Abstract: A knee airbag includes a front panel, rear panel coupled to the front panel to define an inflation chamber, and an intermediate panel between the front panel and the rear panel and within the inflation chamber. The intermediate panel is connected to the front panel and the rear panel at various locations between a proximal end and a distal end of the intermediate panel to control an inflated configuration of the knee airbag. First and second suspension portions suspend the proximal end of the intermediate panel between the front panel and the rear panel and are permeable to the passage of inflation gases. The first suspension portion extends between the front panel and the proximal end of the intermediate panel. The second suspension portion extends between the rear panel and the proximal end of the intermediate panel. An inflator for inflating the knee airbag is disposed in the inflation chamber at a proximal end of the knee airbag.

Abstract: A safety airbag, including: an air bag, having an inflated and stowed state; and a gas generator, used to inflate the air bag to the inflated state, wherein the air bag includes a body portion and a cut-out portion, the cut-out portion being formed as being cut out from the air bag, but still remaining integral with the body portion, and in the inflated state, the cut-out portion being oriented in a predetermined direction relative to the body portion via an orienting member. Using the cut-out portion to provide protection for the head of an occupant increases the utilization rate of a material for making an air bag. In addition, the height of the airbag curtain is relatively large only at the cut-out portion, and is relatively small at the remaining positions, thereby reducing the volume of the air bag.

Abstract: A vehicle structure with an anchor unit includes a floor panel, a left anchor member and a right anchor member. The floor panel is disposed below a rear seat. The left anchor member and the right anchor member are connected to the floor panel by a left anchor attachment portion and a right anchor attachment portion. The floor panel has a left raised sidewall and a right raised sidewall extending in an upward/downward direction, and the left anchor attachment portion and the right anchor attachment portion are provided on the left raised sidewall and the right raised sidewall.

Abstract: A buckle (100) includes a male buckle (110), a female buckle (120), and an actuating structure (130) disposed between the male buckle (110) and the female buckle (120). When the male buckle (110) and the female buckle (120) are engaged, the actuating structure (130) generates an actuating signal. When the male buckle (110) and the female buckle (120) are disengaged, the actuating structure (130) generates a disconnecting signal. A control circuit operates according to the actuating signal or the disconnecting signal, such that the control circuit is actuated more conveniently and the structure of the buckle (100) is simple.

Abstract: A vehicle system includes a processing circuit. The processing circuit is configured to determine whether a vehicle has arrived at a destination and provide a signal to switch the vehicle from an operational condition to a locked condition at least the in response to the vehicle arriving at the destination, thereby preventing undesired operation of the vehicle.

Abstract: A locking hub system for locking a wheel hub of a vehicle to an axle is provided. The system has a locking ring that may be moved between locked and unlocked configurations. When in the locked configuration, the hub is in a rotationally fixed position relative to the axle on which the hub is mounted. With the hub locked to the axle, the wheel will not rotate and the vehicle thus cannot be moved. When in the unlocked configuration, the hub can rotate freely about the axle, thereby allowing movement of the vehicle.

Abstract: A method and a system for ultra high frequency communication with and location of a portable device for “hands-free” access to a motor vehicle, the motor vehicle having an on-board communication device comprising an ultra high frequency transceiver, an electrical power supply source and at least one antenna, the motor vehicle including a first arrangement, in which the transceiver is connected to the antenna, and a second arrangement, in which the transceiver is disconnected from the antenna. The transceiver is connected to an attenuation module located at a predetermined distance from the transceiver. The attenuation module includes an impedance of predetermined value connected to ground. The predetermined distance between the transceiver and the attenuation module, as well as the predetermined value of the impedance, defining a locating area of the portable device in and around the motor vehicle.

Abstract: A system provides a personalized and secure user experience to access a secured asset, such as a vehicle. A first communication is transmitted, and a second communication is received in response to the first communication. An approach vector is determined based on the first communication and the second communication. The approach vector is compared with a known approach vector, a request for authentication is transmitted based on the comparison. A response to the request for authentication is received, and access to an asset is granted based on the approach vector and the response to the request for authentication.

Abstract: An example adjustable truck compartment is described. The truck compartment includes a first side wall including a first guiding rail extending between a proximal end and a distal end, and a second side wall disposed opposite from the first side wall, the second side wall including a second guiding rail extending between a proximal end and a distal end of the second side wall. The truck compartment includes a rear wall coupled to the distal ends of the first and second side walls to define an enclosure between the first side wall, the second side wall, and the rear wall. The truck compartment includes a first divider panel configured to be received by the first and second guiding rails and within the enclosure in an orientation parallel to a floor of the enclosure to separate the enclosure into a first enclosure volume and a second enclosure volume.

