Abstract: An airbag assembly according to the present disclosure includes an elongated cushion and a restraint. The elongated cushion is configured to deploy from an interior side wall of a vehicle into a passenger compartment of the vehicle to resist upward motion of a leg of an occupant of the vehicle. The restraint is configured to prevent the elongated cushion from rotating upward and toward the side wall when the leg of the occupant contacts an underside surface of the elongated cushion.

Abstract: An overhead airbag system includes a first airbag assembly with a first inflator and a first airbag cushion. The first airbag cushion includes an occupant-facing portion, a first side portion and a second side portion. The occupant-facing portion is connected between the first side portion and the second side portion and separates the first side portion from the second side portion by a first gap. The first airbag cushion is operable in an uninflated state and an inflated state. The airbag system also includes a second airbag assembly with a second inflator and a second airbag cushion. The second airbag cushion includes an occupant-facing wall and at least one side wall. The occupant-facing wall faces away from the occupant-facing portion of the first airbag cushion and the at least one side wall is positioned between the first side portion and the second side portion of the first airbag cushion.

Abstract: A vehicle curtain airbag device includes: a main body stored between a front pillar and a front pillar garnish as well as between a roof side rail and a roof head lining; a notch portion formed at the main body, and dividing an upper portion of the main body into front and rear sides; a connecting component connecting a front inflating portion at a front side of the notch portion to a vehicle main body, and supporting the front inflating portion so as to inflate at a vehicle width direction outer side of the front pillar garnish; and a holding component holding the front pillar garnish such that the front pillar garnish is movable in the vehicle width direction between an initial position in a pre-inflated state of the main body, and an inflation position, the inflation position being at a vehicle width direction inner side relative to the initial position.

Abstract: An airbag assembly is configured for mounting above an occupant in a vehicle. The example airbag assembly includes an airbag housing that is configured to enclose an airbag cushion when the airbag cushion is in an uninflated state. The airbag cushion is connected to the airbag housing and is configured to project outward from the airbag housing when the airbag cushion inflates from the uninflated state to an inflated state. The example airbag assembly also includes a tether connected at a first attachment point and connected to the airbag cushion at a second attachment point. The first attachment point is located horizontally closer to the occupant than the second attachment point when the airbag cushion is in the inflated state such that the tether limits movement of the airbag cushion in a direction away from the occupant.

Abstract: An airbag assembly for mounting above an occupant in a vehicle includes an airbag housing and an airbag cushion. The airbag cushion is connected to the housing and is deployable from an uninflated state to an inflated state. The airbag cushion includes a forward portion and a rearward portion. The forward portion is positioned closer to the occupant than the rearward portion when the airbag cushion is in the inflated state. The forward portion is also separated from the rearward portion by a void. The void configured to cause a head of the occupant to rotate forward relative to a torso of the occupant when the occupant contacts the airbag cushion.

Abstract: Multi-chambered side airbag assemblies are provided. The airbag assemblies can include a housing, an inflator, and a side inflatable cushion. The side inflatable cushion can include multiple chambers, for example, a first inflatable chamber coupled to the housing, a second inflatable chamber coupled to the first inflatable chamber, and a third inflatable chamber coupled to the second inflatable chamber. The side inflatable cushion can also include a connector coupling at least two of the inflatable chambers to each other. In a deployed state, at least a portion of the side airbag may protrude transverse to a longitudinal axis of a vehicle such that a portion of the side airbag is configured to receive a vehicle occupant moving from a vehicle occupant position during a vehicle impact event.

Abstract: A curtain airbag of a vehicle is provided adjacent to the roof of the vehicle in a folded state, is configured to have a shape that unfolds downward between an inner side surface of the vehicle and an occupant when the vehicle crashes, and includes an outer panel that proceeds toward the side surface of the vehicle and an inner panel that proceeds toward the occupant upon expansion. The curtain airbag further includes a head support part configured to have a shape in which an expansion thickness, which is defined by the outer panel and the inner panel in a portion that the head of the occupant contacts due to the car crash, gradually increases toward the front of the vehicle, so as to prevent the head of the occupant from rotating while moving toward the front of the vehicle. The curtain airbag may effectively stop the head of the occupant from rotating while moving toward the front of the vehicle during a vehicle crash.

