Abstract: An on-board brake system mounted in an autonomous vehicle comprises a brake unit, a first brake actuator and a second brake actuator for driving the brake unit, and a main ECU for controlling drive of the first and second brake actuators; the second brake actuator is an accumulating actuator; and when an emergency stop switch is depressed, the main ECU operates only the second brake actuator or operates the second brake actuator with precedence over the first brake actuator.

Abstract: A multiple-circuit hydraulically open braking system, for a highly automated or autonomous vehicle, includes at least two wheel brakes each assigned to a braking circuit having a pressure relief path, two multiple-circuit pressure generators hydraulically connected in series between a fluid container and the at least two wheel brakes, and a hydraulic unit for hydraulically connecting the pressure generator to the at least two wheel brakes and for individual brake pressure modulation in the at least two wheel brakes. A first pressure generator is configured as a plunger system and is assigned to a main system having a first energy supply and a first evaluation and control unit. A second pressure generator is configured as a second plunger system or as a pump system and is assigned to a secondary system having a second energy supply that is independent from the first energy supply and a second evaluation and control unit.

Abstract: An electropneumatic-equipment of a vehicle, including: a) an electropneumatic-parking-brake-device (EPBD) having an electropneumatic-parking-brake-control-device (EPBCD), a compressed-air-supply and pneumatic-spring-type brake-cylinder, b) the EPBCD has an electronic-parking-brake-control-unit (EPBCU), a first valve-device including a first solenoid-valve and valve-pressure controlled thereby, the first solenoid-valve being controlled by the EPBCU, c) a pneumatic-control-input of the pressure-controlled valve is connected to the first solenoid-valve and a working-output of the pressure-controlled valve is connectable to the spring-type brake-cylinder, d) the first solenoid-valve is connected to the compressed-air-supply and pressure-sink, e) the first solenoid-valve is configured such that it connects the pneumatic-control-input of the pressure-controlled valve to the compressed-air-supply/pressure-sink, f) the pressure-controlled valve is configured such that for deaeration of its pneumatic-control-input, it

Abstract: A motor vehicle brake system having at least four hydraulically actuatable wheel brakes, including an electrically actuatable inlet valve for each wheel brake. A master brake cylinder actuable by a brake pedal is separably hydraulically connected via an isolation valve to a brake supply line to which the inlet valves are connected, and an electrically controllable pressure-providing device having a pressure space hydraulically connected to the brake supply line. An electrically actuatable circuit isolation valve inline with the brake supply line. With the circuit isolation valve closed the brake supply line is hydraulically separated into first and second line sections. The first line section connected to two of the inlet valves, and the second line section connected to the remaining inlet valves. The pressure space is hydraulically connected to the second line section.

Abstract: [Problem] The present invention provides a brake hydraulic pressure controller capable of suppressing vibrations of the brake hydraulic pressure controller by lowering a position of center of gravity of the brake hydraulic pressure controller at the time of being mounted on a vehicle. [Means for Resolution] A brake hydraulic pressure controller for a four-wheeled motor vehicle that controls a hydraulic pressure of a brake hydraulic circuit includes: a housing; a motor mounted on a first surface of the housing; and plural electromagnetic control valves mounted on a second surface that opposes the first surface of the housing. The plural electromagnetic control valves are arranged in plural rows from a near side to a far side from a third surface that continues perpendicularly from both of the first surface and the second surface. Two circuit control valves and four booster regulators are arranged in the same row.

Abstract: An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; speed control electronics; and wheels, where the wheels include a front wheel and a back wheel, where the back wheel radius is at least 20% greater than the front wheel radius, where the speed control electronics control the at least two electrically driven motors to provide a greater torque to the front wheel than to the back wheel, and where the speed control electronics control the at least two electrically driven motors to provide a greater torque to the back wheel than to the front wheel.

Abstract: Disclosed is a vehicle control method which comprises the steps of: determining whether or not a squat of a rear end of a vehicle body is equal to or greater than a given level; determining whether or not turning manipulation of a steering device has been made; and, when the turning manipulation of the steering device is determined to have been made, controlling each part of an engine (4) to reduce an output torque of the engine (4), wherein, in response to the determination that the turning manipulation of the steering device has been made, a reduction amount of the output torque of the engine is increased when the squat of the rear end of the vehicle body is equal to or greater than the given level, as compared to when the squat is less than the given level.

