Abstract: A seatbelt and method of operating a seatbelt that allows webbing to slide between a lap portion and a torso portion through an unlocked weblock of a tongue assembly, and upon forces exerted on the webbing by an occupant, the weblock locking the webbing from movement between the lap and torso portions while flexing to allow for webbing payout in the torso portion.

Abstract: A seatbelt assembly that includes a tongue assembly having a weblock mounted to a tongue selectively securable to a buckle; a webbing extends through the weblock between a torso portion and a lap portion; and with the weblock allowing for the webbing to slide between the torso and lap portions when in an unlocked position and pivoting relative to the tongue when in a locked position to reorient the torso portion extending from the tongue.

Abstract: A seatbelt assembly and method of operating that includes a tongue assembly having a weblock and a secondary weblock mounted to a tongue selectively securable to a buckle; a webbing extending adjacent to the weblock and secondary weblock between a torso portion and a lap portion; and the weblock and secondary weblock allowing for the webbing to slide between the torso and lap portions when in unlocked positions and pivoting relative to the tongue such that the weblock and secondary weblock prevent the webbing from sliding between lap and torso portions in locked positions.

Abstract: A seatbelt assembly and method of operating a seatbelt includes allowing webbing to slide between a lap portion and a torso portion through an unlocked weblock of a tongue assembly; and upon forces exerted by an occupant on the webbing, the weblock locking the webbing from movement between the lap and torso portions while increasing tension in the lap portion via the tongue assembly.

Abstract: A switchable retractor system includes a retractor with a spool. The spool is rotatable in an extension direction for extending a web and in a retraction direction for retracting the web. A first clutch has an engaged state where the first clutch inhibits rotation of the spool in the extension direction and a disengaged state where the first clutch allows rotation of the spool in the extension direction. A release actuator actuates the first clutch into the disengaged state when actuated by a user to allow extension of the web. A second clutch has a locked state where the second clutch inhibits rotation of the spool in the retraction direction and an unlocked state where the second clutch allows rotation of the spool in the retraction direction. A tension actuator actuates the second clutch into the unlocked state when actuated to allow retraction of the web into the retractor.

Abstract: The invention relates to a belt rectractor (10) for a seatbelt of a motor vehicle. The belt retractor (10) comprises a belt spool (14) which is rotationally connected to a belt spool-side end of a torsioning rod, said torsioning rod being operatively connected to a locking mechanism (20) at a locking mechanism-side end. In a locked state, the locking mechanism-side end of the torsioning rod is rotationally fixed to a frame (12). The belt spool-side end can then be rotated relative to the locking mechanism-side end in an unwinding direction (16) under the effect of torsion from the torsioning rod. The belt spool (14) is additionally rotationally fixed to the frame (12) in the unwinding direction (16) in a stopped state of a stopping mechanism (22). The stopped state is set of the belt spool-side end is rotated by a specified number of rotations relative to the locking mechanism-side end in the locked state of the locking mechanism (20).

Abstract: A recovery system and method with repeating communication functionality includes a station configured to send a first message and at least a first remote transmitting unit responsive to the central station and configured to transmit a second message to a locating unit. At least a second remote transmitting unit includes a receiver which receives the second message, a controller configured to process the second message, and a transmitter for transmitting a third message to the locating unit.

Abstract: A vehicle includes a door. A transparency is coupled to the door including an exterior substrate and an interior substrate. An interlayer is positioned between the exterior substrate and the interior substrate. A polarizer is positioned on the interlayer. An indicium is positioned on the interlayer. A light source is positioned to emit light onto the indicium.

Abstract: Systems and methods for vehicle passive entry/passive start (PEPS) are provided. A communication gateway establishes a Bluetooth low energy communication connection with a portable device. The communication connection has a connection event during which information is exchanged between the communication gateway and the portable device. The communication gateway instructs sensors to perform two-way ranging using impulse radio (IR) ultra-wide band (UWB) communication with the portable device based on the information exchanged during the connection event. A localization module determines a location of the portable device based on the two-way ranging performed by the plurality of sensors. A PEPS system receives the location of the portable device from the localization module and performs a vehicle function, including unlocking a door of the vehicle, unlocking a trunk of the vehicle, or allowing the vehicle to be started, based on the location of the portable device.

Abstract: Systems and methods for localization and passive entry/passive start (PEPS) systems for vehicles are provided. A communication gateway establishes a wireless communication link with a portable device. Sensors communicate with the communication gateway, receive connection information about the wireless communication link, and measure signal information of communication signals transmitting communication packets sent from the portable device to the communication gateway via the wireless communication link. A localization module determines a location of the portable device based on the signal information from the sensors. A PEPS system receives performs a vehicle function including unlocking a door of the vehicle, unlocking a trunk of the vehicle, or allowing the vehicle to be started based on the location of the portable device.

Abstract: A mobile device position estimation system includes: a vehicular system having a vehicle side transmitter transmitting an impulse signal, a vehicle side receiver receiving a response signal, and a vehicle side control unit outputting a transmission command signal of the impulse signal and receiving a notification signal of the response signal; and a mobile device having a mobile device side receiver receiving the impulse signal and a mobile device side transmitter transmitting the response signal. The vehicle side control unit includes: a reception detection unit detecting the response signal; a round-trip timer measuring a round-trip time; and a position estimation unit estimating a position of the mobile device. The position estimation unit: calculates a round-trip distance; and determines whether the mobile device is within a detection area.

Abstract: A wiper control circuit stops the supply of power for rotating a wiper motor in a case in which a wiper blade is stopped before a storage position. In a case in which the amount of change in a rotational angle of an output shaft before and after stopping the supply of power for rotating the wiper motor, which is detected by a rotational angle sensor, has reached a predetermined range, the wiper control circuit performs self-locking to prevent the rotation of the output shaft in a state after the supply of power is stopped.

Abstract: The present invention relates to a gear motor (101), in particular for a wiper system, comprising: -a brushless DC electric motor (103) including: -a rotor; -a stator having coils for electromagnetically exciting the rotor; -a device for determining the angular position of the rotor; -a control unit configured to generate control signals for supplying power to the electromagnetic excitation coils of the stator; -a reduction mechanism (104) that is linked on one side to the rotor of the electric motor (103) and on the other side to an output shaft (109), the reduction mechanism (104) having a predefined reduction ratio and; -an output angular position sensor (110) that is configured to measure the angular position of the output shaft (109), wherein the output angular position sensor (110) that is configured to transmit a signal corresponding to the measured angular position of the output shaft (109) to the device for determining the angular position of the rotor and said device is configured to determine the p

Abstract: A snow and ice removal device may include one or more, heating elements. A control unit may be configured to control the heating element to produce heat. A power source may be in electrical communication with the control unit and the heating element. Heat may be applied to the roof surface by the heating element to loosen and/or melt accumulated ice or snow from the roof surface of the vehicle.

Abstract: An apparatus for filling four or more tires simultaneously with air includes four or more fill hoses, each of the four or more fill hoses being between four and twenty feet in length and each of the four or more fill hoses adapted to connect to a tire fill valve of each of the four or more tires. A common manifold connects each of the four or more fill hoses allowing for passive tire filling through bidirectional communication of the air between the four or more tires. An air-input-port is attached to the common manifold allowing all of the tires to be inflated at the same time using active filling through an external air supply. The apparatus may comprise one or more valves attached to the common manifold. The apparatus may comprise one or more gauges attached to the common manifold.

Abstract: An inflator includes an inflator housing, a pressure sensor operable to generate a pressure signal related to an outlet pressure of the inflator, a motor within the inflator housing, a battery pack removably coupleable to the inflator housing, and a controller electrically coupled to the motor and the battery pack. The controller is configured to receive the pressure signal from the pressure sensor, determine a rate of pressurization change based on the pressure signal, determine a static pressure value based on the rate of pressurization change, and determine a motor time delay based on a target pressure value, the static pressure value, and the rate of pressurization change. The controller is also configured to generate a control signal when the motor time delay substantially equals zero. The control signal is operable to cause power to the motor to be turned off to stop a pressurization condition of the inflator.

Abstract: A vehicle lower structure includes: a shear plate that is arranged on a bottom surface in a front portion of a vehicle and is formed with a jacking projection jutting downward at a position where a front-side jacking point is set; and a suspension member that is arranged above the shear plate. The shear plate has a force-bearing area that continues from the rear of the jacking projection and vertically opposes a part of a lower end surface of the suspension member.

Abstract: Devices, systems, and methods are described that provide an braking system for a motor vehicle. The braking system extends a friction device from beneath the vehicle to contact the driving surface. Orientation of the friction device and forces applied to the braking device can be adjusted during the braking procedure. In some braking devices forces generated during braking are directed to a load bearing arm and supporting frame, thereby minimizing damage to actuating devices. The friction device can be retracted after use, permitting normal vehicle operation.

Abstract: A vehicle brake assembly includes an actuation lever coupled to a brake pedal. The brake assembly also includes a push rod of a brake booster. The push rod has a clevis on an end portion thereof. The clevis comprises two prongs. The brake assembly further includes an alignment device seated on each respective prong of the clevis. The alignment devices are configured to collectively guide and position the clevis into alignment with the actuation lever during construction of the brake assembly.

Abstract: An autonomous emergency braking (AEB) system and method of a vehicle at crossdroads are disclosed. The AEB system includes a vehicle dynamics sensor, an around-view monitoring (AVM) sensor, and an electronic control unit (ECU). The vehicle dynamics sensor detects a driving speed of a host vehicle, and transmits the detected driving speed to the ECU. The AVM sensor detects a distance and relative speed between the host vehicle and a peripheral object, or transmits an image of a peripheral region of the host vehicle to the ECU.

Abstract: An object of the invention is to realize an M+ control which is suitable to a driving scene without depending on pedal operation information of a driver. A vehicle motion control device according to the invention sets an absolute value of deceleration generated in the vehicle in a period in which the lateral motion of the vehicle is predicted to be changed from a state where the vehicle takes the lateral motion to a state where the vehicle does not take the lateral motion to be smaller than that generated in a period in which the lateral motion of the vehicle is predicted to be changed from a state the vehicle takes one of right and left lateral motions to a state where the vehicle takes the other lateral motion.

Abstract: A brake fluid pressure control apparatus for a vehicle includes a parameter calculation unit configured to calculate a rollover detection parameter; and a steering maneuver determination unit configured to determine whether an abrupt steering maneuver is made. The parameter calculation unit is configured to calculate a first composition roll angle as the rollover detection parameter, by combining at a predetermined weight assignment ratio a first roll angle equivalent to an actual roll angle with a second roll angle obtained using a parameter which changes with a phase earlier than the first roll angle, and to calculate the first composition roll angle by changing the weight assignment ratio such that a weight of the second roll angle is higher when the steering maneuver determination unit determines that an abrupt steering maneuver is made than when the steering maneuver determination unit determines that the abrupt steering maneuver is not made.

Abstract: A valve assembly, for controlling a fluidic connection between a brake master cylinder and a pedal simulator of a brake system of a motor vehicle, includes a first control valve and a second control valve, the second control vale being positioned between the first control valve and a pedal simulator and including first and second flow controllers to control flow volumes of hydraulic fluid that differ between first and second flow directions.

Abstract: A fluid-operated braking system (1) for a tractor-trailer vehicle includes a trailer control valve (2), a parking brake module (3), and an electronic control unit (4) electrically connected to the trailer control valve (2) and to the parking brake module (3). A pressure fluid accumulator (13) of the braking system (1) is connected to a control pressure input (P43) of the trailer control valve (2). A redundancy circuit controls the control pressure input (P43), even during a malfunction of the control unit (4). The parking brake module (3) includes a control valve (14), a redundancy valve (15) and a changeover valve (16) controlled by an electronic switch unit (20) with a holding function. When the control unit (4) malfunctions, the last error-free switching position of the control valve (14) or the redundancy valve is maintained until a operationally safe resting state is reached or the ignition system is switched off.

Abstract: There is disclosed a motorcycle parking brake device adapted to be mounted to the master cylinder of a braking system. The brake device includes a bolt portion with a stem portion which extends to a head having a flange. The stem portion includes a threaded portion, a cylindrical first seat, a recessed portion, and a second seat. The stem portion has a stem channel with an O-ring slot containing an O-ring seal. A hydraulic fluid opening extends through the recessed portion and into the stem channel. The central stem channel extends to a head channel. A plunger is coupled to the bolt portion for reciprocal movement between a disengaged position and an engaged position. The plunger has a shank, a piston, and a push plate. The brake device also has a seal fitted about the second seat and a resilient D-ring seal fitted about the first seat.

Abstract: An apparatus and a method for determining a thermal oxidation state of a brake of an aircraft landing gear is disclosed. Determination of the thermal oxidation state of the brake involves determining a thermal oxidation state of the brake after a braking event, using a thermal oxidation model based on an initial thermal oxidation state before the braking event and a temperature profile of the brake with respect to time.

Abstract: An apparatus including a controller configured to generate a first indication for a vehicle braking system depending upon an oxidation state of a wheel brake of the vehicle is disclosed. Also disclosed is a braking system including a controller configured to receive a first indication, the first indication having been generated depending upon an oxidation state of a wheel brake of a vehicle and control the operation of the brake based on the first indication. Also disclosed is a method of controlling at least one brake of an aircraft, and an aircraft including the apparatus, the braking system and a temperature sensor configured to measure a temperature of a wheel brake of the aircraft and to transmit the temperature measurement to the apparatus.

Abstract: An apparatus with a processor configured to and a method for determining a number of future use cycles of an aircraft wheel brake based on a predicted condition of the brake is disclosed. Also disclosed is an aircraft including one or more aircraft wheel brakes and the apparatus.

Abstract: In a method for monitoring an electromagnetically actuable brake, which has an energizable coil that interacts with a tractive electromagnet situated so as to be linearly movable, and a vehicle having an electromagnetically actuable brake, the current flowing through the coil is acquired, the acquired current value in particular being conveyed to an evaluation unit, the voltage applied at the coil is intermittently increased, and a relative position of the tractive electromagnet with respect to the coil is determined from the thereby induced current characteristic, in particular the characteristic of the current rise, it is particularly determined from the ascertained position whether the brake is in the applied state or in the released state, the tractive electromagnet in particular is arranged as a permanent magnet or has a permanent magnet.

Abstract: In a vehicle drive apparatus, a drive gear which engages with a gear provided on the counter shaft is provided on the input shaft relatively rotatably to the input shaft, and the vehicle drive apparatus comprises a switching mechanism including an actuator and a connection/disconnection sleeve which is driven by the actuator in a direction of the first rotation axis and which selectively switches between a first state in which the drive gear is connected to the input shaft and disconnected from a non-rotating member and a second state in which the drive gear is disconnected from the input shaft and connected to the non-rotating member.

Abstract: A driving support apparatus is provided with: a recognizer configured to obtain information indicating a surrounding environment of a host vehicle, and configured to recognize a deceleration required target, which is a target that requires deceleration of the host vehicle; and a supporter configured to perform a driving support operation for supporting the deceleration of the host vehicle, on condition that the deceleration required target is recognized by the recognizer.

Abstract: A vehicle includes a controller that is configured to, while a battery temperature exceeds a threshold and state of charge (SOC) is above an SOC threshold, enable an electric machine to provide torque assistance at a power limit, and responsive to the temperature dropping below the threshold, increase the power limit and enable the electric machine to provide torque assistance while the SOC is above a cold SOC threshold less than the SOC threshold.

Abstract: A method for operating an onboard network of a hybrid motor vehicle. The onboard network is connected to an energy storage unit, especially a battery; an electric motor of a hybrid drive train, which also has an internal combustion engine; and actuators of an electromechanical chassis system that can be operated as generators. At least one reserve capacity of the energy storage unit is kept open for the supplying of electrical energy generated by at least one portion of the actuators to the onboard network. The reserve capacity being held open is dynamically adapted as a function of at least one item of driver style information describing the driving style of the driver of the hybrid motor vehicle and/or at least one item of situation information describing the current and/or future operation of the hybrid motor vehicle.

Abstract: A vehicle is equipped with a torque sensor configured to detect a torque, and which is disposed between an internal combustion engine and a first switching device on a first transmission path. When the first switching device is switched from a disconnected state to a connected state, a control device calculates a torque difference between a target torque of the internal combustion engine corresponding to a specified point on the first transmission path, and a detected torque or the like detected by the torque sensor. Further, the control device generates in a first rotary electric machine or a second rotary electric machine a compensation torque that compensates for the torque difference.

Abstract: A variety of methods and arrangements for mitigating powertrain and accessory torsional oscillation through electric motor/generator control are described. In one aspect, working chamber air charge and crank position are determined prior to starting an engine. During the engine startup period, an electric motor/generator supplies a smoothing torque to at least partially cancel engine torque variations.

Abstract: A vehicle drive apparatus includes a connection/disconnection sleeve wherein a lubricating pipe is provided above the connection/disconnection sleeve and has a discharge port through which a lubricating oil is discharged, the drive gear is relatively rotatably supported by the input shaft via a bearing portion provided on the drive gear, and the connection/disconnection sleeve includes a first guide portion guiding the lubricating oil discharged from the discharge port of the lubricating pipe to a tooth surface of the drive gear when the connection/disconnection sleeve is in a first position so as to connect the drive gear and the input shaft; and a second guide portion guiding the lubricating oil discharged from the discharge port of the lubricating pipe to the bearing portion when the connection/disconnection sleeve is in a second position so as to disconnect the drive gear and the input shaft.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, the engine system may be installed in a hybrid vehicle, and, in response to a request to restart the engine while the vehicle is being propelled via motor torque only, the engine may be rotated unfueled via the motor torque at less than cranking speed while at least partially opening a valve disposed in a passage coupled between the first exhaust manifold and the intake passage. In another example, in response to the request to restart the engine, all exhaust valves of a second set of exhaust valves coupled to the second exhaust manifold may be deactivated.

Abstract: Control systems and methods for an electrically all-wheel drive (eAWD) hybrid vehicle utilize an input device/sensor configured to receive an operating parameter of the hybrid vehicle, the operating parameter relating to whether to perform a gear shift of a transmission, the transmission being configured to transfer drive torque from a first torque generating unit to only a first axle of the hybrid vehicle, and a controller configured to, based on the measured operating parameter, determine whether to perform a gear shift of the transmission, and while performing the gear shift of the transmission, control a second torque generating unit to compensate for a disturbance caused by the gear shift, the second torque generating unit being configured to provide drive torque to only a different second axle of the hybrid vehicle.

Abstract: A method for operating a serial-parallel hybrid powertrain of a motor vehicle has the following steps: mechanically decoupling the internal combustion engine from the wheels of the motor vehicle, accelerating the motor vehicle from a first speed v1 to a second speed v2 by means of the second electric machine, and increasing the speed n of the internal combustion engine from a first rotational speed n1 to a second rotational speed n2. Increasing the speed n of the internal combustion engine from the first rotational speed n1 to the second rotational speed n2 always takes place as a function of the increase in the speed v of the motor vehicle from the first speed v1 to the second speed v2. The invention further relates to a motor vehicle having a serial-parallel hybrid powertrain.

Abstract: An electric vehicle includes a second rotating electric machine; a first transmission path configured to transmit force generated by the second rotating electric machine to a wheel; a first clutch that is arranged in the first transmission path and configured to switch between a connected state and a disconnected state between the second rotating electric machine and the wheel; and an ECU configured to control the second rotating electric machine and the first clutch. In the electric vehicle, a torque sensor is arranged between the first clutch and the wheel in the first transmission path.

Abstract: A vehicle is equipped with a torque sensor configured to detect a torque, and which is disposed on a second transmission path connecting a first rotary electric machine and a first branch point on a first transmission path. When a first switching device is placed in a connected state and a vehicle wheel is driven by an internal combustion engine, a control device causes an inverted phase torque, which is opposite in phase to a detected torque detected by the torque sensor, to be generated in the first rotary electric machine.

Abstract: A vehicle includes a first power transmission path, a second power transmission path, and a first clutch provided in the first transmission path to select a connection state between a first connecting state and a first disconnecting state. A second clutch is provided in the second power transmission path to select a connection state between a second connecting state and a second disconnecting state. Circuitry is configured to control the first clutch and the second clutch such that the second clutch switches to the second disconnecting state when a vehicle speed of the vehicle is larger than a first vehicle speed threshold value in a case where the first clutch switches to the first connecting state so as to transmit the power from an internal combustion engine to a wheel and where the second clutch switches to the second connecting state.

Abstract: An operating method for a power train of a hybrid vehicle having an internal combustion engine, an electric drive machine and a rechargeable electric energy storage unit configured to supply the electric drive machine with energy, includes controlling the power train in a zero emission mode in which the internal combustion engine is deactivated and in which the electric drive machine serves to drive the hybrid vehicle, and in an emission mode in which the internal combustion engine is operated in a fired operation. The method also includes determining, for a system initiated change of operating mode from the zero emission mode into the emission mode, a starting command for the internal combustion engine. The change of operating mode from the zero emission mode into the emission mode is blocked for one of a predefinable delay time, a predefinable quantity of energy extracted from the electric energy storage unit, or a predefinable travel distance.

Abstract: A vehicle control device (100) including a recognition unit (130) that that is configured to recognize a peripheral situation of a vehicle and a driving control unit (140, 166) that that is configured to control at least steering of the vehicle on the basis of a result of recognition acquired by the recognition unit, and, in a case in which the recognition unit is configured to recognize a road surface inclination area in which a gradient toward a lower side in a vertical direction is formed from a flat part of the road toward a road end, which is disposed at the road end of an advancement direction of the vehicle, and the vehicle is running on the road surface inclination area, the driving control unit is configured to adjust a steering angle of the vehicle in a direction in which the vehicle is away from the road end on a side on which the road surface inclination area is present.

Abstract: A driving force control device 1 for a vehicle V comprises: a D-? map M1 defining a linear correlation between a driving stiffness D and a maximum road surface ?; a slip ratio calculation circuit 21 for calculating a slip ratio S of one of a pair of front road wheels 10L, 10R; a DS calculation circuit 22 for calculating the driving stiffness D corresponding to a value the slip ratio S calculated by the slip ratio calculation circuit 21; a maximum road surface ? calculation circuit 23 for assigning a value of the driving stiffness D calculated by the DS calculation circuit 22 to the D-? map M1 to calculate the maximum road surface ?; and a driving force distribution circuit 24 for controlling a driving force, using a value of the maximum road surface ? calculated by the maximum road surface ? calculation circuit 23.

Abstract: An autonomous driving device is provided. The autonomous driving device includes a driver comprising circuitry configured to drive the autonomous driving device, a sensor, a storage configured to store characteristic information for each type of obstacle, and a processor configured to control the driver based on a result of sensing of the sensor. The processor is configured to, based on an external object sensed by the sensor being recognized as an obstacle with a possibility of collision with the autonomous driving device, identify a type of the obstacle based on the characteristic information, and to control the driver to change at least one of a velocity and direction of the autonomous driving device based on the identified type of obstacle.

Abstract: A method of controlling a vehicle includes determining location, speed, and direction of travel of the vehicle. At least one vehicle condition is sensed. A desired trajectory for the vehicle is determined in response to the sensed vehicle condition. A center point of an artificial stiffness applied to a steering wheel of the vehicle is varied so that the desired trajectory becomes the center point of the artificial stiffness. The artificial stiffness applied to the steering wheel is increased in response to an initiated steering maneuver. An apparatus for controlling a vehicle includes a steering system for turning steerable vehicle wheels of the vehicle in response to rotation of a steering wheel of the vehicle. A first sensor senses a location, speed, and direction of travel of the vehicle. A second sensor senses at least one vehicle condition.

Abstract: A driver assistance system and a method for operating this driver assistance system, where signals of at least one surround sensor provided on the vehicle are evaluated, and if the evaluation reveals an increased probability of a collision with a detected object, emergency braking is automatically triggered and carried out, and in the event of an increased probability of a collision with a detected object, which lies above a second threshold value, the current vehicle position is stored, or the vehicle position within a predefined period of time after exceedance of the second threshold value is stored, and in the event of traveling through the spatial area about the vehicle position again, the stored information is taken into account for the triggering or the preparation of a warning of danger or emergency braking.

Abstract: Systems and methods for avoiding an object by a vehicle. A radio frequency identification (RFID) tag is disposed on the object and transmits a tag signal associated with the RFID tag. The vehicle includes an object detection system and an object response controller. The object detection system detects the transmitted tag signal, determines at least one tag characteristic from the detected tag signal and tracks the object based on the at least one tag characteristic to generate object tracking data. The object response controller determines at least one collision condition between the vehicle and the object based on the object tracking data, and initiates at least one vehicle control action responsive to the at least one collision condition. The at least one vehicle control action including automatically controlling operation of the vehicle by the object response controller to avoid a collision between the vehicle and the object.

Abstract: A vehicle control system including: a recognizer that is configured to recognize a surroundings status of a vehicle; and a driving controller that is configured to perform control of causing at least the vehicle to move forward or causing the vehicle to move backward on the basis of the surrounding status recognized by the recognizer; and a notification controller that is configured to notify traffic participants in the vicinity of the vehicle using an outputter in a case in which the vehicle having stopped is caused to advance in a second direction opposite to a first direction in which the vehicle has advanced before stopping by the driving controller, the driving controller is configured to cause the vehicle to advance in the second direction after the outputter is configured to perform the notification.