Abstract: A park lock system for a vehicle transmission, includes a movable primary carrier, a secondary carrier, a rod, a first biasing member, an engagement carrier, and a first actuator. The movable primary carrier defines a primary internal space. The secondary carrier is located within the primary internal space and is movable relative to the primary carrier. The rod fixedly extends from the secondary carrier and includes a rod portion located outside of the primary internal space. The first biasing member is located within the primary internal space between the secondary carrier and the primary carrier. The engagement carrier is configured to receive the rod portion and includes a terminal portion operably connected to a pawl and a park lock wheel arrangement to lock and unlock the vehicle transmission. The first actuator is configurable in a first state or a second state.

Abstract: An alternative braking apparatus for a vehicle includes a gear type automatic transmission having at least one clutch and at least one brake for changing the meshing state of gears, and a control unit configured to switch the shift stage of the automatic transmission by controlling the clutch and the brake. The control unit is configured to perform alternative braking that controls the clutch and the brake so that an output shaft of the automatic transmission is braked by a braking force of the brake through the gears when the control unit determines that a braking device of the vehicle cannot normally apply braking forces to wheels despite that the vehicle needs to be braked.

Abstract: An electronic parachute deployment system including an electronic actuator, a control module, a deployment actuator, and a release mechanism. A parachute is positioned on a payload device, such as a racecar, to slow or stop the payload upon receipt of an electronic deployment activation signal. The electronic deployment signal is verified, including determining proper voltage and source. The deployment system includes multiple redundancies including mechanical deployment redundancy, remote deployment redundancy, and power supply redundancy. The control module responsible for monitoring deployment includes indicators and sensors to indicate a status, operation, or mode relative to the operability of the payload device, relative to components of the release mechanism, and relative to the parachute deployment.

Abstract: A brake control unit includes a processor, a first high side driver and a second high side driver. The processor sends signals to the first high side driver and the second high side driver. The first and second high side drivers process the signals independent of each other. The processor diagnoses faults and locations of faults based on feedback from the high side drivers. The first high side driver controls the braking of a first trailer brake. The second high side driver controls the braking of a second trailer brake.

Abstract: A brake system for controlling the brake performance of a vehicle includes a brake, a control unit connected to one or more external condition sensors, and one or more brake performance sensors. The external condition sensors obtain parameters regarding conditions surrounding the vehicle, which are monitored by a driver assistance unit to estimate a probability value that the brakes should be applied to avoid a collision. The brake performance sensors obtain parameters regarding conditions of the brake. The control unit receives the obtained parameters from the external condition sensors and the estimated probability value and determines a surrounding threat level of the vehicle. The control unit receives the obtained parameters from the brake performance sensors and determines a brake performance level, and heats the at least one brake if the brake performance level is below a first level and the surrounding threat level is above a second level.

Abstract: A method for emergency braking of a subject vehicle includes: detecting, using a first surroundings detection system of the subject vehicle traveling in a direction of travel, a front area in front of the subject vehicle; if an object is detected in the front area, determining that a reliable target detection situation is present if at least the following target detection situation criteria are fulfilled: the detected object is a vehicle in front traveling in the direction of travel, the vehicle in front is followed over a minimum following period, in the minimum following period, the same vehicle in front is followed, providing an autonomous emergency braking system which is in an AEBS standby mode during travel outside an emergency braking situation; and if an emergency braking situation is detected outside of a reliable target detection situation, switching the autonomous emergency braking system to an active AEBS mode.

Abstract: An object of the present invention is to appropriately control a clearance amount by correcting an estimation error of a contact position caused by a delay time difference between output signals of sensors, and to establish both improvement of fuel efficiency due to prevention of drag of a brake pad during non-braking and reduction in response time during braking. A brake system includes a brake disc, a brake pad, a piston, a drive mechanism, a position sensor that detects a position of the piston, a thrust sensor that detects a thrust by which the brake pad presses the brake disc, and a brake control unit that adjusts a braking force by controlling the drive mechanism.