Abstract: A present invention is a control device, that can be mounted in a vehicle including left and right wheels, comprising a detection unit for detecting, for the left and right wheels, a displacement in a vertical direction of the vehicle body, and a correction unit for correcting, based a detection result of the detection unit, a variation of a vehicle advancing direction caused by the displacement.

Abstract: A work machine comprising a work unit that performs work on a travel path, an internal combustion engine configured to generate power for driving the work unit, a traveling unit including a front wheel and a rear wheel, an electric motor configured to generate power for driving a first wheel of the front wheel and the rear wheel, a first clutch for switching between transmission and discontinuation of the power from the internal combustion engine to a second wheel of the front wheel and the rear wheel, and a switching control unit configured to control the first clutch based on a power consumption of the electric motor for switching between the transmission and the discontinuation.

Abstract: Onboard engine control for vehicles is disclosed herein. An example method includes determining a moving average of duty cycle periods for a power component of a vehicle for recent power load events, each of the duty cycle periods having both on-time portions and off-time portions; and when the on-time portions of the moving average are above a predetermined percentage, an engine of the vehicle remains in an on-state condition, further wherein when a current off-time period of the power component exceeds a value equal to a predetermined multiplier applied to the off-time portions, the engine is placed in an off-state condition.

Abstract: An automatic valet parking system includes: a terminal device having an application information generator for transmitting application information for the valet parking to a parking place server and an OEM server; a vehicular device having an autonomous driving controller for performing autonomous driving control according to a drive plan when receiving a temporary key; a parking place server having a key request generator for receiving the application information and transmitting a temporary key request to the OEM server; and an OEM server having a key request verification portion for verifying authenticity of the temporary key request and a temporary key generator for transmitting the temporary key to the vehicular device when a verification result is true. The parking place server or the vehicular device includes a drive planning portion for generating a drive plan to a targeted parking position.

Abstract: A vehicle is configured to assist parking at a predetermined position by generating a path to the predetermined position and changing, based on the path, at least a vehicle wheel angle of a steered wheel. The vehicle includes: at least one steered wheel; at least one driven wheel; a power unit configured to provide a driving force to the driven wheel; and an operation device configured to receive at least an operation of changing power of the power unit. Before the predetermined position on the path, the vehicle wheel angle of the steered wheel is changed based on the path. If the vehicle travels beyond the predetermined position of the path, the vehicle wheel angle of the steered wheel is changed to allow the vehicle to advance in a tangential direction of the predetermined position of the path.

Abstract: A parking control method includes: performing parking control of moving a vehicle to a target parking position on the basis of an operation command acquired from an operator located outside the vehicle; when the parking control to the target parking position is suspended and the vehicle leaves the target parking position, calculating a moving direction of the vehicle on the basis of a parking direction when the vehicle is parked at a next target parking position; and moving the vehicle in the moving direction.

Abstract: When one sensors fails and thus malfunctions during automatic parking of a vehicle, only the other sensor functions. Accordingly, depending on the behavior of the vehicle, the detection characteristics of the other sensor cause degradation in recognition of the vehicle, hindering the automatic parking from being continued. In processing S401, a determination is made whether or not an external recognition device, such as a camera or sonar, malfunctions. In processing S402, based on the determination on malfunction of the external recognition device, a determination is made whether or not to restrict vehicle speed or to restrict a path, with reference to restriction information for parking control. The restriction information for parking control provides information for restricting the vehicle speed in accordance with the malfunction of the camera, and for restricting the path in accordance with the malfunction of the sonar.

Abstract: In a driving assistance control apparatus for a vehicle, an acquisition unit is configured to acquire a detected traveling state of the vehicle and a detected traveling environment of the vehicle. A control unit is configured to, when a curvature radius of a travel trajectory of the vehicle is equal to or less than a predetermined radius threshold, cause a driving assistance unit to perform collision avoidance assistance using, as an activation area of the collision avoidance assistance, a reduced activation area obtained by reducing a reference activation area, and when determining that the vehicle is making a constant turn, cause the driving assistance unit to perform the collision avoidance assistance by using the traveling state of the vehicle and the traveling environment of the vehicle and the reference activation area even if the curvature radius of the travel trajectory is equal to or less than the radius threshold.

Abstract: A vehicle control device includes a driving controller. In a case in which the own vehicle is traveling in a third lane connected to a first lane of a main lane including at least the first lane and a second lane adjacent to the first lane and enters the first lane, the driving controller is configured to determine that the own vehicle is able to join the first lane when another vehicle traveling on a side of the own vehicle in the first lane is predicted to change a lane to the second lane, and determine that the own vehicle is not able to join the first lane when the other vehicle is predicted not to change the lane to the second lane and the other vehicle is not decelerating or accelerating. The driving controller is configured to control the own vehicle according to a determination result.

