Abstract: A bumper crossmember for a vehicle, with a hollow profile body which has a vehicle frame-side proximal vertical wall and a distal vertical wall which are connected to one another by way of transverse walls and extend along a vertical direction. The transverse walls laterally delimit hollow chambers which are arranged in the hollow profile body. The center longitudinal direction of the hollow chambers are oriented in each case along the vertical direction, and the hollow chambers are open on the end side.

Abstract: A grille assembly for a vehicle includes a vehicle grille having an opening with at least a pair of opposed edges, and at least one tab extending along at least one edge of the pair of opposed edges. The at least one tab has a base portion, an end portion, and two opposed faces extending between the base portion and end portion. The at least one tab is tapered such that a cross-sectional area of the tab taken along a plane extending perpendicular to either face of the opposed faces of the tab decreases in a direction extending from the base portion toward the end portion.

Abstract: Systems and methods for detecting low impact collisions for a vehicle (100). The system includes at least one sensor (99, 110, 111, 115, 120-123, 125-136, 140, 141) and an electronic controller (150). The electronic controller (150) is configured to receive sensor data from the sensor (99, 110, 111, 115, 120-123, 125-136, 140, 141) and determine one or more features of the sensor data received from the at least one sensor. The electronic controller (150) is further configured to determine if a collision has occurred based upon the one or more features of the sensor data, and take at least one action in response to determining that the collision has occurred.

Abstract: An electronic control unit for a restraint control module comprises a PSI5 communications interface configured to communicate with a remote sensor using a current-modulated signal with PSI5 compliance upon a two-wire interconnection. The PSI5 communications interface includes a signal driver configured to apply a signal voltage to a first signal terminal for driving current to the remote sensor via the two-wire interconnection. The PSI5 communications interface also includes a second signal terminal providing a return path for the current; and a resistor within the return path of the PSI5 communications interface. Several different alternative impedance balancing and damping circuits are provided to provide the resistor. The alternative impedance balancing and damping circuits include passive and active resistors. The impedance balancing and damping circuit may also provide current protection against damage due to fault currents.

Abstract: An electronic controller of a restraint control system for a vehicle comprises an electronic control unit including a first serial interface. The electronic controller also comprises a communications controller including a second serial interface and a plurality of PSI5 (Peripheral Sensor Interface 5) digital communications interfaces. Each of the first and second serial interfaces are Serial Peripheral Interfaces (SPI) in direct communications with one another, and the digital communications interfaces are each configured to communicate with a remote sensor. The communications controller is configured to transmit a voltage sync pulse to each of the remote sensors via the PSI5 digital communications interfaces in response to a synchronization command received from the electronic control unit via the serial interconnection. The voltage sync pulses on each of the PSI5 interfaces may be staggered and non-overlapping to reduce EMI production and to reduce the current load of the electronic controller.

Abstract: An apparatus and methods for a driver barrier to isolate public transit vehicle operators, such as bus drivers or coach operators, from passenger seating areas. The driver side barrier includes a driver side barrier mounted behind a driver cockpit and a door coupled with the driver side barrier. In a closed configuration, the driver side barrier and door provide a barrier between the driver cockpit and a passenger seating area of the vehicle. The door may be rotated forward to provide a protective shield around the driver cockpit while allowing passengers to enter and exit the passenger seating area. In some embodiments, the door may be extended across an aisle of the passenger seating area to a curbside barrier, thereby partitioning the driver cockpit and passenger seating areas. When not in use, the door may be stowed behind the driver cockpit.

Abstract: A vehicle seat has a lower seat part and a seat backrest. The seat backrest has a backrest structure, a central backrest section which has at least one backrest cushion and a backrest cover, and a left and a right backrest side wall. The seat backrest is provided with at least one expansion element which has at least one cavity that is enclosed by a membrane and can be filled with an expansion fluid from a fluid source. At least one respective fillable cavity of the at least one expansion element is integrated into the backrest cushion of the central backrest section or is provided between the backrest structure and the backrest cushion of the central backrest section to the left and the right of the backrest longitudinal central plane at a lateral distance thereto.