Abstract: Fuzzy-logic based traction control for electric vehicles is provided. The system detects a wheel slip ratio for each wheel. The system receives an input torque command. The system determines a slip error for each wheel based on the wheel slip ratio for each wheel and a target wheel slip ratio. The system, using the fuzzy-logic based control selection technique, selects a traction control technique from one of a least-quadratic-regulator, a sliding mode controller, a loop-shaping based controller, or a model predictive controller. The system generates a compensation torque value for each wheel. The system generates the compensation torque value based on the traction control technique selected via the fuzzy-logic based control selection technique and the slip error for each wheel. The system transmits commands to actuate drive units of the vehicles based on the compensation torque value.

Abstract: A brake control device adjusts a hydraulic pressure in a wheel cylinder in response to an operation amount of a brake operation member, and includes “a pressure adjustment unit that includes an electric pump and a pressure adjustment valve and adjusts hydraulic pressure in a pressure adjustment fluid path between the electric pump and the pressure adjustment valve”, and “a controller that controls the electric pump and the pressure adjustment valve”. The controller calculates an operation speed equivalent amount based on the operation amount, calculates a target rotation speed based on the operation speed equivalent amount, and controls the electric pump such that an actual rotation speed of the electric pump approaches the target rotation speed.

Abstract: A relay valve module for an electronically controllable pneumatic brake system for actuating wheel brakes of a utility vehicle includes: a reservoir connection for receiving a reservoir pressure; a brake control pressure connection for receiving a brake control pressure; at least one first service brake connection for outputting a service brake pressure; a relay valve with a relay valve reservoir connection, which is connected to the reservoir connection, a relay valve working connection, which is connected to the first service brake connection, a relay valve ventilation connection, and a relay valve control connection; an electropneumatic pilot control unit, which is connected to the reservoir connection, the electropneumatic pilot control unit providing a pilot control pressure; and a shuttle valve with a first shuttle valve inlet, a second shuttle valve inlet, and a shuttle valve outlet. The first shuttle valve inlet is connected to the brake control pressure connection.

Abstract: A trailer brake module includes a brake output driver configured to be connected to a power supply, a flyback diode, and a MOSFET arranged between the power supply and the flyback diode. The MOSFET is in series with the flyback diode.

Abstract: An electro-hydraulic actuator for actuating a brake caliper may have an electric motor with a drive shaft, a transforming mechanism and a first housing to accommodate the transforming mechanism and support a second housing of the electric motor. The transforming mechanism may include a reduction gear to demultiply the rotary motion of the drive shaft. The reduction gear may have a crown with inner toothing in one piece and that is rotationally locked. The crown may have a front portion directly shape-coupled to and inserted in the second housing of the electric motor and a connection integral with the first housing of the transforming mechanism for a precise centering between the electric motor and the reduction gear with respect to the axis of the drive shaft and with respect to a central axis of the reduction gear.

Abstract: A pedal brake assembly comprises a master cylinder block defining a bore extending along a center axis. At least one brake piston is slidably disposed in the bore. A push rod, having a body portion and an end portion, extends between a first end and a second end. The second end is coupled to a brake pedal. A housing defines a channel for receiving the push rod. An actuator couples to the at least one brake piston. The body portion is slidably disposed in the channel. The end portion is in an abutment relationship with the housing and defines a hole extending from the first end to the body portion. A plunger is slidably disposed in the end portion for engaging the at least one brake piston whereby the push rod and the actuator are independently movable along the center axis.

