Abstract: A safety restraint system for a vehicle seat having a frame, a seat back and a lower seat cushion supported on the frame includes an airbag having an inflatable pelvis restraint portion. The inflatable pelvis restraint portion extends across the lower seat cushion between a first lateral side and a second lateral side of the inflatable pelvis restraint portion. At least one of the first and second lateral sides is laterally movable relative to the lower seat cushion upon inflation of the airbag. The inflatable portion may be secured to the vehicle seat with a mounting strap.

Abstract: A side airbag of a far side airbag device includes a rear inflation section that inflates and deploys on being supplied with gas and restrains at least rear portions of the chest and abdominal regions of a seated occupant, and a front inflation section that inflates and deploys by being supplied with gas through a through hole formed at a boundary between the rear inflation section and the front inflation section to restrain at least front portions of the chest and abdominal regions of the seated occupant. The far side airbag device includes a tension member that, on receiving tension and adopting a deployed state accompanying inflation and deployment of the side airbag, has a front end side connected to the rear inflation section, and a rear end side connected to a seatback frame.

Abstract: A vehicle airbag device of the present disclosure includes an airbag provided inside a front passenger seat side of an instrument panel. The airbag includes: a first bag inflated and deployed from the instrument panel toward the front passenger seat side; and a second bag inflated and deployed at a vehicle width direction center side of the first bag. The second bag is disposed, in side view, at a vehicle rear side of a vehicle cabin interior component, and is disposed, in side view, obliquely at a vehicle lower side and rear side of an inner mirror. The second bag is inflated and deployed from the first bag toward the vehicle width direction center side on being supplied with gas from the first bag that has been inflated and deployed.

Abstract: A dual coated fabric that is well suited for producing vehicle airbags. The coated fabric includes a first coating on one side and a second coating on a second and opposite side. The first coating may comprise an elastomeric coating, such as a cured rubber. The second coating on the opposite side, however, may comprise a non-elastomeric coating. The non-elastomeric coating provides dimensional stability and provides an excellent counterbalance to the elastomeric coating.

Abstract: The purpose of the present invention is to provide a base fabric for an airbag and an airbag wherein the strength of sewn parts is high, pressure resistance is superior for an airbag during high-pressure deployment at high speeds, and pressure resistance can be maintained even after passage of time in heat. This base fabric for an airbag is characterized by being formed from woven polyamide fibers, and the retention of sewn part strength in the base fabric with heating before and after heat treatment for 400 hours at 140° C. being 70% or greater.

Abstract: The invention relates to a method of folding an airbag (10), especially a driver airbag module, comprising a front airbag layer (11) which is connected at feast in portions to a rear airbag layer (12), the method comprising the following steps of: a) flatly spreading the airbag (10) onto a support surface (15) so that the front airbag layer (11) comes to rest on the rear airbag layer (12), b) folding, especially zigzag folding, at least in portions each of an upper airbag portion (20) and a lower airbag portion (21) in the direction of a transverse axis (Q) of the airbag (10), c) furling each of a left-hand lateral airbag portion (30) and a right-hand lateral airbag portion (31) in the direction of a longitudinal axis (L) of the airbag (10).

Abstract: A support structure of a closing member for a gas generator including a cylindrical housing accommodating an ignition device and an inflating gas source chamber is provided. The support structure includes a combination of a closing member closing a gas discharge path and a support member supporting the closing member and is arranged inside the cylindrical housing. The support member includes a base and a convex first support part extending in one direction from a center portion of the base, and a gas passage hole in at least one of the base and the convex first support part. The closing member, having a plate shape with first and second surfaces, is supported from one surface by a distal end surface of the convex first support part abutting against a center portion of the first or second surfaces, and has an annular surface not abutted by the convex first support part.

Abstract: The present disclosure is directed to a pedestrian protection system that includes a first sensor that generates a first signal indicating a hazard condition in front of a vehicle. The pedestrian protection system may also include an external airbag system that deploys an external airbag outside of the vehicle. In operation, a processor receives the first signal from the first sensor, processes the first signal to detect the hazard condition, and activates the external airbag system in response to the detected hazard condition to protect at least one of a pedestrian and the vehicle.