Abstract: It is provided a gas bag for a vehicle occupant restraint system of a motor vehicle, comprising at least one first inflatable chamber configured for the protection of the head of a vehicle occupant; at least one second inflatable chamber configured for the protection of a shoulder and/or thorax region of the vehicle occupant, wherein the gas bag is to be arranged in or on a side of a vehicle seat facing the vehicle interior space. The first and the second chamber are rotatable relative to each other in the inflated condition of the gas bag.

Abstract: A far side airbag apparatus for a vehicle for installation at a side of a frame of a backrest of a seat directed toward an inner center portion of the vehicle such that the far side airbag is expanded and deployed between at least two backrests arranged widthwise along the vehicle. The far side airbag includes an inner part directed toward an occupant seated in a direction opposite to a collision side of the vehicle upon vehicle collision and an outer part directed toward the inner center portion of the vehicle upon vehicle collision. When a vehicle collision occurs, for example, when a side inclination collision of the vehicle occurs, the occupant seated in opposition to the collision side of the vehicle may be prevented from abruptly moving toward the front portion and the inner center portion of the vehicle out of the protection range of the far side airbag. Thus, collision between occupants seated on a driver seat and an occupant seat can be effectively prevented.

Abstract: An assembly includes a base. The assembly includes a plate pivotally supported by the base. The assembly includes a seatbelt retractor supported by the plate. The assembly includes a webbing payable from the seatbelt retractor.

Abstract: A restraint system includes a webbing-guide shell including a guide portion and a sloping portion, and a member reinforcing the sloping portion. The guide portion includes a slot and an opening from the slot through the guide portion, and the sloping portion includes a top surface sloping downwardly in a vehicle-inboard direction. The material of the member is stronger than the material of the webbing-guide shell.

Abstract: A seatbelt buckle device includes a buckle switch (40) having a switch substrate (42) and a slider part (50) which slides on the switch substrate (42) and a frame (20) which has a substantially U-shaped section and slidably holds an ejector (30) which operates synchronously with attachment/detachment of a tongue plate (1). The buckle switch (40) and the frame (20) are assembled integrally with each other as the a leg part (43) as a rear end of the switch substrate (42) is fixed to a side wall (22A) of the frame (20) through a switch substrate housing (45) and thus supported by the frame (20).

Abstract: An alert system for a vehicle has a computerized monitoring apparatus, a plurality of sensors sensing environmental conditions, status of apparatus of the vehicle, and presence or absence of a cellular telephone, and reports said conditions, status and presence or absence to the monitoring apparatus as variable values, and wireless transmission circuitry enabled to send an alert to the cellular telephone. The monitoring apparatus transmits an alert if the following sequence of events is determined: (1) at a first point in time the cellular telephone is in the vehicle and the ignition is on (2) at a second point in time after the first point in time the ignition is switched off (3) at a third point in time after the second point in time the cellular telephone is no longer in the vehicle and it is determined there is a human or other animal in the vehicle.

Abstract: A method for controlling access to a vehicle comprises: storing at a vehicle-based system a GPS location of the vehicle associated with the location at which the vehicle is parked; communicating via the vehicle-based system with a mobile device to obtain a GPS location of the mobile device; and blocking via the vehicle-based system entry to the vehicle if the GPS location of the mobile device is outside a predetermined distance from the stored GPS location of the vehicle. Further, a system for controlling access to the vehicle is shown.

