Abstract: A multi-vehicle control system (MVCS) for control of a multi-vehicle system having independently powered and steered lead and trailer vehicles connected by a slidable length sensing tow bar system. The MVCS includes a controller configured to receive throttle, brake, and steering signals from the lead vehicle, receive signals from the tow bar system indicating an extension length of the tow bar system, a front angle deviation of the lead vehicle, and a rear angle deviation of the trailer vehicle. The controller is further configured to determine, based on the received signals, a trailer vehicle acceleration/deceleration output and a trailer vehicle steering output, determine a driving scenario of the multi-vehicle system, and operate the multi-vehicle system based on the determined driving scenario and the determined trailer vehicle acceleration/deceleration output and trailer vehicle steering output.

Abstract: The present disclosure relates to a driver-assistance system for assisting a driver of a vehicle in performing a lane change of the vehicle, the driver-assistance system including a sensor system for detecting a further vehicle located in an environment of the vehicle, wherein the driver-assistance system is configured to detect a position of the further vehicle dependent on sensor data generated by the sensor system and to check whether there is enough space for performing the lane change of the vehicle dependent on at least the position of the further vehicle and to generate a signal for initiating the lane change wherein when there is enough space for performing the lane change, wherein the sensor system includes a continuously spinning Lidar sensor mounted on a roof of the vehicle.

Abstract: Information about a present position and a posture of an own vehicle for performing desired vehicle operation control is estimated with high accuracy even if the vehicle is not mounted with any satellite positioning sensor. This position estimation device includes: an information reception unit which receives surrounding environment information including first mobile object information including at least a position, an angle, and a speed of a mobile object and road information about a surrounding of the mobile object; a recognition unit which unifies pieces of the surrounding environment information so as to create unification environment information; and an information transmission unit which transmits the unification environment information including positional information about the mobile object to the mobile object.

Abstract: A system and method for estimation of a driver state based on eye gaze includes, capturing and sending, using an outward looking camera situated in a vehicle, a first video stream of surrounding environment to a neural controller. The neural controller, based on the first video stream, generates an expected gaze distribution. Using an inward looking camera situated in the vehicle, the camera captures and sends a second video stream of a face of a driver to an eye tracker controller, where based on the second video stream, the eye tracker controller extracts a plurality of gaze directions. A gaze distribution module generates, based on the plurality of gaze directions, an actual gaze distribution. A distance distribution controller, based on a difference between the expected gaze distribution and the actual gaze distribution, generates a distance measure where a determination is made that the distance measure exceeds a threshold.

Abstract: An example operation includes one or more of determining a portion of memory in a transport to store data, establishing a timeframe when the data may be accessed based on a type of the data, and clearing the data from the portion of memory after the timeframe. The type of the data may be related to one or more of the transport and an occupant of the transport. A length of the timeframe is inversely proportional to a criticality of the type of the data.

Abstract: The technology relates to identifying and addressing aberrant driver behavior. Various driving operations may be evaluated over different time scales and driving distances. The system can detect driving errors and suboptimal maneuvering, which are evaluated by an onboard driver assistance system and compared against a model of expected driver behavior. The result of this comparison can be used to alert the driver or take immediate corrective driving action. It may also be used for real-time or offline training or sensor calibration purposes. The behavior model may be driver-specific, or may be a nominal driver model based on aggregated information from many drivers. These approaches can be employed with drivers of passenger vehicles, busses, cargo trucks and other vehicles.

Abstract: Systems and methods for determining the performance of a driver of a vehicle based on changes, over time, in the context and environment in which the vehicle operates, and any resultant driver behavior are disclosed. A set of driver response data is created from based on an analysis of time-series data indicative of the driver's operation of the vehicle in conjunction with time-series data indicative of changes in the vehicle's context/environment. The driver response data indicates the types and magnitudes of the driver's responses to various changes in the vehicle's operating context/environment and the driver's time-to-respond for each of the responses. That is, the driver response data indicates how a driver compensated his or her behavior (if at all) in response to different changes in the vehicle's context and/or environment. The driver response data may be compared to one or more thresholds to determine the driver's performance.

