Abstract: A mounting structure for mounting a rear view camera on a vehicle includes a mounting bracket for mounting to the vehicle, a camera support structure mounted on a camera mounting plate of the bracket, where the camera support structure has a shaft that extends perpendicularly to the camera mounting plate, with a slanted surface at its distal end where the camera is mounted, and an outer housing that covers the camera mounting plate, the camera support structure, and the camera except for the camera lens. The outer housing has a portion that conforms to the shape of the shaft of the camera support structure, with an opening at its distal end to expose the camera lens.

Abstract: A vehicle ceiling connecting arrangement for attaching a vehicle ceiling to a vehicle structure of a vehicle. The vehicle ceiling connecting arrangement comprising a vehicle structure connection portion and a ceiling attachment element, wherein the vehicle ceiling connecting arrangement is configured to assume a ceiling attachment state in which a portion of the vehicle ceiling is sandwiched between a first surface of the vehicle structure and a ceiling clamping surface of the ceiling attachment element.

Abstract: The application belongs to the technical field of automobile plated part, and in particular relates to an automobile, an automobile plated part, an automobile plated part mold and a manufacturing method thereof. The method for manufacturing automobile plated part mold comprises the steps of: establishing a first simulation model of the automobile plated part mold based on a set shape of the substrate of the automobile plated part; using the first simulation model to simulate injection process of the substrate to obtain a first simulation substrate; performing at least one modification processing on the first simulation model, so that a second simulation model thus obtained satisfies the following requirements: using the second simulation model to simulate the injection process of the substrate to obtain a second simulation substrate conforming to the set shape; manufacturing the automobile plated mold according to the second simulation model.

Abstract: This application discloses a computing system to receive a specification of prototype wiring corresponding to a signal in a logical design of a wire harness, locate a section of a vehicle to include a portion of the wire harness corresponding to the signal in the logical design, and insert the prototype wiring into a physical design of the wire harness corresponding to the located section of the vehicle. The specification of the prototype wiring can identify a particular vehicle configuration and insert the prototype wiring into a physical design of the wire harness for the particular vehicle configuration. The computing system can receive constraints configured to control synthesis of the logical design into the physical design of the wire harness, and generate portions of the physical design of the wire harness based on the constraints, while retaining the prototype wiring that was inserted into the physical design.

Abstract: A wire routing member includes a cylindrical main body that is arranged at an end of an exterior cladding member collectively covering a plurality of wires. Partitioning walls that partition routing spaces for the respective wires are provided inside the main body, each partitioning wall projecting in a cantilever shape radially inward from an inner circumferential surface of the main body. The routing spaces are continuous with each other via a space at which inner ends of the partitioning walls face each other, such that the wires can pass through the space at which the inner ends of the partitioning walls face each other. The main body includes a split groove through which the wires can be inserted into one of the plurality of routing spaces.

Abstract: A cyber security module for providing security to an in-vehicle communication network having a bus, at least one node connected to the bus, and at least one communications device coupled to the in-vehicle communication network configured to interface the in-vehicle network with an external communication network, the cyber security module comprising: a communication port configured to receive a message from the communication device that the communication device generates based on a message that the communication device receives from the external communication network; at least one communication port coupled to the bus; an authentication module configured to authenticate whether or not the message originated from an authorized source; and a processor configured to operate to prevent content of the message from being operated on if the authentication module determines that the source of the message received by the communication device is not from an authorized source.

Abstract: The present invention provides buckling inducing-type vehicle crash boxes. The buckling inducing-type vehicle crash boxes are arranged at both ends of a back beam and comprise: a box body part; and a reinforcing part, which is formed in a lattice shape, is formed to integrally protrude from the outer surface of the box body part, induce buckling along the longitudinal direction of the box body part by an external impact, and absorb energy generated by to the impact.

