Abstract: A vehicle brake control device including a wheel speed acquisition section, a wheel acceleration calculation section, an anti-lock brake control section, a bad road determination section, and a bad road amount setting section. The wheel acceleration calculation section calculates a first wheel acceleration and a second wheel acceleration. The bad road determination section determines that a running road surface is a bad road when the calculated first wheel acceleration is larger than a first boundary line where the first wheel acceleration increases as the second wheel acceleration is larger in an area where the first wheel acceleration is larger than the second wheel acceleration. The bad road amount setting section increases a bad road amount as the calculated first wheel acceleration is larger when it is determined that a running road surface is a bad road.

Abstract: A vehicle brake control device including a front wheel speed acquisition section, a rear wheel speed acquisition section, a front wheel acceleration calculation section, a rear wheel acceleration calculation section, a front wheel anti-lock brake control section capable of executing an anti-lock brake control for the front wheel, a vehicle acceleration acquisition section, and a bad road determination section configured to determine whether or not a running road surface is a bad road based on the front wheel acceleration or the rear wheel acceleration. The bad road determination section executes a bad road determination by selectively using one of the front wheel acceleration and the rear wheel acceleration at least based on information on whether or not the anti-lock brake control for the front wheel is executed and the vehicle acceleration.

Abstract: The present disclosure relates to a wheel speed sensor system (1), comprising: one or more first wheel speed sensors (2a, 2b), a first application specific integrated circuit (ASIC) (4) configured to receive one or more first wheel speed signals from the one or more first wheel speed sensors (2a, 2b) and to convert the one or more first wheel speed signals to first wheel speed data, and a first electronic control unit (ECU) (6) configured to receive the first wheel speed data from the first ASIC (4) via a data link (8) between the first ECU (6) and the first ASIC (4); and one or more second wheel speed sensors (3a, 3b), a second ASIC (5) configured to receive one or more second wheel speed signals from the one or more second wheel speed sensors (3a, 3b) and to convert the one or more second wheel speed signals to second wheel speed data, and a second ECU (7) configured to receive the second wheel speed data from the second ASIC (5) via a data link (9) between the second ECU (7) and the second ASIC (5).

Abstract: An apparatus having a housing, a cavity which is disposed in the housing and which at least in regions is configured as a bore in which at least one piston and one piston spring associated with the piston are received, wherein the piston spring in the bore when activating the piston in the operation of the apparatus is compressed by the piston. The piston spring is configured from a magnetic or magnetizable material, the piston is configured from a non-magnetic material, and an assembly unit which comprises the piston having the piston spring is provided, and in which the piston spring is held on the piston by a magnetic field.

Abstract: A method for operating a brake system having a brake fluid reservoir having a first and a second reservoir chamber which are separated by a first partition wall, wherein a first filling level in the brake fluid reservoir is determined by a first sensor element, and a second filling level in the brake fluid reservoir is determined by a second sensor element, wherein the brake system is operated in a first fallback operating mode when the determined first filling level in the brake fluid reservoir falls below a first predetermined level (p1), and wherein the brake system is operated in a second fallback operating mode when the determined second filling level in the brake fluid reservoir falls below a second predetermined level (p2), wherein the second level (p2) is lower than the first level (p1), and to a brake system.

Abstract: An electropneumatic parking brake module includes a supply port configured to connect a compressed air supply, a spring brake actuator port configured to connect at least one spring brake cylinder, and a trailer control port, an inlet-outlet valve unit configured to control a spring brake pressure, and an electropneumatic pilot control unit configured to control at least one control pressure at the inlet-outlet valve unit and configured to perform a trailer control position function. The electropneumatic pilot control unit includes a 3/3-way valve that has a first switching position in which the at least one control pressure is controlled, a second switching position in which the trailer control position function is carried out, and a third switching position in which the inlet-outlet valve unit and the trailer control port are connected to a vent.