Abstract: An airbag system for repositioning a seat occupant in a moving vehicle during a crash event includes: a first inflatable airbag disposed proximate to a front portion of a seat pan; a second inflatable airbag disposed proximate to a rear portion of the seat pan; and inflation control device controlling deployment of the first and second inflatable airbags. The inflation control device includes a programmable controller controlling inflation parameters of the first and second inflatable airbags to achieve a desired lift, subject to monument constraints.

Abstract: An airbag module reduces abrupt sideward and forward movement of an occupant in the case of an impact. The airbag module has an airbag which can be inflated by a gas generator in the case of the onset of an accident situation. The airbag includes a main restraining chamber and an additional restraining chamber which are connected to one another by a passage opening. The main restraining chamber, in an inflated state, restrains sideward movement of an occupant. The additional restraining chamber, in the inflated state, unfurls, starting from the main restraining chamber, at least with a section in front of the occupant and to restrain at least a forward movement of the occupant. The additional restraining chamber and the main restraining chamber are arranged to overlap one another at least partially in the sense that they are configured at least partially behind one another in side view.

Abstract: Provided is a rear side airbag device that can be mounted with ease. A rear side airbag device is located between a vehicle body and a rear seat, and includes an airbag, an inflator configured to supply gas into the airbag, and a mounting bracket to which the inflator is fixed. The mounting bracket includes an inflator mount portion to which the inflator is fixed, and a first anchor portion and a second anchor portion that are to be fixed to other members, whereas the first anchor portion and the second anchor portion are located on a laterally inner side with respect to the inflator mount portion.

Abstract: A vehicle seat having at least one buckle for receiving a safety belt on a first lateral side of the seat and an attachment of the end of a pelvic strap of the safety belt on a second lateral side of the seat. The seat includes at least one safety device, each safety device having a first cable connecting the buckle or the attachment of the end of the pelvic strap to a first anchor point, and at least one second cable connecting the buckle or the attachment of the end of the pelvic strap to a second anchor point traction on the second cable resulting in a general movement of the buckle or attachment of the pelvic strap end eliminating the risk of submarining.

Abstract: An adaptive load-limiting seatbelt assembly for a passenger vehicle includes a rotatable spool drum storing a length of seatbelt fabric and a piezoelectric device including a controller that can dynamically control torque applied to the spool drum resisting pay-out of the seatbelt from the spool drum during a dynamic event such as a vehicle crash.

Abstract: Electronic circuit device for constantly monitoring the correct use of the safety belt in the area of a vehicle, comprising: general power supply battery and a ignition key; one or more infrared light emitting diodes located at the upper part facing each of the positions of the driver and/or passenger; one or more pulse generators (GE, . . .

Abstract: An opening/closing body opening/closing device includes: an opening/closing body; a closing mechanism; an opening/driving body driving section; a control section; and a position detection section. The closing mechanism includes an engaging portion, an engaged portion, a closing mechanism-side driving section, and an interaction detection section. The control section causes the closing mechanism-side driving section to perform closing driving and, after the closing driving, sets the engaging part to an open state so as to allow the closing mechanism to lock the opening/closing body through engagement between the engaging portion and the engaged portion when a positional difference between a current position and an engageable position of the opening/closing body is outside a predetermined range.

Abstract: There is provided a housing device configured to store an electronic key configured to perform wireless communication with an in-vehicle device, the housing device comprising: a housing formed by using a material that shields a first signal of a first frequency band transmitted by the in-vehicle device; a trigger signal reception antenna configured to receive a trigger signal transmitted by a portable device; and an actuator disposed inside the housing, and configured to operate an operation section installed in the electronic key based on the trigger signal, wherein the housing includes a passage structure that allows a second signal of a second frequency band to pass outside, the second signal being transmitted by the electronic key, and having a shorter wavelength than a wavelength of the first signal, and the second signal is used to control a control target device installed in the vehicle.

Abstract: A wiper including wiper bracket which couples a wiper arm to blade carrier which carries one or more blades and includes an internal flow path which conducts fluid from a wiper bracket inlet through a hollow passage in a wiper blade carrier cover to plurality of outlets aligned with passthroughs in the blade carrier through which fluid egresses from the wiper.

