Abstract: An occupant protection system includes a first airbag device, a second airbag device, and an airbag control processor. The first airbag device includes a first bag. The first bag is configured to be deployed along a side surface of a compartment of a vehicle upon a side impact of the vehicle. The second airbag device includes a second bag. The second bag includes a shoulder pressing part. The shoulder pressing part is configured to be deployed between a seat back and a shoulder, of an occupant, on an outer side in a vehicle width direction. The airbag control processor is configured to control deployment and non-deployment of the shoulder pressing part of the second airbag device in accordance with a state of the side impact of the vehicle.

Abstract: Pair of airbags, a left side tensile cloth and the right side tensile cloth stowed within the seat cushion of the seat, and a lower tensile cloth that connects both ends of the left side tensile cloth and the right side tensile cloth in the inner portion of the seat cushion, wherein the lower tensile cloth is disposed in the center in the left-right direction of the seat cushion and to the front side of center in the front-rear direction of the seat cushion, where the left side tensile cloth and the right side tensile cloth extend to the left and right rearwardly from both the left and right ends of the lower tensile cloth in the inner portion of the cushion, such that the left side tensile cloth and the right side tensile cloth are stretched between the seatback and the seat cushion when the airbag expands and deploys.

Abstract: An airbag for a vehicle, such as a side airbag, may be mounted to or proximate to a seat assembly on which a passenger may sit. The side airbag may include a chamber and an inflator configured to cause the chamber to expand toward the passenger to slow an acceleration of the passenger responsive to an imminent impact of the vehicle with another object or surface. Upon deployment of the chamber, the side airbag may cause a portion of the seat assembly (a seat tub, seat pan, and/or cushion coupled thereto) to deform toward the passenger seated thereon while remaining occluded from the passenger by the assembly. In some examples, the chamber may be stored in an unfolded position to allow for a more rapid deployment.

Abstract: Variable behaviour control mechanism with a variety of motion characteristics, the mechanism comprising means to measure a plurality of motion characteristics and to activate systems when a threshold of the motion characteristics is reached. The mechanism described is, for example, a vehicle seat belt and the mechanism minimises or prevents unwanted activation of line extension or retraction of the seat belt. A first mechanism is described where activation occurs between at least one primary system and at least one secondary system when a combination of the sensed motion characteristics achieves a threshold. A second mechanism is described where activation occurs between at least one primary system and at least one secondary system when at least one sensed motion characteristic achieves a threshold, the threshold being modified based on at least one further motion characteristic. A method of use of the above mechanisms is also described.

Abstract: An ejector element with a trigger for a belt buckle sensor includes a plate-shaped ejector body and a trigger blade of a magnetic and/or metallic material for producing a change in a magnetic field of a Hall sensor or an inductive sensor. The ejector element is distinguished by the fact that the trigger blade is connected in one piece to the ejector body, wherein the one-piece connection between the trigger blade and the ejector body is produced by an injection-molding process.

Abstract: An ignition start system in which authentication of a key is carried out twice, first to activate the ignition switch to allow starting the engine and second at the time prior to moving the vehicle from a parked position. The two step authentication prevents driving off in a car that has been started without having the key for security purposes and also to avoid inconvenient situations that can otherwise occur.

Abstract: When a mobile device is securely connected to a vehicle, at least a portion of a control interface of the vehicle can be extended to the mobile device, allowing a user of the mobile device to operate certain functions of the vehicle from the mobile device. For example, a passenger of a vehicle can control some aspects of the vehicle, while the driver controls driving aspects. Optionally, the passenger can take the role of a co-driver or co-pilot of the vehicle in some embodiments.

Abstract: An identification system configured so as to identify a driver of a vehicle after the vehicle has been started, the identification system includes a state detection module configured so as to generate a first dataset containing information relating to at least one movement of a device of the vehicle; an identification module carried or worn by a carrier or wearer and configured so as to generate a second dataset including movement data of the carrier or wearer; and a computing module configured so as to correlate the first dataset with the second dataset so as to determine whether the carrier or wearer and the driver are the same person.