Abstract: Performance of a substitute upstream processing component is tested, in order to determine whether that performance is sufficient to support a downstream processing component, within an autonomous driving system, in place of an existing upstream processing component. The existing upstream processing component and the substitute upstream processing component are mutually interchangeable in so far as they provide the same form of outputs interpretable by the downstream processing component, such that either upstream processing component may be used without modification to the downstream processing component. A direct or indirect metric-based comparison is formulated in terms of the resulting performance of the downstream processing component.

Abstract: A vehicle system includes a vehicle including a sensor and processing circuitry including a memory onboard the vehicle. The processing circuitry is configured to receive a first data point, a second data point, and a third data point regarding the condition from the sensor at different times, record the first data point of the sensor data in the memory, determine, based on a comparison of the second data point and the first data point, that the second data point should not be recorded in the memory, record the third data point in the memory in response to a determination based on a comparison of the third data point and the first data point, and transmit the first data point and the third data point from the memory to the remote device.

Abstract: A vehicular driving assist system includes a camera, a non-vision sensor, and an electronic control unit (ECU) disposed at a vehicle equipped with the vehicular driving assist system. Captured image data is transferred from the camera to the ECU and processed at the ECU and captured sensor data is transferred from the non-vision sensor to the ECU and processed at the ECU. Another vehicle forward of the equipped vehicle is detected via processing at the ECU of captured image data and via processing at the ECU of captured sensor data. The system determines a difference between detection of the other vehicle via processing at the ECU of transferred image data and detection of the other vehicle via processing at the ECU of transferred sensor data. The vehicular driving assist system determines misalignment of the non-vision sensor relative to the camera based at least in part on the determined difference.

Abstract: Certain embodiments of the present disclosure provide techniques for controlling settings (and/or functions) of a vehicle via steering device finger tapping. A method generally includes receiving vibration information from a plurality of vibration sensors associated with a steering device, wherein the plurality of vibration sensors are configured to detect vibration on the steering device caused by a user of the vehicle; in response to receiving the vibration information, determining a user command based on the vibration information, determining a probability that the user intends to employ the user command via the vibration caused by the user, determining whether the probability is equal to or above a threshold, and selectively transmitting or not transmitting, to a controllable device, a control command corresponding to the user command based on whether the probability is determined to be equal to or above the threshold.

Abstract: A method of controlling system limit of a vehicle performing a circuit mode includes determining, by a controller, whether the vehicle arrives at a circuit and enters the circuit mode. The method also includes determining, by the controller, whether safe travel is required based on racing situation information in the circuit upon determining that the vehicle enters the circuit mode. The method additionally includes performing, by the controller, system limit release control for releasing a limit state of a vehicle system for vehicle driving upon determining that safe travel is unnecessary. The disclosed method may limit a vehicle system interlocked with a circuit mode in a vehicle capable of performing a circuit mode in which a general driver may travel on and experience a circuit using a vehicle of the driver.

Abstract: Systems and methods for operating a hybrid vehicle are provided. The method may comprise receiving, at a human-machine interface (HMI), a selection of at least one hybrid vehicle of a plurality of hybrid vehicles. The HMI may comprise a processor and a memory, and each hybrid vehicle, of the plurality of hybrid vehicles, may be configured to perform wheeled and walking locomotion. The method may further comprise rendering, at the HMI, a graphical user interface (GUI) based on the selection of the at least one hybrid vehicle, and receiving, at the HMI, one or more commands. The one or more commands may be configured to dictate an operation of one or more hybrid vehicles of the selection of the at least one hybrid vehicle.

Abstract: A vehicle provides various functions for a pregnant woman and a method of controlling the same. The method of supporting vehicle driving for a pregnant woman may include determining whether to enter a driving support control for the pregnant woman based on at least one of an entry command or an input biometric information of a driver, determining a control function to be activated among predetermined control functions in the driving support control for the pregnant woman based on the at least one of the entry command or the biometric information when entering the driving support control for the pregnant woman, and performing the determined control function.