Abstract: A device for distributing washer fluid includes a cover portion into which a washer fluid is introduced, a moving shaft assembly located inside the cover portion, a motor assembly located at one end of the moving shaft assembly and configured to rotate the moving shaft assembly, one or more flow holes located in the moving shaft assembly, a plurality of distribution units located to correspond to the one or more flow holes, and a controller configured to control a rotation amount of the motor assembly which is configured to selectively discharge an washer fluid introduced into the one or more flow holes to the plurality of distribution units.

Abstract: A device for distributing washer fluid, which includes a case including one or more discharge holes, a rail part located in the case, a pipe assembly moved along the rail part and configured to discharge a washer fluid to the one or more discharge holes, a motor assembly configured to apply a driving force to allow the pipe assembly to be moved along the rail part, a hose engaged with the pipe assembly and integrally moved with the pipe assembly along the rail part, and a controller configured to control the driving force of the motor assembly in response to a cleaning request such that the pipe assembly discharges the washer fluid to a selected discharge hole.

Abstract: A vehicle cleaning system includes a drive pump, an ejection nozzle and a valve device. The valve device includes an intake passage, a valve that closes the intake passage and accumulates pressure of the fluid supplied to the intake passage, a discharge passage, and an auxiliary mechanism. The auxiliary mechanism generates leakage of the fluid from the intake passage during the pressure accumulation to accumulate pressure with the leakage at a leaked side, opens the valve body based on two pressures accumulated in the intake passage and the leaked side, outputs the fluid, which is pressure-accumulated in the intake passage, to the discharge passage by opening the valve body, and closes the valve body as the fluid is output to the discharge passage to allow for re-accumulation of the pressure in the intake passage.

Abstract: A method of producing vehicles comprises: in a vehicle production process, manufacturing vehicle components of different types, and assembling the vehicle components to form vehicles; creating a set of vehicle records, each being a record of one of the vehicles entering active service; performing vehicle repairs on a subset of the vehicles after they have entered active service; creating a respective record of each of the vehicle repairs, each of which comprises or indicates a vehicle age or usage value, and records a vehicle component fault identified in the vehicle repair; receiving at a data processing stage the vehicle records and vehicle repair records, wherein a predictive algorithm executed at the data processing stage processes the received records so as to, for each type of vehicle component: 1) identify a respective set of the vehicle repair records relating to that type of vehicle component, and 2) use the respective set of vehicle repair records to predict a respective number of or resource value

Abstract: A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios.

Abstract: A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios.

Abstract: The disclosure relates to a lever system using a linkage assembly for creating linear movement from a rotational movement of a lever. The lever system may be arranged as a grip assembly to activate a braking system of a vehicle. The linkage assembly may include a slide linkage, a bearing linkage, and a pivot linkage such that the lever may cause an end of the bearing linkage and an end of the pivot linkage to move toward the slide linkage, which causes the slide linkage to move in a linear direction.

Abstract: Embodiments of the present disclosure relate to assisted driving of a vehicle. The response time of the driver may be measured and control operations may be adjusted to accommodate or compensate the response time of the driver. Predictive actions in anticipation of a slightly delayed input from the driver may be taken to avoid potentially dangerous conditions. A vehicle may be controlled to slow down to allow more time to a potential event to accommodate a slow response from the driver.

Abstract: A system for controlling driving of a vehicle, includes one or more processors configured to collect information about another vehicle identified in a traveling direction of a host vehicle, check whether a road in the traveling direction of the host vehicle is a straight road or a curved road, and control, in response to the check, the host vehicle to travel in a direction in which the host vehicle avoids the other vehicle when the host vehicle enters a curved section of the road and the other vehicle is detected in the traveling direction of the host vehicle, and perform braking of the host vehicle such that a traveling speed of the host vehicle is reduced.

Abstract: A system for controlling driving of a vehicle, includes one or more processors configured to: identify objects, including another vehicle, around a host vehicle and collect object information about the objects; collect road states information of road states in a traveling direction of the host vehicle; check the object information around the host vehicle and the road states information to identify a safety zone to which the host vehicle is able to travel; and control the host vehicle to travel to the safety zone when the other vehicle is detected in the traveling direction of the host vehicle in a state in which the host vehicle has entered a curved road.

Abstract: A braking assist control device for a vehicle including a detector and a braking assist control device is provided. The braking assist control device includes an acquisition unit configured to acquire information on an ambient environment of an own vehicle from the detector, and a control unit configured to cause the braking assist device to perform intersection entry prevention assist in a case where it is determined, using the acquired information on the ambient environment, that the own vehicle is approaching an intersection and an own lane in which the own vehicle is traveling is a non-priority lane with respect to an intersecting lane.

