Abstract: A vehicle may include a detection sensor configured to detect an object around a vehicle; a driving state of the driver sensing unit configured to detect a driving state of a driver of the vehicle; an acceleration detection unit configured to detect a vehicle body acceleration of the vehicle; and a control unit configured to, upon determining that the driver is unable to control the vehicle on the basis of the detected driving state of the driver, determine a gradient of a road being travelled on by the vehicle on the basis of the detected vehicle body acceleration and determine a travel stop position and a travel stop time point of the vehicle on the basis of the determined gradient of the road.

Abstract: The present teaching relates to method, system, and medium, for operating a vehicle. Real-time data related to the vehicle are received. A current mode of operation of the vehicle and a state of the driver present in the vehicle are determined. A first risk associated with the current mode of operation of the vehicle is evaluated based on the real-time data and the state of the driver in accordance with a risk model. In response to the first risk satisfying a first criterion, a second risk associated with switching the current mode to a different mode of operation of the vehicle is determined based on the state of the driver. The vehicle is switched from the current mode to the different mode when the second risk satisfies a second criterion.

Abstract: A vehicle transmission system may include an engine outputting power from fuel combustion, a transmission coupled to the engine and including at least one clutch to control torque input from the engine, an supercharger compressing an intake air and supplying the compressed intake air to the engine, and a control unit, where, when a predetermined acceleration condition is satisfied, the control unit is configured to operate the supercharger and to control the transmission according to a transmission clutch stroke operation map corresponding to the operation of the electric supercharger, to vary an engagement speed of the clutch when the supercharger is operated.

Abstract: A vehicle control method may include determining by a controller, a state of a brake pedal wherein a controller is configured to determine during performing an SSC control mode whether a brake pedal is in an ON state; determining, by the controller, overlap of control modes wherein when it is determined in the determining by a controller, a state of a brake pedal that the brake pedal is in the ON state, the controller is configured to determine whether conditions for performing an extended ISG control mode are satisfied; and converting, by the controller, a control mode wherein when it is determined in the determining, by the controller, overlap of control modes that the conditions for performing the extended ISG control mode are satisfied, the controller terminates the SSC control mode being performed and converts the current control mode to the extended ISG control mode.

Abstract: A brake system may include a first hydraulic line; a second hydraulic line; a third hydraulic line; a fourth hydraulic line; a third switch valve; a fourth switch valve; a fifth hydraulic line; a sixth hydraulic line. The brake control unit can suppress a Vapor Lock even in a frequency brake operation in the section in which the downhill traveling from the highland to the flat is continued.

Abstract: A method of cooperatively controlling regenerative braking step by step for a vehicle, such as a rear-wheel-drive environmentally-friendly vehicle, performs a braking mode in accordance with a traveling risk degree determined in advance before initiating braking and changes the selectively performed braking mode by re-determining the traveling risk degree during a braking operation. The method includes: a first step of determining in advance the traveling risk degree before initiating braking; a second step of selectively performing any one of braking modes defined based on the traveling risk degree during braking; a third step of re-determining the traveling risk degree after the second step; and a fourth step of changing the selectively performed braking mode based on the traveling risk degree determined in the third step.

Abstract: A vehicle is proposed having a first axle portion, wherein the first axle portion has a first axle, a second axle portion, wherein the second axle portion has a second axle, a wheel-selective drive torque arrangement, wherein at least one of the axles is designed as an axle influenced by the wheel-selective drive torque arrangement, and a control device, wherein the control device is designed to control the wheel-selective drive torque arrangement in order to convert a steering command into cornering of the vehicle, and an articulated joint, wherein the first and second axle portions are coupled to one another by the articulated joint.

Abstract: Embodiments of the present disclosure disclose a traffic light detection method and apparatus, an intelligent driving method and apparatus, a vehicle, and an electronic device. The traffic light detection method includes: obtaining a video stream including a traffic light; determining a candidate region of the traffic light in at least one frame of image of the video stream; and determining at least two attributes of the traffic light in the image based on the candidate region.

