Abstract: The present invention provides a side collision energy absorbing structure that gives a good performance while avoiding breakage of a door trim. A side collision energy absorbing structure 2 includes an energy absorber 10 made of molded resin and formed separately from a door trim 1. The energy absorber 10 includes a deformable portion 110 protruded outward in a vehicle width direction and a plurality of mounting flange portions 121, 122, 123 formed in an end portion of the deformable portion 110 on the door trim side. Boss portions 6, 7, 8 of the door trim 1 are respectively inserted and fixed in holes 121a, 122a, 125 of the mounting flange portions 121, 122, 123. The hole 125 of the mounting flange portion 123 is an elongated hole. The elongated hole 125 extends from where the boss portion 8 is inserted toward the deformable portion 110.

Abstract: An embodiment airbag for a seat belt includes an airbag cushion deployable from the seat belt, a first support having a shape that widens toward a space in front of a passenger at a lower portion of the airbag cushion when the airbag cushion is in a deployed state, wherein the first support is configured to be supported by thighs of the passenger, and a second support having a shape that widens toward the passenger at an upper portion of the airbag cushion when the airbag cushion is in the deployed state, wherein the second support is configured to support a head of the passenger.

Abstract: An airbag having a first cushion for protecting the side of the head of an occupant and a second cushion connected to the lower side thereof, the airbag device includes: an airbag for protecting the occupant seated in the seat of a vehicle, and an inflator that injects gas supplied to the airbag, the airbag in the expansion completed state where expansion and deployment are complete includes: the first cushion that covers at least the side of the head of the occupant, and a second cushion connected to the rear section of the first cushion at a height near the shoulder of the occupant which extends downward from this connecting point, and in the expansion completed state, the notched section is formed extending from the front towards the rear in between the first cushion and the second cushion.

Abstract: A mounting bracket for a curtain airbag includes a mounting plate configured to be installed in a mounting tab of a curtain airbag. The mounting plate includes an opening for receiving a fastener. The mounting bracket also includes a deployment plate that is configured to be installed between folded portions of the curtain airbag and to maintain the folded configuration of the folded portions. The mounting bracket also includes an arm portion that connects the deployment plate to the mounting plate and maintains the deployment plate spaced from the mounting plate at a predetermined orientation relative to the mounting plate. The mounting bracket further includes a slot defined between the mounting plate and the deployment plate and having an open end adjacent corresponding lateral edges of the mounting plate and the deployment plate. The arm portion defines a closed end of the slot opposite the open end.

Abstract: An in-seat airbag device having an airbag main body including: an outer side airbag portion having a front-rear chamber that expands past one side of a head of a passenger toward a seat front side, a left-right chamber that expands from a seat front side end portion of the front-rear chamber toward a seat width direction inner side and is disposed at a seat front side of a face of the passenger, a distal end chamber that expands from a seat width direction inner side end portion of the left-right chamber toward a seat rear side and is disposed at another side of the head of the passenger, and a tether that joins the front-rear chamber and the distal end chamber; and an inner side airbag portion that expands and is disposed between the front-rear chamber, the left-right chamber and the distal end chamber.

Abstract: An exterior protection apparatus includes an exterior airbag device, a collision detector, a controller, and engaging members. The exterior airbag device includes a bag body, and an inflator that expands the bag body rearward from a front part of a vehicle body of a vehicle so as to overlie a hood of the vehicle body. The collision detector predicts or detects contact between the vehicle body and a movable body. The controller causes the exterior airbag device to be expanded when the collision detector predicts or detects the contact. The engaging members are disposed in a vehicle width direction at the front part. The engaging members engage with the expanded bag body. At least the engaging members at both ends in the vehicle width direction are disengageable from the bag body when a load component in the vehicle width direction acts on the bag body.

Abstract: A pedestrian protecting airbag device having an airbag cushion that expands and deploys from below a front hood toward a windshield, and inflators and that supply gas to the airbag cushion. The airbag cushion includes a first deployment part that expands and deploys along the lower portion of the windshield, and a second deployment part that expands and deploys along the windshield and the A pillars and independently of the first deployment part. The second deployment part has an overlap part that overlaps at least a part of the first deployment part. The first inflator supplies gas to the first deployment part and the second inflator supplies gas to the second deployment part.