Abstract: An electromechanical-hydraulic piston actuator providing pressurized pressure medium for a brake system of a vehicle, including an electric motor having a stator and a rotor, a rotation-translation mechanism driven by the electric motor and which has a rotatable threaded nut and a threaded spindle prevented from rotating and displaceable in its axial direction, a piston coupled with the threaded spindle in the axial direction thereof, a hydraulic cylinder having a hydraulic chamber filled with pressure medium into which the piston is displaceable from a rear piston position towards a forward piston position to pressurize the pressure medium and/or expel it from the chamber. A hydraulic connection is connected to the chamber via which pressure medium can be expelled from the chamber. An isolation device is provided for the piston-travel-controlled isolation of the rotational coupling between the rotor of the electric motor and the threaded nut.

Abstract: A housing of brake device includes a first oil path, a second oil path that is adjacent to the first oil path in a first direction along an axial direction of the first oil path and has a larger cross-section orthogonal to the axial direction than the first oil path, a third oil path connected to the first oil path, and a fourth oil path connected to the second oil path. A throttle member of the brake device is anchored to the housing by being press-fitted into the first oil path. The third oil path connects the fourth oil path through the throttle. When the throttle member moves in the first direction by releasing the press-fitting, the third oil path connects the fourth oil path through a gap between an inner circumferential surface forming the second oil path and an outer circumferential surface of the throttle member.

Abstract: Tube fastening unit of at least one fastening clip and at least one motor vehicle tube fastened to the fastening clip. The motor vehicle tube has an outer surface made of plastic, which is welded with the fastening clip. The fastening clip has at least one welding element, which at least partially consists of a weldable plastic which is welded with the outer surface of the tube. The welding element is positively and/or non-positively fastened to the fastening clip.

Abstract: A method for providing the clamping force generated by an electromechanical brake device in a vehicle includes setting the position of a brake piston as a function of a brake temperature when the vehicle is in motion.

Abstract: A system for predicting a negative pressure of a brake booster of a vehicle includes: a driving information detector detecting driving information related to driving of the vehicle; and a controller determining a negative pressure of an intake manifold based on a pressure of the intake manifold and an atmospheric pressure which is the driving information and including a booster negative pressure predictor predicting the negative pressure of the brake booster by integrating over time a change rate according to a charging rate and a discharging rate of the negative pressure determined using a negative pressure of the brake booster determined in a previous cycle according to a logic for predicting the negative pressure of the brake booster and the negative pressure of the intake manifold of a current cycle and an imitated brake pedal force signal of the current cycle imitating an acceleration of the vehicle.

Abstract: A system for predicting a negative pressure of a brake booster of a vehicle includes: a driving information detector configured to detect driving information according to driving of the vehicle; and a controller configured to calculate a negative pressure of an intake manifold based on a pressure of the intake manifold and an atmospheric pressure that is the driving information and including a booster negative pressure predictor configured to predict the negative pressure of the brake booster by integrating over time a change rate according to a charging rate and a discharging rate of the negative pressure calculated using a previous negative pressure of the brake booster calculated in a previous cycle according to a logic for predicting the negative pressure of the brake booster and the negative pressure of the intake manifold and a brake pedal force of a current cycle.

Abstract: In one aspect there is provided an air caster comprising a platform to support a load above a surface, a skirt, wherein said skirt cooperates with said platform to define an interior volume, at least one air inlet to allow air to enter said interior volume, at least one air exit to allow air to exit said interior volume, and a skirt stabilizer operable to create a substantially airtight seal between the skirt and the surface, said airtight seal being formed circumferentially around said at least one air exit when the air caster is in a resting state.

Abstract: A vehicle control device controls a hybrid vehicle including: an internal combustion engine having an EGR device; an electric drive device that drives the vehicle and performs an engine-based power generation; a power storage device; and a travel route acquisition device. The vehicle include an EV drive mode and an HV drive mode. The vehicle control device is configured to: where the vehicle is started under a cold condition, calculate, based on the travel route information, an average vehicle driving power in a vehicle running section under a warm condition after the start; and limit the amount of power generated by the engine-based power generation in the cold condition to be smaller when the calculated average vehicle driving power is high than when it is low, and, during the HV drive mode after a transition to the warm condition, execute the engine-based power generation accompanied by the EGR.