Abstract: An example operation includes one or more of receiving, by a processor, first data from a first sensor and second data from a second sensor, on a vehicle, receiving, by the processor, third data from a sensor on a further vehicle, wherein the third data is not observable by the first sensor, interworking, by the processor, the first data, the second data, and the third data, and superimposing, by the processor, the interworked first data, second data, and third data on a display of the vehicle.

Abstract: A system for detecting and warning a user of an object in a path of a vehicle includes a detection module configured to detect an object in a path of a vehicle, and a control module in communication with the detection module. The control module is configured to receive vehicle data from one or more vehicle sensors, determine a height of the detected object, determine a ground clearance of the vehicle based on the received vehicle data, and in response to the height of the detected object being greater than a threshold based on the ground clearance of the vehicle, generate a signal to notify the user of the detected object. Other examples systems and methods for detecting and warning a user of an object in a path of a vehicle are also disclosed.

Abstract: A method for controlling an operator drowsiness alert system for a vehicle reacts to a sensed or calculated level of drowsiness of the vehicle operator. The method includes entering a first drowsiness alert state associated with a first operator drowsiness alert if the sensed or calculated level of drowsiness is above a first predetermined level for a first predetermined time, where the first predetermined time is greater than zero. Additionally, the method includes transitioning from the first drowsiness alert state to a second drowsiness alert state associated with a second operator drowsiness alert if the sensed or calculated level of drowsiness is above a second predetermined level for a second predetermined time, where the second predetermined time is greater than zero.

Abstract: In an approach to improve manual and autonomous operations of a vehicle embodiments predict a moving intention of a first vehicle. Based on the predicted moving intention embodiments broadcast and share the predicted vehicle moving intention of the first with a set of key vector data through a predefined network to a second vehicle. Further, embodiments receive the broadcasting signal embedded with the set of key vector data related to vehicle moving intention nearby and map the received vehicle moving intentions to two-dimensional (2d) or three-dimensional (3D) spatial map. Additionally, embodiments render the 2D or 3D spatial map with the mapped vehicle moving intentions in a virtual display.

Abstract: A vehicle control system includes: a first display unit including a first display area in which an image is displayed; a first touch unit including a first touch area that includes at least a portion overlapping the first display area and receives a touch of a user; a second display unit including a second display area in which the image is displayed; a second touch unit including a second touch area that includes at least a portion overlapping the second display area and receives the touch of the user; a vehicle drive unit that drives a vehicle; a main controller that controls the vehicle drive unit, based on the touch of the user; a main power unit that supplies a main power to the first touch unit and the main controller; and a first auxiliary power unit the supplies a first auxiliary power to the second touch unit.

Abstract: A method for model-based predictive control (MPC) of a motor vehicle includes executing an MPC algorithm having a high level solver module, a longitudinal dynamics model, and a cost function dedicated to the high level solver module. By executing the high level solver module for an upcoming route segment while taking the longitudinal dynamics model into account, a speed trajectory is calculated that minimizes the cost function, according to which the motor vehicle is to travel within a prediction horizon. The method includes sending the speed trajectory to a human-machine interface as an input value, processing the speed trajectory to obtain a control signal in the human-machine interface, and outputting the control signal to a driver of the motor vehicle with the human-machine interface, such that the driver can control the motor vehicle in accordance with the control signal.

Abstract: Techniques for enabling a vehicle to navigate around a blocking object, such as double-parked vehicle (“DPV”), are discussed herein. In some examples, a vehicle may receive sensor data representative of an environment. The vehicle may analyze such sensor data to determine that a DPV is located proximate the vehicle. When determining whether to follow the trajectory, the vehicle may determine one or more cost values corresponding to the trajectory. Further, the vehicle may receive weighted heatmap(s) that cover the region proximate the DPV. The vehicle may modify some or all cost values of the trajectory based on the weighted values of the heatmap(s). In some examples, the vehicle may follow the trajectory based at least in part on the cost values.