Abstract: An assembly includes a vehicle roof and a vehicle floor spaced from the vehicle roof. The assembly includes a seatbelt assembly for accommodating a wheelchair. The seatbelt assembly is slidably supported by the vehicle roof and the vehicle floor. The seatbelt assembly is slidable along the vehicle roof and the vehicle floor along a vehicle-longitudinal axis. The seatbelt assembly has a seatbelt webbing elongated in a direction from the vehicle roof to the vehicle floor. The assembly includes a seatbelt buckle slidably supported by the vehicle floor. The seatbelt buckle is slidable relative to the vehicle floor along the vehicle-longitudinal axis.

Abstract: A vehicle body rear structure includes: a rear wheel house; a rear cross member located on a vehicle width direction inner side of a lower portion of the rear wheel house and extending in a vehicle width direction; a pillar extending upward from an upper portion of the rear wheel house; a wheel house reinforcing member extending along the rear wheel house and connecting between the rear cross member and the pillar; a retractor functioning as a seat belt winding device; and a bracket configured to fix the retractor to a vehicle body. The bracket has one end portion connected to the wheel house reinforcing member. The bracket has another portion extending from the one end portion in the vehicle forward direction or in the vehicle rearward direction and connected to the rear wheel house.

Abstract: An inertia sensor (10), in particular provided on a belt retractor (12), includes at least two components which are reversibly movable relative to each other and each of which includes at least one contact surface (20, 22, 34, 36) on which the components are in contact with each other, wherein at least one of the contact surfaces (20, 22, 34, 36) is coated with graphite powder (38).

Abstract: A seat belt wearing determination apparatus including an image sensor unit which captures a front image of a vehicle occupant, a portion detection unit which detects a chest portion and a pelvis portion of the occupant using the image, an image segmentation unit which obtains a first target region related to a seat belt by segmenting a partial image of the chest portion of the occupant into a plurality of regions and obtains a second target region related to the seat belt by segmenting a partial image of the pelvis portion into a plurality of regions, and a control unit which determines that the seat belt is worn normally when a first area value of the first target region is greater than a preset first reference value and a second area value of the second target region is greater than a preset second reference value.

Abstract: The invention relates to a functionality limiting system (110) for a motorized vehicle (100) provided with a motion system, comprising: first sensor means (101) adapted to sense if the power is on and providing a first sensing signal; second sensor means (102a-102d) adapted to sense one or several operational parameters relative to at least one part of the vehicle (100) and providing a second sensing signal; deactivation means (103) adapted to verify if a deactivation condition is met and providing a deactivation signal; a control unit (104) in communication with the first and second sensor means (101; 102a-102d) and the deactivation means (103), the control unit (104) receiving said first and second sensing signals and said deactivation signal, the control unit (104) being adapted to control the speed and/or the power supplied by the motion system in response to said first and second sensing signals and said deactivation signal, in such a manner that said speed and/or said power is limited in an activated mo

Abstract: A method for operating a transmitter unit of a radio key system of a motor vehicle, wherein a control device of the transmitter unit provides that, for a respective closing operation in at least one measurement cycle, in each case in response to a polling message, in a plurality of successive time slots, in each case one of a plurality of anchor transmitters of the transmitter unit transmits an anchor message, and the measurement cycle is ended by reception of a final message, which signals reception times of the anchor messages measured by a radio key system. A transmission sequence of the anchor transmitters may be determined by means of an assignment rule in which an assignment of the anchor transmitters to the time slots is carried out, wherein the assignment rule provides that the assignment takes place variably over time.

Abstract: A lock control apparatus for a vehicle includes anchors to receive a signal transmitted from a terminal; a communication module to communicate using controller area network (CAN) communication; a detector installed on a door to input a detection signal; and a processor to receive the signal transmitted from the terminal from at least one of the anchors through the communication module, calculate a position of the terminal based on the signal transmitted from the terminal, determine whether to unlock the door in response to the position of the terminal and the detection signal, and control an engine to start. The processor controls the anchors to enter a sleep mode in response to waiting times of the anchors and resets the anchors to release the sleep mode and controls the anchors to enter a waiting mode in response to the number of anchors transmitting the signal from the terminal.