Abstract: A seatback for a seating assembly of a vehicle comprising: a seat frame; an exterior surface at least partially covering the seat frame; an adjustable headrest operably connected to the seat frame having a raised position and a lowered position relative to the seat frame; and a seatbelt web guide, connected to the adjustable headrest beneath the exterior surface, having a raised and lowered position relative to the exterior surface adjacent the seatbelt web guide; wherein, moving the adjustable headrest from the lowered position to the raised position causes the seatbelt web guide to move from the lowered position to the raised position. The adjustable headrest can include a support element operably connecting the adjustable headrest to the seat frame, the support element at least partially disposed beneath the exterior surface. The seatbelt web guide is operably connected to the support element of the adjustable headrest beneath the exterior surface.

Abstract: Provided are a pretensioner, a retractor, and a seat belt device in which strength and slidability of a rod-shaped power transmission member may both be achieved. A pretensioner includes a ring gear on which the spool is rotatably disposed, and power transmission units for transmitting power to the ring gear in an emergency. The power transmission units includes a rod-shaped power transmission member for transmitting power to the ring gear while being plastically deformed, a tip reinforcing member disposed on a tip side of the power transmission member, a pipe for containing the power transmission member, and a gas generator disposed at an end of the pipe. The tip reinforcing member has higher strength than the power transmission member.

Abstract: A detachable steering wheel includes a steering wheel body, an electric sleeve, a fixing mechanism, a controlling module and an identifying module. The steering wheel body includes a direction grip and a connection shaft. The connection shaft is inserted into a steering column. Moreover, plural indentations are formed in the connection shaft. The electric sleeve is movably sheathed around the steering column. The fixing mechanism includes plural rolling balls and plural openings. The plural openings are penetrated through the corresponding openings and connected with the corresponding indentations. The controlling module is installed in the steering column and electrically connected with the electric sleeve. The identifying module is installed in the direction grip and electrically connected with the controlling module. Due to these structures, the intelligent anti-theft purpose is achieved.

Abstract: An immobilizer arrangement for a motor vehicle includes a brake that can be electrically actuated by at least one motor. The motor is controlled by a brake control, and with an immobilizer control that serves for activating and deactivating the immobilizer of the motor vehicle. The immobilizer control is configured to receive an authorization for deactivating the immobilizer from a user identification device. With the brake serving as the immobilizer, at least one current path is provided for actuating the motor, which is coupled to the immobilizer control.

Abstract: A system includes a processor configured to receive a request from a mobile device to utilize a vehicle resource. The processor is also configured to determine that a first key has been used to start a vehicle a first time. The processor is further configured to determine that a second key has been used to start the vehicle a second time and approve the request based on the determination that both the first key and the second key were used to start the vehicle a first time and a second time respectively.

Abstract: A system, apparatus and method for secure vehicle sharing comprising a computerized client device in the form of a mountable vehicle license plate frame (SLPF) 117 enabled for wireless communication and connection to a wide area network 101 including a server 103. The SLPF 117 device has a processor with an instance of the software 105 executing from memory thereon, Global Positioning System (GPS) capability, power source, and a locking key compartment. The SLPF 117 device may be easily mounted, after market, to the vehicles of registered vehicle owners 107.

Abstract: Techniques are disclosed for permitting a person to keylessly start a vehicle using a machine-sensible item such as his/her mobile device without requiring the person to possess a smart key.

Abstract: The disclosure relates to a method and an apparatus to secure a system for passive unlocking of a vehicle system, particularly a vehicle unlocking system, against relay station attacks. The system comprises a vehicle-based device that can send on a first radio frequency and receive on a second radio frequency, and a driver-based device that can receive on the first radio frequency and send on the second radio frequency. The vehicle-based device and/or the driver-based device are also able to receive on a radio frequency that the other device can receive. One of the two devices send at least one ambient noise signal sequence to the other device. The ambient noise signal sequences received by both are compared with one another with cross-correlation. A current situation is deemed safe if the cross-correlation is strong and a phase shift is small.