Abstract: Aspects of the disclosed technology provide solutions for autonomous vehicle (AV) data prioritization and in particular, for classifying data stored on an AV based on a prioritization policy. A process of the disclosed technology can include steps for collecting sensor data, wherein the sensor data represents a real-world environment encountered by an autonomous vehicle (AV) and storing the sensor data to a disk drive on the AV. The process can further include steps for receiving, from an autonomous vehicle (AV) fleet center, a prioritization policy, classifying, based on the prioritization policy, the sensor data, and determining if a fill level of the disk drive has exceeded a predetermined threshold. Systems and machine-readable media are also provided.

Abstract: A radar system comprises a plurality of transmit antennas that transmit a radar signal toward a target, wherein each transmit antenna transmits its signal using a different space-time block code in a given transmission time slot. In one embodiment, no two transmit antennas transmit using the same space-time block code in the same transmission time slot.

Abstract: Various technologies described herein pertain to a radar sensor system that performs ego motion estimation. A radar sensor system can be utilized to generate an instantaneous three-dimensional ego motion estimate of a vehicle. The radar sensor system employs an algorithm that enables generating ego motion estimates for velocities of the vehicle that can be greater than, less then, or equal to the unambiguous maximum velocity of the radar sensor system. Moreover, a single radar sensor system of a vehicle can implement the approaches set forth herein and the techniques can be applicable regardless of modulation of the radar sensor system.

Abstract: An autonomous driving device and a driving control method thereof are provided. The autonomous driving device includes at least one sensor, a processor, and storage including a database. The processor is configured to detect, using the at least one sensor, an obstacle that is present on a passage in a first driving path, of the first autonomous driving device, to a destination; determine whether there is a need for the first autonomous driving device to cross paths with the obstacle to pass through the passage; determine a time to collision by the first autonomous driving device with the obstacle; determine whether the obstacle is a second autonomous driving device; identify a driving rule corresponding to the second autonomous driving device; determine, based on the driving rule, a second driving path for passing through the passage; and control the first autonomous driving device to drive on the passage along the second driving path.

Abstract: Various examples are directed to systems and methods for directing a field-of-view of a first sensor positioned on an autonomous vehicle. In one example, at least one processor selects a goal location on at least one travel way in an environment of the autonomous vehicle. The selecting of the goal location is based at least in part on map data describing at least one travel way in an environment of the autonomous vehicle and pose data describing a position of the autonomous vehicle in the environment. The at least one processor determines a field-of-view position to direct the first sensor towards the goal location based at least in part on the sensor position data. The at least one processor sends a field-of-view command to the first sensor. The field-of-view command modifies the field-of-view of the first sensor based on the field-of-view position.

Abstract: An apparatus determines a lateral position of a land vehicle on a pathway, on a surface of which one or more microwave reflectors are distributed in a direction of travel of the vehicle. The microwave reflectors have reflectivity different from the surface of the pathway where no microwave reflectors are present. The apparatus comprises a radar sensor and a processor. The radar sensor is mounted to the vehicle and configured to transmit a radar signal having a beam pattern center aimed downward from the vehicle toward the surface of the pathway and sideways from the vehicle generally perpendicular to the direction of travel. The radar sensor is also configured to detect one or more reflections of the radar signal from the pathway. The processor is operatively connected to the radar sensor and configured to determine a lateral distance of the vehicle from at least one of the microwave reflectors.

Abstract: A method for the automated driving of a transportation vehicle, having at least one control device for calculating a trajectory, wherein control commands for actuators for setting longitudinal and lateral guidance of the transportation vehicle are calculated for the trajectory and are implemented by the actuators, wherein the control commands are updated at fixed points in time, wherein at each point in time a current emergency trajectory for bringing the transportation vehicle to a standstill is calculated, wherein a set of control commands for actuators for setting at least the lateral guidance are calculated for the emergency trajectory and, in the absence of the control commands for the trajectory, are automatically implemented by the actuators for the emergency trajectory. Also disclosed is an automated transportation vehicle.