Abstract: A brake for operating first, second, third, and fourth wheel brakes includes first and second hydraulic brake circuits each defining a fluid conduit to two of the wheel brakes. Each circuit includes a power transmission unit having a first motor driven piston for pressurizing pressure chambers therein for providing pressurized fluid to the respective fluid conduits. Each circuit includes at least a pair of valves adapted to selectively provide pressurized fluid from the fluid conduits to each one of the wheel brakes. The system includes two separate electronic control units for controlling each of the circuits, namely the power transmission units and the pair of valves.

Abstract: An actuator for an electromechanical parking brake having a housing with a brush card assembly is provided, which includes: a main housing having a motor seat and a gear seat; a motor assembly disposed in the motor seat and providing torque; a gear assembly rotated by torque from the motor assembly and performing a reduction function through a plurality of gears; and an inner housing. The inner housing is combined with the main housing and fixes the gear assembly, and integrally has a ring gear operating in mesh with a planetary gear seat of the gear assembly and a brush card electrically connected to the motor assembly. A ring gear operating with the planetary gear set and a brush card electrically connected to the motor assembly are integrally formed at the inner housing.

Abstract: Provided is an actuator having a double-gear structure for an electromechanical parking brake. The actuator includes: a main housing having a motor seat and a gear seat; a motor assembly disposed in the motor seat and providing torque; and a gear assembly rotated by the torque from the motor assembly and performing a reduction function through a plurality of gears.

Abstract: A method for brake lining wear detection is disclosed. The method comprises detecting a wear state of a brake lining installed in the area of a wheel housing and producing a state signal that indicates the wear state. The method also comprises coupling the state signal into at least one electrical line that leads to an evaluation unit for the state signal. The at least one electrical line also transmits at least one other signal from or to at least one other device installed in the area of the wheel housing.

Abstract: A method for controlling a transmission of a host vehicle can include: collecting preceding vehicle information characterizing a preceding vehicle which precedes the host vehicle using one or more sensing devices of a data sensing system equipped in the host vehicle; predicting whether a deceleration event will occur based on the collected preceding vehicle information; adjusting a downshifting schedule of the transmission in response to predicting that the deceleration event will occur; and controlling an operation of the transmission such that the transmission executes one or more downshifting operations in accordance with the adjusted downshifting schedule.

Abstract: A vehicle control device includes an information acquisition unit that acquires road surface condition information indicative of a road surface condition determined on the basis of a sound acquired by a microphone, a storage unit in which there is stored control content in accordance with the road surface condition, and a control unit which controls a drive unit provided on a vehicle, on the basis of the control content in accordance with the road surface condition indicated by the road surface condition information.

Abstract: A motor torque control method for a motor-driven vehicle is carried out when a vehicle reduces its speed to a low speed or is in a stopped state, gear backlash and torsion of a drivetrain are minimized, and thus impact on the drivetrain which may occur during starting or restarting of a vehicle is minimized. The motor control method includes determining whether vehicle speed is in a speed reducing state less than a set vehicle speed or in a stopped state; determining a required torque command, an anti-jerk torque, and an additional drivetrain arrangement torque for removing drivetrain backlash based on vehicle operation state information when the speed reducing state or the stopped state is determined; and determining a motor torque command by using the required torque command, the anti-jerk torque, and the drivetrain arrangement torque.

Abstract: A device and a method of controlling a transmission of a vehicle may include a determining device that compares road information related to a first road section corresponding to a road section on which the vehicle is currently traveling and a second road section disposed ahead of the first road section to determine a gradient of the second road section, a calculating device that determines an increase amount of a gradient-inducing resistance based on a difference between gradients of the first road section and the second road section according to a determination result from the determining device, and a controller that compares the increase amount of the gradient-inducing resistance with a reference value to perform transmission control and engine torque control based on comparison of the increase amount of the gradient-inducing resistance with the reference value.