Abstract: A method for preventing a relay attack of a smart key system for a vehicle according to the present invention accurately calculates a current spaced distance between an SMK unit and a fob key by using an RSSI included in a response signal and a current voltage level in a process of decoding the response signal when the fob key carried by a user receives a signal applied from the SMK unit installed in a vehicle and then transmits the response signal having at least two kinds of information to the SMK unit, and detects a challenge signal applied from the SMK unit installed in the vehicle and a noise signal included in the response signal, thereby enabling an operation of the vehicle only in a state where the carrier of the fob key secures a predetermined visual distance from the vehicle, and more definitely preventing a third party from breaking into the vehicle through RF bi-directional authentication.

Abstract: A vehicle security system for monitoring a vehicle and notifying a user includes at least two image capture devices (ICD), sensors, a global positioning system tracking module (GPSTM), a control module (CM), and a monitoring device. The ICD are positioned at predetermined locations of the vehicle for capturing and transmitting images of a target object. The sensors generate sensor data variables based on a detection of the target object. The GPSTM generates and transmits signals based on a position of the vehicle to a monitoring device. The CM receives the captured images and sensor data variables. The CM analyzes the received images and sensor data variables based on predefined criteria to trigger auxiliary units. The CM transmits the images and sensor data variables based on the predefined criteria to the monitoring device. A graphical user interface displays the images for monitoring the vehicle and notifies the user.

Abstract: An in-vehicle device controls activation and deactivation of a monitoring device configured to monitor a suspicious person around the vehicle, and if a suspicious person is detected by the monitoring device, the in-vehicle device executes predetermined processing related to security of a user of the vehicle. The in-vehicle device includes a transmission unit configured to, if a motor of the vehicle is stopped, intermittently transmit a signal from a transmission antennas with which the vehicle is provided, a reception unit configured to receive a response signal transmitted from a portable device that has received this signal, and a controller configured to activate the monitoring device if the response signal is received.

Abstract: A convertible vehicle includes a door having a window and a powered actuator that moves the window from a closed position to a partially open (set) position to permit the vehicle door to open. A controller actuates the powered actuator to shift the window to a set position upon receiving a door open request signal. The controller actuates a powered vibrating mechanism to break ice on the window if actuating the powered actuator does not cause the window to move to the set position.

Abstract: Method and apparatus are disclosed for accelerometer-based windshield wiper monitoring. A vehicle includes an accelerometer affixed to a vehicle window, a windshield wiper to actuate across the vehicle window, and a processor. The processor is configured to determine an acoustic profile corresponding to the windshield wiper based on structure-borne audio data received from the accelerometer, determine whether a bandlimited decibel level of the acoustic profile exceeds a threshold, and responsively provide an alert via a vehicle display.

Abstract: The invention relates to a wiper motor (10) for the cleaning of vehicle windows, with an output element (17) rotatable about an axis (19), wherein in the output element (17) at a distance (a) the first axis (19) a bearing mount (25) is constructed for a drive lever (30) for driving a wiper shaft (11), wherein the wiper shaft (11) is pivotably mounted in a further axis (16) arranged at least substantially parallel to the axis (19) of the output element (17), and wherein the drive lever (30) is received with an extension (35) in a clamping manner in the bearing mount (25) and extends at least substantially in a plane arranged perpendicularly to the axes (16, 19). According to the invention, it is provided that the extension (35) has a fastening region (36) in the shape of a spherical segment, which cooperates with the bearing mount (25), and that the extension (35) is pivot able about a center point of the fastening region (36).

Abstract: The invention relates to a blade 1 for wiping a vehicle window, including at least one device 2 for spraying a liquid for washing the window, arranged in order to spray said washing liquid onto a first area 61 of the window wiped by the wiper blade 1, characterized by including a means 3 for spraying the washing liquid, arranged such as to spray the washing liquid onto at least one area of the window other than the first area 61, referred to as second area 62. The invention is useful in motor vehicles.