Abstract: Aspects of the disclosure relate to providing transportation services with autonomous vehicles. For instance, a first route to a first destination may be determined. The first route may have a first cost. Weather information for the first destination may be received. A characteristic is determined based on the weather information. A second destination having the characteristic may be selected. The second destination may be different from the first destination. A second route to the second destination may be determined. The second route may have a second cost. The first cost may be compared to the second cost, and the vehicle may use the comparison to set one of the first destination or the second destination as a current destination for a vehicle to cause the vehicle to control itself in an autonomous driving mode to the current destination.

Abstract: Systems and methods for training a neural network for generating a reasoning statement are provided. In one embodiment, a method includes receiving raw data regarding a raw simulation for an ego agent. The raw simulation includes at least one dynamic object. The method also includes generating a noisy simulation by applying a first input noise of a plurality of input noises to the raw simulation. The method further includes predicting one or more object trajectories for the at least one dynamic object. The method yet further includes generating an ego trajectory for the ego agent in the noisy simulation based on the one or more object trajectories. The method includes causing the ego agent to execute the ego trajectory.

Abstract: Disclosed is a method for cooperative decision-making on lane-changing behavior of an autonomous vehicle based on Bayesian game. On one hand, intelligent networked road perception and big data analysis are utilized to infer statistical characteristics of driving styles of a side vehicle under different time periods and traffic flow states, serving as prior predictions of driving styles of the side vehicle. On the other hand, the dynamic interaction behaviors during lane-changing processes of a specified vehicle and the side vehicle are continuously observed and posterior corrections are made to the driving styles of the side vehicle. When the specified vehicle generates a lane-changing willingness, probabilities of driving styles are iteratively predicted using Bayesian game principles. Comprehensive consideration of style and willingness probabilities yields a lane-changing probability of the specified vehicle.

Abstract: This invention presents a function allocation system for an autonomous vehicle (AV). During the operations of the AV, some or all of its automated driving capabilities or functions could be downgraded due to long-tail events or malfunctioning. The roadside intelligent infrastructure, or the cloud platform, could supplement some or all of AV's automated driving functions, including sensing, prediction and decision-making, and/or control functions. The function allocation system dynamically allocates these functions between AV and intelligent infrastructure, achieving a higher system intelligence level S than the downgraded vehicle intelligence level V. In addition, a function allocation system could dynamically allocate sensing, prediction and decision-making, and/or control functions between AV and a cloud platform. This invention also presents a function integration system or a fusion system for an AV.

Abstract: A vehicle includes: a vehicle platform configured to execute a plurality of predetermined functions of the vehicle; an autonomous driving kit that is configured to issue an instruction for autonomous driving and is attachable to and detachable from the vehicle platform; and a vehicle control interface box configured to communicate with the autonomous driving kit and issue a control instruction to the vehicle platform based on an instruction from the autonomous driving kit. A vehicle mode state indicating a state of the vehicle platform includes a manual mode under control of a driver of the vehicle, an autonomous driving mode under control of the autonomous driving kit, and a standby mode in which an operation on the vehicle platform by the driver is prohibited. The vehicle mode state is shifted to the standby mode when the vehicle platform is activated based on a control instruction from the autonomous driving kit.

Abstract: Methods, systems, and apparatuses for a driving assistance system of a vehicle are provided. A user input is received to select an automated driving mode from two or more different automated driving modes. A determination is made as to whether the selected automated driving mode is available when selected by the user input. If the selected automated driving mode is available when selected by the user input, activating the selected automated driving mode is postponed for a first time interval. Alternatively, if the selected automated driving mode is unavailable when selected by the user input, attempting to activate the selected automated driving mode is postponed for a second time interval that is longer than the first time interval.