Abstract: A lidar sensor may include: a transmitter configured to transmit laser; a receiver configured to receive reflected laser; a mirror rotating unit configured to rotate a mirror in a designated direction, the mirror serving to reflect the transmitted or received laser; a cleaning device driving unit configured to drive a cleaning device to remove foreign matters adhering to the cover of the lidar sensor; a signal processing unit configured to determine when or where the lidar sensor is covered and calculate a distance to an object; and a control unit configured to control the transmitter not to transmit a laser signal or control a rotational velocity or rotation time of the mirror at a point of time that the lidar sensor is covered by the cleaning device, and control detection or utilization of the received signal when the distance to the object is calculated.

Abstract: A method for determining a start time for a recharging procedure for a plunger device of an electronically slip-controllable power brake system, and an electronically slip-controllable power brake system having a plunger device. Plunger devices have a plunger cylinder, a plunger piston, and a plunger working space and are operable by a drive motor. A recharging procedure of the plunger device is required from time to time. The start time for a recharging procedure of the plunger device is ascertained as a function of characteristic values that describe the driving state of a vehicle equipped with the power brake system, and/or the operating state of the plunger device when an actual position of the plunger piston lies within a specifiable working range of the plunger device.

Abstract: A pneumatic braking device for a utility vehicle includes at least one pneumatically controllable spring accumulator for a parking brake of the utility vehicle and an electronic parking brake device. The electronic parking brake device has at least one electronic control unit, at least one bistable valve unit, at least one first valve unit by which a parking brake of a trailer of the utility vehicle can be deactivated when activating the parking brake of the utility vehicle, at least one second valve device which can be connected in such a way that when there is a decrease in the system pressure for supplying the parking brake of the trailer, the parking brake of the trailer can be activated, and a traction vehicle protection valve.

Abstract: A method includes steps for controlling a pneumatic braking system of a trailer vehicle which is connected to a tow vehicle equipped with a hydraulic or pneumatic braking system. At the start of an actuation of the foot brake valve, an electrical switch is closed or opened, and a switching signal is transmitted to an electronic control unit as a braking start signal for an incipient braking process. A brake value sensor detects a brake value representative of the drivers current deceleration request and transmits the brake value to the electronic control unit as a brake value signal. The brake value sensor is used for determining the incipient braking process, and a backup valve is only deactivated by switching a redundancy valve from an open position to a blocking position if the brake value signal detected by the brake value sensor has reached or exceeded a predefined minimum signal value.

Abstract: The present disclosure relates to a brake control device that supplies hydraulic pressure from a hydraulic pressure supply source to a wheel cylinder through a hydraulic pressure supply passage, and adjusts braking hydraulic pressure, which is the hydraulic pressure in the wheel cylinder by a solenoid valve provided in the hydraulic pressure supply passage, the brake control device including a control unit that, when holding the solenoid valve in an operating state, applies to the solenoid valve a holding current set to greater than or equal to a minimum required current necessary for holding the solenoid valve in the operating state; and a current adjusting unit that adjusts the holding current based on change in braking conditions.

Abstract: A guide sleeve for guiding a collar of a relay valve for an electropneumatic modulator for a brake system for a vehicle, includes: a guide section configured to be couple-able to a counterpart guide section of the collar of the relay valve so as to allow guidance of the collar along the guide section; and a holding section configured to fasten the guide sleeve in a positively locking manner in a housing of the relay valve. Also described are a related guide sleeve device, and a relay valve, and a related method.

Abstract: The present disclosure relates to a valve block for a hydraulic brake system.

Abstract: For testing the functional capability of a hydraulic power vehicle braking system, a power brake pressure generator is switched on. The power brake pressure generator displaces brake fluid through the non-actuated master brake cylinder into a brake fluid reservoir, which is why no brake pressure is built up. A brake pressure build-up allows a “hidden defect” to be inferred, which has no impact during normal operation and is therefore not noticed.

Abstract: A method and device for detecting and providing braking assessment information indicative of a particulate emission from a vehicle braking system involves determining, upon a braking event, one or more physical quantities related to the particulate emission caused by the braking event based on detection of at least one physical quantity detected from the one or more physical quantities performed by respective detection means provided in the vehicle. The method and device may also include calculating, by an algorithm or mathematical assessment model, stored and executable in a computer, at least one braking assessment index, based on the one or more determined physical quantities. The braking assessment index being representative of a particulate emission amount by the vehicle braking system upon the braking event, and providing a user with braking assessment information related to the calculated braking assessment index, by a user interface.