Abstract: A land vehicle is provided having a chassis and having a plurality of corner support units. Each of the corner support units has a support leg which is mounted in a swiveling manner in a bearing shoe, which is rigidly attached to the land vehicle, about a substantially horizontal axis. The length of the support leg is telescopically variable. The support leg comprises at least two pipe sections, which can be displaced relative to each other in the longitudinal direction. A hydraulic cylinder is arranged in the interior of the support leg by means of which the position of the at least two pipe sections relative to each other, and consequently the length of the support leg, can be modified. A separate hydraulic assembly, arranged on the bearing shoe of each affected corner support unit and loading the hydraulic cylinder, is allocated to each corner support unit.

Abstract: Disclosed are an electronic control brake system and a method for controlling the same. The method for controlling an electronic control brake system of a vehicle according to the present disclosure, in which a service brake is configured to provide a braking force by hydraulic pressure to each wheel and a drum in hat (DIH) brake is configured to provide a parking brake force to each of the wheels by pulling a parking cable, the method including determining whether rocking of the vehicle occurs due to a weight shift of the vehicle at the DIH brake on the basis of operation information of an electronic parking brake (EPB) system configured to adjust a braking force of the DIH brake, state information of a transmission gear, and state information of a brake pedal; and when the rocking of the vehicle is determined to occur, automatically operating the service brake.

Abstract: The electric parking brake device comprising a resolver which has a base arranged in a housing so as to face a rotating plate fixed to a rotation axis of an electric motor, wherein a first sheet coil comprising a detecting coil and a second sheet coil comprising a primary coil of an output transformer coupled to a detecting coil are arranged on the opposite face of the rotating plate, and wherein a third sheet coil comprising a excitation coil opposite to the detecting coil and a fourth sheet coil comprising a secondary coil of an output transformer opposite to the primary coil of the output transformer are arranged on the opposite face of the base.

Abstract: A method for controlling a brake booster in a hydraulic brake system, in which the smallest partial pressure target value of at least three partial pressure target values is ascertained, and is then defined as the target pressure value and is then set using a brake booster.

Abstract: A hydraulic block for a hydraulic power unit of a hydraulic vehicle brake system includes a main brake cylinder bore and an intake that are integrated to form a pedal travel simulator.

Abstract: Systems and methods for operating a hybrid powertrain that includes an engine and a motor/generator are described. The systems and methods align in time an estimated motor torque and an actual motor torque to provide an estimated driveline torque. The alignment compensates for communications delays between different controllers over a controller area network.

Abstract: A control device that switchably has a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output.

Abstract: A vehicle includes a power plant, an electrical port, and a controller. The controller is configured to transmit a signal to the inverter via a conductor of the port indicating a maximum power available. The signal may be transmitted responsive to indication of an off-board inverter being plugged into the port. The controller may be further configured to complete a circuit between the power plant and the inverter. The circuit may be completed responsive to an expected predefined reduction in peak voltage of the signal caused by the inverter.

Abstract: A method to control a hybrid vehicle with a parallel architecture and with a known speed profile divided into a plurality of reference time intervals with a constant speed or with a constant acceleration. The method includes the steps of determining a driving torque to be transmitted to the drive wheels, which allows the mean specific fuel consumption of the internal combustion engine to be minimized as a function of the power, of the mechanical energy requested in the reference time interval and of the constant speed or acceleration in the reference time interval; then determining the optimal distribution of the mechanical energy so as to globally minimize the cumulative fuel consumption over the entire actuation profile; and controlling the reversible electrical machine to deliver an additional driving torque as a function of the driving torque to be transmitted to the drive wheels.

Abstract: A vehicle includes an engine, motor, powertrain, and controller. The engine and the motor are each configured generate power within the powertrain. The controller is programmed to, in response to full depression of accelerator and brake pedals while the vehicle is stopped and the powertrain is in drive, increase engine power to a maximum power output capacity and increase a motor torque to a predetermined torque output that is less than a maximum torque capacity.

Abstract: An electronic control unit of a control device for a hybrid vehicle sets any of a hybrid traveling mode, a single motor drive electric traveling mode, and a dual motor drive electric traveling mode. The electronic control unit prohibits setting of the dual motor drive electric traveling mode when a pinion temperature is higher than an upper limit temperature, and sets the hybrid traveling mode. The electronic control unit releases the prohibition of the dual motor drive electric traveling mode when the pinion temperature is decreased to or below a release temperature lower than the upper limit temperature in a state where setting of the dual motor drive electric traveling mode is prohibited. The electronic control unit restricts output of the first motor in the dual motor drive electric traveling mode when the pinion temperature is higher than the upper limit temperature.