Abstract: During the autonomous driving, the movement trails or moving history of obstacles, as well as, an autonomous driving vehicle (ADV) may be maintained in a corresponding buffer. For each of the obstacles or objects and the ADV, the vehicle states at different points in time are maintained and stored in one or more buffers. The vehicle states representing the moving trails or moving history of the obstacles and the ADV may be utilized to reconstruct a history trajectory of the obstacles and the ADV, which may be used for a variety of purposes. For example, the moving trails or history of obstacles may be utilized to determine lane configuration of one or more lanes of a road, particularly, in a rural area where the lane markings are unclear. The moving history of the obstacles may also be utilized predict the future movement of the obstacles, tailgate an obstacle, and infer a lane line.

Abstract: A machine-learned model is trained using human driving data to determine a desired vehicle speed based from a set of driving-environment characteristics. An autonomous-vehicle control system obtains, from cameras, sensors, services, and data sources, a variety of sensor data. The sensor data is used to determine a set of characteristics for the driving-environment for the autonomous vehicle. Using the machine-learned model, the autonomous-vehicle control system determines a human-like desired speed for the autonomous vehicle based at least in part on the determined characteristics of the driving-environment.

Abstract: A vehicle control device includes: a recognizer configured to recognize a surrounding situation of a vehicle including a predetermined object located near the vehicle; and a driving controller configure to control steering and a speed of the vehicle. The driving controller controls the speed of the vehicle such that the vehicle passes the predetermined object at a greater speed when the vehicle passes the predetermined object which is located ahead in a traveling direction of the vehicle and is moving in an opposite direction to the traveling direction of the vehicle than a speed when the vehicle passes the predetermined object which is located ahead in the traveling direction of the vehicle and is moving in the same direction as the traveling direction of the vehicle.

Abstract: A driving assist apparatus includes a subject vehicle information receiving unit receiving information from a subject vehicle that requires a lane change; a vicinity vehicle information receiving unit receiving information from a vicinity vehicle existing in the vicinity of the subject vehicle; a lane-change permission degree calculation unit calculating, based on information of the subject vehicle and information of the vicinity vehicle, a lane-change permission degree for respective travelling vehicles present in a destination lane, the lane-change permission degree being a degree of permission for the subject vehicle to perform a lane change to interrupt a space ahead of an object travelling vehicle in the destination lane; and a lane-change vehicle determination unit determining, based on the lane-change permission degree, the object travelling vehicle in front of which the subject vehicle interrupts an available space in the destination lane and notifies the subject vehicle about the object travelling ve

Abstract: A method for classifying a roadway condition on the basis of image data from a camera system includes providing image data which is configured to image at least one portion of the surroundings of the vehicle, at least part of the portion containing the roadway on which the vehicle is driving. The method includes distinguishing diffuse reflection and specular reflection of the roadway by evaluating differences in the appearances of at least one point of the roadway in at least two images. The method also includes determining whether, in at least one image, there are disturbances that have been caused by at least one wheel of a vehicle whirling up a substance covering a roadway as said wheel travels thereover. The method further includes classifying the roadway condition into one of several roadway condition classes, taking account of the results with regard to the reflection type and the disturbance intensity.

Abstract: It is an object of the present invention to provide a technique that makes it possible to estimate a rolling friction coefficient. A friction coefficient estimation apparatus includes an acquisition unit, a determination unit, and an estimation unit. The acquisition unit acquires the number of tire rotations, a rotation vehicle speed, and slip information. The determination unit determines whether a tire slips or not on the basis of the slip information acquired by the acquisition unit. When the determination unit determines that the tire does not slip, the estimation unit estimates the rolling friction coefficient on the basis of the number of tire rotations and the rotation vehicle speed which are acquired by the acquisition unit.

Abstract: Vehicle control system comprising: a smart cell that is capable of storing and transmitting information on the state of the road surface a control module comprised in a vehicle and the control module of the vehicle modifying the operating parameters of said vehicle based on the information transmitted by the smart cell.

Abstract: A vehicle may include a driving unit configured to move the vehicle, a communicator configured to communicate with an external device and a controller configured to authenticate a temporary driver and allow temporary driving by the temporary driver in a response to a driver's input received through the communicator, wherein during the temporary driving, the controller limits output of the driving unit, and controls the driving unit to limit maximum speed of the vehicle, and stores driving record of the vehicle.