Abstract: Methods, computing entities, systems, and computer program products for monitoring alertness of an operator of a vehicle are provided. In an example embodiment, a mobile computing entity receives biometric data and behavior data for the operator. The biometric data and behavior data captured by at least one of a wearable sensor, a visual sensor, or a vehicle sensor onboard the vehicle. The mobile computing entity determines an alertness level of the operator based at least in part on the biometric data and the behavior data using a model that is personalized for the operator. Responsive to determining that the alertness level of the operator satisfies a first treatment level threshold, the mobile computing entity initiates an operator engagement interaction to increase the alertness level of the operator.

Abstract: System, methods, and other embodiments described herein relate to mitigating effects of motion sickness on a passenger in a vehicle. In one embodiment, a method includes analyzing sensor data about the passenger to produce a passenger state that characterizes a current physical condition of the passenger while riding in the vehicle. The method includes determining whether the passenger state correlates with symptoms of motion sickness in the passenger. The method includes controlling, in the vehicle, a vehicle component to adjust a current configuration relative to the passenger when the passenger state correlates with the symptoms.

Abstract: A computer implemented method for localizing an occupant within a vehicle includes identifying whether at least one occupant is present within the vehicle based on a signal of an ultrasonic sensor and determining information regarding an inclination of the vehicle based on at least one signal of an inclination sensor. Based on the information regarding inclination of the vehicle, it is determined whether an occupant is present in one of a plurality of predefined sections of the vehicle if the presence of at least one occupant within the vehicle is identified.

Abstract: Techniques and examples pertaining to virtual soothing in a transportation vehicle are described. A method for soothing a passenger in a vehicle may involve receiving monitoring data relevant to the passenger from a plurality of sensors in the vehicle. The method may also involve determining a soothing need or an emergency condition of the passenger based on the monitoring data. The method may further involve presenting a multimedia message to the passenger that addresses the soothing need or the emergency condition. The multimedia message may be specific to the passenger and relevant to the soothing need or the emergency condition. The multimedia message may exhibit characteristics that enable the passenger to perceive the multimedia message as being verbally generated by a guardian with whom the passenger is personally acquainted.

Abstract: An example operation may include one or more of monitoring data when the data is associated with at least one detected behavior of a first user, quantifying the at least one detected behavior into a first value, sending the first value to a first server and a second server, comparing the first value to a first threshold at the first server, comparing the first value to a second threshold at the second server, determining whether to increment a first score at the first server and a second score at the second server, when the first value is greater than one or more of the first threshold and the second threshold, and determining whether to decrement the first score at the first server and the second score at the second server, when the first value is less than one or more of the first threshold and the second threshold.

Abstract: Dangerous driving events may be reported by detecting an occurrence of a dangerous event relating to the operation of a vehicle. A notification message of the dangerous event may be generated involving a time of occurrence of the dangerous event, a location of the dangerous event, and an event type of a plurality of event types for the dangerous event. The notification message may then be transmitted to communicate the occurrence dangerous driving event and information related to the dangerous driving event.

Abstract: Provided herein is a system and method for determining whether a sensor is calibrated and recalibrating of an uncalibrated sensor. The system comprises a sensor system comprising a sensor and an analysis engine configured to determine whether the sensor is uncalibrated. The system further comprises an error handling system configured to determine whether to perform a recalibration in response to the sensor system determining that the sensor is uncalibrated. The error handling system further comprises a recalibration engine configured to perform a recalibration.

Abstract: A method for protecting a person left in a vehicle includes determining whether the person present on a rear seat is an infant, by using a waveform of a reflected wave generated by a radar sensor after an ignition of the vehicle is turned off, determining a risk level when the person on the rear seat is determined to be the infant, and taking a first step measure that corresponds to a risk factor, when the risk level indicates a possibility of danger to the person.

Abstract: An automatic processing system, a system on chip and a method for monitoring a processing module are described herein. The automatic driving processing system comprises: an automatic driving processing module, configured for receiving an input data stream and processing the input data stream based on a deep learning model so as to generate a processing result; a fault detection module, configured for generating a control signal and a fault detection stimulating data stream, and receiving the processing result from the automatic driving processing module; and a multi-way selection module, configured for receiving an automatic driving data stream as well as the control signal and the fault detection stimulating data stream, and selectively outputting the automatic driving data stream or the fault detection stimulating data stream to the automatic driving processing module based on the control signal, as an input data stream.