Abstract: A configurable bumper for a vehicle may include a center body, one or more telescoping end assemblies adapted to slide in a direction parallel to the axis of the center body and perpendicular to the axis of vehicle, and a locking mechanism for each telescoping end assembly. The telescoping end assemblies may be secured in at least two different axial positions on the center body. A method for manufacturing a bumper may include forming bumper components in near-net shape by a profile extrusion process and sizing to length.

Abstract: A modular system is provided for a multi-purpose accessory configured to selectively operate as a brush guard, a cabin protector, and a tailgate extender for a vehicle. The system includes a first mounting structure connected to a front frame of the vehicle. A second mounting structure is connected to a cabin portion of the vehicle, and a third mounting structure is connected to a tailgate of the vehicle. A multi-purpose accessory is provided including a main body portion and at least one attachment member extending from the main body portion. The attachment member is configured to alternately be received by the first mounting structure, wherein the multi-purpose accessory serves as a brush guard; the second mounting structure, wherein the multi-purpose accessory serves as a cabin protector; and the third mounting structure, wherein the multi-purpose accessory serves as a tailgate extender.

Abstract: The disclosure relates to determining an identifying characteristic of an accident participant in the event of an accident involving the accident participant and a motor vehicle. A time of the accident is determined using a contact sensor of the motor vehicle, where the contact sensor is configured to detect external contact with the motor vehicle. An environment of the motor vehicle is recorded after the determined time of the accident as accident data, where the environment is recorded based on recordings from a visual recording apparatus. The accident participant is determined based on the recorded accident data, and an identifying characteristic of the accident participant is determined based on the detected accident participant and the recorded accident data.

Abstract: An apparatus including a sensor and a control unit. The sensor may be configured to determine seat orientation information. The control unit may comprise an interface configured to receive the seat orientation information. The control unit may be configured to analyze the seat orientation information, determine when to deploy a corrective measure and modify the corrective measure in response to the seat orientation information. The control unit may deploy the corrective measure using a default arrangement in a first mode. The control unit may deploy the modified corrective measure in a second mode.

Abstract: A vehicle includes a first seat and a second seat occupying a vehicle body, a battery pack disposed between the first seat and the second seat, a first inboard airbag, and a second inboard airbag, and optionally a first outboard airbag and a second outboard airbag. The airbags are deployable from a packed position to or between an inflated position. The first inboard airbag is configured to deploy and occupy a space between the first seat and the battery pack, the first outboard airbag is configured to deploy and occupy a space between the first seat and the first side of the vehicle body, the second inboard airbag is configured to deploy and occupy a space between the second seat and the battery pack, and the second outboard airbag is configured to deploy and occupy a space between the second seat and the second side of the vehicle body.

Abstract: A vehicle includes a roof. The vehicle includes a front seat and a rear seat facing each other. The vehicle includes an airbag inflatable from the roof to an inflated position between the front seat and the rear seat. The airbag, in the inflated position, includes a first inflated leg, a second inflated leg spaced from the first inflated leg, and an inflated arced member extending from the first inflated leg to the second inflated leg, the inflated arced member including a top panel and a bottom panel spaced from each other and each arcing downwardly.

Abstract: A device to attach to a housing of an airbag is disclosed herein. The device includes a flap connected to an opening of the housing, wherein the flap comprises a rigid structure; and a hinge to connect the flap with the housing. The rigid structure comprises a zone of weakness that ruptures in response to an impact.

Abstract: A vehicle side airbag device including a shoulder protection part and a chest protection part that lifts an occupant's arm in a collision state while protecting the occupant's shoulder. A side airbag (1) is provided at a seat (2) and spread out in a non-inflated state, the contour on the front side in the vehicle body front-back direction has an inflection position C with a curvature change midway between the shoulder protection part X and the chest protection part Y, an upper edge line U upward and a lower edge line L downward from the inflection position. The inflection position is ahead of the shoulder protection part and above a center line F that extends lengthwise of an occupant upper arm A and divides the upper arm into upper and lower portions, and the lower edge line crosses the center line from an upper side to a lower side and positioned under the center line in a lower end position Au of the occupant upper arm.