Abstract: A travel control system for a vehicle and the vehicle includes a battery pack. The battery pack includes a battery, a current sensor configured to detect a current that is charged and discharged to and from the battery, and a first control device that monitors a state of the battery. The travel control system includes a rotary electric machine configured to consume electric power to generate a driving force and configured to generate electric power, a power conversion device electrically connected between the battery and the rotary electric machine and a second control device.

Abstract: A method, apparatus, and system for modifying acceleration characteristics of an electric vehicle is disclosed. A persistent input throttle command signal that starts at a first time instant is received at a vehicle control system of a first vehicle that is a first type vehicle. A transformed throttle command signal is generated based on the persistent input throttle signal and a present time at the vehicle control system. An engine operation of the first vehicle is controlled based on the transformed throttle command signal at the vehicle control system. Controlling the engine operation of the first vehicle based on the transformed throttle command signal causes the engine power output of the first vehicle to be associated with a second acceleration performance curve that is associated with a second type vehicle.

Abstract: A hybrid vehicle controller is configured to: upon receiving a predetermined mode switching request, bring a clutch into a half-clutch state to start an engine using rotation of a transmission shaft; and upon determining that the engine has started, shift the clutch from the half-clutch state to a stand-by state and subsequently shift the clutch to an engaged state, the stand-by state being a state which is intermediate between the half-clutch state and a disengaged state and in which drive power of the engine is not transmitted to the transmission shaft.

Abstract: A drive unit and a drive assembly and a motor vehicle. The drive unit includes a first electric machine and a second electric machine and an output shaft, wherein a rotor of the second electric machine is connected to the output shaft for conjoint rotation. The drive unit further includes a disconnect clutch by which a rotor of the first electric machine can be connected to the output shaft. The drive unit further includes power electronics for controlling at least one of the two electric machines and a flow system for implementing a flow of a coolant, and the drive unit, being a component in the flow system, further includes a heat exchanger by which the coolant can be cooled. The drive unit and the drive assembly constitute equipment that allows control of individual assemblies in an efficient manner and with a low space requirement.

Abstract: The vehicle control apparatus comprises a sensor to detect a turning movement physical quantity, an acceleration-deceleration device, a control unit, and a device to obtain road shape information representing a shape of a road at a position that is away from a vehicle by a predetermined distance. The unit determines that a first control start condition becomes satisfied when a magnitude of the physical quantity exceeds a first value while the curved road has not been determined to be present based on the road shape information, to perform an acceleration-deceleration control for making the vehicle run at a target speed depending on a curvature of the road. The unit determines that a second control start condition becomes satisfied when the magnitude of the physical quantity exceeds a second value smaller than the first value while the curved road has been determined to be present to perform the acceleration-deceleration control.

Abstract: A control system for a vehicle is provided, which includes a steering wheel configured to be operated by a driver, a steering angle sensor configured to detect a steering angle corresponding to operation of the steering wheel, and a controller configured to set an additional deceleration to be applied to the vehicle based on the steering angle detected by the steering angle sensor to control a vehicle posture when the steering wheel is turned, and applies the additional deceleration to the vehicle. The controller sets the additional deceleration larger when the vehicle travels off road than when the vehicle does not travel off road.

Abstract: Techniques for controlling a vehicle on and off a route structure in an environment are discussed herein. A vehicle computing system controls the vehicle along a route based on a route-based reference system. The vehicle computing system may determine to operate off the route, such as to operate in reverse, park, etc. The vehicle computing system may modify vehicle operations to an inertial-based reference system to navigate to a location off the route. The vehicle computing system may determine a vehicle trajectory to the location off the route based on a reference trajectory between a location on the route and the location off the route and a corridor associated therewith. The vehicle computing system may transition between the route-based reference system and the inertial-based reference system, based on a determination to operate on or off the route.