Abstract: A mobility controlling method and apparatus based on error monitoring are provided. The mobility controlling method includes: collecting an Event-Related Potential (ERP) for at least one passenger in a mobility for a predetermined time, determining an error factor by analyzing the ERP that is collected for the predetermined time, and performing mobility feedback based on the error factor.

Abstract: A LIDAR sensor is mountable to a vehicle exterior with a field of view including a vehicle interior view first portion and a vehicle exterior view first portion. Data can be received from the LIDAR sensor. A state of a vehicle occupant can be determined based at least in part on data from the LIDAR sensor.

Abstract: A controller and method for real-time customization of presentation features of a vehicle. A method includes collecting a first dataset about a knowledge level of an operator of the vehicle, wherein the first dataset is collected with respect to a feature of the vehicle; collecting, using at least one sensor, a second dataset regarding an external environment of the vehicle and a cabin of the vehicle; determining, based on the first dataset and the second dataset, a presentation feature from a plurality of presentation features associated with the feature of the vehicle; customizing the presentation feature based on at least the first dataset, wherein the customization is performed in real-time when the operator operates the vehicle; and presenting the presentation feature to the operator of the vehicle.

Abstract: Sensors coupled to a vehicle are calibrated using a calibration environment that includes sensor targets, and optionally includes a motorized turntable that rotates the vehicle to different orientations, with the sensors capturing data at each orientation. The vehicle's computer identifies representations of the sensor targets within the data captured by the sensors, determines whether characteristics such as lighting or positioning of the representations of the sensor targets are optimal for calibration, sends signals to lighting systems or motorized target movement systems if necessary to adjust those characteristics, and calibrates the sensor based on the representations of the sensor targets.

Abstract: Systems, methods, and non-transitory computer-readable media can determine sensor data captured by at least one sensor of a vehicle while navigating an environment over a period of time. Information describing one or more agents associated with the environment during the period of time can be determined based at least in part on the captured sensor data. A schema-based encoding describing the environment during the period of time can be generated based at least in part on the determined information and a scenario schema, wherein the schema-based encoding provides a structured representation of the environment during the period of time.

Abstract: In one embodiment, a method by a computing system of a vehicle includes determining an environment of the vehicle. The method includes generating, based on the environment, multiple proposed vehicle actions with associated operational data. The method includes determining a comfort level for each proposed vehicle action by processing the environment and operational data using a model for predicting comfort levels of vehicle actions. The model is trained using records of performed vehicle actions. The record for each performed vehicle action includes environment data, operational data, and a perceived passenger comfort level for the performed vehicle action. The method includes selecting a vehicle action from the proposed vehicle actions based on the determined comfort level. The method includes causing the vehicle to perform the selected vehicle action.

Abstract: Systems, methods, and non-transitory computer-readable media can receive sensor data providing information about an environment surrounding a vehicle to a first computing system and a second computing system associated with the vehicle, wherein the first computing system and the second computing system are each capable of generating navigation instructions for the vehicle based on the received sensor data. A first planned trajectory is determined based on the sensor data by the first computing system. The vehicle is navigated by the first computing system based on the first planned trajectory. Control of the vehicle is transitioned from the first computing system to the second computing system based on a failure associated with the first computing system. An emulated trajectory is determined based on data describing a current motion of the vehicle by the second computing system. The vehicle is navigated by the second computing system based on the emulated trajectory.

Abstract: In one example, a method for resolving sensor conflicts in autonomous vehicles includes monitoring conditions around the autonomous vehicle by analyzing data received from a plurality of sensors, detecting a conflict in the data received from two sensors of the plurality of sensors, sending a first instruction to an auxiliary sensor of the autonomous vehicle that is not one of the plurality of sensors, wherein the first instruction instructs the auxiliary sensor to gather additional data about the conditions around the autonomous vehicle, receiving the additional data from the auxiliary sensor, and making a decision regarding operation of the autonomous vehicle, wherein the decision is based at least in part on the additional data.

Abstract: A driver assistance system of a vehicle includes a forward viewing camera, a forward sensing non-vision sensor, and an ECU having at least one data processor. The ECU, responsive to processing of image data captured by the camera and to processing of sensor data captured by the non-vision sensor, provides a driving assistance function for the vehicle. The ECU detects presence of objects forward of the vehicle via processing of captured image data and captured sensor data. The ECU determines an error in object detection by determining difference between object detection based on processing of captured image data and object detection based on processing of captured sensor data. The ECU disables at least part of the driving assist function at least in part responsive to the determined error in object detection being greater than a threshold error level.