Abstract: A vehicle seat assembly includes a seatback including a left lateral panel and a right lateral panel opposite the left lateral panel, a left airbag inflatable from the left lateral panel to an inflated position, a right airbag inflatable from the right lateral panel to an inflated position, and a tether extending from the left lateral panel to the right lateral panel. The tether is connected to the airbags.

Abstract: A roof airbag apparatus may include: a gas injection unit configured to discharge gas; a tether guide extending in a longitudinal direction of a roof; and an airbag configured to be deployed by gas transferred from the gas injection unit. The airbag may include: a first chamber part coupled to the tether guide and configured to be deployed in a longitudinal direction of the tether guide by gas transferred from the gas injection unit; and a second chamber part coupled to the first chamber part, and configured to be deployed by gas transferred from the first chamber part and cover the first chamber part.

Abstract: The present invention provides a gas generator, including: a cylindrical housing; an ignition device installed at a first end of the cylindrical housing, and a diffuser portion installed at a second end thereof; a flow channel forming member disposed inside the cylindrical housing and including a partition wall which separates a first chamber from a second chamber; a combustion chamber formed in the first chamber; a discharge passage formed in the second chamber; a first cylindrical space formed on the outside of the first circumferential wall and a first communication hole formed in the first circumferential wall; a second cylindrical space formed on the outside of the second circumferential wall and being in communication with the first cylindrical space, and a second communication hole formed in the second circumferential wall; a cylindrical filter disposed in the second cylindrical space; an outer diameter (d1) of the first circumferential wall, an outer diameter (d2) of the second circumferential wall an

Abstract: Systems and apparatus for a vehicle for improving pedestrian safety. The apparatus includes a hood of a vehicle including a hood outer panel having an exterior surface and an interior surface. The hood includes a hood inner panel connected to the hood outer panel. The hood includes a reinforcing patch connected to the interior surface of the hood outer panel between the hood outer panel and the hood inner panel, at a reinforcing location aligned with a structural component of the vehicle. The reinforcing patch is configured to increase the rigidity and mass of the hood outer panel at the reinforcing location to absorb energy from a pedestrian struck by the vehicle and to reduce impact from the structural component of the vehicle onto the pedestrian when the hood outer panel and the hood inner panel become compressed onto the structural component of the vehicle.

Abstract: An energy-absorbing restraint web assembly may include a motor vehicle seat restraint web and an energy absorption web having a first length, a first end attached to the restraint web at a first location thereof and a second end, opposite the first end of the energy absorption web, attached to the restraint web at a second location thereof, the energy absorption web responsive to a transverse force applied to the restraint web between first and second ends thereof that is greater than a threshold force to elongate and absorb energy while elongating, wherein the restraint web defines a second length between the first and second locations thereof, the second length of the restraint web greater than the first length of the energy absorption web such that the overall length of the restraint web increases as the energy absorption web elongates.

Abstract: A seat belt retractor for use with a seat belt webbing includes a spindle, a tread head part, a torsion bar, a stop nut and an energy management element. The spindle is configured for winding the seat belt webbing around the spindle. The tread head part is configured for having a locked condition or a free condition. The torsion bar is engaged with the spindle and the tread head part and configured to deflect torsionally by allowing relative rotation between the spindle and the tread head part when the tread head part is in the locked condition. The stop nut is operatively coupled with the tread head part and the spindle and configured to move in axial direction. Furthermore, the energy management element placed between the stop nut and the tread head part is configured to be deformed by the axial movement of the stop nut.

Abstract: A seat belt retractor comprises (a) a rotatable spool on which seat belt webbing is wound and (b) a load-limiting system to limit a load applied to a vehicle occupant by the webbing. The load-limiting system includes a flow control orifice through which fluid is forced when a load in excess of a predetermined load is applied to the rotatable spool by the webbing. The cross-sectional flow area of the flow control orifice is adjustable in response to unwinding of webbing from the rotatable spool prior to a vehicle crash event and ceases to be adjustable after the crash event is in progress. The load-limiting system also includes a piston in a cylinder. The piston and cylinder are operatively coupled to the spool such that rotation of the spool causes the piston to move relative to the cylinder, which movement causes fluid to be forced through the flow control orifice.