Abstract: An HV-ECU performs processing including calculating requested system power, calculating requested engine power when an engine activation request has been issued, setting an operating point on a predetermined operating line, setting an upper limit value of magnitude of an amount of lowering in engine rotation speed to a first value when a vehicle is in a sport running state and when the previous operating point is within a forced induction range, setting the upper limit value to a second value when the vehicle is not in the sport running state or when the previous operating point is not within the forced induction range, correcting the operating point, and outputting an engine operation state command, a first MG torque command, and a second MG torque command.

Abstract: A hybrid vehicle includes: an internal combustion engine; a rotating electric machine; a planetary gear mechanism to which the internal combustion engine, the rotating electric machine and an output shaft are connected; a filter that traps a particulate matter contained in exhaust gas of the internal combustion engine; and a controller that controls the internal combustion engine and the rotating electric machine. When the controller performs a regeneration control to combust a particulate matter accumulated in the filter, the controller controls the internal combustion engine and the rotating electric machine to shift an operating point on a map representing a relationship between rotation speed of the internal combustion engine and torque generated by the internal combustion engine to a side on which generated torque is smaller so that the filter has a temperature within a regeneration temperature range enabling the regeneration control to be performed.

Abstract: An HV-ECU performs processing including controlling an engine to be in a non-forced induction operation state when an engine has been on and when an engine stop request has been issued, performing processing for stopping the engine when a predetermined first period has elapsed, restricting forced induction and output when the engine stop request has not been issued and when a current time point is immediately after start of the engine, canceling restriction when a predetermined second period has elapsed, and controlling the engine with a position on a higher rotation speed side than a current operating point along an equal power line being set as an operating point when the current time point is not immediately after start of the engine and when a negative pressure is insufficient.

Abstract: A control device includes a controller that is configured to control a transmission mechanism. The controller is configured to; detect an abnormality that causes a rotation of an engine to stop while a hybrid vehicle is traveling with the engine being driven; determine whether a predetermined condition that does not allow the rotation of the engine to stop is satisfied when the abnormality is detected; start, when determining that the predetermined condition is satisfied, mode setting control for setting a travel mode that is set by a transmission mechanism to a travel mode in which the predetermined condition is not satisfied; and stop the rotation of the engine after the mode setting control is started.

Abstract: A vehicle includes an engine including a forced induction device, a knock sensor and a crank angle sensor that detect an occurrence of LSPI, a battery that supplies electric power to a second motor generator, and an ECU. When an occurrence of the LSPI is detected, the ECU restricts a maximum torque, which can be output by the engine with the forced induction device, more than when an occurrence of the LSPI is not detected to prevent an engine operating point from being included in an LSPI area, and when an output of the engine becomes insufficient along with the restriction on the maximum torque, the engine compensates for an amount of the insufficient output with electric power supplied from the battery.

Abstract: A vehicle control device to be installed in a vehicle includes a self-driving controller and a calculator. The self-driving controller is configured to set a target vehicle speed and a target steering angle to allow the vehicle to trace a predetermined target travel locus. The self-driving controller is configured to control the vehicle based on the target vehicle speed and the target steering angle. The calculator is configured to calculate a deviation between an index of an actual vehicle behavior and an index of a reference vehicle behavior. The self-driving controller corrects one or both of the target vehicle speed and the target steering angle in accordance with an increase of the deviation, so as to stabilize the vehicle.

Abstract: A traveling control device includes: a sensor information acquisition unit configured to acquire an output value of an in-vehicle sensor including a yaw rate sensor detecting an actual value of a yaw rate generated in the vehicle; a command value determination unit configured to determine a target value of the yaw rate to be generated in the vehicle based on the output value and determine a command value to be given to an actuator controlling a behavior of the vehicle such that a difference between the actual value and the target value is reduced; a characteristic parameter acquisition unit configured to acquire a characteristic parameter indicating a characteristic of a drivers driving operation based on the difference; and an adjustment output unit configured to adjust the command value according to the characteristic parameter and output the adjusted command value to the actuator.

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 lean angle of the motorcycle.