Abstract: A hybrid vehicle powertrain includes an internal combustion engine, first and second electric machines, traction wheels, and an output shaft having meshing gears configured to establish a final drive ratio between the output shaft and the traction wheels. The powertrain additionally includes a first mechanical linkage and a second mechanical linkage. The first mechanical linkage is configured to selectively transmit engine torque to the fraction wheels and selectively transmit electric machine torque to the traction wheels. The second mechanical linkage is configured to selectively transmit engine torque to the traction wheels. When transmitting engine torque to the wheels, the second mechanical linkage defines a fixed overdrive speed relationship between the engine and the fraction wheels.

Abstract: A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged.

Abstract: In a drive control system for a vehicle configured to cause the vehicle to travel in a limp-home mode when a malfunction occurs in a selectable one-way clutch, when it is determined that a malfunction occurs in the SOWC, the cause of the malfunction is specified as one of a plate-open failure of a selector plate that is unintentionally placed in an open state, and a sensor failure. In the case of the plate-open failure, a first limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while keeping the SOWC in a negative rotational speed range. In the case of the sensor failure, a second limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while the SOWC is placed in the non-engaged state.

Abstract: A system and method for using human driving patterns to detect and correct abnormal driving behaviors of autonomous vehicles are disclosed. A particular embodiment includes: generating data corresponding to a normal driving behavior safe zone; receiving a proposed vehicle control command; comparing the proposed vehicle control command with the normal driving behavior safe zone; and issuing a warning alert if the proposed vehicle control command is outside of the normal driving behavior safe zone. Another embodiment includes modifying the proposed vehicle control command to produce a modified and validated vehicle control command if the proposed vehicle control command is outside of the normal driving behavior safe zone.

Abstract: Systems and methods are disclosed for vehicle remote park assist with occupant detection. An example disclosed vehicle includes range detection sensors and a remote parking unit. The example range detection sensors determine whether a target parking space is narrow. The example remote parking unit, in response to a request from a mobile device external to the vehicle, when the target parking space is narrow, scans, with occupant detection sensors, the interior of the vehicle. Additionally, the example remote parking unit, in response to detecting an occupant in the vehicle, sends a first notification to the mobile device.

Abstract: A method for navigating a vehicle automatically from a current location to a destination location without a human operator is disclosed. The method includes identifying a vehicle location using global positioning system (GPS) data regarding the vehicle. Also included is identifying that the vehicle location is near or at a parking location. Then, using mapping data defined for the parking location. The mapping data at least in part is used to find a path at the parking location to avoid a collision of the vehicle with at least one physical structure when the vehicle is automatically moved at the parking location. The method includes instructing the electronics of the vehicle to proceed with controlling the vehicle to automatically move from the current location to the destination location at the parking location. The electronics use as input at least part of the mapping data and sensor data collected from around the vehicle by at least two vehicle sensors.

Abstract: A vehicle includes: a sensor configured to detect an object moving in front of the vehicle; a controller configured to determine a longitudinal driving time taken for the vehicle to drive to the object, and configured to transmit a deceleration avoidance control signal gradually reducing a driving speed of the vehicle so that the vehicle is stopped before colliding with the object or a cross avoidance control signal stopping the vehicle until the object escapes from a driving lane of the vehicle, based on the longitudinal driving time and a transverse moving time of the object; and a speed regulator configured to regulate the driving speed of the vehicle in response to the transmitted control signal.

Abstract: Methods and systems for communicating between autonomous vehicles are described herein. Such communication may be performed for signaling, collision avoidance, path coordination, and/or autonomous control. An autonomous vehicle may determine an upcoming maneuver for the autonomous vehicle and identify a vehicle signal which is indicative of the upcoming maneuver. Then the autonomous vehicle may present the vehicle signal. After presenting the vehicle signal, the autonomous vehicle may perform the maneuver.