Abstract: A multifunctional car-top trunk, relating to the technical field of car-top trunk, includes an upper cover, a lower cover, and a connector configured for connecting the upper cover and the lower cover, the multifunctional car-top trunk further includes a water storage structure in the lower cover, the water storage structure includes a water storage container in the lower cover and pipes, the water storage container is connected with two pipe sockets configured to be detachably connected to the pipes, and the pipes are connected with a water pump, the car-top trunk further includes a battery pack in the lower cover, the upper cover and/or the lower cover are/is provided with a lighting strip, and the lighting strip is connected to the battery pack.

Abstract: A pickup full of gear doesn't have to be a jumbled mess. A modular, lightweight load-carrying system is custom engineered to fit directly onto a tailgate using the existing OEM mounting points of the vehicle. The rack systems allow drivers of the vehicle to keep gear organized, easily accessible, and secure.

Abstract: A bicycle carrier includes a base configured to support a bicycle, a wheel securement arm, and a ratchet arm. The base has a first end and a second end. The wheel securement arm has a free end and a fixed end, with the fixed end rotatably coupled to the first end of the base at a first joint. The ratchet arm has a ratcheting assembly, and the ratchet arm is coupled to the wheel securement arm and rotatably coupled to the base at a second joint.

Abstract: An automatic rain response system includes microphones of a vehicle, windshield wipers, and a controller. The microphones generate acoustic signals in response to rain. The controller is configured to receive a local weather condition, extract acoustic features from the acoustic signals, form feature vectors in response to the acoustic features and the local weather condition, classify the feature vectors to determine a current class among multiple classes, activate the windshield the wipers at a high speed in response to the current class being a heavy rain on a windshield class, activate the windshield wipers at a medium speed in response to the current class being a freezing rain on the windshield class, activate the windshield wipers at a low speed in response to the current class being a light rain on the windshield class, and deactivate the windshield wipers in response to the current class being a no rain class.

Abstract: Provided are embodiments for a direct drive wiper system. The system includes a motor that is operably coupled to a wiper system to drive one or more wiper arms of the wiper system, and a gearbox, wherein an input to the gearbox is coupled to the motor and an output of the gearbox is coupled to the wiper assembly, wherein the gearbox is configured to convert an input from the motor to an output to drive the wiper system. The system also includes a brake and stopper mechanism that is coupled to the gearbox and the wiper system. Also provided are embodiments for a method for operating the direct drive wiper system.

Abstract: Disclosed herein are system, method, and computer program product embodiments for cleaning one or more sensors of an autonomous vehicle (AV) system. For example, the system includes a tank to store a solvent. A heat exchanger is disposed in the tank to transfer heat from a heated fluid to the solvent. A first actuator is provided to enable and disable fluid communication of the heated fluid from a coolant system to the heat exchanger. A nozzle is in fluid communication with the tank to spray the solvent on a sensor of an autonomous vehicle (AV) system to remove debris. A controller is programmed to control the first actuator to enable the fluid communication of the heated fluid to the heat exchanger to increase at least one of a temperature and a pressure of the solvent within the tank.

Abstract: A system for cleaning a plurality of sensors of a motor vehicle includes a plurality of devices for spraying a cleaning fluid onto the sensors and a cleaning fluid storage reservoir. The cleaning system includes a distribution circuit connected to the storage reservoir and to which each of the spray devices is connected via a solenoid valve. The cleaning system further includes an electronic management unit for controlling the operation of at least the distribution circuit. In addition, the cleaning system includes an electronically controlled pump, the electronic control unit of which modifies a parameter pertaining to the flow of the cleaning fluid in the distribution circuit.

Abstract: Provided are a battery swapping control method and system, an electronic device, and a computer readable storage medium, the battery swapping control method being used for a battery swapping device (2) to remove a battery pack from the bottom of an electric car (9), the battery swapping device (2) having a liftable battery swapping platform, and the battery swapping control method comprising: controlling the battery swapping device (2) to move to a preset battery swapping position beneath the electric car (9); controlling the battery swapping platform to rise to a preset removal height; and controlling the battery swapping device (2) to remove the battery pack from the bottom of the electric car (9), thereby the entire procedure of the battery swapping process is controlled, increasing battery swapping efficiency and reducing the safety hazards in the battery swapping process.