Abstract: A driving assistance system for a vehicle includes at least one operating element for manual vehicle control; a training level determination unit that is configured to determine a first training level of a first vehicle occupant and a second training level of a second vehicle occupant; and a control unit that is configured to assign the at least one operating element for changing from an automated driving mode to a manual driving mode based on the first training level and the second training level to either the first vehicle occupant or the second vehicle occupant.

Abstract: An information output control method includes: outputting, in a first mode, information for monitoring or controlling a moving body that travels through automatic driving, to a terminal for an operator to monitor or control the moving body remotely; obtaining first information related to an event or a situation in a periphery arising when the moving body moves, and second information related to a performance of the moving body; determining, based on at least the first information, a likelihood that the moving body can respond to the event or the situation through autonomous control; and when the likelihood determined exceeds a threshold specified based on the second information, outputting the information for monitoring or controlling the moving body to the terminal in a second mode different from the first mode.

Abstract: A guide-type anti-climbing energy-absorbing device based on hydraulic shearing includes an energy-absorbing tube, an anti-climbing portion, a first connecting portion, a plurality of partition plates, and two guide plates. The anti-climbing portion and the first connecting portion are respectively provided at two ends of the energy-absorbing tube. The partition plates are sequentially arranged inside the energy-absorbing tube along an axial direction to divide the interior of the energy-absorbing tube into a plurality of first energy-absorbing cavities, each filled with a first honeycomb body. The two guide plates are symmetrically arranged in the energy-absorbing tube along a vertical direction of the energy-absorbing tube. Each guide plate is arranged obliquely and includes a connecting end connected to the anti-climbing portion and a free end passing through the partition plates in sequence to extend outside the first connecting portion.

Abstract: System, methods, and machine-readable media to facilitate monitoring and control of a railway maintenance assembly are disclosed. A railway workhead component monitor may be adapted to be disposed at a railway maintenance assembly. The railway workhead component monitor may be configured to perform one or a combination of the following. One or more conditions of at least a portion of the railway maintenance assembly may be monitored. Based at least in part on the monitoring, a plurality of monitoring data corresponding to operations of the railway maintenance assembly may be stored. Reporting data may be generated based at least in part on the stored plurality of monitoring data. A wireless communication may be transmitted toward a railway device controller that is remote from the railway maintenance assembly, the wireless communication including the reporting data.

Abstract: Subway tunnel intelligent monitoring method and system relate to the field of track detection. The method includes: activating the inspection device to inspect the track section and detect foreign objects; when the inspection device detects the foreign object during foreign object detection, identifying and acquiring a volume of the foreign object, and according to a correspondence between a range interval to which the volume of the foreign object belongs and a processing scheme, determining the processing scheme for the foreign object with the corresponding volume; implementing the processing scheme for the foreign object with the corresponding volume.

Abstract: Methods, systems, and apparatus, including computer programs encoded on computer storage media, for monitoring vehicles traversing a dedicated roadway that includes an at-grade crossing. In some implementations, a system includes a central server, a gate system, and sensors. The gate system provides access to an at-grade crossing for vehicles. The sensors are positioned in a fixed location relative to a roadway, the roadway including the at-grade crossing. Each sensor can detect vehicles on the roadway. For each vehicle, each sensor can generate sensor data and observational data from the generated sensor data. Each sensor can determine a likelihood that the detected vehicle will approach the at-grade crossing by comparing the likelihood to a threshold. In response, each sensor can transmit data to the gate system that causes the gate system to allow the autonomous vehicle access to the at-grade crossing prior to the autonomous vehicle reaching the gate system.

Abstract: Embodiments of the present disclosure may include a collapsible cart configured to transition from a closed condition where it may be folded up to an open condition where it may be expanded for use, the collapsible cart including a rigid frame forming a compartment, the rigid frame having a front wall, a rear wall, a right sidewall, a left sidewall, and a bottom wall, the right sidewall and the left sidewall may be configured to fold inwardly in the closed condition. In some embodiments, the right sidewall including a first right panel rotatably coupled to a second right panel. In some embodiments, a retractable handle mechanism is disposed at, within or adjacent the back wall. The retractable handle mechanism includes a hand grip attached to a telescoping assembly. The telescoping assembly is pivotably coupled at a proximal end to the bottom of the rear wall.