Abstract: A method for operating a vehicle having a sensor device including at least two technologically diversified sensor units. The method includes: detection of pieces of surroundings information with the aid of the sensor device; defined evaluation of the pieces of surroundings information detected by the technologically diversified sensor units with respect to plausibility; and defined usage of the pieces of surroundings information using a result of the defined evaluation of the detected pieces of surroundings information.

Abstract: An in-vehicle processing apparatus that executes control of causing a vehicle to perform automated traveling from a predetermined position to a parking space and causing the vehicle to perform automated entry into the parking space, is configured to include a notification control section that causes a portable electronic device carried by a user to display a parking position notification display in which a position of the parking space entered by the vehicle through the automated entry and the predetermined position are superimposed on an image.

Abstract: A system, method, infrastructure, and vehicle for automated valet parking are provided. The method includes initiating an automated valet parking procedure for a vehicle, providing the vehicle with a target position and a first guide route leading to the target position, detecting an unexpected incident based on situation information, and providing the vehicle with a second guide route to deal with the unexpected incident.

Abstract: A system and a method for supporting automated valet parking, and an infrastructure and a vehicle therefor are provided. The method for operating a vehicle which supports automated valet parking includes initializing automated valet parking and receiving, from an infrastructure, a target position which is related to the vehicle and a guide route which guides movement to the target position. Additionally, the method includes performing automated driving by the vehicle along the guide route, and measuring a position of the vehicle based on behavior information of the vehicle and environmental information, while the vehicle performs the automated driving. The environmental information includes at least one among parking lot slot information, road signs, walls, pillars, and floor markings.

Abstract: A method for assisting a maneuvering procedure of a motor vehicle in a parking garage is disclosed, wherein the motor vehicle moves within the parking garage during the maneuvering procedure from a drop-off site in the parking garage to a predetermined position in the parking garage, wherein the maneuvering procedure of the motor vehicle is monitored by at least one sensor of the motor vehicle, comprising the steps: establishing a communication link between a controller of the motor vehicle and a vehicle-external unit of the parking garage; transmitting climate-specific measured data that are acquired by at least one measuring point in the parking garage from the at least one measuring point to the vehicle-external unit, and calibrating the at least one sensor of the motor vehicle depending on the climate-specific measured data.

Abstract: A method of adaptive trajectory generation for a vehicle is provided. A computer device of the vehicle may update a current trajectory for the vehicle when some predetermined conditions that are related to an obstacle positioned within a predetermined distance of the vehicle are satisfied.

Abstract: A safety system for a vehicle includes an object tracker circuit configured to receive sensor data representing objects located in an environment in which the vehicle is operating. The vehicle is operated by a navigation system independent of the safety system. A probabilistic model of the environment is generated. Generating of the probabilistic model includes, for each object of the one or more objects, generating a state of the object based on recursive Bayesian filtering of the sensor data. The state includes a spatiotemporal location of the object relative to the vehicle at a particular time and a velocity of the object relative to the vehicle at the particular time. A probability of collision of the vehicle is determined with a particular object at the particular time based on the probabilistic model of the environment. A collision warning is generated indicating the particular object and the particular time.

Abstract: A system and method to avoid collisions on highways, and to minimize the fatalities, injury, and damage when a collision is unavoidable. The system includes sensor means to detect other vehicles, and computing means to evaluate when a collision is imminent and to determine whether the collision is avoidable. If the collision is avoidable by a sequence of controlled accelerations and decelerations and steering, the system implements that sequence of actions automatically. If the collision is unavoidable, a different sequence is implemented to minimize the overall harm of the unavoidable collision. The system further includes indirect mitigation steps such as flashing the brake lights automatically. An optional post-collision strategy is implemented to prevent secondary collisions, particularly if the driver is incapacitated. Adjustment means enable the driver to set the type and timing of automatic interventions.