Abstract: A vehicle safety system includes a vehicle that has a plurality of seats, a plurality of seat belts, an electrical system and an ignition. Each of the seat belts includes a buckle and a clasp. A plurality of buckle sensors is provided and each of the buckle sensors is coupled to the buckle on an associated one of the seat belts. Each of the buckle sensors senses when the clasp of the associated seat belt is engaged to the buckle of the associated seat belt. A plurality of weight sensors is provided and each of the weight sensors is coupled to an associated one of the seats to sense weight of an occupant in the associated seat. A shut down unit is coupled to the vehicle. The shut down unit is in electrical communication with each of the seat belt sensors, each of the weight sensors and the ignition.

Abstract: A method, apparatus and a computer-readable medium for securing an automobile ignition key, including scanning an authorized user's fingerprint, as well as inputting a security code chosen by the authorized user. Verifying users whether they are authorized to access the automobile ignition key, allowing a user when verified, and denying access when the verification steps fails.

Abstract: An in-vehicle device includes transmitting antennas, an in-vehicle device transmitter configured to transmit request signals from the respective transmitting antennas, an in-vehicle device receiver configured to receive, from a portable device, an answer signal that includes received signal strengths of the respective request signals, and an in-vehicle device controller configured to calculate a distance from the portable device to each of a plurality of areas, based on both the received signal strengths of the respective request signals included in the answer signal and reference values for the request signals, and to identify an area to which the portable device belongs based on the distance. In a case where there is a request signal whose received signal strength is not included in the answer signal, the in-vehicle device controller calculates the distance by utilizing a corresponding reference value for the request signal as the received signal strength of the request signal.

Abstract: Base end sides of washer tubes 44, 45 are arranged in an axial direction of a swinging shaft PS at one end portion of an arm head 40, and they are drawn out from a head side pipe housing portion 41a so as to curve toward a side opposite to a shaft fixing portion 42 side. Each of the washer tubes 44, 45 is wound around the shaft fixing portion 42 during swinging of the arm head 40 without applying any load to the swinging shaft PS. No tension acts on each of the washer tubes 44, 45, and each of the washer tubes 44, 45 is not rubbed against the shaft fixing portion 42. Therefore, deterioration of the washer tubes 44, 45 can be suppressed. When the washer tubes 44, 45 are wound around the shaft fixing portion 42, a periphery of the shaft fixing portion 42 is suppressed from swelling outward in a radial direction thereof. This makes it possible to prevent the arm head 40 around the swinging shaft PS from increasing in size.

Abstract: injection positions (A2, B2, and C2) toward which washer liquids (W) are injected from the forward-side injection nozzles (A1, B1, and C1) and injection positions (D2 and E2) which washer liquids (W) are injected from the backward-side injection nozzles (D1 and E1) are alternatively shifted in the longitudinal direction of the blade rubber. Therefore, in wiping-out motion of the blade rubber for one reciprocation, the front glass (12) can uniformly get wet, the total number of injection nozzles can be made less than ever, the consumption amount of washer liquid (W) at the time of reciprocating wiping-out motion of the blade rubber can be reduced, power consumption of the washer pump can be reduced, and the size of the washer pump can be decreased.

Abstract: An ATV jack may include an adjustable jack leg and an engagement member configured to engage a bracket disposed on an ATV to non-pneumatically lift the ATV to enable changing of a tire.

Abstract: A brake control device includes a mechanical brake output determination unit configured to determine the stage number of a braking force on the basis of a target deceleration of a moving body from one or a plurality of braking force stages output from a mechanical brake included in the moving body, a mechanical braking force estimation unit configured to estimate braking force of the mechanical brake corresponding to the stage number determined by the mechanical brake output determination unit, and a regenerative brake control unit configured to output a regenerative brake command value such that a regenerative brake included in the moving body outputs a braking force corresponding to a difference between target braking force based on the target deceleration and the braking force estimated by the mechanical braking force estimation unit.