Abstract: A method and equipment determine braking-relevant actual values for a train composed of a plurality of wagons, in particular a rail vehicle, for the performance of controlled-retardation braking of the train, in which at least the longitudinal retardation is taken into account as an actual value, from which, using a retardation controller, in accordance with a predefined target value of a desired break retardation, an actuating value compensating for the control deviation is determined for an actuator of the brake, in that the longitudinal retardation is measured by a plurality of retardation sensors positioned along the train in at least two different wagons to determine the respective local longitudinal retardation, the longitudinal retardation based on the entire train then being calculated as an actual value by a central measured value detection unit.

Abstract: A brake system is provided for a trailer vehicle having a plurality of axles, each of which has a wheel end on a respective side of the vehicle, the brake system including first and second pneumatic circuits for supplying air pressure to brake devices at the wheel ends. The system includes a spring brake modulator valve arrangement adapted to control pressure to spring brakes on the vehicle, which modulator valve arrangement receives an input from at least one of the pneumatic circuits and a control pressure from the trailer brake module. Flow of air to the brakes is controllable either by the trailer brake module or by the spring brake modulator valve arrangement to provide redundancy.

Abstract: The present disclosure relates to an electronic brake system. The electronic brake system includes a reservoir in which a pressurized medium is stored, an integrated master cylinder having a master chamber and a simulation chamber, a reservoir flow path provided to communicate the integrated master cylinder with the reservoir, a hydraulic pressure supply device provided to generate a hydraulic pressure by operating a hydraulic piston according to an electrical signal output in response to a displacement of the brake pedal, a hydraulic control unit including a first hydraulic circuit provided to control the hydraulic pressure to be transferred to two wheel cylinders, and a second hydraulic circuit provided to control the hydraulic pressure to be transferred to the other two wheel cylinders, and an electronic control unit configured to control valves based on hydraulic pressure information and displacement information of the brake pedal.

Abstract: Disclosed herein an electronic brake system includes a hydraulic pressure supply device including a first pressure chamber and a second pressure chamber partitioned by a hydraulic piston, and a hydraulic control unit, wherein the hydraulic control unit comprises a first hydraulic flow path connecting the first pressure chamber and one of the first and second hydraulic circuits, a second hydraulic flow path branched from the first hydraulic flow path to connect to the other one of the first and second hydraulic circuits, a third hydraulic flow path branched from the first hydraulic flow path on upstream side of a branch point of the second hydraulic flow path to connect the second pressure chamber, and a fourth hydraulic flow path branched from the first hydraulic flow path on upstream side of a branch point of the third hydraulic flow path to connect the third hydraulic flow path.

Abstract: The present application provides an electromechanical brake and the controlling method thereof, and an electromechanical braking system, relate to the technical field of brake, the electromechanical brake comprising an electric motor and an electromagnetic brake, the electric motor having a shaft and outputting a torque based on a braking demand, and the electromagnetic brake being configured for locking and releasing the shaft, the controlling method comprises controlling the electric motor and the electromagnetic brake based on the braking demand; controlling a power supply of the electromagnetic brake when the electromagnetic brake needs to release or lock the shaft; obtaining a target current value corresponding to the real-time temperature value based on temperature-current relationship data; and when a difference between the real-time current value and the target current value is greater than a preset range, adjusting a duty cycle of the driving voltage level.

Abstract: A valve arrangement (14.2) of a tractor vehicle (2) for controlling a pneumatic brake system of a trailer vehicle (4) includes a trailer control valve (16) with a reservoir pressure input (p11) for the introduction of reservoir compressed air and a reservoir pressure output (p21) for the controlled discharge of reservoir compressed air. The reservoir pressure output is pneumatically connected to a “reservoir” coupling head (6) of the tractor vehicle. A shut-off and ventilation valve (98) is arranged in a reservoir pressure line (48) upstream of the “reservoir” coupling head. Before connecting an associated coupling head of the trailer vehicle (4) to the “reservoir” coupling head of the tractor vehicle, the feed of reservoir compressed air to the “reservoir” coupling head can be shut off to ventilate the “reservoir” coupling head. After reconnecting the associated coupling head, the “reservoir” coupling head can be charged again.