Abstract: Systems, methods, and other embodiments described herein relate to auto-parking a vehicle in accordance with user preferences. In one embodiment, a disclosed system identifies an available parking space and one or more attributes of the available parking space based, at least in part, on information from one or more sensors. The system classifies the available parking space as a target parking space based, at least in part, on the one or more attributes satisfying a preference threshold defined according to one or more user-defined criteria that indicate characteristics of the target parking space. The system generates parking instructions configured to cause the subject vehicle to park in the target parking space.

Abstract: Method and apparatus are disclosed for key fob utilization for vehicle remote park-assist. An example vehicle system for remote park-assist (RePA) includes a key fob. The key fob includes a low frequency (LF) antenna to receive a beacon and an ultra-high frequency (UHF) antenna to transmit a return signal including a distance indicator and a RePA signal. The example vehicle system also includes a vehicle. The vehicle includes an LF module to transmit the beacon at a predefined interval, a receiver-transceiver module to receive the return signal and the RePA signal, a controller to enable RePA responsive to determining that the distance indicator is less than a tethering threshold distance, and an autonomy unit to perform RePA based on the RePA signal.

Abstract: According to an embodiment, a vehicle control device includes a recognizer configured to recognize a surrounding environment of a vehicle and recognize a locking state of the vehicle and a driving controller configured to perform driving control of one or both of a speed and steering of the vehicle on the basis of a recognition result of the recognizer. The driving controller causes the vehicle to depart when a door of the vehicle is locked after an occupant of the vehicle gets out of the vehicle in a predetermined area in a state in which predetermined conditions are satisfied.

Abstract: A parking management device includes: a communicator configured to communicate with a vehicle and a terminal device of a user of the vehicle; a return manager configured to determine a sequence in which the vehicle arrives at a boarding area in which the user boards based on a position of the user recognized based on information acquired by the communicator, whether there is a return request of the vehicle from a parking lot which is acquired by the communicator, and coincidence between a time at which the return request of the vehicle is acquired and a return reservation time of the vehicle acquired in advance by the communicator; and a vehicle controller configured to transmit information which is used by a return target vehicle in autonomous traveling from the parking lot to the boarding area to the return target vehicle based on a sequence of the return target vehicle determined by the return manager.

Abstract: A vehicle control device mountable in a vehicle includes a predicted time calculator configured to calculate a predicted time required for automated parking of the vehicle at a parking position and a transmitter configured to transmit information regarding the predicted time calculated by the predicted time calculator to a vehicle management device for managing parking of the vehicle.

Abstract: The disclosed invention relates to a system and method for autonomously repositioning a vehicle from a temporary parking position to a final parking position. The vehicle can be manually driven to the temporary parking position by a driver, who may then exit the vehicle. The vehicle, using an electronic parking assistance system, can then determine whether to reposition the vehicle based on whether one or more decision criteria are triggered. If the electronic parking assistance system determines that the vehicle must be repositioned, then the vehicle is autonomously moved from the temporary parking position to the final parking position by the electronic parking assistance system.

Abstract: The present disclosure provides a vehicle control apparatus and a vehicle control method comprising a radar for receiving radar signals transmitted from outside the vehicle and reflected from objects around the vehicle and processing the received radar signals to obtain detection data for the objects, and a controller for determining a stationary object among the objects based on the detection data, extracting feature points, determining whether the stationary object is a guardrail based on the extracted feature points, and determining a false target among the objects based on the guardrail. According to the present disclosure, it is possible to prevent the unrecognition or misrecognition of the control targets due to the guardrail.

Abstract: A risk maneuver assessment system and method to generate a perception of an environment of a vehicle and a behavior decision making model for the vehicle; a sensor system configured to provide the sensor input in the environment for filtering target objects; one or more modules configured to map and track target objects to make a candidate detection from multiple candidate detections of a true candidate detection as the tracked target object; apply a Markov Random Field (MRF) algorithm for recognizing a current situation of the vehicle and predict a risk of executing a planned vehicle maneuver at the true detection of the dynamically tracked target; apply mapping functions to sensed data of the environment for configuring a machine learning model of decision making behavior of the vehicle; and apply adaptive threshold to cells of an occupancy grid for representing an area of tracking of objects within the vehicle environment.