Abstract: A method determines a blockage of a sensor of a plurality of sensors of an ego vehicle. The method determines a prior blockage probability of the sensor of the plurality of sensors; receives sensor data of the sensor of the plurality of sensors; determines a performance of the sensor based on the received sensor data; calculates a posterior blockage probability based on the prior blockage probability of the sensor and the performance of the sensor; and determines the blockage of the sensors using the calculated posterior blockage probability.

Abstract: Methods, systems, and apparatus, including computer programs encoded on computer storage media, for generating a driving scenario machine learning network and providing a simulated driving environment. One of the operations is performed by receiving video data that includes multiple video frames depicting an aerial view of vehicles moving about an area. The video data is processed and driving scenario data is generated which includes information about the dynamic objects identified in the video. A machine learning network is trained using the generated driving scenario data. A 3-dimensional simulated environment is provided which is configured to allow an autonomous vehicle to interact with one or more of the dynamic objects.

Abstract: A method for controlling an operating mode of a vehicle is presented. The method includes determining a current range of the vehicle while the vehicle is operating in a first operating mode. The method also includes determining a distance to a destination. The method further includes controlling the vehicle to operate in a second operating mode instead of the first operating mode when the range is less than the distance to the destination.

Abstract: A method for improving safety for the rider on a bicycle or electric scooter by fitting it with a device capable of receiving a signal that indicates a potentially dangerous location is near. A computer program determines the current location of the bicycle or scooter, whether it is moving, if there is a signal indicative of a potentially dangerous location, and if the bicycle or electric scooter is within a predetermined distance from the potentially dangerous location, whereupon it sounds an alarm. The potentially dangerous location can be a traffic light, a school zone, a railway crossing, a stop sign, a yield sign, or a bridge. In a particular embodiment, the device is a wireless communication device having an active voice mode. The program must determine that wireless communication device is in an active voice mode before sounding the alarm.

Abstract: A driving support method for a vehicle includes: acquiring a sound of a sound source placed outside the vehicle; and displaying, on a display portion, driving support information corresponding to an utterance content of the sound, the utterance content of the sound being recognized by a sound recognition process, in a display mode suggesting a relative position of the sound source from the vehicle, the relative position being specified based on the sound.

Abstract: Technologies are shown for intervehicle communication involving notification messages sent from one vehicle to another vehicle. Sensor event data from one vehicle can be sent in a wireless message to another vehicle and information from the wireless message displayed to a driver of the other vehicle providing the driver with information that may not be detectable by the sensors in the driver's vehicle. The information from the wireless message can be displayed to the user on a user interface and can include a representation of an object detected by the other vehicle along with information about the position, speed, type or direction of the detected object. User interfaces can include graphical user interfaces, haptic devices and audio devices.

Abstract: A surrounding situation display method of detecting a surrounding situation around a host vehicle with an autonomous driving function and displaying the detected surrounding situation, includes displaying, in a varying display bar that has a prescribed display frame and displays an indication position within the display frame in synchronization with movement of an attention target, the indication position having moved to one endpoint of the varying display bar as a timing when an action of the host vehicle is changed by the autonomous driving function.

Abstract: A method, computer program product, and computing system for determining a primary trajectory cost for a primary trajectory identified for an autonomous vehicle; determining at least one alternative trajectory cost for at least one alternative trajectory identified for the autonomous vehicle; comparing the at least one alternative trajectory cost to the primary trajectory cost; and if the at least one alternative trajectory cost is less than the primary trajectory cost, determining a basis for the at least one alternative trajectory cost being less than the primary trajectory cost.

Abstract: A method includes the step of receiving traffic signal display information from a traffic control unit controlling a display of a traffic signal located near an intersection when a vehicle is driving toward the intersection. The traffic signal display information includes a current display state of the traffic signal and information indicating a remaining time for which the current display state of the traffic signal will continues. The method further includes the step of acquiring traffic signal recognition information when the vehicle is driving toward the intersection. The traffic signal recognition information is recognized by a traffic signal detector mounted on the vehicle and indicating a current display of the traffic signal. The method further includes the step of controlling driving of the vehicle when the vehicle enters the intersection based on the traffic signal display information and the traffic signal recognition information.