Abstract: Systems and methods for coordinating and providing braking assistance between towing vehicles and towed vehicles during towing events, such as bidirectional charging towing events, are provided. The towing braking assistance may be provided by the towed vehicle in the form of an assistive braking torque output to assist the towing vehicle with meeting a target deceleration rate during the towing event. The assistive braking torque output may be provided to account for mutual vehicle deceleration events, brake compensation or brake fade events, and stability events of the coupled vehicles during the towing events, for example.

Abstract: A method for warning a driver of a vehicle (1), in particular a truck, in turn maneuvers includes the following steps: generating (S1) an adaptive monitoring area (2) for the vehicle (1) based on at least a maximum lateral acceleration (4) of the vehicle (1) at a current longitudinal velocity (6) of the vehicle (1); identifying (S2) a vulnerable road user (VRU) (8) within the adaptive monitoring area (2); determining (S3, S4) a driver's intention to turn (40) the vehicle (1); determining S5) whether there is a collision risk between the vehicle (1) and the VRU (8); and outputting a warning signal (SW) based on the determined collision risk.

Abstract: An electro-mechanical brake configured such that a piston pulls a brake pad toward a wheel disc by driving a motor is disclosed. The electro-mechanical brake comprising: a hysteresis data storage unit storing rising-section function data on a rising section in which braking force increases as the piston moves toward the wheel disc, and falling-section function data on a falling section in which the braking force decreases as the piston moves away from the wheel disc; a position detection unit detecting a position of the piston; a calculation unit calculating a differential value of the position of the piston with respect to time; a past state data storage unit storing data on a preceding section corresponding to a preceding piston position; and a braking force calculation unit calculating the braking force based on the differential value of the piston position and the data on the preceding section.

Abstract: A brake control device includes an electric pump, a pressure adjustment valve that adjusts a hydraulic pressure of a brake fluid discharged by the electric pump to an adjustment hydraulic pressure and supplies the brake fluid in a rear wheel cylinder, and a master unit provided with a servo chamber into which brake fluid at the adjustment hydraulic pressure is supplied and in which the adjustment hydraulic pressure is converted into a forward force of a master piston, and a master chamber fluidically separated from the servo chamber by the master piston and connected to the front wheel cylinder and in which a rearward force converted from the hydraulic pressure in the front wheel cylinder and is applied to the master piston. Also included is an input unit provided with an input chamber and a simulator, and a controller configured to control the electric pump and the pressure adjustment valve.

Abstract: A braking control apparatus is configured to control braking force to be generated by a braking device of a vehicle. The braking control apparatus includes a contact detector and a braking control unit. The contact detector is configured to detect a contact of the vehicle. The braking control unit is configured to perform a post-crash braking control that generates the braking force in response to that the contact detector detects the contact and thereby decelerates the vehicle, and cancel the post-crash braking control in a case where an amount of operation of an accelerator operation device of the vehicle is increased and decreased in a predetermined pattern, in which the accelerator operation device is configured to receive an accelerator operation to be performed by a driver who drives the vehicle.

Abstract: Systems and methods for shut off valve failure detection are provided. The system may comprise a housing, a shut off valve disposed within the housing, a first servovalve and a second servovalve coupled to the housing, and a pressure sensor disposed within the housing in fluid communication with the shut off valve. A controller may receive a pressure signal from the pressure sensor in the system, and a brake signal from a brake input device. The controller may determine whether there has been a shut off valve failure in the system in response to the pressure signal being greater than a pressure threshold and the controller failing to receive the brake signal, for a threshold period. The controller may then send a signal to a notification system in response to detection of the shut off valve failure and output a shut off valve failure notification.

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: A parking support device includes a parking support control device mounted on an own vehicle. The parking support control device is configured to be able to receive an operation signal in a state where the driver gets off the own vehicle, and executes parking support control such that the own vehicle moves along a movement route according to the received operation signal. The parking support control device controls the drive device and the foot brake device such that the own vehicle travels at a speed at which a shift position can be switched to a parking position. The parking support control device can execute a shift switching process during execution of the parking support control, and when a switching destination of the shift position is a position other than the parking position, the parking brake device is operated to apply braking force to the wheels and switch the shift position.