Abstract: An automotive network switch includes multiple ports, a switch core and one or more processors. The ports are configured to receive packets from electronic subsystems of a vehicle over a computer network deployed in the vehicle, and to transmit the packets to other electronic subsystems of the vehicle over the computer network. The switch core is configured to receive the packets from one or more of the ports, to forward the packets to at least one of the ports, and to transmit the packets over network links of the computer network. The processors are configured to obtain at least some of the packets processed by the switch, to analyze the obtained packets to identify an anomaly in one or more of the electronic subsystems of the vehicle, and to send a notification of the anomaly over the computer network to a central processor that is external to the switch.

Abstract: A self-driving safety evaluation method, including determining RB based on a risk value of a vehicle in a shadow driving mode in a first measurement unit, where RB is a risk value of the vehicle in the shadow driving mode in a plurality of measurement units, and determining RC based on a risk value of the vehicle in a self-driving mode based on a preset route in the first measurement unit, where RC is a risk value of the vehicle in the self-driving mode based on the preset route in the measurement units, where RB and RC are used to determine whether safety of the vehicle in the self-driving mode meets a requirement.

Abstract: A method for adapting a driving behavior of a vehicle or of a vehicle combination based on vehicle parameters, in particular by a control unit. In the method, static vehicle parameters are received, preferably prior to starting the drive, measuring data being collected and received during at least one initiated driving maneuver, the measuring data received during the at least one initiated driving maneuver being evaluated for ascertaining at least one dynamic vehicle parameter, and the static vehicle parameters and/or ascertained dynamic vehicle parameters being transmitted to a vehicle control unit for the vehicle-specific adaptation of a driving behavior. A control unit, a computer program, and a machine-readable memory medium are also described.

Abstract: When an emergency stop switch is operated, a brake device brakes an automatic driving vehicle with a predetermined braking force after elapse of a predetermined time from a time at which the emergency stop switch is operated, based on a predetermined time and a predetermined braking force preset for a brake actuator. When a deceleration button is operated, the brake device brakes the automatic driving vehicle with the same braking force as the predetermined braking force after elapse of the same time as the predetermined time from a time at which the deceleration button is operated, based on a braking instruction from an ECU.

Abstract: Methods, systems, and apparatus, including computer programs encoded on computer storage media, for managing user intervention for a vehicle are provided. One of the methods includes: receiving an instruction to initiate an intervention session from a server, and providing, in response to receiving the instruction, a user interface associated with the intervention session for display on a terminal associated with the vehicle. The method further includes detecting, at the terminal, a user interaction corresponding to a command associated with operation of the vehicle, and generating a decision associated with the operation of the vehicle based at least in part on the command.

Abstract: An operation device for an autonomous vehicle includes a touch panel configured to display at least one of a start button and a deceleration button, a notification button, and a tab switch on the same screen, the autonomous vehicle being autonomously drivable, the start button being a button for starting driving of the autonomous vehicle in an autonomous drive mode, the deceleration button being a button for decelerating the autonomous vehicle during the autonomous drive mode, the notification button being a button for performing notification to an outside of the autonomous vehicle, and the tab switch being a switch for displaying or enlarging an equipment control button group for controlling equipment mounted on the autonomous vehicle.

Abstract: A vehicle starting mechanism includes a switch box and a power switch. The switch box is provided near an operation panel or a meter panel, and has a lid that can be opened and closed. The power switch is housed inside the switch box, and is capable of switching the vehicle between a state capable of traveling and a state incapable of traveling.

Abstract: An in-vehicle apparatus includes: a check direction determination unit determining a check direction for which the driver of an own vehicle needs a checking action for checking the safety based on a traveling direction of a roadway adjacent to a stall and an unparking direction; a direction information acquisition unit acquiring at least one of the line of sight or the facing direction of the face of the driver; a check occurrence determination unit setting a detection range of the line of sight based on the check direction, and determining whether or not at least the one is within the detection range so as to determine occurrence of the checking action; and a notification control unit controlling a display unit, a speaker, or a vibrator to execute a notification action when the check occurrence determination unit determines that there is no checking action.

Abstract: A seat haptic system includes a seat including a plurality of actuators configured to generate a haptic output, and a controller communicatively coupled to the plurality of actuators. The controller is configured to receive a first input signal associated with first audio content at a first volume level, and control the plurality of actuators to generate a first haptic output based on the first audio content, the first haptic output having a first magnitude associated with the first volume level. The controller is further configured to receive a second input signal associated with second audio content at a second volume level, and execute an equalization algorithm to determine a transitional haptic output that limits a difference between the first magnitude and a second magnitude of a second haptic output to be generated based the second audio content, based on a difference between the first and second volume levels.