Abstract: A wireless communications system for an automotive vehicle includes a vehicle control unit and a fob. The vehicle control unit includes a vehicle transceiver. The fob includes a fob transceiver and a fob control unit and is configured to transmit and receive communications through at least two channels. The fob control unit is programmed to transmit a preamble through the first of the at least two channels, transmit a preamble through the second of the at least two channels during a null space following the preamble transmitted through the first channel, transmit a data packet payload through the first channel when a null space following the preamble in the second channel is detected, and transmit a data packet payload through the second channel when a null space following the preamble in the second channel is detected. Communications are interleaved between the first and second channels.

Abstract: In a system that enables a person who possesses a portable device in which enablement data as data that permits operation of a vehicle is stored, to operate the vehicle, a relay device is provided for relaying the enablement data from a center server that issues the enablement data of the vehicle, to a portable device of a person scheduled to operate the vehicle. The relay device includes an obtaining unit that obtains the enablement data of the vehicle from the center server, a temporarily storing unit that temporarily stores the enablement data obtained by the obtaining unit, in a storage device, and a transmitting unit that sends the enablement data stored in the storage device, to a portable device used by a person in charge of operation of the vehicle.

Abstract: A window wash nozzle for a vehicle includes a housing in which a nozzle element is pivotably mounted about a pivot axis. Actuation of an adjustment element pivots the nozzle element. A sliding piece mounted in an axially displaceable manner in the housing interacts with the adjustment element such that actuation of the adjustment element brings about an axial displacement of the sliding piece. A guiding cam is formed on the sliding piece and interacts with a transmission element such that the transmission element is adjusted in a direction transversely with respect to the direction of movement of the sliding piece during axial displacement of the sliding piece. The transmission element acts on the nozzle element excentrically with respect to the pivot axis of the nozzle element such that an adjustment of the transmission element brings about pivoting of the nozzle element about the pivot axis.

Abstract: While the concept of saving automobile's intake of fuel or electricity by converting kinetic energy of an automobile into some form of potential energy, usually either electrical potential or compressed gas potential, in order to later convert that energy back into kinetic energy, has been well recognised over the years, and while the number of regenerative braking techniques and devices have been introduced over the years, with the exception of an electrical engine/generator, these techniques have not been well adapted. That was caused in part by either not a very simple implementation of those devices or by a necessity to completely re-engineer automobile powertrain in order to use those techniques. Present invention introduces a method of regenerative braking where no components of an automobile are to be replaced or removed and none of their functionality is modified.

Abstract: A system includes a switch biased to a neutral position, a camera, and a computer communicatively coupled to the switch and the camera. The computer is programmed to activate a vehicle brake upon receiving data from the switch that the switch is in the neutral position and to activate the vehicle brake upon determining that an operator of the switch is in an inattentive state based on data received from the camera.

Abstract: A method for determining a maximum adhesion limit between a tire and a substrate on which the tire is running in a longitudinal direction. The method includes detecting an instantaneous slip of the tire; detecting an instantaneous longitudinal force on the tire; determining an instantaneous coefficient of adhesion; forming a tuple from the detected slip and determined instantaneous coefficient of adhesion; and determining the adhesion limit. The adhesion limit is determined on the basis of the slope of a straight line passing through the origin and the tuple, if the slip is less than a first threshold value, or on the basis of the slope of a tangent passing through the tuple, if the slip is between the first threshold value and a second threshold value, or directly on the basis of the instantaneous coefficient of adhesion, if the slip is greater than the second threshold value.

Abstract: A method of changing an anti-lock brake system (ABS) control mode includes: determining, by a controller, whether a first stage of an electronic stability control (ESC) of the vehicle is in an off state and a launch control of the vehicle is in an on state, and determining, by the controller, whether a driver intends to slow down an operation of the ABS installed in the vehicle; and when it is determined that the driver intends to slow down the operation of the ABS, comparing, by the controller, revolutions per minute (RPM) of an engine of the vehicle, a vehicle acceleration speed, a vehicle speed, and a steering angle with predetermined threshold values, respectively, and when each of the comparison results is satisfied, changing, by the controller, an ABS general control mode to an ABS sport control mode which slows down the operation of the ABS.