Abstract: Among other things, safety performance of vehicles is monitored or evaluated, or both. Sensor data is received from one or more sensors at a vehicle. One or more risk sources encountered by the vehicle during a period of operation of the vehicle are identified based on the sensor data. One or more safety events experienced by the vehicle during the period of operation are identified based on the sensor data. A risk of a safety event experienced by the vehicle during the period of operation is determined based on the one or more risk sources. A safety performance of the vehicle during the period of the vehicle during the period of operation of the vehicle is determined based on the one or more safety events and the risk.

Abstract: A method for preventing a collision between a motor vehicle and at least one target object, the motor vehicle includes a detection system capable of detecting the target object and a warning system including at least one light module. The method includes detecting the target object and determining a position and a speed of the target object using the detection system. The method further includes estimating a critical trajectory likely to be followed by the target object in order to collide with the vehicle depending on the position and the speed of the target object, the critical trajectory being associated with a collision risk/collision time relationship. The method additional includes transmitting at least one light warning to the driver of the vehicle using the light module of the warning system.

Abstract: A computer implemented method for determining weights for an attention based trajectory prediction comprises the following steps carried out by computer hardware components: receiving a sequence of a plurality of captures taken by a sensor; determining an unnormalized weight for a first capture of the sequence based on the first capture of the sequence; and determining a normalized weight for the first capture of the sequence based on the unnormalized weight for the first capture of the sequence and a normalized weight for a second capture of the sequence.

Abstract: Methods, systems, and apparatus, including computer programs encoded on computer storage media, for agent trajectory prediction using temporal-spatial interaction predictions.

Abstract: A plurality of localization data sources accessible on a vehicle network in a vehicle can be identified. A plurality of active vehicle applications that request localization data provided by one or more of the localization data sources can be identified. Based on the active vehicle applications, a plurality of the localization data sources to be combined to output a vehicle location can be selected.

Abstract: A vehicular occupant health monitoring system includes a heartbeat sensor disposed at a vehicle and operable to capture sensor data measuring an aspect associated with the heart of an occupant of the vehicle. A control includes a processor operable to process sensor data captured by the heartbeat sensor and provided to the control. The vehicular occupant health monitoring system, responsive to processing by the processor of sensor data captured by the heartbeat sensor, determines whether the measured aspect associated with the heart of the occupant is abnormal. The vehicular occupant health monitoring system, responsive to determining the measured aspect associated with the heart of the occupant is abnormal, controls a function of the vehicle.

Abstract: An apparatus for controlling a change in speed of a vehicle, includes: an auxiliary braking signal unit receiving an auxiliary braking related signal from a driver; a vehicle control unit receiving the auxiliary braking related signal from the auxiliary braking signal unit while controlling the vehicle; a motor control unit receiving a command for auxiliary braking from the vehicle control unit and decelerating the vehicle by regenerative braking of a driving motor; a transmission control unit controlling a transmission during deceleration of the vehicle and transmitting information of whether a change in speed is performed to the vehicle control unit; and a braking control unit connected to a brake through a fluid pressure line, and controlling the brake so that the brake applies braking pressure to a wheel by an amount of reduction in regenerative braking torque when the transmission is downshifted.

Abstract: A travel control device is provided as a vehicle control ECU for controlling a travel of a vehicle. The vehicle control ECU includes: a resistance estimator estimating a cornering resistance, which is a travel resistance acting on the vehicle in a curved travel section where a curved travel of the vehicle is scheduled; a correction determiner determining whether the cornering resistance is out of an allowable resistance range; and a correction setter setting a correction amount when it is determined that the cornering resistance is out of the allowable resistance range.

Abstract: A driver assistance apparatus being configured to generate a list of objects, each object being located in a vicinity of the vehicle and each object having been identified using data from at least one object sensor on the vehicle. The apparatus also searches for lane markings on a road on which the vehicle travels using data from at least one lane marking sensor on the vehicle. Finally, a region of interest (“ROI”) is established on the basis of at least one detected lane marking, wherein the ROI includes an ROI ego lane, an ROI left lane and an ROI right lane. A corresponding method is also provided.

Abstract: The invention is a method for determining a speed profile for minimizing emissions of at least one pollutant generated by a vehicle during a journey. The method requires a model of the vehicle dynamics, an analytical model of the emissions of the pollutant, and at least one speed profile model divided into at least two phases, each of the phases corresponding to a traction acceleration mode of the vehicle with a number of acceleration modes preferably being five. Then, a speed profile minimizing the emissions of at least one pollutant is determined by seeking, from speed profiles with respect to the distance, duration, and initial and final speeds of the journey and distinguished by distinct phase durations with the speed profile for which the emissions of the pollutant are modelled is by use of an analytical model for which the pollutants are the lowest.