Abstract: Embodiments are directed to controlling a thermal environment inside a cabin of a vehicle by detecting a user in the cabin of the vehicle and retrieving a profile for the detected user. The profile can define settings for each of one or more features of the vehicle influencing the thermal environment inside the cabin of the vehicle. A set of current environmental conditions can be detected and a setting for each of the one or more features of the vehicle influencing the thermal environment inside the cabin of the vehicle can be determined based on the retrieved user profile and the detected set of current environmental conditions. The determined settings can then be applied to each of the one or more features of the vehicle influencing the thermal environment inside the cabin of the vehicle.

Abstract: A device for controlling an electronic four-wheel drive (E-4WD) of a vehicle includes: a first powertrain for a front wheel, where the first powertrain includes an engine, and a front wheel motor; and a second powertrain for a rear wheel, where the second powertrain includes a rear wheel motor. The device provides a rear wheel motor driving mode, a front wheel motor driving mode, a combined driving mode in which the front wheel motor and the rear wheel motor are both driven, and an engine-on mode according to driver power demand for the vehicle, such that fuel efficiency of the vehicle is improved.

Abstract: Systems and methods are disclosed herein for automatically planning the workday of a battery unit powered electric work vehicle. The vehicle includes a chassis supported by traveling devices, itself further supporting a work implement. A battery unit discharges energy for at least assisting with actuation of the traveling devices and/or work implement. A controller receives input data from a user regarding specified missions to be performed by the work vehicle in a given period of time, and predicts rates of energy consumption for at least one operating mode corresponding to each remaining mission to be performed. The controller further generates, to a user interface, output data corresponding to a required charge state of the battery unit based on the predicted rates of energy consumption, relative to a detected current charge state of the battery unit. The controller may monitor activity and/or consumption rates throughout the day and proactively generate outputs for, e.g., usage optimization.

Abstract: An engine unit includes: an engine that is able to independently inject fuel into cylinders; a cleaning device that cleans exhaust gas from the engine; and a control device that performs low-temperature starting control for increasing an amount of injected fuel when the engine is started at a low temperature. The control device performs temperature increase control for performing fuel cutoff for some cylinders of the engine and increasing an amount of fuel injected into other cylinders after an increase in an amount of fuel in the low-temperature starting control has reached a first predetermined amount when an increase in temperature of the cleaning device is requested while the low-temperature starting control is being performed.

Abstract: An engine unit includes: an engine that is able to independently inject fuel into cylinders; an exhaust gas recirculation device that recirculates exhaust gas of the engine to intake air; a cleaning device that cleans exhaust gas from the engine; and a control device that controls the engine and the exhaust gas recirculation device. The control device performs control such that an amount of exhaust gas recirculated to intake air is less when fuel cutoff is performed for some cylinders out of all cylinders of the engine than when fuel is injected into all the cylinders of the engine.

Abstract: A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame includes at least one adjustable shock absorber having an adjustable damping profile.

Abstract: A vehicle control method is applied to a vehicle 1 in which a front wheel 2 is driven by an engine 4, and the method includes a basic torque setting step of setting basic torque to be generated by the engine 4, based on an operational state of the vehicle 1; a deceleration torque setting step of setting deceleration torque, based on an increase in steering angle of a steering apparatus 5 mounted on the vehicle 1; a torque generation step of controlling the engine 4 so that torque based on the basic torque and the deceleration torque is generated; and a deceleration torque changing step of changing the deceleration torque, based on a vehicle-width-direction mounting position of a steering wheel 6 and an operation direction of the steering wheel 6 when the steering angle is increased.

Abstract: An automated valet parking system provides an automated valet parking service in a parking lot. A vehicle supporting the automated valet parking service executes braking control so as to automatically decelerate and stop before a target stop position in the parking lot. Braking result information indicates a braking distance until the vehicle is stopped by the braking control or an error distance between the target stop position and an actual stop position. The automated valet parking system determines whether or not the braking distance or the error distance deviates from an acceptable range. When the braking distance or the error distance deviates from the acceptable range, the automated valet parking system decides that an abnormality occurs in a braking device or a tire of the vehicle and transmits notification information notifying the abnormality occurrence to a terminal device operated by a user of the vehicle.

Abstract: A parking assistance method is provided. The method includes recognizing image features of a traffic line corresponding to a parking position of a vehicle. A category of the parking position of the vehicle is determined based on the image features of the traffic line. Once the vehicle is determined to be parking illegally based on the category of the parking position of the vehicle; a warning is issued.