Abstract: In a braking performance evaluation method including the steps of acquiring a tire ground contact pressure distribution, acquiring a sliding friction coefficient table, and calculating a friction force of an entire tire using a brush model having a function representing the tire ground contact pressure distribution and the sliding friction coefficient table, the step of acquiring the tire ground contact pressure distribution includes the step of acquiring a first ground contact pressure distribution on a road surface on which no water film is present via actual measurement or calculation and the step of acquiring a second ground contact pressure distribution by applying reduction in a ground contact pressure due to a water film intruded between the tire and the road surface to the first ground contact pressure distribution and using the second ground contact pressure distribution as the tire ground contact pressure distribution used for the calculating.

Abstract: A method controls a drive system for an axle of a motor vehicle, wherein the drive system has at least an electrical machine as drive unit, a drive shaft which is driven by the drive unit, a first output shaft and a second output shaft and also a first clutch which connects the drive shaft to the first output shaft and a second clutch which connects the drive shaft to the second output shaft.

Abstract: A multiple drive source-equipped vehicle includes two temperature detection parts configured to detect a temperature of external air. When a heating operation is performed at a time of vehicle driving by a first drive source, the controller determines whether or not an external air temperature is lower than a predetermined value based on a detection temperature of a temperature detection part of which a detection temperature is higher among the two temperature detection parts. The controller continues a heating operation by a first heating apparatus when it is determined that the external air temperature is not lower than the predetermined value. The controller operates the second drive source and performs a heating operation by a second heating apparatus when it is determined that the external air temperature is lower than the predetermined value.

Abstract: A vehicle includes a first motor generator that generates electric power using power of an engine, a battery, and a second motor generator that is connected to drive wheels and is driven by electric power supplied from the battery and the first motor generator. An ECU of the vehicle drives the first motor generator as an electric motor with a regenerative electric power, executes a braking control, in which a load of the first motor generator functions as the engine, when an SOC is equal to or more than a threshold value of a waste electric-power start, and changes the threshold of the waste electric-power start based on a running condition of the hybrid vehicle.

Abstract: During a hybrid drive, a hybrid vehicle sets an engine required power based on a driving required power and controls an engine to output the engine required power, while controlling a motor to drive the hybrid vehicle with the driving required power. When a catalyst temperature of an exhaust emission control device is equal to or lower than a predetermined temperature that requires warming up, in the state that an output upper limit power which a power storage device is allowed to output is equal to or larger than a predetermined power, the hybrid vehicle sets a power calculated by subtracting the output upper limit power from the driving required power, to the engine required power. In the state that the output upper limit power is smaller than the predetermined power, the hybrid vehicle sets the driving required power to the engine required power.

Abstract: A method for operating a hybrid drive train of a motor vehicle, comprises the following steps: closing the separating clutch in order to mechanically couple the internal combustion engine to at least one wheel and to propel the motor vehicle, whereby the drive power is supplied at least partially by the internal combustion engine; determining the TARGET drive power (P) of the drive train of the motor vehicle; determining the ACTUAL speed (V) of the motor vehicle; determining the switchover power (U) to separate the separating clutch and to operate the drive train in the serial mode of operation (SB) as a function of the determined ACTUAL speed (V); and issuing a warning message when the difference between the switchover power (U) and the TARGET drive power (P) falls below a prescribed drive power tolerance value (T). Furthermore, the invention relates to a motor vehicle.

Abstract: An electrified multiple speed ratio transmission for mounting to an external power-source and transmitting a power-source torque therefrom includes an input member configured to receive the power-source torque. The transmission also includes a torque transfer system configured to receive the power-source torque from the input member and select an input-to-output speed ratio of the transmission. The transmission additionally includes an electric motor operatively connected to the torque transfer system and configured to apply an electric motor torque input thereto. Furthermore, the transmission also includes an output member operatively connected to the torque transfer system and configured to receive the power-source torque and the electric motor torque input therefrom and output a sum of the power-source torque and the electric motor torque input to drive a load. A vehicle having such an electrified multiple speed ratio transmission is also envisioned.