Abstract: A method for controlling a machine during a transition from a service brake state to a parking brake includes receiving, by a control module, a request for activating a parking brake assembly. The method also includes transmitting, by the control module, control signals for activating a set of first brakes associated with a service brake assembly, a set of second brakes associated with the service brake assembly, and a clutch assembly. The method further includes controlling, by the control module, the set of first brakes for deactivating the set of first brakes. The method includes controlling, by the control module, the parking brake assembly for activating the parking brake assembly. The method also includes controlling, by the control module, the set of second brakes for deactivating the set of second brakes. The method further includes controlling, by the control module, the clutch assembly for deactivating the clutch assembly.

Abstract: A military vehicle includes a passenger capsule, a front module coupled to a front end of the passenger capsule, a rear module coupled to a rear end of the passenger capsule, a front axle coupled to the front module, a rear axle coupled to the rear module, an engine coupled by the front module, a front differential coupled to the front axle, a transaxle, and an actuator. The transaxle is coupled to the engine, the rear axle, and the front differential. The transaxle includes an internal mechanical disconnect that facilitates decoupling the transaxle from the front differential. The actuator is accessible from an exterior of the passenger capsule to engage the internal mechanical disconnect.

Abstract: Towed vehicles can be extremely heavy. Accordingly, it is too much of a burden to the braking system of a towing vehicle to not have brakes on the towed vehicle. Controlling the brakes of the towed vehicle must be accurately applied otherwise undesirable conditions can be created. There is a need for a method for controlling braking of a towed vehicle. This method comprises receiving a first signal via a communication bus of a towing vehicle, the first signal relating to at least one operating condition of at least one the towing vehicle and a towed vehicle, sending a second signal to brakes of the towed vehicle, the second signal based on said first signal.

Abstract: One embodiment of a braking system for vehicles may have a first brake group and a second brake group. The first and second brake groups may have respective braking devices and electro-hydraulic actuator devices operatively connected to the first braking device. The system may also have an interconnection branch between first and the second hydraulic actuation ducts, provided with a control valve. The system may also have at least one control unit that may be programmed to actuate the control valve to control the ducts and fluidly connect the ducts.

Abstract: An apparatus for braking a vehicle includes wheel brakes configured to generate a braking force on each of wheels, a first actuator for supplying a braking force to the wheel brakes by using a first motor and a first master cylinder, a second actuator for supplying a braking force to the wheel brakes by using a second motor and a second master cylinder, a first electronic control unit (ECU) for controlling the first actuator and determining normal or faulty operation of the first and second actuators, and a second electronic control unit (ECU) for controlling the second actuator and determining the normal or faulty operation of the first and second actuators. When the first ECU and the second ECU are determined to be normal, the first ECU controls to brake some of the wheel brakes, and the second ECU controls to brake a remainder of the wheel brakes.

Abstract: A method for estimating a braking force applicable between pad and brake disc by an electric parking-braking system of a vehicle is described. The method may include detecting, by one or more sensors of electric quantities of an electric motor, an electric current delivered to the electric motor and an instantaneous value of an electric voltage for electrically supplying the electric motor, during a parking-braking operation. The parking-braking operation may have a first non-contact stage between a first pair of pads of a first brake caliper and a first brake disc. The parking-braking operation may also have a second contact stage between the first pair of pads of the first brake caliper and the first brake disc.

Abstract: The gear assembly can be operatively connected on the input side to a drive machine and on the output side preferably to an actuating element of the electrically operable brake and comprises at least one gear stage. The at least one gear stage comprises at least two intermeshing gear wheels, of which at least one gear wheel is rotatably mounted on an axle element by engagement of the axle element in a receptacle of the at least one gear wheel. The receptacle and the axle element have mutually corresponding peripheral surfaces, of which, in the axial direction, at least one peripheral surface has an outwardly curved contour and the other peripheral surface has a contour designed such that the peripheral surfaces roll against one another on the contours in order to bring the at least one gear wheel and the axle element into an oblique position relative to one another.