Abstract: In some implementations, a device may receive an indication of a code associated with granting authenticated access to a door. The device may transmit, to a user device, presentation information to cause an augmented reality image of an input pad to be displayed by the user device, wherein the augmented reality image is displayed over an area of an image of an exterior of the door via a user interface. The device may detect, via a camera device, one or more user inputs to the area of the exterior of the vehicle based on tracking a movement of a user. The device may identify an input code based on the one or more user inputs. The device may perform an action to cause the door to be unlocked based on the input code matching the code.

Abstract: A system and method for wirelessly generating a roster of drivers and passengers in transportation vehicles. A driver's or passenger's smartphone can communicate using short-range communications with the vehicle, or a smartphone in the vehicle, so that the ID associated with the phone can be linked to a vehicle ID, date and time stamped, and stored in a log or database. Any unauthorized person can be refused admittance (by not permitting the vehicle to start or otherwise being denied the right to be a driver or passenger). A downloaded application is used for this purpose. The invention also can include a secure, remote database as well as a mobile device such as a smartphone running the application, a wireless receiver/transmitter in the vehicle, and a wireless communication network such as a cellular network.

Abstract: A vehicle, a running board assembly, and a drive assembly for a running board are disclosed. The drive assembly includes: a mounting base, a first connecting portion, a second connecting portion, and a running board holder. The first connecting portion is rotatably connected with the mounting base and the running board holder. The second connecting portion is rotatably connected with the mounting base and the running board holder. The running board holder includes a third main body and a third hinged portion. The first connecting portion includes a first main body and a plurality of first hinged portions, and the third hinged portion is rotatably connected among the plurality of first hinged portions; and/or the second connecting portion includes a second main body and a plurality of second hinged portions, the third hinged portion being rotatably connected among the plurality of second hinged portions.

Abstract: A front trunk includes a closure section configurable into two deployed positions, namely an intermediate deployed position and a fully deployed position. In some aspects, the techniques described herein relate to a motor vehicle, including: a front trunk establishing a cargo space; and a closure assembly configured to selectively cover and uncover the front trunk, wherein the closure assembly includes an upper section and a lower section moveable independent of the upper section, wherein the lower section is configured to move between a closed position, an intermediate deployed position in which the lower section uncovers a portion of the front trunk, and a fully deployed position in which an upper surface area of the lower section is greater than the upper surface area of the lower section in the intermediate deployed position.

Abstract: A load-hanging hook structure of an automobile interior component includes an opening formed in the automobile interior component, and a hook provided at a position slightly shifted out from the opening. The hook includes a hook portion extending in a width direction of the opening, a first support portion shaped so as to extend from the hook portion and be linked to an inner upper edge portion of the opening, and a second support portion shaped so as to extend from the hook portion and be linked to an inner lower edge portion of the opening. The hook is structured such that the hook portion is supported by the first and second support portions from sides of both of the inner upper and lower edge portions of the opening.

Abstract: A cargo rack system having a base framework that attaches to a vehicle. The base framework has an inclined framing element and a horizontal framing element. Linkage mounts are disposed within the interior of the framing elements, wherein the linkage mounts are accessible through slots. A linear actuator reciprocally moves the linkage mounts between a first position and a second position. A cargo frame is provided. Linkages connect the cargo frame to the linkage mounts moved by the linear actuator. The linkages move the cargo frame between a first configuration, wherein the primary plane of the cargo frame is parallel to the inclined framing element, and a second configuration, wherein the primary plane of the cargo frame is parallel to the horizontal framing element. The cargo frame has extension arms that can be selectively extended and retracted in the primary plane.