Abstract: An electric drive direction confirmation system and method for a vehicle are provided. The system and method include receiving a gear selector input signal corresponding to a gear selection from an electronic gear selector on the vehicle, determining whether the gear selector input signal corresponds to a directional movement gear selection, and, when determined that the gear selector input signal corresponds to the directional movement gear selection, sending a drive command to temporarily urge the vehicle in a direction corresponding to the gear selection.

Abstract: The present application describes a method of controlling a vehicle, wherein the vehicle comprises a hybrid powertrain including an electric propulsion system, an engine and a drivetrain that is configurable in a low-range mode or a high-range mode. The method comprises determining whether the low-range mode for the drivetrain is selected, determining whether an electric mode for the powertrain is selected, and inhibiting operation of the engine if both the low-range mode and the electric mode are selected.

Abstract: A hybrid vehicle starts execution of temporary increase control that temporarily increases an allowable discharge power that is a maximum power dischargeable from a power storage device, on satisfaction of a predetermined start condition, and terminates execution of the temporary increase control on satisfaction of a predetermined termination condition. When a predetermined stop condition that is different from the predetermined termination condition is satisfied during execution of the temporary increase control, the hybrid vehicle terminates execution of the temporary increase control and prohibits subsequent execution of the temporary increase control until elapse of a first predetermined time. This configuration suppresses frequent repetition of a temporary increase of the allowable discharge power (output limit) of the power storage device such as a battery and its cancellation.

Abstract: The present disclosure relates to a controller for controlling operation of at least first and second traction machines in a vehicle. The controller includes a processor configured to predict an operating temperature of each of said at least first and second traction machines for at least a portion of a current route. The processor determines at least first and second torque requests for said at least first and second traction machines. The at least first and second torque requests are determined in dependence on the predicted operating temperatures of the at least first and second traction machines. The processor generates at least first and second traction motor control signals in dependence on the determined at least first and second torque requests. The present disclosure also relates to method of controlling at least first and second traction machines in a vehicle.

Abstract: A vehicle stability control device is mounted on a vehicle in which a front tire wears faster than a rear tire. Understeer degree increases as a target yaw rate becomes higher than an actual yaw rate. When the understeer degree exceeds a first activation threshold, vehicle stability control is activated. When the understeer degree exceeds a second activation threshold, rear brake control that applies a braking force to an inner rear wheel is activated. A wear degree parameter is wear degree of the front tire or a difference in wear degree between the front tire and the rear tire. In response to a fact that the wear degree parameter exceeds a first wear threshold, the vehicle stability control device performs rear wear promotion processing that changes the second activation threshold to an adjusted value smaller than a default value and the first activation threshold.

Abstract: A method for operating a motor vehicle, the motor vehicle being automatically accelerated and decelerated as a function of an instantaneous position and a predefinable target location, so that it comes to a standstill at the target location, including the following steps: a) accelerating the motor vehicle, in particular from a standstill, to a predefined setpoint velocity; b) up to a predefined first distance of the motor vehicle to the target location, decelerating the motor vehicle to a predefined rolling velocity; c) starting at a predefined second distance of the motor vehicle to the target location, decelerating the motor vehicle to a standstill, the second distance to the target location being smaller than the first distance.

Abstract: An electric power steering apparatus includes a processor configure to determine whether an assistance adjustment condition is satisfied on the basis of whether there is a possibility of a vehicle colliding with an object in front or to a side, determine a critical collision steering angle at which the vehicle collides with the object to the side when it is determined by the assistance adjustment condition determination unit that the assistance adjustment condition is satisfied, and adjust an assistance on the basis of the critical collision steering angle.