Abstract: A brake system includes a service brake and a parking brake that brake a vehicle including a lift axle capable of ascending and descending. The brake system further includes a brake blocker device and a controller that controls the brake blocker device. The brake blocker device blocks at least one of supply of compressed air to the service brake and supply of compressed air to the parking brake. The service brake and the parking brake act on the lift axle. The controller actuates the brake blocker device when the lift axle is at a lifted position.

Abstract: A method for adjusting brake pressures on pneumatically actuated wheel brakes of a vehicle includes, in a normal braking mode, continuously determining, by the brake control unit, at least one differential slip value as a difference between slip values of two wheels or axles of the vehicle, and determining, by the brake control unit, an interaxle braking distribution index for a relevant pair of axles by an assessment of a change in the at least one differential slip value within an evaluation interval. The method further includes, in a pressure control mode, using, by the brake control unit, the interaxle braking distribution index that is determined in the normal braking mode for the weighting of the control signals for the respective pair of axles.

Abstract: A vehicle braking device performs a following control which makes an actual value of a physical quantity follow a first target value when the actual value of the physical quantity is a value outside a dead zone and a suppression control which suppresses a change of the actual value when the actual value is a value within the dead zone in order to control the physical quantity associated with the braking force to be the first target value. The vehicle braking device comprises a setting portion which sets a second target value which follows the first target value and which is smaller than the first target value, when the first target value is increasing and a control portion which performs a control to make the actual value approximate the second target value.

Abstract: The hydraulic pressure control device has an idle region, and is provided with a control portion, and a correcting portion which, in cases when the reaction time of the actual pressure to pressure increasing control or pressure decreasing control exceeds a predetermined threshold time, corrects a control current towards the side in which the flow-rate is increased. In cases when a judging portion has judged that the pressure increasing control is in the idle area, the correcting portion applies, as the threshold time, an idle threshold time set to a value different from the threshold time that in cases when the judging portion has not judged that the pressure increasing control is in the idle area. Furthermore, in cases when the reaction time of the actual pressure to the pressure increasing control exceeds the idle threshold time, the correcting portion corrects the control current.

Abstract: A method for producing a hydraulic block of a slip-controlled hydraulic non-muscular-energy vehicle brake system. For the milling operation, the hydraulic block is clamped in two setups and a pump bore, into which the hydraulic block is clamped in the second setup, is produced in the hydraulic block in the first setup, thereby making it possible to machine five sides of the hydraulic block in the second setup free of clamping arrangement. Also described is a related hydraulic block.

Abstract: Provided is a vehicular brake apparatus capable of suppressing the occurrence of pedal shock. In this vehicular brake apparatus, a master cylinder forms a second hydraulic chamber neighboring to a first hydraulic chamber through a seal member. The seal member is arranged at a position facing the first hydraulic chamber and the second hydraulic chamber to be movable in the axial direction relative to the master cylinder. A first hydraulic pressure generating portion executes a movement restriction hydraulic pressure control such that when the operation information obtained by the operation information obtaining portion indicates that the brake operating member is not operated, the first hydraulic pressure which is higher than the second hydraulic pressure is generated in advance and consecutively, the larger a value relating to an operating amount in the operation information obtained by the operation information obtaining portion, the higher the first hydraulic pressure is generated.

Abstract: A pneumatic brake booster having a vacuum chamber and a working chamber in a booster housing separated from one another by an elastic diaphragm. The diaphragm bears in regions against a diaphragm plate axially displaceable between a zero position and a maximum stroke. An axial spacing between the zero position and the maximum stroke defines a stroke range of the brake booster. The diaphragm has a rolling fold which, during the displacement of the diaphragm plate, rolls on a rolling region on an inner wall of the booster housing. In order to offer a solution in which it is the intention for a modular system for different stroke ranges to be formed more efficiently and for the efficiency loss to be minimized or avoided, the booster housing has, in the rolling region, a tapered, conical portion with a cone angle ?8° and an axial extent >?*stroke range.