Abstract: An impairment analysis (“IA”) computer system for detecting a driver or vehicle impairment is provided. The IA computer system is associated with a host vehicle, and includes a plurality of sensors, and at least one processor in communication with the plurality of sensors and at least one memory device. The at least one processor is programmed to: (i) interrogate a target vehicle via the plurality of sensors by scanning at least one of the target vehicle and a target driver; (ii) receive sensor data including at least one of target driver data and target vehicle condition data; (iii) analyze the sensor data to determine whether at least one of lane drift and vehicle speed deviation for the target vehicle exceeds a respective threshold; (iv) detect an impairment of the target driver or target vehicle based upon the analysis; and/or (v) direct collision avoidance action based upon the detection.

Abstract: A vehicle control method includes determining whether a driving intention of a user is a U-turn intention or a left turn intention based on image information obtained by an imager. In response to determining that the driving intention of the user is the U-turn intention or the left turn intention an obstacle is detected that may cause a collision during a U-turn driving or a left turn driving based on the image information and obstacle information detected by an obstacle detector. In response, collision avoidance control is performed with the detected obstacle based on steering angle information of the vehicle.

Abstract: Systems and methods for operating a vehicle. The methods comprise: generating, by a computing device, a vehicle trajectory for the vehicle that is in motion; detecting an object within a given distance from the vehicle; generating, by the computing device, at least one possible object trajectory for the object which was detected; performing, by the computing device, a collision check to determine that there remains time to react safely to worst-case behavior by the object (the collision check being based on the vehicle trajectory and at least one possible object trajectory); and performing operations, by the computing device, to selectively cause the vehicle to perform an emergency maneuver based on results of the collision check.

Abstract: An on-board sensor system includes: a first sensor configured to detect a situation around a vehicle; a second sensor having a higher angular resolution than the first sensor; an acquisition unit configured to acquire a detection result of the first sensor; and a range decision unit configured to decide, based on the detection result, an observation range to be observed by the second sensor around the vehicle.

Abstract: A vehicle control system includes an information acquirer configured to acquire vehicle surrounding information, and a controller configured to execute driving assistance control. The controller is configured to set a first line as a target traveling line when an operation status of the driving assistance control is ON. The controller is configured to set, when a driving switching request is made, the target traveling line to cause a vehicle to travel along a second line displaced from the first line by a predetermined displacement amount after a specific timing that is a timing when a predetermined time has elapsed from a requested timing.

Abstract: A driver assistance system is configured to determine or receive a setpoint value for a control variable of the motor vehicle, to determine or receive an actual value for the control variable of the motor vehicle, to determine a correction value for reducing a deviation between the setpoint value for the control variable and the actual value for the control variable depending on the deviation between the setpoint value for the control variable and the actual value for the control variable, to compare the correction value with a first threshold value, and at least to limit a future change in the setpoint value for the control variable which increases the deviation between the target value for the control variable and the actual value for the control variable depending on the comparison of the correction value with the first threshold value.

Abstract: An apparatus and method for controlling a vehicle speed based on information about forward vehicles that travel in the same lane may be acquired using Vehicle to Everything (V2X) communications in a cooperative adaptive cruise control (CACC) system. The CACC system includes a communication unit receiving vehicle information from neighboring vehicles using V2V communications; an information collection unit collecting vehicle information of the neighboring vehicles and the subject vehicle using sensors; and a control unit determining a forward vehicle and a far-forward vehicle using the sensors, selecting first and second target vehicles for being followed by the subject vehicle based on the vehicle information of the forward vehicle and the far-forward vehicle and the vehicle information of the neighboring vehicles, and controlling the driving speed of the subject vehicle based on speed information of the first and second target vehicles.

Abstract: There is provided a motorcycle-drive assistance apparatus that makes rapid deceleration by an engine brake possible so that braking control unintended by a rider can be avoided. The motorcycle-drive assistance apparatus is configured in such a way that a deceleration-start inter-vehicle distance calculation unit calculates a deceleration-start inter-vehicle distance, by use of an acceleration value read from an engine-brake acceleration value storage unit, based on an own-vehicle speed calculated by an own-vehicle speed calculation unit and a road-surface gradient angle calculated by a road-surface gradient angle calculation unit and in such a way that when the inter-vehicle distance between an own vehicle and another vehicle, detected by an object detection unit, becomes smaller than the calculated deceleration-start inter-vehicle distance, deceleration of the own vehicle through the engine brake is started.