Abstract: Disclosed is a supporting unit for a bike carrier. The supporting unit is configured for fixedly holding a mounting portion mountable to the fork of a bike instead of a wheel or being formed by a part other than the wheel of the bike to be transported, for example by a portion of the fork of the bike. The supporting unit comprises a locking mechanism for receiving the mounting portion and to be transferable between a locking state in which the mounting portion is non-releasably fixed on the supporting unit and an unlocking state in which the mounting portion is dismountable from the supporting unit. The locking mechanism is lockable by receiving a force from the mounting portion upon inserting the mounting portion into the supporting unit so that the locking mechanism is transferable into the locking state by the force exerted on the locking mechanism by the mounting portion.

Abstract: An accessory mount assembly for mounting on a supporting structure of or associated with a vehicle. The accessory mount assembly includes a first portion having a first end wall and at least one side wall, a second portion having a second end wall, and a third portion having a plate portion and at least one mounting flange offset from the plate portion. The accessory mount assembly is configured such that, in use, a portion of the supporting structure of or otherwise associated with a vehicle is received between the first end wall and the second end wall.

Abstract: A system for modifying the structure of a unibody vehicle includes a vehicle body having a unibody construction and a first module attached to the vehicle body. The first module is removable from the vehicle body and replaceable with a second module having a different size and/or functionality. A rear portion of the first module may be removed from the first module and attached to the second module. The first module may be a stock cargo module, and the second module may be an aftermarket module. The rear portion may be a stock tail tamp and/or sensor module. The rear portion may be removed before or after removing the first module from the vehicle body, and may be attached to the second module before or after attaching the second module to the vehicle body.

Abstract: Disclosed is a cleaning device for a washing apparatus arranged in a vehicle, comprising a housing with a chamber which is formed in the housing, is configured to be filled with cleaning fluid and is hydraulically connectable to at least one spray nozzle for the cleaning fluid, and with at least one heatable heating wire protruding at least in sections into the chamber. To obtain high functional reliability even at low temperatures and to permit particularly rapid and reliable deicing, a heat-conducting element is arranged in the chamber to enlarge a heat-transferring convection surface, said heat-conducting element absorbing the heat from the heating wire, and being at least partially, and preferably completely, surrounded by the cleaning fluid.

Abstract: Methods and systems are provided for a battery exchange station for an electric vehicle. In one example, a battery exchange station may include a vehicle platform including one or more lifters, a first storage rack positioned on a first side of the vehicle platform, and a second storage rack positioned on an opposing, second side of the vehicle platform. The first storage rack and the second storage rack may store a plurality of batteries. The battery exchange station may include a battery exchange mechanism comprising a dual component battery chamber, a first mobile table, and a second mobile table, the dual component battery chamber comprising stationary component fixed to the electric vehicle and a mobile component slideably coupled to the stationary component, wherein the mobile component is released from the stationary component when the electric vehicle is directly on the vehicle platform and lifted via the one or more lifters.

Abstract: A brake system includes a master cylinder configured to generate a hydraulic pressure, a primary brake actuator configured to increase and decrease the hydraulic pressure generated in the master cylinder, a secondary brake actuator connected in series with and downstream of the master cylinder and in series with and upstream of the primary brake actuator, and configured to increase and decrease the hydraulic pressure generated in the master cylinder, and at least one wheel cylinder configured to apply brake torque to a wheel of a vehicle based on the hydraulic pressure generated by the master cylinder and increased or decreased by the primary actuator or the secondary actuator. An automatic brake hold control method includes sequential performing an automatic brake hold control on at least one wheel cylinder by the primary brake actuator and then the secondary brake actuator.

Abstract: A vehicle braking device includes a first supply unit supplying fluid to main flow channels connected to wheel cylinders of a vehicle, a differential solenoid valve provided on the main flow channels and generating a differential pressure across the differential solenoid valve, a second supply unit supplying fluid to the wheel cylinders by drawing at least some fluid supplied from the first supply unit through branch flow channels branching off from the main flow channels upstream of the differential solenoid valve, and a setting unit setting a supply amount of fluid supplied from the first supply unit in accordance with a draw amount of fluid drawn by the second supply unit.