Abstract: A braking system for vehicles having a master cylinder, and at least one braking device. The master cylinder may be provided with a first and a second output circuit, containing respectively a first and second brake fluid. The first output circuit may be fluidically connected to a braking simulator and the second output circuit may be fluidically connected to the at least one braking device for its actuation. An automatic hydraulic actuation unit operatively connected to the master cylinder by a hydraulic actuation circuit traversed by an actuation fluid distinct from the first and second brake fluid may be provided. A processing and control unit of the system that supervises the operation of the braking systems may also be provided.

Abstract: A hydraulic system for a vehicle in which the first and second brake valves are arranged in a parallel configuration. The pressure inlet of the first and second brake valves are connected to a source of hydraulic fluid and the exhaust outlets of the first and second brake valves are connected to the first and second brakes, respectively. The control inlets of the first and second brake valves are directly responsive to a braking signal from an operator of the vehicle. First and second control valves are configured to selectively provide hydraulic fluid to the control inlet of the first and second brake valves, respectively.

Abstract: A filter assembly for separating and removing a liquid from a compressed fluid stream includes a filter element for separating the liquid from the fluid, a purge valve, and an elongated valve operator for actuating the purge valve. The top of the filter element has a shroud that decreases the flow area of the entering fluid stream to induce a vortex of the fluid, allowing the liquid to separate from the fluid. The purge valve is located at the bottom of the filter element for draining the separated liquid. The elongated valve operator axially extends through the filter element and is moveable by an actuating piston located at the top of the filter element, in response to elevated pressure in the filter assembly. The filtered air is dried through a desiccant body and then outputted from the filter assembly to be used in an air brake system.

Abstract: A method for managing a vehicle brake system includes collecting sensor data from one or more sensors in or around the vehicle, calculating brake effectiveness values based on the sensor data, calibrating the brake effectiveness values based on environmental context data associated with the vehicle, accumulating the calibrated brake effectiveness values as a dataset, generating a prediction curve or formula based the dataset, and scheduling a maintenance alarm for the brake system based on the brake effectiveness values.

Abstract: Systems and methods for controlling and operating a hybrid vehicle having a high degree of hybridization are disclosed. A power flow control system predicts vehicle power demand to drive the hybrid vehicle based on changing conditions during operation of the hybrid vehicle. The power flow control system controls the power flow so as to provide power to drive the hybrid vehicle based on the predicted vehicle power demand, wherein the predicted vehicle power demand is greater than a maximum.

Abstract: A vehicle includes a disconnect clutch selectively coupling an engine and an electric machine. The vehicle further includes a mechanical pump driven by the electric machine and operable to pressurize fluid for the clutch. The vehicle includes a controller programmed to, in response to the electric machine being inoperable, activate an auxiliary starter to start the engine, activate an electric pump operable to pressurize fluid to the clutch, and operate the engine to drive the mechanical pump.

Abstract: There is provided a vehicle behavior control device capable of improving responsivity of a vehicle behavior and a linear feeling with respect to a steering wheel operation without causing a driver to experience a strong feeling of intervention of the control, and capable of controlling behavior in such a manner as to improve stability of the vehicle attitude and riding comfort. The device includes a PCM which acquires a steering speed relating to a jerk in a width direction of the vehicle, sets a torque reduction flag, indicative of whether or not a condition for allowing reduction of an output torque of an engine is satisfied, based on the steering speed, and starts to reduce a torque when the torque reduction flag is set to True indicative of a state in which the condition for allowing reduction of the torque is satisfied.