Abstract: A smart cruise control system includes a controller communicatively connected to a first sensor obtaining front image data and a second sensor obtaining front radar data, wherein the controller is configured to recognize a front vehicle based on the front image data and the front radar data, and in response to the front vehicle being not recognized in the front radar data and the front vehicle being recognized in the front image data, control the vehicle so that the vehicle is not accelerated even if the distance between the vehicle and the front vehicle recognized in the front image data is greater than the preset distance.

Abstract: A vehicle control apparatus is configured to be mounted on a following vehicle in a vehicle following running system that achieves following running by non-mechanically towing a preceding vehicle and the following vehicle. The vehicle control apparatus is configured to acquire a first physical amount regarding a motion amount of the preceding vehicle generated when the preceding vehicle starts running that is transmitted from the preceding vehicle, determine a second physical amount regarding a motion amount of the following vehicle required when the following vehicle starts running based on the acquired first physical amount, and output an instruction for achieving the determined second physical amount to an actuator regarding driving of the following vehicle.

Abstract: A leaning vehicle including a vehicle body, a steerable front wheel set swivelable around an axis extending in an up-down direction, a rear wheel set, a turn operation input device that receives a turn operation and transmits the turn operation non-mechanically, a leaning device including a lean actuator that leans the vehicle body, the steerable front wheel set and the rear wheel set to a leftward or rightward direction, and a centripetal force generator including a centripetal force generation actuator, which outputs a controllable torque to thereby generate an additional centripetal force that acts on the steerable front wheel set and the rear wheel set during a turn of the leaning vehicle. The controller controls the torque while controlling the lean actuator in accordance with the received turn operation, to thereby control a leaning condition of the vehicle body during the turn and to control generation of the additional centripetal force.

Abstract: The present disclosure relates to a method of controlling gear selection in a transmission of a vehicle in response to a directional shift requested by an operator and to a control system for controlling gear selection to manage directional shifts in vehicles, from a first direct to a second direction (e.g. forward to reverse). The method compares the current transmission output speed with a predetermined direction shift threshold transmission output speed. If the current transmission output speed is less than or equal to the predetermined direction shift threshold transmission output speed, the transmission is caused to execute a direction shift from the initial first direction gear to the same second direction gear, or a next highest second direction gear if there is no second direction gear which corresponds to the initial first direction gear.

Abstract: An integrated control apparatus for in-wheel system vehicle is provided. The apparatus includes a shift button for a shift control and a dial for a steering control which are assembled integrally to each other to form one integrated component. The apparatus provides a driver with vehicle information through an operation of the dial when the steering control is not performed, and eliminates a risk of accidents occurring due to a control error by configuring a shift control manner and a steering control manner to be different from each other.

Abstract: A vehicle travel control device includes a travel information collector and a travel control unit. The travel information collector is configured to collect travel environment information of a first vehicle. The travel environment information at least includes travel information of the first vehicle, ambient environment information of the first vehicle including external appearance information of a second vehicle, and first-vehicle lane information for recognizing a traveling lane of the first vehicle. The travel control unit is configured to perform travel control of the first vehicle based on the travel environment information. When the traveling lane of the first vehicle is a nonpriority lane and the first vehicle traveling on a nonpriority lane is to merge into a priority lane, the travel control unit is configured to perform control for causing the first vehicle to travel along a lane boundary line of the traveling lane, based on the travel environment information.

Abstract: A vehicle travel assistance apparatus includes a traveling environment information acquiring unit, a preceding vehicle recognizing unit, a vehicle shadow detector, a front vehicle shadow determining unit, and a second preceding vehicle estimating unit. The vehicle shadow detector detects a vehicle shadow of a train of vehicles including a first vehicle shadow of a first preceding vehicle recognized by the preceding vehicle recognizing unit and a front vehicle shadow of a front vehicle traveling in front of the first preceding vehicle based on a brightness difference from a road surface. When the front vehicle shadow determining unit determines that the front vehicle shadow separating from the first vehicle shadow is identified from the vehicle shadow, the second preceding vehicle estimating unit estimates a position of a second preceding vehicle belonging to the train of the vehicles including the first preceding vehicle based on the front vehicle shadow.