Abstract: Techniques are discussed for predicting locations of an object based on attributes of the object and/or attributes of other object(s) proximate to the object. The techniques can predict locations of a pedestrian proximate to a crosswalk as they traverse or prepare to traverse through the crosswalk. The techniques can predict locations of objects as the object traverses an environment. Attributes can comprise information about an object, such as a position, velocity, acceleration, classification, heading, relative distances to regions or other objects, bounding box, etc. Attributes can be determined for an object over time such that, when a series of attributes are input into a prediction component (e.g., a machine learned model), the prediction component can output, for example, predicted locations of the object at times in the future. A vehicle, such as an autonomous vehicle, can be controlled to traverse an environment based on the predicted locations.

Abstract: Techniques are discussed for predicting locations of an object based on attributes of the object and/or attributes of other object(s) proximate to the object. The techniques can predict locations of a pedestrian proximate to a crosswalk as they traverse or prepare to traverse through the crosswalk. The techniques can predict locations of objects as the object traverses an environment. Attributes can comprise information about an object, such as a position, velocity, acceleration, classification, heading, relative distances to regions or other objects, bounding box, etc. Attributes can be determined for an object over time such that, when a series of attributes are input into a prediction component (e.g., a machine learned model), the prediction component can output, for example, predicted locations of the object at times in the future. A vehicle, such as an autonomous vehicle, can be controlled to traverse an environment based on the predicted locations.

Abstract: Embodiments include methods, systems and computer readable storage medium for a method for collision avoidance by a vehicle is disclosed. The method includes installing a vehicle system into a vehicle, wherein the vehicle system provides collision avoidance guidance based on training data using movement information from one or more agents and behaviors associated with one or more individuals associated with the one or more agents or the vehicle. The method further includes detecting, by a processor, a collision course between the vehicle and the one or more mobile agents and/or one or more stationary agents. The method further includes calculating, by the processor, one or more decisions that avoid a collision in response to detecting a collision course. The method further includes selecting, by the processor, a decision from the one or more decisions and controlling, by the processor, operation of the vehicle based on the selected decision.

Abstract: An autonomous vehicle is described, wherein the autonomous vehicle is configured to estimate a change in direction of a vehicle that is on a roadway and is proximate to the autonomous vehicle. The autonomous vehicle has a mechanical system, one or more sensors that generate one or more sensor signals, and a computing system in communication with the mechanical system and the one or more sensors. The autonomous vehicle is configured to detect an imminent lane change by another vehicle based on at least one of a computed angle between a wheel of the other vehicle and a longitudinal direction of travel of the other vehicle, a degree of misalignment between the wheel of the other vehicle and a body of the other vehicle, and/or an eccentricity of the wheel of the other vehicle. The mechanical system of the autonomous vehicle is controlled by the computing system based upon the detected imminent lane change.

Abstract: An autonomous vehicle (AV) is described herein. The AV is configured to identify an occluded region where a portion of a field of view of a sensor is occluded by an object. The AV is further configured to hypothesize that an object exists in the occluded region and is moving in the occluded region. The AV is still further configured to perform a driving maneuver based upon the hypothesized object existing in the occluded region.

Abstract: An autonomous vehicle (AV) is described herein. The AV is configured to identify an occluded region where a portion of a field of view of a sensor is occluded by an object. The AV is further configured to hypothesize that an object exists in the occluded region and is moving in the occluded region. The AV is still further configured to perform a driving maneuver based upon the hypothesized object existing in the occluded region.

Abstract: Provided is a vehicle driving support system that achieves a balance between accurately evaluating the path cost of a candidate path and reducing the load of calculating the path cost. A vehicle driving support system includes a controller that sets a target path on a travel road based on travel road information. The controller sets, in the vicinity of an obstacle, a warning area with an outer shape according to the obstacle, and sampling points at first intervals along a part of the candidate path that is included in the warning area, and sets the sampling points at second intervals, longer than the first interval, along the other part of the candidate path.