Abstract: A wheeled carrying apparatus includes a standing frame, a handle frame, a wheel mount, a locking assembly and a release mechanism. The handle frame is rotatable between a first and a second position. The wheel mount carries a wheel and is rotatable relative to the standing frame for changing an orientation of the wheel axis. The locking assembly is configured to rotationally lock the wheel mount with respect to the standing frame, and configured to unlock the wheel mount so that the wheel mount is rotatable relative to the standing frame for changing an orientation of the wheel axis. The release mechanism includes a first portion provided on the standing frame and coupled to the locking mechanism, and a second portion carried with the handle frame, the second portion being movable along with the handle frame toward and away from the first portion during rotation of the handle frame.

Abstract: A pram with a frame, which has a pusher and wheels for driving the pram, a drive, which is drive-connected to at least one of the wheels, and a braking device for at least one wheel, which is transferable into a driving state with free wheel rotation and into a braked state with at least one braked wheel, wherein the drive can be actuated for an automatic rocking function of the pram, wherein the wheel braked by the braking device is rotatable to a limited extent in both wheel circumferential directions in the braked state for automatic rocking of the pram.

Abstract: An axially adjustable steering column includes a first jacket. The steering column also includes a second jacket, wherein the first jacket is axially adjustable relative to the second jacket. The steering column further includes an adjustment lever. The steering column yet further includes a locking mechanism, wherein the adjustment lever selectively moves the locking mechanism between a locked position and an unlocked position, wherein the locked position prevents axial adjustment of the first jacket relative to the second jacket in both axial directions, and the unlocked position allows adjustment of the first jacket relative to the second jacket.

Abstract: A telescope mechanism for a steering column includes a jacket. The telescope mechanism also includes a telescope actuator housing mounted to the jacket. The telescope mechanism further includes a capture bracket positioned on the telescope actuator housing and mechanically fastened to the jacket on a first side of the telescope actuator housing and on a second side of the telescope actuator housing.

Abstract: The invention relates to a road construction machine, in particular a road paver or a tandem roller, for working a ground in a forward direction with an operating device which can be displaced and swiveled.

Abstract: A steering column for a steer-by-wire steering system for a motor vehicle having a steering wheel is disclosed. The steering column includes (i) a fixed steering wheel hub, and (ii) a force-feedback unit which can transmit torque to the steering wheel. The force-feedback unit includes a first electrical motor and a second electrical motor. The first electric motor acts directly on the steering wheel. The second electric motor acts on the steering wheel via a transmission.

Abstract: A vehicle steering device comprises a power pack housing having a motor housing in which a motor is embedded and a substrate housing in which a printed circuit board is embedded; a housing cover forming an empty space above the printed circuit board, coupled to an end of the substrate housing, and having a communication hole for communicating with the empty space; and a sealing member injected through the communication hole to fill the empty space and solidified in the empty space of the housing cover.

Abstract: The present disclosure relates to an apparatus for controlling a drive unit according to the position of a shuttle lever of an agricultural machine supporting autonomous driving. Specifically, the present disclosure relates to an apparatus for providing a transition between autonomous driving and manual driving by newly defining the position between forward and neutral or between neutral and reverse for an agricultural machine shuttle lever configured in a forward-neutral-reverse structure.

Abstract: An apparatus for controlling a vehicle has a first actuator for turning a first set of steerable vehicle wheels connected with a first axle of the vehicle. The first actuator turns the first set of steerable vehicle wheels connected with the first axle to cause the vehicle to turn and travel along a desired path. A second actuator turns a second set of steerable vehicle wheels connected with a second axle of the vehicle. A third actuator turns a third set of steerable vehicle wheels connected with a third axle of the vehicle. A control unit controls the second and third actuators connected with the second and third axles to turn the second set of steerable vehicle wheels and the third set of steerable vehicle wheels.