Abstract: A method and an apparatus for the evaluation of detection results of components for road detection, of the road estimated by a road estimation, and/or of the planned trajectory of the driver assistance systems of an ego-transportation vehicle, wherein the detection results, the estimated road, and the planned trajectory are designated a hypothesis. To evaluate the components, the road estimation, or the driver assistance system, use is made of a metric based on the manually covered trajectory of the ego-transportation vehicle, wherein the deviation between the manually traveled trajectory and the hypothesis is determined for predefined reference points at a predefined interval from a starting point in a transportation vehicle-based x-y coordinate system and by using the evaluation, it is determined whether the hypothesis of the components for road detection, the road estimation, and/or the driver assistance system fulfill predefined criteria.

Abstract: An information processing apparatus according to an embodiment of the present technology includes an acquisition unit and a first generation unit. The acquisition unit acquires movement information related to movement of another mobile object different from a target mobile object that is a control target. The first generation unit generates information related to a goal trajectory that is a goal for movement of the target mobile object on the basis of the acquired movement information of the other mobile object.

Abstract: An automated driving system with assistance for a driver in performing a non-driving activity includes an assistance device configured to assist the driver in performing the non-driving activity. The automated driving system, in a first operating state controls the vehicle in an automated manner, and in a second operating state hands over control of the vehicle to the driver. The assistance device is configured to assist the driver in performing the non-driving activity if the automated driving system switches from the first operating state to the second operating state.

Abstract: A railroad hopper car has a hopper carried between two trucks, and has convergent end and side slope sheets that feed a bottom discharge. The bottom discharge has a rectangular frame. The bottom discharge is lower than the center sill. The car has a flat bottom discharge having multiple arrays of louvers. All of the lading discharges through the flat bottom. The side sheets extend downwardly beyond the side sills, so that the side slope sheets terminate below the side sills. The car has laterally extending shear force transfer members that provide a shear connection between the side walls of the car. The shear force transfer members have openings to permit lading from the main containment volume of the car to pass therethough to the lading discharges. The louvers are joined to move together. Alternatively, the gate may include two opposed sliding doors separated by a beam that runs under the center sill.

Abstract: An automated system and method of mounting wayside equipment on a surface that is adjacent to railway tracks. A robot is carried by a railway car with an included odometry system. The robot has an articulating arm that can reach between the railway car and an adjacent wall. The robot is provided with working head units. The robot can connect to, and disconnect from, the various working head units in order to perform different tasks. The tasks performed by the robot include scanning the wall for defects and obstructions that may prevent a proper mounting, drilling holes in the wall, mounting bolts in the holes, mounting brackets to the bolts, and connecting electronics units to the brackets. The robot can optionally clean the mounting site and test the mounting site for signal strength.

Abstract: Disclosed is a comprehensive inspection vehicle for a subway tunnel, including a positioning system, an acquisition system and a flatcar. The flatcar runs on a railway of the subway tunnel. The positioning system and the acquisition system are arranged on the flatcar. The positioning system includes a laser ranging module and an inertial navigation module. The comprehensive inspection vehicle further includes an independent power supply system and a central control system arranged on the flatcar. The independent power supply system supplies power for the acquisition system, the positioning system and the central control system. The central control system includes an acquisition industrial computer and a positioning industrial computer which are respectively connected to the acquisition system and the positioning system.

Abstract: A deflector for use with railcars and containers. The deflector may be used to retrofit railcars and other container to reduce aerodynamic drag. The deflector may be collapsible for use with stacked containers.

Abstract: A level control system adjusts the level of a vehicle, in particular a rail vehicle, and includes at least one level control cylinder and a level control piston. The level control piston is at least partly received in the level control cylinder in a movable manner. The level control cylinder has a collar-shaped shoulder, and the level control. system has a first fixing disc which is connected to the level control piston in order to transmit a lifting movement. At least one spacer element is arranged between the collar-shaped shoulder of the level control cylinder and the first fixing disc.

Abstract: An electrical train coupling having two coupling halves, each including at least one electrical contact element, which is electrically contactable with an electrical contact element of the particular other coupling half, including one electrical connection per coupling half. At least one electrical contact element of at least one coupling half is supported by a decoupling element movable against the force of a force accumulator at least also along a coupling direction of the coupling halves, the decoupling element, in a coupled state of the two coupling halves, being moved against the force of the force accumulator into an electrically conductive contact of the electrical contact element with the electrical connection of the coupling half and, in a decoupled state of the two coupling halves, moved by the force of the force accumulator with the electrical contact element, being lifted off of the electrical connection to disconnect the electrically conductive contact to the electrical connection.