Abstract: An apparatus and a method for controlling autonomous driving of a vehicle, and a vehicle system are provided. The apparatus monitors a stress state of a driver using biometric information of the driver and calculates an allowable jerk of the driver based on a jerk at a time point at which the stress state of the driver exceeds a preset reference value. A predicted jerk is calculated based on location and movement information of the vehicle and a preceding vehicle measured while the vehicle travels, and lane information. Additionally, a driving state of the vehicle is determined when the predicted jerk exceeds an allowable jerk of the driver and an alarm is output based on the driving state of the vehicle.

Abstract: A method for the delayed parking optimization of an autonomous vehicle includes activating a delayed parking optimization mode in a vehicle and, during the delayed parking optimization mode, detecting a presence of one or more passengers in the vehicle. On condition that no further passengers are detected in the vehicle, a delay period is initiated subsequent to which the vehicle engages the transmission of the vehicle from park to reverse, applies power to cause the vehicle to back out of the parking spot onto the roadway, engages the transmission into drive, applies power and manages steering and braking of the vehicle in order to navigate the vehicle forward on the roadway beyond the parking spot, engages the transmission into reverse, applies power and manages steering of the vehicle to cause the vehicle to back into the parking spot and engages the transmission of the vehicle into park.

Abstract: An automatic driving system for an automatically driven vehicle. In the system, a travel direction acquirer is configured to acquire travel direction information that is information indicative of whether or not each of lanes in a parking lot is unidirectional. In addition, in the system, an allowance determination unit is configured to, if determining, based on the travel direction information acquired by the travel direction acquirer, that each of the lanes in the parking lot is unidirectional, allow automatic driving of the automatically driven vehicle.

Abstract: A driving assistance ECU that serves as a vehicle control apparatus performs traveling control of a vehicle based on a detection result of a radar apparatus that detects a target in the periphery of an own vehicle. An angle calculating unit of the driving assistance ECU calculates an axial misalignment angle that is a misalignment amount of an attachment angle of the radar apparatus by statistically processing angle misalignment information of the radar apparatus acquired at a predetermined cycle. A control processing unit sets the angle misalignment amount of the radar apparatus to a predetermined initial angle until a predetermined initial period elapses after startup, and performs operation restriction on traveling control based on the initial angle. After the initial angle elapses after startup, the operation restriction on traveling control is performed based on a calculation value of the axial misalignment angle.

Abstract: An apparatus for controlling driving of a vehicle includes an active safety driving device for changing a driving mode of the vehicle from a normal driving mode to an active safety driving mode, a front detection sensor for recognizing a front vehicle as a control target dangerous vehicle when the front vehicle attempts to change into a lane in which the vehicle travels, and a vehicle control device for determining whether to generate a margin shaping for the control target dangerous vehicle, and for controlling the active safety driving device based on the margin-shaped control target dangerous vehicle when the margin shaping is applied to the control target dangerous vehicle.

Abstract: A driving assist apparatus includes at least one electronic control unit. The at least one electronic control unit is configured to: detect a first object and assist a collision avoidance between a vehicle and the first object existing in a traveling direction of the vehicle; determine whether a first condition that a predetermined number or more of physical objects are detected is satisfied; determine whether a second condition that the vehicle travels at a predetermined speed or lower is satisfied; determine whether a third condition that a predetermined number or more of turning operations of a steering wheel of the vehicle are performed in a predetermined time is satisfied; and determine that a road on which the vehicle is traveling is a crowded environment road, based on a determination that all of the first to third conditions are satisfied.

Abstract: Disclosed are an apparatus and a method for electric vehicle collision avoidance. The apparatus for electric vehicle collision avoidance may include: a camera unit configured to acquire an image of the surrounding of an electric vehicle; a monitoring unit configured to control the camera unit such that the image is acquired as a preset number of image frames, monitor changes in consecutive image frames to recognize an object present in the image, estimate a distance between the electric vehicle and the object based on the position of the recognized object in the image, and generate a power cutoff command signal if the estimated distance is smaller than or equal to a preset distance; and a power management unit configured to cut off the power of a battery pack of the electric vehicle in response to the power cutoff command signal.