Abstract: A method of controlling the vehicle includes determining whether a section to be driven is a turn section; in response to determining that the section to be driven is the turn section, generating a turn path; generating a first risk of collision region based on the generated turn path; predicting a position of an obstacle based on obstacle information detected by an obstacle detector and driving information detected by a driving information detector; generating a second risk of collision region based on the predicted position of the obstacle; based on image information obtained from an imager, determining whether the obstacle exists in the first and second risk of collision regions, respectively; adjusting a risk level based on the presence or absence of the obstacle in the first and second risk of collision regions; and performing a collision avoidance control corresponding to the adjusted risk level.

Abstract: A control system for a moving body that can improve the accuracy of determining that autonomous movement cannot be continued, and realize a smoother transition to remote control. For this reason, there is provided a moving body control system which includes a moving body control device that is mounted on a moving body capable of autonomous movement, and a control device that controls the moving body from a remote place. The moving body control device includes an external information acquisition unit to acquire external information of the moving body, a movement information acquisition unit to acquire movement information of the moving body, a control unit to predict a future state of the moving body based on the external information and the movement information, and a moving body-side communication unit to communicate with the control device.

Abstract: Methods and devices for generating a trajectory for a self-driving car (SDC) are disclosed. The method includes: for a given one of the plurality of trajectory points of a given trajectory: (i) determining a presence of plurality of dynamic objects around the SDC, (ii) applying a first algorithm to determine a set of collision candidates, (iii) generating a segment line for the SDC, (iv) generating a bounding box for each of set of collision candidates, (v) for a given one of the set of collision candidates, determining a distance between the segment line and the respective bounding box to determine a separation distance, (vi) in response to the separation distance being lower than a threshold, determining that the given one of the set of collision candidates would cause the collision with the SDC, (vii) amending at least one of the plurality of trajectory points to render a revised candidate trajectory.

Abstract: Systems and methods to improve safety and more efficient Advanced Driver Assistance Systems (ADAS) and autonomous vehicle (AV) systems for vehicular operation through the application of multiple thermal sensors arranged in systems where the resolution, Field Of View (FOV), and aiming angle of individual sensors are varied. In particular two configurations are discussed in detail, a three-sensor arrangement for forward and forward off angle data acquisition, and a two or three sensor arrangement for blind spot and pinch point awareness for towing applications. In some forward-looking three-sensor embodiments, the center sensor may provide a high-quality narrow field of view of radiometric data for use with tracking algorithms to identify pedestrian and large animal targets for long range driver identification. The side sensors may provide radiometric data for peripheral vision on short/medium range approaching targets for situational awareness at crosswalks and turning corners.

Abstract: A course prediction device (1) includes a blind spot calculation unit (11) and a prediction unit (12). The blind spot calculation unit (11) acquires a sensing result sequentially from a sensor which is arranged in a mobile object and which detects whether an object exists, and calculates, based on sensor information, a blind spot area expressing such an area that an object existing therein cannot be detected by the sensor. The blind spot calculation unit (11) also detects an object entering the blind spot area based on the sensor information. The prediction unit (12) predicts a course in the blind spot area of the detected object based on the sensing result.

Abstract: A vehicle control apparatus comprises: a path deviation determination unit configured to output a request signal for requesting driving takeover if a deviation amount of information representing a traveling state with respect to a target track is not less than a first threshold; and an operation monitoring unit configured to monitor processing of the path deviation determination unit. The operation monitoring unit determines that an abnormality has occurred in the path deviation determination unit if the deviation amount of the information representing the traveling state with respect to the target track is not less than a second threshold larger than the first threshold, and a state in which the request signal is not output continues for a predetermined period.

Abstract: In one embodiment, a method includes, by a computing system associated with a vehicle, receiving sensor data of an environment of the vehicle, the sensor data being captured by one or more sensors associated with the vehicle, generating, based on the sensor data, one or more representations of the environment of the vehicle, determining a target speed for the vehicle by processing the one or more representations of the environment of the vehicle using a machine-learning model that has been trained using human-driven vehicle speed observations and corresponding representations of environments associated with the observations, determining a trajectory plan and a planned speed for the vehicle based on at least the target speed, and causing the vehicle to perform one or more operations based on the trajectory plan and the planned speed.