Abstract: Systems and methods for controlling the motion of an autonomous are provided. In one example embodiment, a computer-implemented method includes obtaining data associated with an object within a surrounding environment of an autonomous vehicle. The data associated with the object is indicative of a predicted motion trajectory of the object. The method includes determining a vehicle action sequence based at least in part on the predicted motion trajectory of the object. The vehicle action sequence is indicative of a plurality of vehicle actions for the autonomous vehicle at a plurality of respective time steps associated with the predicted motion trajectory. The method includes determining a motion plan for the autonomous vehicle based at least in part on the vehicle action sequence. The method includes causing the autonomous vehicle to initiate motion control in accordance with at least a portion of the motion plan.

Abstract: A work vehicle (1) comprising: an engine (5) mounted on a traveling body (2) including traveling wheels (3) and (4); a hydraulic stepless transmission (500) that shifts a speed of the driving force from the engine (5); a gear shift pedal (41) that performs an acceleration/deceleration operation of a shifted output from the hydraulic stepless transmission (500); and a control section (813) that controls the engine (5) and the hydraulic stepless transmission (500) based on the operation amount of the gear shift pedal (41). When an operation on a set switch (65b) is received in a state where the gear shift pedal (41) is pressed by a foot operation in an auto-cruise standby mode, the control section (813) stores the vehicle speed and the number of engine revolutions in accordance with the foot operation position of the gear shift pedal (41) and shifts to an auto-cruise mode.

Abstract: A speed control system (12) for a vehicle (100), the speed control system (12) being configured to: automatically cause application of positive and negative torque, as required, to one or more wheels of a vehicle (100) to cause a vehicle to travel in accordance with a target speed value, the target speed value being stored in a memory of the control system (12); and detect a crest of a slope ahead of the vehicle (100); wherein the speed control system (12) is configured automatically to attempt to adjust a speed of the vehicle (100) to cause the vehicle (100) to travel at a predetermined crest speed value when a crest of a slope is detected ahead of the vehicle (100), the predetermined crest speed value being determined in dependence at least in part on terrain gradient information respect of terrain prior to the crest.

Abstract: A method for improving operation of a vehicle that includes an engine, a transmission, and a torque converter clutch is disclosed. In one example, the method assesses whether or not driver braking is expected and adjusts driveline braking accordingly. The method freewheels the driveline to extend vehicle coasting when driver braking is not expected and the method increases or decreases driveline braking based on a closing distance between the vehicle and an object in the vehicle's path.

Abstract: A controller for a vehicle can have a processor configured to determine a target route for the vehicle. At least one terrain feature can be identified along the target route. Based on the at least one terrain feature identified along the target route, the processor can estimate a traction torque for propelling the vehicle along at least a portion of the target route. Either or both a torque control signal and a steering control signal can be generated based on the estimated traction torque.

Abstract: A system, including a processor and a memory, the memory including instructions to be executed by the processor to determine a best-fit snow boundary in an image including a reference object, determine a snow level based on comparing the best-fit snow boundary to the image of the reference object, and operate a vehicle by actuating vehicle components based on the determined snow level.

Abstract: A method and apparatus for the assisted performance of a reverse-turning maneuver of a vehicle. When it is determined that the vehicle is reversing, non-contact sensors detect spatial conditions in the surroundings of the vehicle. A computer processor determines whether the detected spatial conditions allow a reverse-turning maneuver and outputs a signal if the spatial conditions allow a reverse-turning maneuver. The processor may further calculate a route for carrying out the reverse-turning maneuver, and at least one of a steering angle, a steering torque, and a vehicle speed for traversing the determined route provides information. The above information is utilized by a vehicle dynamics controller to achieve autonomous operation of at least one vehicle dynamics system (steering system, brake system, drivetrain system, etc.) to perform the maneuver.