Abstract: A terminal device and a personal mobility communicating with terminal device are disclosed. The personal mobility receives gesture information about a leader gesture recognized by a terminal when in a leader state while performing a group riding mode. Additionally, the personal mobility identifies intention information corresponding to the received gesture information and transmits the identified intention information to another personal mobility in the follower state. At least one of a illuminator or sound output are operated based on the identified intention information and the transmitted intention information from the personal mobility in the leader state is displayed through display while performing the group riding mode.

Abstract: The driver abnormality determination apparatus includes circuitry configured to detect a driver state of a driver of a vehicle, recognize a driving scene of the vehicle based on external environment information, and detect a state of an involuntary function of the driver, detect a state of a base function that serves as the basis of a driving operation by the driver, detect a state of a predictive driving function of the driver, and detect an abnormality of the driver based on the states each of the involuntary function, the base function, the predictive function, and a determination function based on a detection target item.

Abstract: A driver abnormality determination apparatus includes circuitry configured to detect a driver state of a driver of a vehicle, detect a driving operation of the driver, detect an exertion level of an involuntary function of the driver based on the driver state, detect an exertion level of a driving function of the driver based on the driving operation; and determine driver abnormality based on the execution level of the involuntary function and the execution level of the driving function. On condition that a function level of one of the execution level of the involuntary function and the execution level of the driving function is equal to or lower than a specified determination criterion, the circuitry is configured to relax a determination criterion for the other function level.

Abstract: [Solution] A driver abnormality determination system includes circuitry configured to detect a driving operation of a driver, detect behavior of the driver's head and motion of eyeballs and/or movement of a sightline of the driver, recognize a driving scene in which the vehicle is driven; a memory that stores a sensor table of a relationship between the driving scene and detected values to be used to determine a driver abnormality; and determine the driver abnormality based on the sensor table, the driving scene, the driving operation and the behavior.

Abstract: A state determination device to determine that a driver driving a vehicle is in a driving difficult state detects an abnormality in a state of the driver, and detects at least one of an abnormality in a driving operation input by the driver or an abnormality in a traveling state of the vehicle. In response to detecting the abnormality in the state of the driver alone, the state determination device does not determine that the driver is in the driving difficult state but determines that the driver is in the driving difficult state in response to detecting the abnormality in the state of the driver and additionally detecting the at least one of the abnormality in the driving operation input by the driver or the abnormality in the traveling state of the vehicle.

Abstract: A refuse vehicle has a chassis supporting a plurality of wheels, as well as a motor. A vehicle body is also supported by the chassis and defines a receptacle for storing refuse. A lifting system is coupled to the vehicle body and is movable between a first position and a second position vertically offset from the first position using a hydraulic system. The refuse vehicle also has a processing unit in communication with the lifting system and the motor. The processing unit is configured to access and execute a plurality of preset operational modes stored within a memory to adjust performance parameters of the refuse vehicle. The operational modes include at least two different operational modes corresponding to different route types.

Abstract: A refuse vehicle has a chassis supporting a plurality of wheels, as well as a motor. A vehicle body is also supported by the chassis and defines a receptacle for storing refuse. A lifting system is configured to engage and lift waste containers to transfer refuse within waste containers into the receptacle using a hydraulic system. The refuse vehicle also has a processing unit in communication with the lifting system and the motor. The processing unit is configured to access and execute a plurality of preset operational modes stored within a memory to adjust performance parameters of the hydraulic system. The operational modes include at least two different operational modes corresponding to different refuse types.

Abstract: Error handling in an autonomous vehicle, including: receiving, by a control system of the autonomous vehicle, from an automation computing system, a remediation sequence comprising a first plurality of operational commands determined to bring the autonomous vehicle to a stop; determining, by the control system, that the error state associated with the autonomous vehicle has been reached; and executing, by the control system, in response to the error state being reached, the first plurality of operational commands.

Abstract: The present teaching relates to different configurations for facilitating calibration of multiple sensors of different types. A plurality of fiducial markers are arranged in space for simultaneously calibrating multiple sensors of different types. Each of the plurality of fiducial markers has a feature point thereon and is provided to enable the multiple sensors to calibrate by detecting the features points and estimating their corresponding 3D coordinates with respect to respective coordinate systems of the multiple sensors.