting of a hybrid vehicle includes determining whether catalyst heating is necessary, determining whether a current location corresponds to a specific area associated with exhaust emissions, determining whether a first mode driving is possible, when it is determined that the current position corresponds to the specific area and the catalyst heating is necessary, and performing the first mode driving when the first mode driving is determined to be possible, or a second mode driving when the first mode driving is determined to be impossible. Here, the first mode driving is performed by using an electric motor, and the second mode driving is performed by using at least an engine.

Abstract: A method for adapting a driving behavior of a semi, highly or fully automated vehicle and includes the following steps: receiving passenger compartment data; ascertaining a safety state of at least one vehicle occupant which in particular represents an injury probability of the vehicle occupant in the event of an accident, based on the passenger compartment data; and adapting the driving behavior of the vehicle based on the safety state of the at least one vehicle occupant.

Abstract: A method for automatically leveling an agricultural implement being towed by a work vehicle may generally include monitoring a vehicle inclination angle via at least one vehicle-based sensor supported on the work vehicle, monitoring an implement inclination angle via at least one implement-based sensor supported on the implement, and determining that the work vehicle has begun to travel across an inclined surface based on the vehicle inclination angle. Additionally, the method may include initially adjusting a position of a hitch of the work vehicle in a first direction to maintain the implement inclination angle within a predetermined angular inclination range as the vehicle travels across the inclined surface and adjusting the position of the hitch in a second direction opposite the first direction to maintain the implement inclination angle within the predetermined angular inclination range as at least one ground-engaging component of the implement travels across the inclined surface.

Abstract: A setting assist system of a straddle vehicle configured to change a vehicle body setting which relates to a traveling function of a vehicle body, comprises a receiving section which receives driving operation information relating to a driving operation performed by a rider; a learning section which learns a trend of the driving operation performed by the rider, based on the driving operation information received by the receiving section; a creating section which creates setting information relating to the vehicle body setting based on a learning content obtained by learning by the learning section; and an output section which outputs the setting information created by the creating section.

Abstract: Systems and methods for controlling a fully or semi autonomous vehicle. The methods comprise: receiving first sensor information specifying a person's emotion and physiological response to the autonomous vehicle's operation, or a person's general mood; predicting a first mood of the person based on at least one of the first sensor information and demographic information indicating a level of distrust, fear, anxiety or stress relating or not relating to autonomous vehicles by people having at least one characteristic in common; selecting a first vehicle operational mode from a plurality of pre-defined vehicle operational modes based on the predicted first mood of the person; and causing control of the autonomous vehicle in accordance with rules associated with the selected first vehicle operational mode.

Abstract: Provided are an apparatus, system, and method for vehicle collision avoidance control. When a velocity of a vehicle is determined to be a control-involved velocity or higher, blinking of hazard lights of a preceding vehicle in front of the vehicle is recognized, and one or more of driver warning and deceleration control are performed on the basis of recognition of blinking of the hazard light of the preceding vehicle. Therefore, it is possible to recognize a probability of vehicle collision and avoid vehicle collision.

Abstract: A system and method for performing autonomous emergency braking (AEB) based on peripheral situations of a vehicle are disclosed. The AEB system includes a front lateral detection sensor, a vehicle dynamics sensor, and an electronic control unit (ECU). The front lateral detection sensor detects a distance and a relative speed between a host vehicle and a peripheral object, or transmits peripheral images of the host vehicle to the ECU. The vehicle dynamics sensor detects a driving speed of the host vehicle, and transmits the detected driving speed to the ECU.

Abstract: A system and method for performing autonomous emergency braking (AEB) based on peripheral situations of a vehicle. The AEB system includes a front lateral detection sensor, a vehicle dynamics sensor, and an electronic control unit (ECU). The front lateral detection sensor detects a distance and a relative speed between a host vehicle and a peripheral object, or transmits peripheral images of the host vehicle to the ECU. The vehicle dynamics sensor detects a driving speed of the host vehicle, and transmits the detected driving speed to the ECU.