Abstract: Disclosed herein is a control apparatus and method for improving fuel efficiency in a CACC system, which can improve fuel efficiency through control of a vehicle speed so that a vehicle travels using an optimized cost in consideration of a target vehicle speed, current vehicle speed, minimum driving speed set in the vehicle, and a deceleration distance if the vehicle that uses the CACC system senses a forward vehicle and enters into a CACC active mode. The control method for improving fuel efficiency in a CACC system includes setting a target speed profile based on a target speed of the subject vehicle and an expected driving path, determining whether a target vehicle to be followed by the subject vehicle exists, and controlling the driving speed of the subject vehicle according to the set target speed profile depending on whether or not the target vehicle exists.

Abstract: A vehicle and an adaptive cruise control system, ACC, is provided. The ACC system includes a control unit configured to control a steering angle of said vehicle in relation to detected road lanes and/or road markings. The ACC system further includes a steering wheel arranged to allow the provision of manual steering input to the steering system of the vehicle and a steering angle sensor. The steering system is configured to identify a steering wheel jerk, performed as a clockwise- and counter-clockwise actuation of the steering wheel within a predetermined time range and to steer the host vehicle from a first, current, road lane to a second road lane based on the identified jerk as indicated by the steering angle sensor.

Abstract: To suppress an unstable operation of a device caused by filtering, an output selection unit is configured to acquire an unfiltered value representing an input signal (signal before filtering) stored in an input holding unit, a filtered value representing a signal acquired by filtering the input signal by a filtering unit, and a previous output value representing an output signal output at a previous time, select a middle value out of the filtered value, the unfiltered value, and the previous output value, and set the selected middle value as a current output value of an output signal.

Abstract: A transmission park mechanism is hydraulically actuated. Specifically a controller releases the parking pawl by commanding engagement of particular shift elements at an elevated line pressure. The process of transitioning from Park to a Drive or Reverse condition may involve several sequential steps. To reduce the delay between driver selection of Drive or Reverse and completion of the engagement, it is advantageous to raise the line pressure in response to depression of a brake pedal, prior to movement of the shift lever. To limit the adverse fuel economy impact of increased line pressure, the line pressure is lowered again if the driver does not move the shift lever soon after depressing the brake pedal.

Abstract: To reduce fuel consumption, a transmission is shifted into a neutral state, called neutral idle, when a vehicle stops in a drive mode. During a transition from a neutral idle state to an engaged state, the engine torque is controlled to avoid excessive shift energy and to mitigate acceleration drop. Specifically, the engine torque is set to a level equal to a sum of a transmission torque capacity and an offset, which is a function of accelerator pedal position. The transmission torque capacity is calculated based on the engaging shift element torque capacity and torque ratios associated with the kinematics and the torque converter. To accommodate noise factors such as variation over time, the offset function is adapted in response to measured clutch energy and acceleration drop.

Abstract: A vehicle includes an engine, a continuously variable transmission and a torque converter that has a lock-up clutch. The torque converter is arranged between the engine and the continuously variable transmission. In this vehicle, when an engagement request of the lock-up clutch is issued, an initial-motion lock-up control is executed, whereby engagement is achieved through slip control that increases the lock-up capacity and gradually reduces the slip rotational speed, which is the input-output differential rotational speed of the lock-up clutch. During the slip control of the initial-motion lock-up control, if the slip rotational speed enters a smooth ON control region that is at or below a first set value, a second engine torque reduction control is executed that reduces the torque of the engine below the normal torque that is applied in response to a driver's request.

Abstract: Provided is a vehicle control device capable of switching a driving state of the vehicle, including a switch pedal configured to be provided on a left side of the vehicle rather than an accelerator pedal and a brake pedal of the vehicle; a stepped state detection unit configured to detect a stepped state of the switch pedal; and a driving state switching unit configured to switch the driving state of the vehicle to an automatic driving state, a cooperative driving state and a manual driving state, wherein the driving state switching unit is configured to switch the driving state to the cooperative driving state in a case where stepping of the switch pedal is detected by the stepped state detection unit when the driving state is the automatic driving state.

Abstract: A slip control method and arrangement for a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling.