Abstract: The invention relates to an end piece for a wiper blade, extending longitudinally between a bottom wall and an inlet for inserting a structural element of the wiper blade into the end piece, said end piece comprising at least one first receiving element designed to receive a wiper blade, a second receiving element designed to receive the structural element, and a third receiving element into which a means for attaching the end piece to the structural element extends, the first receiving element and the second receiving element being arranged one above the other in a longitudinal plane (P) of the end piece, characterised in that the attaching means comprises a lug which is flexible around a vertical axis (Z?) parallel to the longitudinal plane (P), the flexible lug having an “L” shape, at least one limb of which extends towards an edge defining the third receiving element.

Abstract: The present disclosure relates to a method, a system, and a non-transitory computer readable medium for cleaning obstructions for the sensors of the autonomous vehicle. The method includes: detecting, via a sensor, obstructions that block the field of views for the sensors; retrieving real-time weather data outside the autonomous vehicle; estimating, based on the real-time weather data, the features of the obstructions; proposing, based on the estimation of the features of the obstructions and, one or more cleaning plans; querying, via a user interface, a selection by a user regarding the proposed cleaning plans; and executing, via a cleaning system for the sensors of the autonomous vehicle, the proposed cleaning plan selected by the user. User interaction may be vehicle-driven or user-driven.

Abstract: A cleaning device according to an embodiment is a cleaning device that cleans a light transmission member provided on a camera. The cleaning device includes a filamentary member configured to contact the light transmission member and a rotation member configured to rotate the filamentary member such that the filamentary member moves along the surface of the light transmission member with the filamentary member in contact with the light transmission member.

Abstract: An exterior camera system and a cleaning method thereof are provided. The exterior camera system includes a base unit that is fixed to a vehicle, a housing rotatably coupled with the base unit, and an imaging device including a camera module and having at least a portion inserted into the housing to move in a longitudinal direction of the housing. A wiper is disposed on an inside surface of the housing to face the camera module, and a washer fluid nozzle is disposed adjacent to the wiper. A controller receives a video from the camera module to set a rotation angle of the housing based upon driving conditions of the vehicle and to adjust extension of the imaging device.

Abstract: An electric vehicle with a cleaning device includes a electric motor, a cleaning device connected with a pipe installed in a vehicle cabin, a first clutch that connects and disconnects the electric motor with an axle of wheels of the vehicle, a second clutch that connects and disconnects the electric motor with the cleaning device, a control unit that controls one of the first clutch and the second clutch to selectively connect one of the cleaning device and the axle with the electric motor and activate the cleaning device.

Abstract: A method for treating the surface of a vehicle by means of at least one rotating treatment brush. The treatment brush comprises treatment elements, the surfaces of which are brought into frictional contact with the vehicle surface during the treatment. According to the method, a reference measurement is carried out, in which the treatment brush is set in rotation and is moved into a defined position relative to a reference element, such that the surfaces of the handling elements are brought into frictional contact with the surface of the reference element, and in this case the value of the frictional force is measured directly or indirectly. During the treatment of the vehicle surface, the treatment brush is controlled as a function of the value of the frictional force measured during the reference measurement. A system for treating the surface of a vehicle by means of which this method can be carried out.

Abstract: A system and method for repairing collision damage or servicing a motor vehicle that involves managing and organizing a plurality of parts that have been removed from the motor vehicle during the repair or service process. The system includes a base member having opposite facing top and bottom surfaces and a plurality of regions corresponding to different sections of the body of a motor vehicle displayed on the top surface of the base member. An overlay member having opposite facing top and bottom surfaces and a plurality of open regions corresponding to the base regions is configured to be superimposed over the base member to create a plurality of separate compartments for locating and holding parts that have been removed from specific sections of the motor vehicle for later assembly back onto the vehicle in a downstream collision repair or service process step.

Abstract: Aspects herein relate to using a three or more points to control the angular orientation of a structure via three or more jacks, and then stabilizing the structure via one or more stabilizers. In some aspects, the foregoing structure may include, for example, a motor home, recreational vehicle, travel trailer or fifth wheel trailer.

Abstract: Disclosed herein is an apparatus for changing a traction motor and a wheel assembly out of a locomotive. The apparatus is suitable for use in the field. The apparatus comprises: (i) a frame that is dimensioned to fit under the locomotive and within a railroad track; (ii) a wheel-assembly-support system that is configured to support the wheel assembly such that the wheel assembly is clear of the track; (iii) a traction-motor-positioning system that is operable to position the traction motor with respect to the locomotive; and (iv) a drive assembly that is configured to drive the fame, the wheel-assembly-support system, and the traction-motor-positioning system under the locomotive in a reversible manner. The wheel-assembly-support system, the traction-motor-positioning system, and/or the drive assembly is/are operable by way of a remote control. Methods of changing a traction motor and/or wheel assembly out of a locomotive on a track are also provided.

Abstract: A hybrid power brake control system and a control method thereof are provided. The hybrid power brake control system includes a computer, a motor, a connecting rod set, and a pedal brake. The motor is electrically connected with the computer, the connecting rod set includes the first connecting rod and the second connecting rod, the first connecting rod is connected with the motor, the first terminal end of the second connecting rod is connected with the first connecting rod, and the pedal brake is pivotally connected with the second terminal end of the second connecting rod.

Abstract: The invention obtains a controller and a control method capable of appropriately assisting with an operation by a driver while preventing a motorcycle from falling over. In the controller and the control method according to the invention, in a control mode to make the motorcycle perform an automatic cruise deceleration operation, automatic deceleration that is deceleration of the motorcycle generated by the automatic cruise deceleration operation is controlled in accordance with a change rate of a state amount that is related to posture of the motorcycle during turning travel.

Abstract: A vehicle braking device includes a master cylinder device, a motor cylinder device, first and second shutoff valves (solenoid valves) of a normally-open type which are provided in piping tubes (hydraulic pressure passages) providing communication between the master cylinder device and the motor cylinder device and which operate to open or close the hydraulic pressure passages, and an integrated control unit which performs drive control to close the solenoid valves in response to a pressure rise request. When a pressure rise request is received from any requester, the integrated control unit sets a valve closing characteristic in the course of closing the solenoid valves from the time of reception of the pressure rise request such that the valve closing characteristic for the pressure rise request issued by a second group requester is gentler than the valve closing characteristic for the pressure rise request issued by a first group requester.

Abstract: A method for controlling an electronically slip-controllable power braking system and a braking system. This power braking system has a brake circuit and a pressure generator including a plunger piston for applying a circuit pressure to the brake circuit. The plunger piston delimits a pressure chamber of the pressure generator and is drivable by an activatable drive unit into a forward or reverse movement. During its forward movement, pressure medium is displaced by the plunger piston out of the pressure chamber into the brake circuit, while during the reverse movement, pressure medium flows out of a reservoir of the power braking system via a flow path into the pressure chamber of the pressure generator. The speed of the reverse movement of the plunger piston is adapted by the electronic control unit so that cavitation at the pressure generator of the power braking system, is avoided or at least minimized.

Abstract: A vehicle braking system includes: a master cylinder; a slave cylinder communicated with the master cylinder; a vehicle behavior stabilizer communicated with the slave cylinder; first and second master cut valves, each being a normally closed valve for opening and closing a fluid flow path between the master cylinder and the slave cylinder, for making hydraulic pressures in the slave cylinder and the vehicle behavior stabilizer work in a valve closing direction; a pressure sensor for detecting the hydraulic pressure in the vehicle behavior stabilizer; and a piston controller for advancing first and second slave pistons in the slave cylinder when the hydraulic pressure on the vehicle behavior stabilizer side, detected by the pressure sensor, exceeds a predetermined value, and returning the pistons at a predetermined timing.

Abstract: An electropneumatic trailer control module (1) for an electronically controllable pneumatic brake system (520) for a vehicle combination (500) with a tractor vehicle (502) and a trailer vehicle (504), has an electronic control unit (ECU), a pneumatic reservoir input (11), a trailer control valve unit (65) with electropneumatic valves (RV, IV, OV), a trailer brake pressure port (22), and a trailer supply pressure port (21). The electronic control unit (ECU) has a parking brake signal input (200) for receiving an electronic brake representation signal (SB1, SB2, SB3) for an immobilizing brake (6, 532a, 532b) of the tractor vehicle (502) and is configured to, on the basis of the brake representation signal (SB1, SB2, SB3), switch at least one of the one or more electropneumatic valves (RV, IV, OV) of the trailer control valve unit (65) in order to output a brake pressure.

Abstract: An electro-hydraulic brake system includes a master cylinder block in communication with a reservoir tank containing a brake fluid. A protrusion extends from the master cylinder block to a terminal end. The master cylinder block defines a channel extending along a center axis into the protrusion. A pressure supply unit includes a housing defining a chamber and is in communication with the reservoir tank. A displacement piston, slidably disposed in the channel, extends between a primary end located in the chamber and a secondary end located in the channel. An actuator is disposed in the chamber, rotatably coupled to the displacement piston, for axial movement along the center axis. A first anti-rotational member is disposed in the channel, coupled to the terminal end, for engaging the secondary end to prevent rotation and translate rotational movement of the actuator into the axial movement.

Abstract: A valve assembly for a braking system having a master cylinder side opening, at least one caliper side opening, and at least one valve pipe, connecting the master cylinder side opening and the caliper side opening. A shutter element has a shutter body movable with respect to the valve body. When the shutter body is in a valve closing position, it interrupts a at least one main fluid passage and defines a master cylinder side pipe stretch facing a master cylinder side opening and a caliper side pipe stretch facing a caliper side opening in the valve pipe. The shutter body at least partially delimits at least one secondary fluid passage, so that, when the shutter body is in a valve closing position, the master cylinder side pipe stretch is in fluid communication with the caliper side pipe stretch only through the secondary fluid passage.

Abstract: A brake booster is comprised of an actuation unit, which can be coupled to a brake cylinder. The actuation unit is comprised of at least one actuation element that can be coupled to an electric motor via a transmission and at least one actuation element that can be coupled to a power input element. The actuation unit also includes at least one power transmission element that can be coupled to at least one actuation element in a power-transmitting manner, and at least one power take-up element that can be coupled or is coupled to an actuation detection device for the detection of an actuation of the electromechanical brake booster. The power take-up element can be coupled or is coupled to at least one actuation element. The power take-up element is configured to limit a relative movement of the actuation element relative to the power transmission element.

Abstract: A method is described for detecting a leakage during the operation of a braking system. A braking intention signal characterizing a braking intention is generated by actuating a final control system of an actuating circuit; a setpoint braking pressure required in an active circuit is ascertained based on the braking intention signal; an actual braking pressure in the active circuit is set according to the setpoint braking pressure with the aid of a pressure generation unit by moving a displacement piston to actuate a wheel brake coupled to the active circuit; and a pressure modulation is carried out. The pressure modulation includes setting the actual braking pressure in the active circuit to a value greater than the setpoint braking pressure, and lowering the actual braking pressure until the setpoint braking pressure is reached by moving the displacement piston at a predetermined piston speed.

Abstract: A driving force control apparatus including a posture detecting part detecting a riding posture of an occupant; an acceleration detecting part detecting an acceleration of a vehicle; a driving force generation part generating a driving force in a manner enabling to change a driving force distribution between a front and rear wheels or between a left and right wheels; and a microprocessor. The microprocessor is configured to perform calculating a required driving force, and controlling the driving force generation part so as to change the driving force distribution to a target driving force distribution to suppress a change of the riding posture while generating the required driving force when a magnitude of the acceleration is greater than or equal to a predetermined magnitude and a degree of change of the riding posture is greater than or equal to a predetermined degree.

Abstract: Disclosed are a vehicle equipped with an electric motor, which is capable of preventing damage to a mechanical axle-fixing device when a parking range is selected under a specific condition, and a parking control method therefor. The parking control method includes calculating output torque of the electric motor to stop the vehicle when a parking (P) range is selected in the situation in which a specific condition is satisfied, controlling the electric motor in response to the output torque, and activating a driving shaft fixing unit when the vehicle is stopped by the controlling.

Abstract: An apparatus for controlling a traction of a vehicle, in which the vehicle includes a parking brake system with a spring-loaded brake cylinder operable to release the parking brake against a spring force using pressurized air and the parking brake system is configured to brake one or more driven wheels of the vehicle. The apparatus includes a data interface module and a braking control module. The data interface module is configured to receive input information depending on a wheel slip of the one or more wheels of the vehicle. The braking control module is configured to determine the wheel slip based on the received information and to control the parking brake system to keep the wheel slip below a threshold value, thereby controlling the traction of the vehicle.

Abstract: In one aspect, a system for providing brake-assisted steering to a work vehicle may include at least one sensor configured to detect at least one parameter associated with a wheel speed differential defined between first and second wheels of the work vehicle. The system may also include a controller configured to determine a target wheel speed differential between the first and second wheels when it is determined that a change in the direction of travel of the work vehicle has been initiated. Furthermore, the controller may be configured to control the operation of a first or second braking device of the work vehicle such that a braking force is applied to an inside wheel of the work vehicle in a manner that adjusts the wheel speed differential towards the target wheel speed differential.

Abstract: A motorcycle, including method and control unit for controlling an active steering influence system, which is for actively influencing steering motions on a front wheel. A driver assistance system is for effectuating, with control instructions to components of the motorcycle, longitudinal accelerations. The driver assistance and active steering influence systems are for a signal communication with each other, e.g., via lines. The driver assistance system is for outputting, before/while outputting a control instruction, a signal instruction to the active steering influence system so that the active steering influence system, via an active modification of its state, counters a change of a movement direction, which is associated with the longitudinal acceleration to be effectuated with the control instruction.

Abstract: A hybrid drive train for a hybrid vehicle includes an internal combustion engine configured to drive the hybrid vehicle and an output shaft configured to provide torque to drive the hybrid vehicle, and a transmission which has a transmission input shaft. The hybrid drive train also includes a first electric machine by which the transmission input shaft can be driven, a second electric machine by which the output shaft can be driven to start the internal combustion engine, and an auxiliary unit configured to be driven by the second electric machine.

Abstract: A controller configured to control a hybrid vehicle includes a catalyst temperature increase control unit configured to execute a catalyst temperature increase control of increasing a temperature of a three-way catalyst device, a motoring control of rotating a crankshaft of an internal combustion engine with power of a motor in a state in which combustion of the internal combustion engine is stopped, and a fuel introduction process of introducing unburned air-fuel mixture into an exhaust passage by performing fuel injection in the internal combustion engine during the execution of the motoring control.

Abstract: A method and system are provided for adapting a vehicle control strategy of an on-road vehicle following a reoccurring fixed route to a predetermined destination, which fixed route extends through at least one geographical zone associated with at least one environmental restriction. When it is determined that the vehicle is approaching the geographical zone, historical data collected from previous passages of one or several vehicles through the zone is accessed, and the vehicle control strategy inside the geographical zone is adapted based on the historical data and the environmental restriction.

Abstract: Systems and methods for operating a vehicle driveline that includes an engine and an electric machine are described. In one example, an amount of electrical power that is available to electrical consumers that are electrically coupled to a high voltage bus is adjusted responsive to a temperature of a catalyst for the purpose of reducing engine emissions.

Abstract: An engine control device for a saddle riding vehicle includes a mechanical centrifugal clutch for connecting and disconnecting driving force from an engine to a driving wheel, a throttle operator to adjust output power of the engine, a motor to rotate a crankshaft of the engine, and a control unit to control the motor and a fuel injection system. The control unit executes injection stopping control for stopping fuel injection during deceleration of the vehicle and executes, when an opening operation of the throttle operator is performed after an engine speed becomes equal to or lower than a centrifugal clutch disconnection speed at which the centrifugal clutch is disconnected, acceleration assist control for rotating the crankshaft with the motor.

Abstract: A parking control apparatus includes an input device configured to acquire an operation command acquired from inside or outside of a vehicle and a control device configured to control the vehicle in accordance with the operation command. The control device is configured to make a determination whether or not an occupant is present inside a vehicle interior of the vehicle and control the vehicle to park in accordance with a result of the determination.

Abstract: A vehicle and a method for controlling the same are provided to advance a control start time of an (ADAS) of a vehicle. The vehicle includes an image capturing device that detects an object using an image of the object located in a peripheral region of a vehicle and a detection sensor that acquires position information of the object and speed information of the object. An input receives a command for starting the ADAS and a controller starts the ADAS when a traveling environment and traveling status of the vehicle satisfy a predefined condition. A warning start time of the ADAS is advanced by a predetermined period of time after starting operation of the ADAS and an operation release reference value for releasing the operation of the ADAS is set to be greater than a predetermined value.

Abstract: A vehicle and a control method thereof are provided to predict a behavior of a driver and a pedestrian and control the vehicle based on the predicted behavior of the driver and the pedestrian. The vehicle includes a capturer configured to capture an image around the vehicle; a behavior predictor configured to obtain joint image information corresponding to the joint motions of a pedestrian based on the captured image around the vehicle, predict behavior change of the pedestrian based on the joint image information, and determine the possibility of collision with the pedestrian based on the behavior change; and a vehicle controller configured to control at least one of stopping, decelerating and lane changing of the vehicle so as to avoid collision with the pedestrian when there is a possibility of collision with the pedestrian.

Abstract: An object recognition device includes: a sensor; a storage device; and a processor configured to detect a first object and a second object around the vehicle, initially set, based on a detection position of the first object, an integration determination distance used to determine that the first object and the second object belong to the same object, estimate a traveling direction of the first object based on the sensor detection information, increase the integration determination distance along the traveling direction, after increasing the integration determination distance along the traveling direction, determine, based on the integration determination distance, whether the first object and the second object belong to the same object, and output the first object and the second object as the same object when it is determined that the first object and the second object belong to the same object.

Abstract: A vehicle driving assist apparatus of the invention starts a collision avoidance steering assist control to automatically steer the vehicle to avoid a collision of the vehicle with the obstacle in response to a driver performing a collision avoidance steering operation for avoiding the collision when there is a possibility that the vehicle collides with the obstacle. The vehicle driving assist apparatus cancels the collision avoidance steering assist control in response to the driver performing a counter collision avoidance steering operation against automatically steering the vehicle intended to be achieved by the collision avoidance steering assist control after a first predetermined time elapses from starting the collision avoidance steering assist control.

Abstract: Autonomous driving systems and methods include a controller of a first vehicle configured to detect an operating state of a second vehicle proximate the first vehicle, and to predict, based on the operating state of the second vehicle, a potential behavior for the second vehicle that optimizes a cost function from the perspective of the second vehicle. The controller then controls the first vehicle to avoid a collision with the second vehicle assuming the second vehicle operates according to the potential behavior.

Abstract: A cooperative vehicle safety method is provided. The cooperative vehicle safety method includes: collecting a local map information, a local traffic sign information, and a state information of an object received from at least one sensing unit by a roadside unit; optimizing the received state information of the object; predicting a moving direction of the object according to the optimized state information of the object, a plurality of history driving traces of the object, a plurality of vehicle driving trace patterns, the local map information, and the local traffic sign information; and determining whether to send an alert according to the predicted moving direction of the object.

Abstract: A lane curvature, a vehicle position offset relative to a lane center line, and a vehicle heading are determined based on image data received from a vehicle camera sensor. An adjusted lane curvature and an adjusted vehicle heading are computed based on a vehicle speed, a vehicle yaw rate and the position offset.

Abstract: In this vehicle control device, a low-level short-terra trajectory generating unit generates a short-term trajectory by using the newest dynamic external environment recognition information while also using the same static external environment recognition information (lane shape information, or the like) as the static external environment recognition information used by a high-level medium-term trajectory generating unit. Performing such control prevents inconsistency between the external environment information (environment information) used by the low-level short-term trajectory generating unit and that used for a medium-term trajectory, which is a high-level trajectory, and makes stable trajectory output possible.

Abstract: A vehicle control apparatus for controlling traveling of an own vehicle is disclosed, the apparatus including: a vehicle detector that detects a first target vehicle traveling on an adjacent lane adjacent to a driving lane on which the own vehicle is traveling in a same direction as the own vehicle, and detects a first own vehicle distance; a calculator that calculates a relative speed of the own vehicle to the first target vehicle, based on a change in the first own vehicle distance; a curve setting portion that virtually sets a first curve representing a lower limit relative speed determined in association with a distance from the first target vehicle; and a vehicle controller that causes the own vehicle to travel at a relative speed not lower than a relative speed to the first target vehicle, which is determined by the first curve depending on the first own vehicle distance.

Abstract: A method for operating a motor vehicle, in particular a motorcycle, in which a driving maneuver, which includes a lane change and/or a passing maneuver, is carried out in an at least partially automated manner. The acceleration dynamics of the motor vehicle are adjusted as a function of the relative speed of at least one other motor vehicle, for example of a motor vehicle preceding and/or approaching from behind, as the driving maneuver is carried out.

Abstract: The optimum headway distance setting method may include determining whether or not to stop the speed adjustment operation for a vehicle by a driver of the vehicle by a control unit in the state detecting a front vehicle 1F which is traveling in front of the vehicle; determining whether or not to be stabilization of a headway distance between the vehicle and the front vehicle by the control unit when the speed adjustment operation for the vehicle is stopped; setting the optimum headway distance configured to set the stabilized headway distance as an optimum headway distance according to a traveling propensity of the driver by the control unit, and stores the optimum headway distance in the control unit.

Abstract: The invention relates to a vehicle (100) with autonomous driving capability, wherein the autonomous vehicle (100) is adapted for at least two different driving modes comprising a first driving mode configured for a first type of autonomous driving and a second driving mode configured for the autonomous vehicle being guided by a pilot vehicle (200) in such a manner that the autonomous vehicle follows the pilot vehicle.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets controls the shift actuator with actuating and opposing pulses, and interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Abstract: The disclosure relates to a method for operating a hydraulic brake system of a motor vehicle. The method comprises recording a value that is representative of a transfer function of the brake system, and comparing the recorded value with a threshold value. The method further comprises generating an error signal if the recorded value exceeds the threshold value. The value may be indicative of a brake pressure, a brake pressure request signal and a decreasing acceleration of the motor vehicle.

Abstract: A control system for a hybrid vehicle configured to reduce an exhaust gas during deceleration of the vehicle, and to protect a motor and a battery. A control mode of the engine may be selected from: a low-power mode in which the hybrid vehicle is decelerated by reducing a torque and a power of the engine at a predetermined rate while generating the brake torque by the motor; and a high-power mode in which the hybrid vehicle is decelerated by reducing the torque and the power of the engine at a rate slower than the predetermined rate of the low-power mode while generating the brake torque by the motor.

Abstract: A braking force control device includes a target acceleration calculation unit that calculates a first target acceleration based on an acquired operation amount of an accelerator pedal, a powertrain capability acquisition unit that acquires a braking force that is generable by a powertrain, and an instruction unit that instructs generation of braking forces in the powertrain and a brake. The instruction unit is configured to, when a first braking force for achieving the first target acceleration is equal to or less than the braking force that is generable by the powertrain, instruct a controller of the powertrain to generate the first braking force, and when the first braking force is larger than the braking force that is generable by the powertrain, instruct the controller of the powertrain to generate the braking force that is generable by the powertrain.

Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, an actual total number of deactivated cylinders may be adjusted to control driveline braking. The driveline braking may be controlled in a towing mode, a hill descent mode, and during normal driving conditions.

Abstract: A steer-by-wire steering system, including: a two-system reaction force applying device including two reaction force controllers and configured to obtain operation information and apply an operation reaction force; a two-system steering device including two steering controllers and configured to steer a wheel; an operation information obtaining device; an auxiliary steering device capable of changing a direction of a vehicle; two dedicated communication lines one of which information-transmittably and information-receivably connects one of the two reaction force controllers and one of the two steering controllers to each other, and the other of which information-transmittably and information-receivably connects the other of the two reaction force controllers and the other of the two steering controllers to each other; and a first communication bus to which the operation information obtaining device is at least information-transmittably connected and to which the two steering controllers and the auxiliary stee

Abstract: A driving consciousness estimation device includes a driving readiness degree estimation unit configured to estimate a driving readiness degree relating to a driving consciousness of a driver based on a reaction time or a width of field of view of the driver and at least one of a time duration of eye glance away from road environment and an arousal level of the driver. An influence of the reaction time or the width of the field of view on the driving readiness degree estimated by the driving readiness degree estimation unit is greater than an influence of at least one of the time duration of eye glance away from road environment and the arousal level on the driving readiness degree.