Abstract: A vehicle control device includes an imaging unit that images surroundings of an own-vehicle, a detector that detects a state of an external appearance of an oncoming vehicle facing the own-vehicle in a tunnel on the basis of an image captured by the imaging unit, and a determiner that determines whether or not the state of the external appearance of the oncoming vehicle satisfies a predetermined condition on the basis of the state of the external appearance of the oncoming vehicle detected by the detector and determines that the outside of the tunnel toward which the own-vehicle is traveling has bad weather if the state of the external appearance of the oncoming vehicle satisfies the predetermined condition.

Abstract: A driving advice apparatus includes: an operation determiner; and an advice generator. The operation determiner uses a difference between an emotion of a driver and an emotion of a passenger to determine a specific driving operation of the driver. The advice generator generates an advice for the driver about the specific driving operation on a basis of a difference between a driving feature of the driver and a driving feature of the passenger.

Abstract: An exemplary method of controlling an automotive vehicle includes providing a damper coupled to the vehicle, the damper being provided with magnetorheological fluid and including a magnetic field generator, providing a vehicle sensor configured to measure a vehicle characteristic, providing at least one controller in communication with the actuator, the magnetic field generator, and the vehicle sensor, and in response to a vehicle operating condition being satisfied, determining a vehicle balance and a downforce generation capacity and automatically controlling the magnetic field generator, via the at least one controller, to adjust viscosity of the magnetorheological fluid.

Abstract: A vehicle control device includes a recognizer configured to recognize a preceding vehicle that is in front of a subject vehicle on the basis of information collected by an information collection unit including an information collection surface oriented toward an outside of the subject vehicle, a determiner configured to determine whether or not a situation in front of the subject vehicle satisfies a predetermined condition on the basis of a recognition result by the recognizer, and determine that a minute object on a road that is being flung up by the preceding vehicle affects a recognition accuracy of the recognizer by adhering to the information collection surface in a case where the situation in front of the subject vehicle satisfies the predetermined condition, and a driving controller configured to control a speed of the subject vehicle to increase a relative distance between the subject vehicle and the preceding vehicle in a case where it is determined by the determiner that the minute object on the ro

Abstract: A method for adjusting a driving control authority of a vehicle includes: generating stimulation for a driver using a stimulation generator; measuring a driver reaction signal in response to the generated stimulation using a measurement device; processing the measured driver reaction signal using a signal processor; determining a driver state based on the processed driver reaction signal using a determiner; and adjusting the driving control authority of the vehicle according to the determined driver state using a vehicle controller

Abstract: A method for controlling a driving mode of an autonomous driving vehicle, may include comparing a current vehicle speed with a reference vehicle speed when a driving mode change signal is generated during driving of the autonomous driving vehicle in manual driving mode; stopping the manual driving mode and executing autonomous driving mode when a result of the comparing indicates that the current vehicle speed is equal to or slower than the reference vehicle speed; and executing the autonomous driving mode or maintaining the manual driving mode which is a current driving mode, depending on a determination result of whether an APS signal is generated or not, when the result of the comparing indicates that current vehicle speed exceeds the reference vehicle speed.

Abstract: A driving assist device is provided, which includes a processor configured to execute an inference module to infer that a timing of a line-of-sight movement or blink detected by a camera near a predicted timing is a timing of a recognizing action of a driver for a subsequent travel segment of a plurality of travel segments that constitute a traveling course of a vehicle, an information providing module to provide the driver with assisting information for the subsequent travel segment before the timing of the recognizing action inferred by the inference module, and a providing timing changing module to change a providing timing of the assisting information according to a quantity of the assisting information.

Abstract: The present disclosure relates to a method for constructing a penstock. A path of the penstock to be dug along a central axis of a hydro-electric site within a rock mass is planned. A lower shaft is excavated, the lower shaft intersecting the path of the penstock. A starting station extending from the lower shaft and from a bottom of the path of the penstock is excavated. The penstock is excavated. An arrival station is excavated and is overhanging above a top of the penstock. An expansion chamber broadening a width of the penstock and broadening a width of the lower shaft near the bottom of the path of the penstock is excavated. A hydro-electric site comprising the penstock is also disclosed.