Abstract: The invention describes an electronic processing apparatus (10) for determining railroad information, comprising a sensor adapted to provide a sensor signal representing a railroad property or a railroad event, a gateway adapted to communicate with the sensor and with a remote processing unit, and a mounting base (12) adapted to be fixedly mounted to a crosstie (14) of the railroad, wherein the mounting base (12) carries at least one electronic device (8) of the electronic processing apparatus (10).

Abstract: In one aspect of the present disclosure, an apparatus for locating a mobile railway asset is provided that includes a power source, GNSS circuitry configured to utilize electrical power from the power source to receive GNSS data, and a controller operatively coupled to the power source and the GNSS circuitry. The controller has a power saving mode wherein the controller inhibits the GNSS circuitry from receiving GNSS data and a standard accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a first time period. The controller has a higher accuracy mode wherein the controller permits the GNSS circuitry to receive GNSS data for a second time period longer than the first time period, and subsequently across multiple instances, in order to collect more GNSS data that can be qualified, filtered, sorted, and averaged to produce a more accurate result.

Abstract: This invention is directed to a kit of coolers that offers a number of improvements over the prior art. The coolers are modified to specifically accommodate frozen gel ice packs instead of ice cubes. Because there is no spill water, the coolers open with front-facing pull-out drawers. The coolers stack atop one another with interlocking parts. Easy transport is provided by a handle and wheels, which are attached to the bottom (main) bin. Internally, the cooler bins are compartmentalized horizontally or vertically with dividers. Hollow spaces within the walls and dividers of the bins accommodate frozen gel ice packs. Overall, the coolers are easier to pack and unpack, stack, load into a car, and transport on the ground than conventional ice chest coolers.

Abstract: A wagon having both a utility mode and a driving mode is disclosed. The wagon includes a chassis and a bucket for conveying at least one object. The object can be an inanimate object, wherein the wagon can be configured in utility mode to be pulled by an operator. Or, the object can be a living being, wherein the wagon can be configured either for the utility mode or a driving mode to be driven and controlled by an occupant of the bucket. Various features enable the wagon to be reconfigurable for a desired design.

Abstract: A multi child stroller includes a stroller frame, a first seat and a second seat. The stroller frame includes a front section member, a rear section member, a driving member and a handle member. The driving member is movably connected to the rear section member. An end of the handle member is rotatably connected to the front section member, and a segment of the handle member adjacent to the foresaid end is rotatably connected to the rear section member. When the front section member and the handle member are rotated relative to each other, the driving member is rotated relative to the rear section member, the first link is utilized to rotate the first seat back relative to the first seat body, and the second seat body is utilized to rotate the second seat back relative to the second link.

Abstract: A multi child stroller includes a stroller frame and a first seat. The stroller frame has two sections adapted to fold and unfold relative to each other. The first seat is disposed on one of the two sections. The first seat includes a first seat unit and a seat back positioning member. The first seat unit has a sliding slot portion. The seat back positioning member is rotatably disposed on the stroller frame. The seat back positioning member includes a sliding bar adapted to slide inside the sliding slot portion, so as to switch the first seat unit into one of a first unfolding mode, a second unfolding mode and a folding mode.

Abstract: A child stroller includes a stroller frame and a first seat. The stroller frame has two sections capable of being folded and unfolded relative to each other. The first seat is disposed on one of the two sections in a detachable manner. The first seat includes a supporting unit and a first seat frame. The first seat frame is adapted to hold the supporting unit. The first seat frame includes a seat hub, an upper seat tube and a lower seat tube. The seat hub is disposed on the stroller frame. The upper seat tube is disposed on the seat hub, and the supporting unit is slidably disposed on the upper seat tube. The lower seat tube is disposed on the seat hub and detachably connected to the supporting unit.