Abstract: An automatic driving vehicle is appropriately fielded into a travel route. Provided is an automatic driving vehicle that is controlled by an operation management center, and has an automatic mode to automatically travel along a set travel route. An input to shift to the automatic mode is performed by an operator, a travel start instruction is received from the operation management center, a state of waiting for a start manipulation by the operator is provided, and in the start manipulation waiting state, in a case where the start manipulation is performed and a case where the start manipulation is not performed and a predetermined time elapses, start is performed to start travel in the automatic mode.

Abstract: A vehicle control device includes: a recognizer configured to recognize a surrounding situation of a vehicle; and an action controller configured to control an action of the vehicle. The action controller is configured to specify a first vehicle in front of a region which the vehicle is scheduled to enter and a second vehicle behind the region according to inter-vehicle distances between a plurality of vehicles located in front of or on the side of the vehicle in a lane of a route changing destination recognized by the recognizer when a route of the vehicle is changed to a side. The action controller is configured to cause the vehicle to move to a vicinity of the specified first and second vehicles in a lane in which the vehicle is traveling.

Abstract: A traveling position of a host vehicle is controlled using barrier lines as a reference. Autonomous driving is executed by either a both-side recognition control in which the position of the host vehicle is controlled based on left and right barrier lines, or a one-side recognition control in which the position of the host vehicle is controlled based on either one of the left or right the barrier lines. A region currently being traveled in is stored as a steering-wheel-turned region when a steering wheel is turned in one direction and subsequently turned in a returning direction due to the switching of control between the both-side recognition control and the one-side recognition control, and autonomous driving under the control preceding the steering-wheel-turned region is continued when the steering-wheel-turned region is subsequently traveled in.

Abstract: An operation device for an autonomous vehicle includes a touch panel configured to display at least one of a start button and a deceleration button, and a notification button on the same screen. The autonomous vehicle is autonomously drivable. The start button is a button for starting driving of the autonomous vehicle in an autonomous drive mode. The deceleration button is a button for decelerating the autonomous vehicle during the autonomous drive mode. The notification button is a button for performing notification to an outside of the autonomous vehicle.

Abstract: A display control unit displays a background of a touch panel in a first color and does not display a button for starting autonomous driving on the touch panel when an autonomous driving vehicle is not permitted to travel in autonomous driving from a management center and displays the background of the touch panel in a second color different from the first color and displays an autonomous driving start button for starting the autonomous driving on the touch panel when the autonomous driving vehicle is permitted to travel in autonomous driving from the management center.

Abstract: A system and method for utilizing multiple driver stations in a track vehicle is described. A primary driver station can utilize controls with hybrid drive by wire (DbW) functionality (i.e. hydro-mechanical and electric control). A secondary driver station and a tertiary driver station can utilize controls with DbW (i.e. electronic) control systems. The secondary and tertiary driver stations can be adapted for autonomous driving. The invention also includes a method of transfer between driver stations with safeguards for safety and reliability.

Abstract: A comfort-based self-driving planning method, including the steps of: a) establishing a relationship model of vibration road surface quality and driving comfort on the basis of a vehicle type; b) obtaining road ahead condition parameters, including abnormal condition information, road flatness and road surface anti-slide performance; c) obtaining the road ahead condition parameters, and adjusting a vehicle expected driving trajectory; d) respectively designing vehicle acceleration, deceleration and constant speed processes, and generating a speed change curve; e) optimising the speed change curve. By means of changeable road surface quality and vehicle vibration action mechanism analysis and image-based road surface anti-slide coefficient evaluation technology, a GIS and vehicle-road communication technology are used to acquire road condition parameters, and vehicle acceleration, deceleration and constant speed processes are respectively designed on the basis of changes in the parameters.

Abstract: The present invention provides an intelligent lighting system, an intelligent vehicle, and an auxiliary vehicle driving system and method thereof. The intelligent lighting system communicates with the vehicle to transmit road condition information data to the vehicle for navigation and/or autonomous driving. In the technical solution of the present invention, lighting equipments are used to collect the road condition information data to the vehicle, to resolve a problem that an intelligent vehicle sensor system has a “visual blind area”, thereby greatly improving navigation accuracy and safety of the intelligent vehicle.