Abstract: A vehicle is capable of efficient autonomous driving by changing the detection range and power consumption of a sensor according to the speed of the vehicle. The vehicle includes: an information acquirer configured to acquire vehicle surround information; a speed sensor configured to acquire vehicle speed; and a controller configured to determine a vehicle stopping distance based on the vehicle speed and to determine a detection area for acquiring the vehicle surround information by the information acquirer based on the stopping distance and a risk level for each sensor channel The detection area includes the stopping distance relative to the vehicle.

Abstract: Example embodiments relate to measuring rotational speeds of trailer wheels using radar. A computing device may cause a vehicle radar unit to transmit radar signals toward a wheel of trailer being pulled by the vehicle. The computing device may receive radar reflections corresponding to radar signals that reflected off the wheel and determine a rotational speed of the wheel based on the radar reflections. For instance, the computing device may identify the highest or lowest frequency in the frequency spectrum of the radar reflections and use the frequency and the wheel's radius to calculate the rotational speed of the wheel. The computing device can use rotational speed measurements for trailer wheels to monitor performance of the trailer and adjust vehicle navigation accordingly. In some instances, the computing device may determine that one of the trailer wheels requires servicing based on monitoring the rotational speeds of the trailer wheels.

Abstract: Disclosed is a vehicle. The vehicle generally includes a frame to support an engine and one or more supports, such as wheels, to support the frame. The engine may include an internal combustion power plant and a fuel supply system therefore.

Abstract: A vehicle control device includes a detection unit detecting a preceding vehicle based on an image acquired by a camera, a follow-on travel control unit that can control a user's own vehicle to travel so as to follow the preceding vehicle, and can control the user's own vehicle to travel at a predetermined speed when the preceding vehicle does not exist, and an acceleration suppression unit suppressing acceleration of the user's own vehicle for a predetermined time period if a detection accuracy for the preceding vehicle is decreased in the detection unit when the user's own vehicle is following the preceding vehicle at the predetermined speed or less. The predetermined time period is a vehicle headway time previously determined for the preceding vehicle or a time required until the user's own vehicle reaches a location where the preceding vehicle was positioned when the detection accuracy was decreased.

Abstract: Methods and systems for managing a speed of a vehicle are provided. The methods and systems obtain image data from one or more vision sensors disposed onboard a vehicle. A stopping distance of the vehicle is determined based at least in part on the image data. A moving speed of the vehicle and a speed limit of the vehicle are determined. The speed limit is determined based on the stopping distance that is determined from the image data. The methods and systems control movement of the vehicle based on a difference between the moving speed of the vehicle and the speed limit of the vehicle.

Abstract: Techniques for determining a location for a vehicle to join a route structure are discussed herein. A vehicle computing system may operate the vehicle off the route structure according to an inertial-based reference frame. The vehicle computing system may determine a lateral distance of the vehicle to a route of the route structure and an angular difference between a heading of the vehicle and a direction of travel associated with the route. The vehicle computing system may determine a location to rejoin the route based on the lateral distance and the angular difference. In some examples, the vehicle computing system may determine the location based on a sigmoid function. The vehicle computing system may determine a vehicle trajectory to the location and may control the vehicle to the route based on the vehicle trajectory and the inertial-based reference frame.

Abstract: Systems and methods are provided herein for operating a vehicle in a K-turn mode. The K-turn mode is engaged in response to determining that an amount that at least one of the front wheels of the vehicle is turned exceeds a turn threshold. While operating in the K-turn mode, forward torque is provided to the front wheels of the vehicle. Further, backward torque is provided to the rear wheels of the vehicle. Yet further, the rear wheels of the vehicle remain substantially in static contact with a ground while the front wheels slip in relation to the ground.