Abstract: A child stroller apparatus includes a rear and a front leg frame respectively having a first and a second side segment, a handle frame having a grip portion and a third side segment respectively connected fixedly with a first and a second joining part that are pivotally connected with each other, a latching mechanism for locking the rear and front leg frames and the handle frame in an unfolded state, and a latch carried with the third side segment. The latch can engage and disengage the first joining part to lock and unlock the grip portion relative to the third side segment. Moreover, a linking part couples the latch to the rear leg frame or the front leg frame so that a folding rotation of the handle frame relative to the rear leg frame causes the latch to disengage from the first joining part.

Abstract: A child seat is detachably mounted on a foldable stroller comprising a stroller handle and front and rear leg portions. The stroller handle is foldably connected to the rear leg portion. The front leg portion is foldably connected to the rear leg portion and has a first adaptor. The child seat includes a first pivot and a seat frame having a lower seat portion and an upper seat portion foldably connected to the lower seat portion. The first pivot is pivotably connected to the lower seat portion and detachably mounted on the first adaptor. When the front leg portion and the stroller handle are folded relative to the rear leg portion, the upper seat portion is folded on the lower seat portion, and the lower seat portion is folded on the front leg portion via the first pivot together with the upper seat portion.

Abstract: A trailer reversing assist system for controlling reversing operations of a vehicle and trailer connected to the vehicle includes a module that detects an angle of the trailer relative to the vehicle, and outputs a trailer angle signal corresponding to the detected angle. The system also includes a human machine interface (HMI) device that provides an output signal based upon an input of the user, where the generated output signal includes information regarding magnitude and direction of a desired change to the angle. The system calculates a trailer trajectory that positions the trailer at a target location or calculates a trailer trajectory correction, wherein the calculation is performed using the output signal as corresponding to a change relative to the detected angle, and the detected angle corresponds to the trailer angle signal generated at the time of operation of the HMI device by the user.

Abstract: A method for “hands-on” identification on a steering system having two subsystems connected to one another by an elastic connection. The elastic connection has a static friction state and a sliding friction state for a respective set of external state variables. The steering system is excited by an excitation vibration, which is generated by a controllable vibration generator and has a respective excitation amplitude and a respective excitation frequency, for a respective set of external state variables, in which the respective excitation amplitude and the respective excitation frequency for the currently present set of external state variables are taken from a prescribed table and the vibration generator is controlled with them. A reaction torque to the excitation vibration is measured using a sensor. A phase difference between the excitation vibration and the reaction torque is calculated to identify a “hands-off” state as well as a “hands-on” state.

Abstract: A steering module includes a steering wheel which is provided in front of a driver seat, a column cover which is provided on a vehicle front side of the steering wheel, extends in a forward and rearward direction of a vehicle, and has a functional component mounting region in at least one of an inner inside and an upper portion thereof, and a meter member which is formed integrally with the column cover and includes a main display portion disposed at a position spaced apart from the column cover.

Abstract: A steering shaft for a motor vehicle may include a hollow outer shaft and an inner shaft. The hollow outer shaft may receive the inner shaft in a torque-transmitting manner and in an axially displaceable manner. An elastic boot may be connected to the inner shaft or the outer shaft. The steering shaft is protected against ingress of dirt and moisture and at the same time has a homogeneous displacement force and can be adjusted with low noise. The boot may be arranged at least partially within the steering shaft and may have a free end with a closed configuration.

Abstract: A rotating electric machine control device has an electronic control unit, or an ECU that controls driving of a motor having motor windings, and includes mutually-communicable plural control units. The control unit includes a basic instruction calculation unit, a field-weakening calculation unit, and a current control calculation unit and a PWM (pulse width modulation) output unit. The current control calculation unit and the PWM output unit generate a PWM signal based on d-axis current instruction values and q-axis current instruction values that are calculated based on basic current instruction values and field-weakening d-axis current instruction value. At least a part of the instruction values used for generation of the PWM signal is shared by the plural control units.

Abstract: An ECU including a control circuit is provided to control driving of a motor, which outputs at least a part of torque required for steering a vehicle. The control circuit is configured to switch control modes including an ADS mode for controlling driving of the motor based on an angle command value and an EPS mode for controlling the driving of the motor based on a basic assist command value which is a torque command value. The control circuit is configured to change the calculation cycle period of at least a part of the calculations related to the driving control of the motor according to the selected control mode. Accordingly, an appropriate calculation cycle period can be set for each calculation related to the driving control of the motor according to the control mode, and the calculation load can be reduced.