Abstract: An electrical wheel brake actuator for motor vehicles, designed to move a brake pad in the direction of a brake rotor and having an electric motor-gear assembly with a rotation-translation converter assembly that includes a nut-spindle arrangement, and an elastic element which is associated with a release end stop of the spindle arrangement in order, together with a control unit, to allow the electric motor to be automatically electrically switched off. The elastic element includes at least two disc springs which are able to form an expanded segmented force-travel spring curve formed from multiple force-travel spring curve portions.

Abstract: A vehicle allocation device includes a processor including hardware, the processor being configured to: determine, for each vehicle, a necessity of suppressing lowering of performance of an internal combustion engine based on vehicle information corresponding to the vehicle; determine a reservation as a first reservation when reservation information corresponding to the reservation of renting the vehicle satisfies a first condition under which suppressing of lowering of the performance is expected; and allocate the vehicle to the reservation based on the reservation information, wherein the processor is configured to allocate, in a case where the reservation is the first reservation, the vehicle satisfying a second condition indicating a high necessity of the suppression of lowering of the performance or the vehicle having a higher necessity of the suppression of lowering of the performance than the other vehicle to the reservation.

Abstract: A driving assistance apparatus includes a clutch provided between a drive source and a transmission, a clutch operator with which a driver who drives a vehicle disengages the clutch, a clutch operation detector that detects that the clutch is disengaged, a shift operator with which the driver sets the transmission at least to a neutral position, a shift position detector that detects that the transmission is in the neutral position, a low-speed motor, and a controller that controls a drive force of the low-speed motor. The controller includes a driving mode setter that sets a driving mode of the vehicle to a motor driving mode when the clutch is detected to be disengaged or the transmission is detected to be in the neutral position. The controller stops the drive source and starts the low-speed motor when the driving mode is set to the motor driving mode.

Abstract: The present invention relates to a control device and method of a hybrid electric vehicle (HEV) to which Downhill Brake Control (DBC) is applied, and determines whether to perform a braking control of the HEV, by comparing a current vehicle speed of the HEV with a target vehicle speed of the HEV upon operating a DBC function, calculates a braking demand amount based on a difference between the current vehicle speed and the target vehicle speed when the braking control is determined, and controls a vehicle speed of the HEV by determining whether to perform cooperative control of a regenerative braking and a brake hydraulic braking, based on the braking demand amount and a maximum regenerative braking possible amount.

Abstract: The present disclosure discloses a method for generating a parking model, an electronic device and a storage medium, and relates a field of autonomous parking technologies. The detailed implementing solution includes: obtaining multiple sample sets; constructing a parking cruise space for the target vehicle based on each sample set, and extracting a first parking trajectory corresponding to each sample set from each parking cruise space; recognizing an abnormal position on each first parking trajectory, and deleting driving data corresponding to the abnormal position from a sample set corresponding to each first parking trajectory to obtain target sample data in each sample set; and performing model training based on the target sample data in each sample set to generate a target parking model.

Abstract: The invention provides a technique capable of flexibly changing a parking position and a traveling route when guiding a vehicle to a parking position. A vehicle control device according to the invention transmits vehicle data representing a physical state of the vehicle, and receives virtual parking frame data and traveling route data corresponding to the vehicle data, which are repeated until parking is completed.

Abstract: Provided is a driving assistance apparatus that assists driving of a vehicle. The driving assistance apparatus includes: a training data generator that stores a traveling route traveled by the vehicle according to a driving operation of a user in a training traveling mode, and generates training data for a target route based on the traveling route. The training data generator generates the target route by connecting, for example, between a first point and a second point on the traveling route, in a case where a difference in orientation of the vehicle at the first point and the second point during training traveling is less than a first threshold and distance between the vehicle at the first point and the vehicle at the second point during the training traveling is less than a second threshold.

Abstract: Method and apparatus are disclosed for mobile device tethering for a remote parking assist system of a vehicle. A vehicle includes a camera and a body control module. The body control module sends an instruction to a mobile device and captures, with the camera, an image of the mobile device. The body control module also analyzes the image to determine an initial location of the mobile device relative to the vehicle, and based on the initial location, performs dead reckoning on the mobile device to track the mobile device. When the mobile device is within a threshold distance, the body control module enables autonomous parking.