Abstract: The current invention relates to a method for monitoring a wear of a brake element (6) of a rail wagon (1) by means of a monitoring system (9, 4), said rail wagon (1) comprising a brake assembly (2) comprising said brake element (6), said brake assembly (2) further comprising a brake regulator device (7) comprising a first part (71) at a first end and a second part (72) at a second end for automatic adjusting of a clearance (13) with respect to said brake element (6), said clearance (13) relating to a braking of a wheel (3) of said rail wagon (1), said method comprising a plurality of steps.

Abstract: A mechanical design for a braking system of a delivery device is described. The braking system includes one or more brake modules. Each brake module is configured to engage a different wheel of the delivery device to stop movement of the wheel when power to the brake module is less than a threshold. Each brake module includes: an electromagnet; a magnetic plate; a pawl configured to engage a wheel to stop movement of the wheel; a solenoid comprising a solenoid pin, the solenoid pin having a first end coupled to the magnetic plate and having a second end coupled to the pawl, and a manual override mechanism that is configured to allow movement of the wheel when the power to the brake module is less than the threshold. The brake module is configured to disable the manual override mechanism when the power to the brake module is greater than or equal to a threshold.

Abstract: A method and system include a vehicle control system including a multi-vehicle system. The system includes a controller. The controller determines a slack condition of a multi-vehicle system while the multi-vehicle system is parked. The controller determines the slack condition based on one or more sensor signals received from at least one sensor, the controller configured to control movement of the multi-vehicle system based on the slack condition that is determined while transitioning from being parked to forward motion.

Abstract: A brake control device is applied to a brake device that controls a front-wheel braking force and a rear-wheel braking force. The brake control device includes a ratio calculation circuit that calculates a target front and rear braking force distribution ratio based on a target pitch angle, and a brake control circuit that performs a stability control by operating the brake device based on the target front and rear braking force distribution ratio during braking.

Abstract: Steering a vehicle may include applying a net brake-steering force to a steered wheel sufficient to affect a steering moment upon the steered wheel sufficient to move the steered wheel away from a zero steering angle, and resisting movement of the steered wheel back toward the zero steering angle.

Abstract: A method for reducing jolt moments during a deceleration of a vehicle by a braking system, the braking system having at least one electrically actuatable pressure supply device, hydraulic wheel brakes and a valve device. The valve device is designed to apply a pressure provided by the pressure supply device to a selectable subset of the wheel brakes. The method includes: determining a braking requirement, determining a vehicle speed, checking whether the vehicle speed is below a defined threshold value, and if the vehicle speed is below the threshold value, selecting the subset of wheel brakes and applying a pressure provided by the pressure supply device to only the subset of wheel brakes, the pressure being determined according to the selected subset of wheel brakes.

Abstract: The present disclosure relates to a braking control device that executes an anti-skid control for reducing a braking force when a difference between a target deceleration and an actual deceleration of a vehicle is greater than or equal to a reference value in a braking state in which the braking force is applied to a wheel according to an increase in the target deceleration of the vehicle, the braking control device including a control unit that executes a specific control for reducing an intervention degree of the anti-skid control as a response delay of the actual deceleration with respect to the increase in the target deceleration in the braking state becomes larger.

Abstract: A method may include monitoring, by a processor associated with an autonomous vehicle, a status of a traffic light. The method may include monitoring, by the processor, a movement status of at least one vehicle within a same lane as the autonomous vehicle, the at least one vehicle having a stationary position in relation to the traffic light. The method may include executing, by the processor, a computer model to predict a change of movement status for the at least one vehicle in accordance with the status of the traffic light. The method may include in response to the computer model predicting a change of movement status for the at least one vehicle from the stationary position to a moving status, instructing, by the processor, the autonomous vehicle to increase a torque value of the autonomous vehicle at a predetermined time before the change of the movement status.

Abstract: Embodiments of an intelligent power allocation system include a ground traction undercarriage controllable to propel a hybrid combine over terrain, a separator device configured to separate grain from other crop material ingested by the hybrid combine, a mechanical powertrain including an internal combustion engine, and an electric drive subsystem containing a rechargeable battery pack and a motor/generator (M/G). A controller architecture is configured to monitor a current separator load placed on the hybrid combine when driving movement of the separator device during active harvesting. The controller architecture further selectively places the intelligent power allocation system in a separator power splitting mode in which the M/G and the internal combustion engine concurrently drive movement of the separator device based, at least in part, on whether the current separator load exceeds an upper load threshold.