Abstract: A vehicle control device includes a recognizer configured to recognize a surrounding environment of a vehicle and a driving controller configured to perform driving control according to speed control and steering control of the vehicle on the basis of a recognition result of the recognizer. The recognizer includes a physical object recognizer configured to recognize a physical object present on a route of the vehicle on the basis of an image acquired from an imaging unit configured to image a space in a traveling direction of the vehicle and an obstacle determiner configured to determine whether or not the physical object recognized by the physical object recognizer is a specific obstacle that hinders traveling in a lane where the vehicle is currently traveling.

Abstract: A vehicle control device includes: a recognizer configured to recognize a surrounding situation of a vehicle; an interruption vehicle specifier configured to specify an interruption vehicle attempting to interrupt a travel lane from a lateral side of the travel lane of the vehicle based on a recognition result of the recognizer; and a driving controller configured to control at least one of an acceleration or deceleration speed or steering of the vehicle based on a position of the specified interruption vehicle. The interruption vehicle specifier specifies the other vehicle as the interruption vehicle when a side movement amount by which another vehicle on a lateral side of the travel lane heads for the travel lane in a road width direction during a predetermined period exceeds a threshold.

Abstract: A vehicle control device includes: a recognizer configured to recognize a surrounding situation of a vehicle; an interruption vehicle specifier configured to specify an interruption vehicle attempting to interrupt a travel lane from a lateral side of the travel lane of the vehicle based on a recognition result of the recognizer; and a driving controller configured to control at least one of an acceleration or deceleration speed or steering of the vehicle based on a position of the specified interruption vehicle. The interruption vehicle specifier determines whether a side movement amount of another vehicle on the lateral side of the travel lane exceeds a threshold during each of a plurality of predetermined periods in which a traceback amount to the past is different and specifies the other vehicle as the interruption vehicle based on a determination result.

Abstract: A driving assistance apparatus includes: an assistor configured to perform an avoidance assistance control when there is a target to avoid, ahead of a vehicle, to avoid a collision between the vehicle and the target; a predictor configured to predict that a deceleration operation of the vehicle will be performed, on the basis of a deceleration factor, which is different from the target and which is located in surroundings of the vehicle, when there is the target ahead of the vehicle; and a changer configured in such a manner that when it is predicted that the deceleration operation will be performed, the changer performs at least one of a process of reducing an assistance amount associated with the avoidance assistance control and a process of delaying start timing of the avoidance assistance control, in comparison with those when it is not predicted that the deceleration operation will be performed.

Abstract: In a vehicle control system (1, 101), a control unit (15) acquires a position and a speed of the obstacle according to a signal from an external environment recognition device (6), computes a position of the obstacle at each of a plurality of time points in future, and an obstacle presence region defined around the object with a prescribed safety margin at each time point, determines a future target trajectory of the vehicle so as not to overlap with the obstacle presence region, and executes a stop process to bring the vehicle to a stop in a prescribed stop area when an input from the driver has failed to be detected in spite of an intervention request from the control system to the driver, the safety margin being greater when executing the stop process than when not executing the stop process.

Abstract: Embodiments include methods, systems, and computer readable storage medium for a method for providing path-planning guidance by resolving multiple behavioral predictions associated with operating a vehicle is disclosed. The method includes installing a vehicle system into a vehicle, wherein the vehicle system provides path planning guidance based on training data using and fused hypotheses and/or decisions associated with the training data. The method further includes determining, by a processor, a location of the vehicle on a map containing a road network, and determining, by the processor, whether one or more agents exist within a predetermined range of the vehicle. The method further includes selecting, by the processor, an output trajectory to traverse the road network based on the location of the vehicle on the map and the existence of one or more agents. The method further includes controlling, by the processor, operation of the vehicle using the output trajectory.