Abstract: In various examples, systems and methods are disclosed for generating and/or analyzing candidate paths for a multi-body vehicle—e.g., a tractor trailer truck—based on obstacle avoidance considerations and using an uncertainty representation for the vehicle. The uncertainty representation may correspond to a trailer portion of the multi-body vehicle to account for the variations in rotation of the trailer with respect to the tractor. As such, the uncertainty representation may be indicative of a probability that the trailer of the vehicle occupies locations and/or points in world space. This probability—combined with the probability of locations of actors in the environment—may be used to generate candidate paths that satisfy various constraints—e.g., a minimum stochastic distance—between the vehicle and the actor.

Abstract: Detecting a damage angle between a vehicle and a trailer. One example system includes an electronic controller and a rear-view camera configured to obtain video of the trailer. The electronic controller is configured to receive the video of the trailer from the rear-view camera and determine a damage point based upon the video of the trailer. The electronic controller is further configured to determine a change in a rotation angle of the trailer and determine a changed location of the damage point of the trailer based upon the change in the rotation angle of the trailer. The electronic controller is also configured to determine a damage angle based upon the changed location of the damage point relative to the vehicle and determine at least one maneuver to avoid collision between the damage point and the vehicle based upon the damage angle.

Abstract: A safe driving control system for vehicles includes one or more processors configured to: recognize a nearby vehicle approaching a host vehicle, and collect information about the nearby vehicle; receive distance information of the nearby vehicle, and determine an extent of collision danger between the host vehicle and the nearby vehicle based on a distance between the host vehicle and the nearby vehicle; and move the host vehicle in a direction in which there are no vehicles therearound based on the extent of collision danger.

Abstract: Provided is an apparatus for assisting driving of a host vehicle, the apparatus comprising: a camera mounted to the host vehicle and having a field of view in front of the host vehicle, the camera configured to acquire image data; and a controller including a processor configured to process the image data. The controller may identify at least one object obstructing driving of the host vehicle based on the image data, and control a steering controller of a steering device to apply a periodically varying dithering torque to the steering device of the host vehicle in response to a collision with the at least one object being expected. The apparatus for assisting driving of a host vehicle may shorten the response time for emergency steering.

Abstract: A method and a device for operating a vehicle assistance system in that the environment of the vehicle and objects located in the vehicle are determined using detected signals from an environment sensor system. Using the method and device it may be determined whether the roadway lying ahead of the vehicle driving in an automated driving mode is snow-covered and has tire tracks. In the event the tire tracks are there, and depending on the determined course of the tire tracks for the vehicle, a decision is made as to whether a journey along these tire tracks is critical.

Abstract: The embodiments of the present disclosure relate to a wireless terminal location information-based accident prevention device and method. Specifically, the wireless terminal location information-based accident prevention device according to the present disclosure may include a receiver for receiving GPS information of a wireless terminal located within a predetermined distance from a host vehicle, a sensor unit for detecting an object corresponding to the GPS information of the wireless terminal, and a controller configuring to determine a first time-to-collision with the object based on a change of the GPS information, to determine a second time-to-collision with the object based on motion information of the object detected by the sensor unit, and to control the host vehicle to prevent a collision with the object according to a predetermined criterion based on the first time-to-collision and the second time-to-collision.

Abstract: Techniques for generating trajectories and drivable areas for navigating a vehicle in an environment are discussed herein. The techniques can include receiving a trajectory representing an initial trajectory for a vehicle, such as an autonomous vehicle, to traverse the environment in a drivable area. A location can be determined along the trajectory. A cost associated with the location can determined and can be evaluated with respect to a cost threshold. Further, the techniques can include determining, based at least in part on the cost meeting or exceeding the cost threshold, an action associated with the location, and controlling the autonomous vehicle to traverse the environment based at least in part on the action.

Abstract: A system for representing objects in a surrounding environment of a vehicle using a Frenet coordinate system. The system includes a memory and an electronic processor. The electronic processor is in communication with the memory and configured to, receive, from one or more sensors, input regarding one or more objects in the surrounding environment. The input includes, for each of the one or more objects, a representation of a location of the object in Cartesian coordinates. The electronic processor is further configured to convert the location of each object from Cartesian coordinates to Frenet coordinates and store the location of each object in Frenet coordinates in the memory.