Abstract: Methods and systems are provided for controlling a multi-axle assembly in a vehicle. The multi-axle assembly may be operated according to a requested mode, where the mode includes providing torque at one, two, or no axles of the multi-axle assembly, and the requested mode may be selected based on vehicle speed. In this way, operation of the multi-axle assembly may be adjusted according to a fuel efficiency of the vehicle while the vehicle is in motion.

Abstract: A method of controlling a continuously variable electric drivetrain (CVED) including a high ratio traction drive transmission and at least one of a first motor-generator and a second motor-generator is disclosed. The method includes the steps of receiving an output speed, determining a kinematic output speed, and determining a slip state of the high ratio traction drive transmission based on a comparison of the output speed to the kinematic output speed.

Abstract: An agricultural prime mover, such as a tractor, may be used to execute an agricultural work process. The agricultural prime mover includes work assemblies that can be adjusted with machine parameters, and can be coupled to an attachment for processing a field. The agricultural prime mover includes a control and regulation module that optimizes the work assemblies by ascertaining machine parameters for the work assemblies using optimization data with respect to at least one objective. The control and regulation module executes a multi-step optimization strategy, including a first step “at the farm” directed to optimizing a basic configuration of the agricultural prime mover, a second step “at the field” directed to optimizing an attachment-specific configuration of the agricultural prime mover, and a third step “in the field” directed to optimizing the adaptation of the basic configuration and the attachment-specific configuration while processing the field.

Abstract: A vehicle includes an engine; an electric machine; a transceiver, programmed to communicate with a server; and a controller, programmed to responsive to identifying a route, obtain road data associated with the route via the transceiver, wherein the road data include locations of stop signs and traffic lights, and identify a sign classification using a sign and traffic light density calculated using a total number of stop signs and traffic lights within a lookahead distance on the route, identify a road type classification using the sign classification, responsive to determining the sign and traffic light density within the lookahead distance is above a threshold indicative of a city road type classification, adjust a drivetrain of the vehicle to reduce engine operation and increasingly propel the vehicle via the electric machine.

Abstract: A vehicle includes: a motor generator as a drive source; an automatic transmission via which the motor generator is connected to driving wheels, the automatic transmission being configured to change a gear ratio; and a shift actuator for a driver to operate the gear ratio of the automatic transmission. A control device for the vehicle includes: a motor controlling portion configured to control output torque of the motor generator; and a gear shift controlling portion configured to control the gear ratio of the automatic transmission. In a case where the output torque has a negative value, when downshift is not requested by an operation on the shift actuator, the gear shift controlling portion prohibits a downshift process of downshifting the gear ratio of the automatic transmission, but when downshift is requested by an operation on the shift actuator, the gear shift controlling portion permits execution of the downshift process.

Abstract: Methods and systems are provided for controlling and diagnosing a mechanical vehicle component. In one example, a method may include determining a vehicle speed and a plurality of clutch position settings at a diagnostic controller, and identifying unauthorized conditions based on these determinations. Further, the diagnostic controller may trigger an active fault state of the mechanical vehicle component in order to avoid unauthorized conditions that may lead to unwanted or unanticipated changes in vehicle motion.

Abstract: A hybrid vehicle controlling method is provided. In response to an engine startup demand, when a vehicle target driving force is below a given value, an instruction hydraulic pressure for a hydraulic control circuit is set to a first pressure at which an increase rate in an engagement pressure at a start of engaging of a friction engagement element becomes below a given rate and maintained for a given time period, then set to a second pressure at which an engine-startup engagement pressure is applied to the friction engagement element and maintained until the engine startup is completed, and then set to a third pressure for setting the friction engagement element to an engaged state. When the target driving force is above the given value, the instruction hydraulic pressure is set to the second pressure and maintained until the engine startup is completed, and then set to the third pressure.