Abstract: Disclosed herein are a method for generating a vehicle control signal based on magnetic paint lanes and an apparatus for the same. The method includes generating a magnetic sensing signal corresponding to an alternating magnetic pattern from magnetic paint lanes, performing noise filtering on the magnetic sensing signal so as to generate a magnetic sensing signal from which noise is removed, and controlling the operation of a vehicle based on the magnetic sensing signal from which noise is removed.

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

Abstract: A method for determining information related to a lane change of a target vehicle includes obtaining information related to an environment of the target vehicle. The information related to the environment relates to a plurality of features of the environment of the target vehicle. The plurality of features are partitioned into two or more groups of features. The method further determines two or more weighting factors for the two or more groups of features. An attention mechanism is used for determining the two or more weighting factors. The method further determines the information related to the lane change of the target vehicle based on the information related to the environment of the target vehicle using a machine-learning network. A weighting of the plurality of features of the environment of the target vehicle within the machine-learning network is based on the two or more weighting factors for the two or more groups of features.

Abstract: An information processing apparatus that assists driving of a vehicle, the information processing apparatus comprising: a detection unit configured to detect deviation from a dividing line that defines a driving lane of the vehicle when the vehicle travels on a curve; and a control unit configured to control a process for recommending a driving posture to a driver of the vehicle based on an extending direction of the curve and a deviation direction of the dividing line from which the deviation has been detected with respect to the vehicle.

Abstract: A method for determining a sampling rate of occupancy data for a vehicle includes determining a vehicle speed and detecting whether an interrupt condition is present. If the speed is within a first speed range and no interrupt condition is detected, then a first sampling rate is selected for sampling the occupancy data. If the speed is within a second speed range that is higher than the first speed range, and/or if the interrupt condition is detected, then a second sampling rate which is faster than the first sampling rate is selected for sampling the occupancy data. A primary electronic control unit (ECU) may be configured for sampling the occupancy data. If the second sampling rate is selected and a computational demand of the primary ECU exceeds a predetermined threshold, then a portion of the computational demand may be transferred to one or more secondary ECUs for sampling the data.

Abstract: A system and method are disclosed for overheight vehicle impact avoidance and incident detection. A detection subsystem of the system determines whether an incoming vehicle is clear to pass, depending at least on its height. The detection subsystem relies on distance sensors located along the freeway to detect the highest point of the vehicle and outputs an indication of whether the vehicle can pass. A warning subsystem receives the indication that a vehicle is overheight and provides a warning indication to the driver about the vehicle's inability to pass an upcoming structure. The warning subsystem may also perform a variety of other tasks, such as, for example, logging a variety of information about the vehicle and the incident, sending data about the incident locally to a central command, and generating reports.

Abstract: A driving assistance system includes an assistance information acquisition unit configured to acquire assistance information from an information processing server, a setting information acquisition unit configured to acquire an assistance timing of an in-vehicle driving assistance unit set by a driver of a target vehicle, and an assistance information providing unit configured to execute driving assistance for the target vehicle based on the acquired assistance information. The assistance information providing unit provides the driving assistance based on the assistance information when the assistance timing is within a first timing range and does not execute the driving assistance based on the assistance information when the assistance timing is within a second timing range later than the first timing range.

Abstract: Systems and methods herein describe accessing a set of feature flags, a first feature flag in the set of feature flag describing vehicle navigation behavior on a routing graph, the routing graph representing the roadway, associating the set of feature flags with a vehicle, applying the associated set of feature flags to a graph traversal algorithm to generate a modified graph traversal algorithm, generating the route using the modified graph traversal algorithm; and transmitting instructions to the vehicle to begin executing the route.

Abstract: Systems and methods for complementary control of an autonomous vehicle are disclosed. A primary controller provides a first plurality of instructions to an AV platform for operating the AV in an autonomous mode along a planned path based on sensor data from a primary sensor system and a secondary sensor system, and provides information that includes a fallback monitoring region to a complementary controller. The complementary controller receives sensor data from the secondary sensor system that includes sensed data for a fallback monitoring region, analyzes the received sensor data to determine whether a collision is imminent with an object detected in the fallback monitoring region, and cause the AV platform to initiate a collision mitigation action if a collision is determined to be imminent.