Abstract: A vehicle (2) comprising a working equipment (4), and further comprising: a sensor system (6) configured to capture environmental data reflecting the environment around the vehicle and to determine, based on said data, image data (8) representing an area at least partly surrounding the vehicle (2), and optionally ambient condition data (10), a vehicle data unit (12) configured to determine vehicle data (14) representing characteristics of the vehicle (2), a control unit (16) configured to receive said image data (8), and said vehicle data (14), and optionally said ambient condition data (10), and to determine and generate control signals (18) for controlling said vehicle (2), wherein said control signals (18) comprise driving instructions. The control unit (16) is configured to receive a working task to be performed by the vehicle, wherein said working task includes information of an object (20) for the vehicle (2) to reach when performing said working task.

Abstract: It is an object of the present invention to provide a driver assistance apparatus and a driver assistance method. The driver assistance apparatus in accordance with the present invention includes a map information acquisition unit for acquiring map information including a lane shape, a lane shape correction unit for so correcting the lane shape as to coincide with a position of a lane which a driver of a vehicle can actually visually recognize in his visual field, and a display controller for performing control to so display an image of a virtual lane having the lane shape as to be superimposed on the lane which the driver can actually visually recognize in his visual field, and the display controller performs control to display the image of the virtual lane at least in a portion which the driver is impeded from actually visually recognizing in his visual field.

Abstract: The present disclosure describes systems and methods that include calculating, via a reinforcement learning agent (RLA) controller, a plurality of state-action values based on sensor data representing an observed state, wherein the RLA controller utilizes a deep neural network (DNN) and generating, via a fuzzy controller, a plurality of linear models mapping the plurality of state-action values to the sensor data.

Abstract: Methods and systems are provided for a vehicle speed limiter. In one example, a method may include decreasing a vehicle top speed in response to the vehicle being arranged in a geofenced area via the vehicle speed limiter.

Abstract: An automatic driving assistance apparatus includes a driving state acquirer, an own vehicle location acquirer, a traveling environment information acquirer, a branch lane determining unit, a lane change calculator, and a traveling state controller. The driving state acquirer acquires a driving state of an own vehicle. The own vehicle location acquirer acquires a location of the own vehicle. The traveling environment acquirer acquires a traveling environment in which the own vehicle is traveling. The branch lane determining unit examines whether a target travel path toward which the own vehicle travels is set to a branch lane direction. The lane change calculator obtains a deceleration start position and a lane change start position of the own vehicle. The traveling state controller controls a traveling state of the own vehicle based on the deceleration start position and the lane change start position.

Abstract: The disclosure includes embodiments for identifying a transmitter of a Vehicle-to-Everything (V2X) message. In some embodiments, a method for an ego vehicle includes modifying an operation of a communication unit of the ego vehicle to receive a V2X message that includes identification data of a transmitter of the V2X message. The method includes executing a proactive vehicle control operation on the ego vehicle to modify a distance between the ego vehicle and a preceding vehicle ahead of the ego vehicle so that the distance satisfies a distance threshold. The method includes determining whether the preceding vehicle is the transmitter based on the identification data so that a reliable determination is achieved to improve a driving safety of the ego vehicle responsive to the distance satisfying the distance threshold.

Abstract: A vehicle control device comprises an operation amount sensor for measuring an operation amount of an accelerator element, an object sensor for detecting an object ahead of a vehicle, and a controller for applying a normal operation drive force which is determined depending on the operation amount to the vehicle. The controller executes an adaptive cruise control for applying a drive force required for an acceleration of the vehicle to become equal to an adaptive cruise control acceleration to the vehicle. The adaptive cruise control acceleration is an acceleration which increases as a difference between an inter-vehicle distance from the vehicle to an objective-forward-vehicle and a target inter-vehicle distance increases. When an erroneous operation start condition becomes satisfied, the controller ends the adaptive cruise control, and executes an erroneous operation related control for applying a drive force which is smaller than the normal operation drive force to the vehicle.