Abstract: Systems and methods are provided herein for operating a vehicle in a vehicle yaw mode. In response to initiating vehicle yaw mode, the system engages an open-loop mode, that provides open-loop forward torque to the outer wheels of the vehicle and open-loop backward torque to the inner wheels of the vehicle until a sufficient number of wheels are slipping. In response to determining that a sufficient number of wheels are slipping, engaging a closed-loop mode. While operating in the closed-loop mode, one or both of the wheel rotation and vehicle yaw rate are monitored to adjust the torques provided to the wheels of the vehicle to control the vehicle yaw rate.

Abstract: In a method for front-rear driving torque distribution of a vehicle, a controlling apparatus determines an expected status parameter existing during steering of a vehicle based on a wheel angle of the vehicle. The controlling apparatus determines a current correction yawing moment based on an actual status parameter existing during the steering of the vehicle and the expected status parameter, and determines a mapping relationship between a correction yawing moment and a torque distribution coefficient based on the wheel angle and acceleration information of the vehicle. The controlling apparatus then determines a torque distribution coefficient of the vehicle based on the current correction yawing moment and the mapping relationship, and determines front and rear axle driving torques of the vehicle based on the torque distribution coefficient of the vehicle.

Abstract: A parking assist apparatus includes: an entry guidance unit configured to, upon receiving a parking request for guiding an autonomous driving vehicle to a parking area in a parking lot, guide the autonomous driving vehicle from an entry initial position, which is a position of the autonomous driving vehicle immediately before starting an entry guidance, to the parking area, as a first target position; and a cancellation guidance unit configured to, upon receiving a parking cancellation request for cancelling the parking request before the autonomous driving vehicle arrives at the first target position: set a second target position that is a different position in the parking lot according to a positional relationship of a current position of the autonomous driving vehicle relative to the entry initial position; and guide the autonomous driving vehicle to the second target position.

Abstract: A method for evaluating measurement data that are obtained by a plurality of sensors. The method includes: the measurement data originating from sensors of a first group are processed by a function evaluation module to form a function signal that, when it is supplied to a driving dynamics system of a vehicle, causes the driving dynamics system to carry out a driving task; the measurement data originating from a second group of sensors are processed by at least a first safety evaluation module to form a first safety signal that, when it is supplied to the driving dynamics system, causes the driving dynamics system to prevent a specified undesired event of the vehicle, the second group containing a proper subset of the first group; the function signal is aggregated with the first safety signal to form a control signal that is capable of being outputted to the driving dynamics system.

Abstract: A vehicle computing system may implement techniques to control a vehicle to avoid collisions between the vehicle and an object in an environment in which a vehicle path and an object path merge. The techniques may include determining an initial merge location associated with the vehicle path and the object path and a final merge location. The final merge location may represent a location at which the vehicle is proximate to and ahead of the object. The vehicle computing system may determine whether the vehicle may proceed to the final merge location and merge with the object without the occurrence of a collision. The vehicle computing system may determine to maintain a vehicle trajectory or modify the vehicle to trajectory to yield to the object based on a determination of whether the vehicle may proceed without the occurrence of the collision.

Abstract: A method is provided for choosing an action of an agent in a first team that competes against a second team. The method includes determining an action, based on first, second and third types of local payoff matrices. The method further includes performing the action. The determining step includes representing, by the first type of local payoff matrices, a payoff to the first team due to a pairwise interaction between agent teammates of the first team. The determining step further includes representing, by the second type of local payoff matrices, a payoff to the first team due to a pairwise interaction between agent opponents from the first team and the second team. The determining step also includes representing, by the third type of local payoff matrices, a payoff to the first team due to a pairwise interaction between agent teammates of the second team.

Abstract: Disclosed herein a vehicle includes a display; a sound device; a vibrator; an occupant detector configured to detect an occupant to output occupant information; an obstacle detector configured to detect an obstacle to output obstacle information; a braking system that generates a braking force; and a controller configured to set braking distance information based on the occupant information, control operation of at least one of the display, the sound device, and the vibrator based on the set braking distance information and the obstacle information, and control the braking system in response to operation control information of the at least one of the display, the sound device and the vibrator.